Abstract: An internal combustion engine for a motor vehicle is disclosed. The engine has at least two combustion chambers and an exhaust gas tract with at least one exhaust gas duct associated with the combustion chambers and through which exhaust gas from the combustion chambers can flow to guide the exhaust gas to a turbine of an exhaust gas turbocharger. An exhaust gas return line branches off the exhaust gas duct and has an adjustable shut-off element, by which a respective cross section, through which exhaust gas can flow, of the exhaust gas recirculation line and the exhaust gas duct can be adjusted. The internal combustion engine can be operated in a cylinder shut-down mode, in which introduction of fuel into a first of the combustion chambers is prevented and introduction of fuel into the second combustion chamber takes place. A method for operating the internal combustion engine is also disclosed.

Abstract: In an exhaust gas flow control system for an internal combustion engine, with a first exhaust gas duct and a second exhaust gas duct, through both of which exhaust gas from the internal combustion engine can flow to a turbine of an exhaust gas turbocharger with an exhaust gas recirculation line branching off the first exhaust gas duct, a shut-off element is provided which is adjustable between a closed position in which exhaust gas is prevented from flowing into the exhaust gas recirculation line and directing it via a communication passage into the second exhaust gas duct, and at least a first open position in which exhaust gas is directed out of the first exhaust gas duct into the exhaust gas recirculation line while blocking the communication passage between the first and second exhaust gas ducts and a second open position wherein both the first and the second exhaust gas ducts as well as the communication passage between the two ducts is open but the recirculation line is closed.

Abstract: A control device, linear device, non-transitory computer readable medium and method by which optimal vibration damping can also be achieved in a simple manner when transferring a carrier from one segment to the next segment, where a primary part includes a plurality of sequentially consecutive segments that are each connected to a supply voltage via a respective converter, such that each of plurality of sequentially consecutive the segments receive respective currents of a three-phase system.

Abstract: A method for treating exhaust gas of an internal combustion engine involves introducing less fuel into at least one first cylinder of the internal combustion engine than into at least one second cylinder of the internal combustion engine. Exhaust gas emerging from the at least one first cylinder is at least partially recycled into a supply air section of the internal combustion engine. At least the exhaust gas of the at least one second cylinder is supplied to an exhaust gas after-treatment unit. An exhaust gas line, by means of which exhaust gas of the at least one first cylinder of the exhaust gas after treatment unit can be supplied, is at least partially blocked.

Abstract: An internal combustion engine for a motor vehicle is disclosed. The engine has at least two combustion chambers and an exhaust gas tract with at least one exhaust gas duct associated with the combustion chambers and through which exhaust gas from the combustion chambers can flow to guide the exhaust gas to a turbine of an exhaust gas turbocharger. An exhaust gas return line branches off the exhaust gas duct and has an adjustable shut-off element, by which a respective cross section, through which exhaust gas can flow, of the exhaust gas recirculation line and the exhaust gas duct can be adjusted. The internal combustion engine can be operated in a cylinder shut-down mode, in which introduction of fuel into a first of the combustion chambers is prevented and introduction of fuel into the second combustion chamber takes place. A method for operating the internal combustion engine is also disclosed.

Abstract: A control device, linear device, non-transitory computer readable medium and method by which optimal vibration damping can also be achieved in a simple manner when transferring a carrier from one segment to the next segment, where a primary part includes a plurality of sequentially consecutive segments that are each connected to a supply voltage via a respective converter, such that each of plurality of sequentially consecutive the segments receive respective currents of a three-phase system.

Abstract: In an exhaust gas flow control system for an internal combustion engine, with a first exhaust gas duct and a second exhaust gas duct, through both of which exhaust gas from the internal combustion engine can flow to a turbine of an exhaust gas turbocharger with an exhaust gas recirculation line branching off the first exhaust gas duct, a shut-off element is provided which is adjustable between a closed position in which exhaust gas is prevented from flowing into the exhaust gas recirculation line and directing it via a communication passage into the second exhaust gas duct, and at least a first open position in which exhaust gas is directed out of the first exhaust gas duct into the exhaust gas recirculation line while blocking the communication passage between the first and second exhaust gas ducts and a second open position wherein both the first and the second exhaust gas ducts as well as the communication passage between the two ducts is open but the recirculation line is closed.

Abstract: A method for treating exhaust gas of an internal combustion engine involves introducing less fuel into at least one first cylinder of the internal combustion engine than into at least one second cylinder of the internal combustion engine. Exhaust gas emerging from the at least one first cylinder is at least partially recycled into a supply air section of the internal combustion engine. At least the exhaust gas of the at least one second cylinder is supplied to an exhaust gas after-treatment unit. An exhaust gas line, by means of which exhaust gas of the at least one first cylinder of the exhaust gas after treatment unit can be supplied, is at least partially blocked.

