Abstract: The present disclosure refers to a gas fuel admission system for a gas fired engine. A gas pressure regulating unit includes a gas pressure regulating unit inlet and a gas pressure regulating unit outlet. The gas pressure regulating unit is configured to receive gas and to discharge the gas at an injection pressure. An engine gas inlet is configured to direct gas into the at least one combustion chamber. A gas admission valve is configured to admit the gas having an injection pressure at a predetermined time for a predetermined duration into the engine gas inlet. A gas pressure relief device is fluidly connected to the gas conduit and it is configured to relieve overpressure of the gas in the gas supply conduit, if a pressure differential between the injection gas pressure and the intake air pressure is above a predetermined threshold. A specific engine control module is configured to control the gas admission valve in response to inputs from various sensing devices.

Abstract: The present disclosure refers to a gas fuel admission system for a gas fired engine. A gas pressure regulating unit includes a gas pressure regulating unit inlet and a gas pressure regulating unit outlet. The gas pressure regulating unit is configured to receive gas and to discharge the gas at an injection pressure. An engine gas inlet is configured to direct gas into the at least one combustion chamber. A gas admission valve is configured to admit the gas having an injection pressure at a predetermined time for a predetermined duration into the engine gas inlet. A gas pressure relief device is fluidly connected to the gas conduit and it is configured to relieve overpressure of the gas in the gas supply conduit, if a pressure differential between the injection gas pressure and the intake air pressure is above a predetermined threshold. A specific engine control module is configured to control the gas admission valve in response to inputs from various sensing devices.

Abstract: The invention relates to a molding for optical purposes (1), consisting of a disk-shaped optical construction element (2) made of glass as well as a mounting (3). According to the invention, the mounting (3) is a one-piece overmolded mounting (3) made of a rigid plastic material, which positively encloses the disk-shaped optical construction element.

Abstract: A device assembly for performing a driver assistance function includes a mobile terminal, and a holder removably installed in the vehicle for temporarily receiving the mobile terminal. At least one image recording device is connected to the holder and, to support the performance of the driver assistance function, is connectable to the mobile terminal via an image signal line and at least one first electrical interface situated in the holder when the holder receives the mobile terminal for performing the driver assistance function.

Abstract: The invention is directed to a system for controlling operating sequences in a motor vehicle having an electronic circuit controlling (open loop and/or closed loop) the operational sequences. A temperature detecting device is provided which is mounted so as to be in thermal contact at least with parts of the electronic circuit and detects a temperature value representing the temperature of this part. A determination is made whether the detected temperature value of at least one of at least two different threshold values is exceeded. Different measures are then initiated in dependence upon which of the different threshold values is exceeded. The system considers the occurrence of high temperatures in that the system itself detects a damaging temperature and reacts appropriately by different measures to different high temperatures.

Abstract: An arrangement for adjusting a transmission, such that the gear ratio is continuously adjustable and the transmission is mounted between a vehicle engine and the vehicle wheels. An actuator which influences engine power is acted upon via an accelerator pedal controlled by the driver. In addition to the accelerator pedal position, the vehicle speed and/or the engine rpm are applied to adjust the transmission gear ratio. The adjustment of the transmission gear ratio is made in such a manner that a substantially linear relationship is obtained between the position of the accelerator pedal and the tractive force acting on the drive wheels. The advantage is that a linear characteristic is obtained between the accelerator pedal position and the tractive force (that is, the transmission output torque). The linear characteristic is obtained by a targeted configuration of characteristic fields stored in a microprocessor memory.

Abstract: The invention is based on an adaptive transmission control wherein changes in the gear ratio of the automatic transmission are determined in dependence upon the detected position of the accelerator pedal actuated by the driver or variables associated therewith and in dependence upon the vehicle straight-line speed and/or the output rpm of the transmission and/or the motor rpm or variables associated therewith. Also, an adaptive variable is determined which adapts the changes of the transmission gear ratio at least to the driving situation then present. The essence of the invention is that the path data of a navigation system is used to determine the above-mentioned adaptation variable. The navigation system is a known map-supported navigation system. In this way, it is advantageously possible to precisely detect the present as well as future driving and environmental situations to which the vehicle is just then subjected or will be subjected in the near future.

Abstract: A device for continuous electrochemical treating of an electrically conductive web in an electrolyte cell is provided. The invention permits an electrodeless treatment of wide webs with high uniformity and low power consumption without additional electrodes, bars or cables and conductive means.

Abstract: Described is an ABS for vehicles in which all wheels are driven. Of particular concern is the forming of a final reference speed for the slip control. From the speeds of wheels with different speeds, an auxiliary reference speed, and a reference speed and a final reference speed for the slip control is formed . In the event of instability, however, the increase of the auxiliary reference speed determines the reference speed.

Abstract: The actual quotient of the engine speed and sensed speed of the driven wheels is compared to a reference quotient calculated from the engine speed and the instantaneous gear ratio. When wheel vibrations affect the sensed wheel speed signals to an unacceptable degree, the actual quotient will deviate from the reference quotient by more than a prescribed amount. A reference wheel speed calculated from the reference quotient and the engine speed will then be used to determine slippage values, which in turn are used to generate control signals from braking and limiting engine torque. The reference wheel speed may either be used to replace the sensed wheel speeds or to limit the increase in the sensed wheel speeds.

Abstract: A reference speed value which corresponds to the vehicle speed is derived from the speeds of the non-driven wheels. If the wheel speed signals exceed this reference value by a threshold slippage value .lambda., the brakes are applied and/or the engine torque is reduced. In addition to the factor of the vehicle speed, this slippage value .lambda. includes a constant value and an acceleration-specific factor. Further, it is also possible to allow for the pedal position.

Abstract: Vehicle speed is measured during slip-free travel of the wheels and compared with the wheel speeds to determine correction values which correct for different wheel diameters. The correction values are used to continuously correct the wheel speeds.

Abstract: Wheel slippage and wheel acceleration signals are used to build up and decrease brake pressure stepwise at the vehicle wheels. Combined signals are used to modify the rate of pressure build-up and decrease.