Abstract: A position indicating apparatus for crane ways and overhead conveyors and the like includes a code carrier (11), which carries multi-value code marks (18) in one track along its length. The code marks (18) are combined into blocks (17), with which a block identification (22) is associated. Cooperating with the code carrier (11) and the block identification (22) are a code reader (12) and an auxiliary reader (24), respectively. Along the travel path, the code carrier (11) and the code reader (12) are disposed counter to one another. To enable increasing the length of the addressable travel paths without losing positional accuracy, or without having to increase the number of code marks (18) in one code word (35), a block identification (22) is associated with the blocks (17). From the block identification (22), an auxiliary reader (24) can recognize whether the code reader (12) is reading only code marks (18) from one block (17).

Abstract: A position indicating apparatus, particularly for overhead transport systems (1), includes a elongated code carrier (11) carrying multi-value code marks (17) along its length. A code reading device (12) secured on a transport carrier (4), such as a trolley, crane, or other traveling mechanism, reads the code marks on the code carrier. To prevent erroneous reading when the transport carrier (4) and thus the code reading device (12) is tilted or skewed with respect to the code carrier, and to ensure accuracy of position of reading of the code carrier, the code marks (17) are arranged on the code carrier (11), one next to another in a single row or track, and formed such that m of the code marks provides one code word, the code words being positioned one next to each other and appear only once, or are unique along the entire code carrier.

Abstract: For optimization of the ignition timing of an internal combustion engine, the crankshaft angle at which the maximum combustion chamber pressure is measured is determined for one or all of the cylinders of the engine, and is used as the report value for comparison with reference value to produce an error signal that is capable of shifting the ignition timing to an optimal value. Optimization is accomplished by modifying the reference value in a manner controlled by the measurement of the work done in each of the cylinders, as computed from a crankshaft angle signal in a combustion chamber pressure signal, the work done signal being multiplied by the error signal before being furnished to an integrating controller that averages the multiplier output with the results obtained for previous cycles of the engine to produce the reference value signal. The multiplication of the work done signal by the error signal makes the jist of the reference value signal proportional to the error signal magnitude.