Abstract: A disposable cartridge for a drug delivery device includes a flexible bag to accommodate a liquid medicament and having an opening adjacent to a sidewall, a socket having a fluid channel in fluid communication with a cartridge fluid coupling, and a housing covering at least a portion of the flexible bag and having a receptacle to receive the socket with the flexible bag. The socket extends into the opening of the flexible bag. The flexible bag's sidewall is fixed between the socket and the receptacle.

Abstract: A pendulum rocker damper with a rotation axis includes an input side with first and second input-side counter tracks, an output side with first and second output-side counter tracks, a stored energy source, and rocker elements disposed at opposite axial ends of the stored energy source. Each of the rocker elements has three axially offset partial tracks forming an input-side roller track and an output-side roller track. A first input-side rolling element is clamped between the first input-side counter track and a first input-side roller track and a second input-side rolling element is clamped between the second input-side counter track and a second input-side roller track. A first output-side rolling element is clamped between the first output-side counter track and a second output-side roller track and a second output-side rolling element is clamped between the second output-side counter track and a second output-side roller track.

Abstract: A disposable cartridge for a drug delivery device includes a flexible bag to accommodate a liquid medicament and having an opening adjacent to a sidewall, a socket having a fluid channel in fluid communication with a cartridge fluid coupling, and a housing covering at least a portion of the flexible bag and having a receptacle to receive the socket with the flexible bag. The socket extends into the opening of the flexible bag. The flexible bag's sidewall is fixed between the socket and the receptacle.

Abstract: A method for determines the drive train sensitivity of a drive train of a motor vehicle. A vehicle body is placed in longitudinal oscillations in the direction of travel and a parameter for the drive train sensitivity is determined as a function of the determined longitudinal accelerations of the vehicle body and the resultant angular accelerations of a transmission input shaft of a transmission of the motor vehicle.

Abstract: A drive system (1) having a unipolar machine (2) and a fuel cell (3) for supplying the unipolar machine (2) with electrical energy. The fuel cell (3) can be arranged in a ring shape around a rotor shaft (5) of a rotor (4) of the unipolar machine (2). The unipolar machine (2) can be provided in a motor vehicle (600) to supply a traction torque.

Abstract: A method for determines the drive train sensitivity of a drive train of a motor vehicle. A vehicle body is placed in longitudinal oscillations in the direction of travel and a parameter for the drive train sensitivity is determined as a function of the determined longitudinal accelerations of the vehicle body and the resultant angular accelerations of a transmission input shaft of a transmission of the motor vehicle.

Abstract: A dual clutch having a first clutch which has a first pressure plate that is movable axially relative to a first counterplate for coupling a first clutch disk that is connected to a first output shaft, a second clutch, which has a second pressure plate that is axially movable relative to a second counterplate for coupling a second clutch disk that is connected to a second output shaft, a torsional vibration damper situated in the direction of flux force between the input shaft and the first counterplate wherein the torsional vibration damper includes a dual mass flywheel with a bow spring running in the circumferential direction to transmit torque, where the flux of force is introducible radially on the outside from the input shaft to the first counterplate into the dual mass flywheel, and is dispersible radially on the inside to the bow spring.

Abstract: A drivetrain having an active torsional vibration damping and a method for carrying out the active torsional vibration damping, having an internal combustion engine being affected by torsional vibrations and having a crankshaft, a torsional vibration damper that is operatively connected to the crankshaft and has at least one operating point of low vibration isolation of the torsional vibrations and has a primary inertial mass associated with the crankshaft and an inertial mass associated with a gear input shaft of a gearbox, the inertial mass being rotatable relatively and limitedly with respect to the primary inertial mass against the action of a spring device. The drivetrain also includes an electric motor having a rotating mass operatively connected to the gearbox input shaft, and a control unit, the spring device being formed by linear springs, the rotating mass of the electric motor being designed as a secondary inertial mass.

Abstract: The invention relates to a device for measuring a rotor parameter, including: an incremental material measure, which is connected to a rotor or stator in a rotationally fixed manner and which has increment marks, an increment-measure sensor, which is arranged facing the incremental material measure and which is arranged on the stator if the incremental material measure is connected to the rotor in a rotationally fixed manner and which is arranged on the rotor if the incremental material measure is connected to the stator in a rotationally fixed manner, and an evaluating unit. The device has a timer, which is reset and restarted each time an increment mark passes by the increment-measure sensor. In dependence on a value of the timer, the evaluating unit determines the rotor parameter for an intermediate rotational position of the rotor lying between two rotational positions of the rotor that correspond to two adjacent increment marks that the rotor passes by in succession.