Abstract: A method of maximizing the power or torque output of a synchronous motor with reluctance effect is disclosed. Bases on torque and voltage set points, in the regulation of the synchronous motor, an optimal torque- and field producing current is generated. The method can further generate an optimal voltage which can maximize the power output of a synchronous motor since changes of inductances generated by the current itself can be accounted for.

Abstract: A method of maximizing the power or torque output of a synchronous motor with reluctance effect is disclosed. Bases on torque and voltage set points, in the regulation of the synchronous motor, an optimal torque- and field producing current is generated. The method can further generate an optimal voltage which can maximize the power output of a synchronous motor since changes of inductances generated by the current itself can be accounted for.

Abstract: The invention makes it possible to execute the pre-control and the fine interpolation in the drive (A) in the fast drive clock (tDR) with a slower path pre-setting in the clock (tNC) of the NC. For this purpose, in each NC clock (tNC) a setpoint speed value (nNC*) and the P gain (kP) of the NC position controller (L_NC) and the desired axle speed (nNC) and the average axle speed (nNCMW) during the last NC position controller clock are transferred from the NC to the drive. From this information, polynomial segments of the third degree are in each case generated on the drive side, valid for the duration of an NC position controller clock (tNC). They are constructed in such a way that the speed at the polynomial transitions is constant. A variable component of the position polynomial is determined as the fine position component xF, with which the setpoint position values are finely interpolated in the drive.

Abstract: The invention makes it possible to execute the pre-control and the fine interpolation in the drive (A) in the fast drive clock (tDR) with a slower path pre-setting in the clock (tNC) of the NC. For this purpose, in each NC clock (tNC) a setpoint speed value (nNC*) and the P gain (kP) of the NC position controller (L_NC) and the desired axle speed (nNC) and the average axle speed (nNCMW) during the last NC position controller clock are transferred from the NC to the drive. From this information, polynomial segments of the third degree are in each case generated on the drive side, valid for the duration of an NC position controller clock (tNC). They are constructed in such a way that the speed at the polynomial transitions is constant. A variable component of the position polynomial is determined as the fine position component xF, with which the setpoint position values are finely interpolated in the drive.

Abstract: The invention makes it possible to execute the pre-control and the fine interpolation in the drive (A) in the fast drive clock (tDR) with a slower path pre-setting in the clock (tNC) of the NC. For this purpose, in each NC clock (tNC) a setpoint speed value (nNC*) and the P gain (kP) of the NC position controller (L_NC) and the desired axle speed (nNC) and the average axle speed (nNCMW) during the last NC position controller clock are transferred from the NC to the drive. From this information, polynomial segments of the third degree are in each case generated on the drive side, valid for the duration of an NC position controller clock (tNC). They are constructed in such a way that the speed at the polynomial transitions is constant. A variable component of the position polynomial is determined as the fine position component xF, with which the setpoint position values are finely interpolated in the drive.

Abstract: Method for the determination for an actual speed of a movable displacement element wherein an acceleration sensor is used to record an acceleration (a), and a position sensor is used to record a measured position of a displacement element. A model speed (vM) and a measured speed (v1) are determined by integration and differentiation, respectively. The model speed (vM) is used to determine an actual speed (v). The model speed (vM) and the measured speed (v1) are subtracted from one another. The difference is supplied to a controller (13) having an integral component, whose output signal is added to the acceleration (a).

Abstract: The invention makes it possible to execute the pre-control and the fine interpolation in the drive (A) in the fast drive clock (tDR) with a slower path pre-setting in the clock (tNC) of the NC. For this purpose, in each NC clock (tNC) a setpoint speed value (nNC*) and the P gain (kP) of the NC position controller (L_NC) and the desired axle speed (nNC) and the average axle speed (NNCMW) during the last NC position controller clock are transferred from the NC to the drive. From this information, polynomial segments of the third degree are in each case generated on the drive side, valid for the duration of an NC position controller clock (tNC). They are constructed in such a way that the speed at the polynomial transitions is constant. A variable component of the position polynomial is determined as the fine position component xF, with which the setpoint position values are finely interpolated in the drive.

Abstract: A position control branch for a hydraulic drive is prescribed a desired position. The hydraulic drive is moved to an actual position via the position control branch. It is determined whether the hydraulic drive has come to a standstill. On detection of a standstill, a desired direction of movement is determined with the aid of the actual position and the desired position. A force value dependent on the desired direction of movement is then applied to the hydraulic drive via a force precontroller connected in parallel with the position control branch.

Abstract: Method for the determination for an actual speed of a movable displacement element wherein