Abstract: A device for automatic actuation of a friction clutch in the transmission line of a motor vehicle between an internal combustion engine and a change-speed gear, including a setting drive system for positioning a clutch releaser of the friction clutch in dependence upon an ideal-position signal, an engine rotation rate sensor which generates an engine rotation rate signal corresponding to the rotation rate of the internal combustion engine, a sensor device generating a gear rotation rate signal corresponding to the input rotation rate of the change-speed gear, and a control system responding to the engine rotation rate sensor and controlling the setting drive system for the engagement and disengagement of the clutch, the control system, for the engagement of the clutch in the starting of the motor vehicle, generates the ideal position signal according to a predetermined characteristic in dependence upon the engine rotation rate signal, and increases the ideal-position signal, in dependence upon the engine rota

Abstract: For the automatic actuation of a friction clutch arranged in the torque transmission path between an engine and a change-speed gearbox of a motor vehicle an actuating element of the clutch is coupled to a controllable drive device which moves the actuating element between a clutch-release position, in which the clutch is completely released, and a clutch engagement position in which the clutch is completely engaged. The position of the actuating element in the slipping range between a position of commencing torque transmission and the engaged position is adjusted by a program control, which responds to the engine rotation rate and controls the clutch engagement operation of the drive device, according to a position characteristic provided by means of a first function generator, in starting, as a function of the engine rotation rate. The program control comprises a second function generator controlling the position of the actuating element independently of the first function generator.

Abstract: The control device for a motor-vehicle friction clutch incorporates an electric motor which drives an output member in a substantially translational motion through a motion conversion crank gear unit designed as a worm gearing. This axis of a worm of the crank gear unit and the resultant drive force exerted on the output member by the assigned worm gearwheel lie in a common plane normal to the axis of rotation of the worm gearwheel. A spring-type energy accumulator supports the drive motion of the electric motor in the release direction of the clutch and is tensioned in the engagement direction by the electric motor. In this way a comparatively small-sized electric motor can also be used for rapid release movements.

Abstract: A clutch (3) which can be engaged and released by a controllable clutch drive (11) is arranged in the torque transmission path between an engine (1) and a gear transmission (5) of a motor vehicle. By means of a control switch (15) the clutch (3) is released whereby the vehicle can coast free-wheeling, saving fuel, with the engine (1) working in idling rate. On actuation of a brake pedal (15) a control circuit (13) engages the clutch (3) and at the same time shuts off the fuel supply to the engine (1) by means of a fuel valve (23). The engine (1) thus brakes the vehicle without additional fuel consumption. Alternatively the control circuit (13) can have constantly shut off the fuel supply of the engine (1) in free-wheeling operation. Under control of a pressure detector (45) detecting the suction in a servo-brake unit (41) the control circuit (13) engages the clutch (3) when the pressure rises to values which no longer guarantee operation of the brake unit.

Abstract: For the control of the drive slip of a motor vehicle a first rotation rate sensor produces a first rotation rate signal corresponding to the rotation rate of the driven wheel or the output rotation rate of the change-speed gear. A second rotation rate sensor generates a second rotation rate signal corresponding to the rotation rate of a non-driven wheel. The friction clutch of the motor vehicle is engageable and disengageable through a controllable servo drive, and a control system controls the clutch in the release direction when the first rotation rate signal represents a rotation rate higher by at least a pre-determined difference value than the second rotation rate signal. The control system controls the clutch in the engagement direction when the rotation rates represented by the first and the second rotation rate signals differ by less than the pre-determined difference value.

Abstract: For controlling a central locking installation and/or theft alarm of a motor vehicle a switch lock installation is provided which comprises at least one lock with mechanical tumblers for the mechanical locking and unlocking of a door or a bonnet of the motor vehicle. The tumblers form a first key secret. The key which blocks the tumblers carries an electrically, magnetically or optically readable information carrier for a second, operationally variable key secret. A reading device detects the information of the second key secret in a position in which the mechanical tumblers of the lock are released. If the key is moved in the opening direction of the lock, a control circuit compares the information read by the reading device with an ideal information stored in a memory circuit and controls the central locking installation and/or theft alarm accordingly.