Abstract: A drive train, which has an internal combustion engine with a crankshaft and a parallel shift transmission with two part drive trains, which each have one transmission input shaft. One shaft is formed as a hollow shaft around the other shaft, and a dual clutch, which is received rotatably on the hollow shaft, is connected to the crankshaft and has two friction clutches and two clutch plates each assigned to one clutch and are each connected to one transmission input shaft. Each clutch plate has a torsional vibration damper with a working range which is smaller than a maximum torque of the engine. A build-up of a combined vibration which has an axial vibration of the dual clutch and a rotational vibration of the drive train during an overlap shift operation is prevented by the design of the torsional vibration dampers for a smaller torque.

Abstract: A drivetrain having an active torsional vibration damping and a method for carrying out the active torsional vibration damping, having an internal combustion engine being affected by torsional vibrations and having a crankshaft, a torsional vibration damper that is operatively connected to the crankshaft and has at least one operating point of low vibration isolation of the torsional vibrations and has a primary inertial mass associated with the crankshaft and an inertial mass associated with a gear input shaft of a gearbox, the inertial mass being rotatable relatively and limitedly with respect to the primary inertial mass against the action of a spring device. The drivetrain also includes an electric motor having a rotating mass operatively connected to the gearbox input shaft, and a control unit, the spring device being formed by linear springs, the rotating mass of the electric motor being designed as a secondary inertial mass.

Abstract: A dual clutch having a first transmission-side output shaft and/or a second transmission-side output shaft having a first clutch comprising a first pressure plate that is axially movable relative to a first counterplate for engaging a first clutch disk connected to a first output shaft, a second clutch comprising a second pressure plate that is axially movable relative to a second counterplate for engaging a second clutch disk connected to a second output shaft, an actuating device for moving the first pressure plate and/or the second pressure plate and a fastening plate connected to the actuation device for axially fastening to a clutch housing, wherein the actuating device is designed to pre-center relative to the clutch housing and/or the transmission housing in a radially adjustable manner, and the fastening plate is designed to be radially fixed to the clutch housing and/or the transmission housing.

Abstract: A method for controlling an automated friction clutch that is located between a drive motor and a transmission in a motor vehicle that is equipped with fraction control and driving condition recognition for detecting current driving conditions.

Abstract: A method for controlling an automated friction clutch that is located between a drive motor and a transmission in a motor vehicle that is equipped with fraction control and driving condition recognition for detecting current driving conditions.

Abstract: Arrangement for operating a clutch, in particular a clutch in the power train of a motor vehicle, comprising a means of transmission that is mounted movably in an operating direction with respect to a support. The support is flexibly mounted in the direction of operation with respect to a housing.

Abstract: An automatic friction clutch in a drive train of a motor vehicle is controlled to transfer a clutch torque that includes an engine torque-dependent component and a clutch slip-dependent component.

Abstract: A method for controlling the slip of a vehicle clutch, wherein in the method the difference between a speed signal of the drive-end input shaft of the clutch and a filtered speed signal of a transmission-end clutch output shaft are maintained at a desired value.

Abstract: A drive train, which has an internal combustion engine with a crankshaft and a parallel shift transmission with two part drive trains, which each have one transmission input shaft. One shaft is formed as a hollow shaft around the other shaft, and a dual clutch, which is received rotatably on the hollow shaft, is connected to the crankshaft and has two friction clutches and two clutch plates each assigned to one clutch and are each connected to one transmission input shaft. Each clutch plate has a torsional vibration damper with a working range which is smaller than a maximum torque of the engine. A build-up of a combined vibration which has an axial vibration of the dual clutch and a rotational vibration of the drive train during an overlap shift operation is prevented by the design of the torsional vibration dampers for a smaller torque.

Abstract: A method for controlling the slip of a vehicle clutch, wherein in the method the difference between a speed signal of the drive-end input shaft of the clutch and a filtered speed signal of a transmission-end clutch output shaft are maintained at a desired value.

Abstract: In a method for setting the clutch torque of a clutch, especially a clutch disposed in a drive train of a motor vehicle, the clutch is adjusted using a clutch actuator. This clutch actuator has at least two actuator parts that may be positioned relative to each other at raster values of a position raster. A position setpoint corresponding to a clutch torque and disposed between the raster values of the position raster is calculated, and the actuator parts are positioned relative to each other at a raster value of the position raster that is adjacent to the position setpoint. In addition to the first position raster value, a second position raster value is calculated in such a manner that the position setpoint is disposed between the first position raster value and the second position raster value.