Abstract: In the case of a high-speed, port-controlled two-stroke internal combustion engine with crankcase scavenging with at least one cylinder having in each case at least one suction duct with an inlet port, with in each case at least one outlet duct with an outlet port and with at least one scavenging duct with a transfer port, the inlet, outlet and transfer ports being arranged on the cylinder inside, the geometrical construction of the suction duct (4) and/or outlet duct (6) is such that the engine noise is reduced throughout the speed range, while increasing the engine efficiency and while simultaneously improving the specific fuel consumption.

Abstract: A cylinder unit of a cylinder-piston-combustion engine comprises a cylinder housing and a lining unit inserted into the cylinder housing. The lining unit consists of a cylindrical liner sleeve and a terminal wall and encloses a combustion space. The terminal wall is integral with the liner sleeve. The lining unit is manufactured by a non-cutting manufacturing method like cold impact forming, hot impact forming, deep drawing, tube reshaping, press molding or injection molding.

Abstract: The friction disc clutch for a motor vehicle driven by an internal combustion engine comprises a flywheel which is driven through a rotationally elastic element by the crankshaft of the internal combustion engine. The mass-spring system of the drive path of the clutch is so dimensioned that natural vibrations occur in or below the idling rotation rate range of the internal combustion engine. The rotationally elastic element can be bridged over for rotation rates in the range of and below the idling rotation rate in order to prevent resonance effects in idling and in the starting of the internal combustion engine. The bridge-over clutch can be formed by a pinion of the starter motor. Alternatively, centrifugal clutches can be used.

Abstract: A rotary clutch assembly is provided with a clutch release group. The clutch release group comprises a stator surrounding a torque transmission shaft in driving connection with one of the rotors of the rotary clutch assembly. A first bearing ring surrounds the torque transmission shaft. A toroidal membrane member is fixed with respect to the stator and acts onto the first bearing ring so as to axially displace the first bearing ring in response to pressure variation within the membrane. A second bearing ring is mounted for common axial movement with the first bearing ring and rotatable with respect thereto. The second bearing ring acts onto a clutch disengagement member rotating around the torque transmission shaft.

Abstract: The controllable drive for a movable releaser of a friction clutch which couples a transmission of a motor vehicle with its internal combustion engine comprises an electric motor and a force-transmission device converting the rotating movement of a drive-output shaft of the electric motor into the actuating movement of the releaser. In the force path of the force-transmission device there is arranged a hydraulic servo-unit, but preferably a suction-pneumatic servo-unit, which transfers the movement of its input element into a proportional movement of its output element and transmits the force exerted upon the input element in boosted form to the output element. In the force transmission in the disengagement direction, the input element abuts on the output element directly or through a likewise movable additional element of the servo-unit, in order to be able to disengage the clutch even when the internal combustion engine is stopped. By reason of the servo-unit the electric motor can be of smaller dimensions.

Abstract: The locking system comprises a magnetic key having a plurality of parallel rows of magnets arranged in a pattern one behind the other and forming a locking code of the magnetic key, and a reading device into which the magnetic key can be inserted in the direction of the rows of its magnets. The reading device comprises magnetic field sensors for the serial reading of the locking code formed by the magnets. A control circuit which compares the information of the read locking code with the information of a predetermined locking code generates a control signal in dependence upon the conformity or difference of the locking codes. At least the magnets of the pattern positions of each row which are immediately adjacent in the row direction are oppositely polarized.

Abstract: A controllable drive device moves an actuator of a motor vehicle friction clutch between a disengaged position and an engaged position. The drive device adjusts the position of the actuator in the slippage area of the clutch between a position at which torque conversion begins and the engaged position in response to a program control that operates on the basis of an engine's rotating speed and controls the drive device according to a characteristic determined by an engine's speed dependent function generator.

Abstract: A torsional oscillation damper having first and second damping members mounted for rotation about a common rotational axis and a coupling member arranged in torque transmitting engagement therebetween, the coupling member being in fixed rotative engagement with the first damper member and capable of being axially displaced relative to at least one of the damper members in the direction of the rotational axis. A spring device operates to apply a force to the coupling member against the axial direction of displacement thereof and the coupling member is movable over an axial slip surface between the coupling member and the second damper member acting during relative rotation between the coupling member and the second damper member.

Abstract: The torsional vibration damper which is suited in particular for the clutch disk of a motor vehicle friction clutch has two damper parts (13, 17) rotatable relative to one another around a common rotational axis (7) over a defined rotational angle, which damper parts (13, 17) together enclose at least one, preferably, at least three, damper chambers (33, 35) sealed outwardly and at least partially filled with a hydraulic fluid. A roller body (37) is arranged in each damper chamber (33, 35) which roller body (37) divides the damper chamber (33, 35) in the circumferential direction into two spaces (39, 41) whose relation of volume changes during the relative rotation of the damper parts (13, 17). A throttle connection (47) between the two spaces (39, 41) makes possible the compensation of the hydraulic fluid as a by-pass connection to the roller body (37).

Abstract: A clutch disk of a motor vehicle clutch is provided with a contact element. This contact element is part of a sensing circuit rotating with the clutch disk. This sensing circuit is open as long as the friction pads on the clutch disk are relatively new. Only when the friction pads have been worn to a predetermined degree, the contact element comes into contact with a friction face of the fly wheel disk of the pressure plate of the clutch, so that the sensing circuit is closed. The sensing circuit is connected through a pair of induction coils to a stationary electronic circuitry. This circuitry is influenced by the opening and closing of the sensing circuit and controls indicating means for indicating the degree of wear of the friction pads.

Abstract: A system for automatic actuation of the clutch of a motor vehicle wherein a pneumatic cylinder operates a normally engaged clutch to disengage the clutch when fluid pressure is applied to the pneumatic cylinder. A valve system operated through a control system vents the pneumatic cylinder to effect engagement of the clutch and applies fluid pressure from a fluid pressure source to disengage the clutch. The control system is responsive to the position of a clutch activating element interposed between the clutch and the pneumatic cylinder as well as to the speed of the motor of the motor vehicle. Additionally, sensors responsive to the operating condition of a manually shiftable transmission also operate to control the fluid pressure condition of the pneumatic cylinder to determine actuation of the clutch.

Abstract: A workpiece palette for transporting workpieces between stations includes a palette plate covered with an adhesive coating thicker than 0.35 mm. Preferably the coating has a thickness of between 0.5 and 2 mm. According to an embodiment, it is made of a polyurethane material that is dried on one side at least more than the other, and applied with the stickier face to the palette plate. In one embodiment, the plate is perforated and fluid forced through the holes for easy removal of the adhesive.The polyurethane material is cross-linkable and made from acrylate copolymerizate or acrylate mixed polymerizate.

Abstract: An elastic sole for a shoe, such as a sport shoe, includes an outer sole with a profiled wearing surface and an inner sole. The inner sole forms at least one chamber. A spring member is located within the chamber and includes a plurality of elastomer spring elements and a tension rod extending through the spring elements. The tension rod is connected to abutments at opposite ends of the spring elements. One end of the tension rod is accessible on the exterior of the sole for adjusting the spring characteristic of the spring member.

Abstract: A locking device includes a key and a reading device. The key has a grip portion and a plurality of information carrier parts attached to the grip portion. The information carrier parts determine the locking code for the key. Each information carrier part is arranged to receive an information element and the carrier parts are adjustably positionable for disposing the information elements into a predetermined angular pattern. The reading device is arranged to read the locking code on the key and to compare it with a predetermined locking code for operating a lock. The information carrier parts are mounted on a member extending axially from the grip portion of the key. The carrier parts are angularly adjustably positionable about the axis of the member. The reading device contains elements for the detecting the presence or absence of the information elements in predetermined angular positions.