Abstract: A rifle has a fore-end to which a bipod is fitted which comprises a support part and retractable legs, the support part and the legs being connected by means of pins, which are thickened at their outer end and have a cut-off sector, and depressions with an interrupted circumferential lip. In order to provide a simple, cheap and elegant bipod, the support part is mounted on the fore-end such that it can rotate about a shaft located in the firing direction, the pins are part of the leg and the associated depressions are provided in the support part, and the support part and leg have a circular groove and a circular bead which fits into the groove and projects in the direction of the axis of symmetry of the pin, the axis of the groove and bead being the same as the axis of symmetry of the pin, and their diameter being larger than the maximum diameter of the pin.

Abstract: A fuel injection pump unit consists of a fuel injection pump (1), in which a quantity-determining member (6) is set by an actuator (13), its position being detected by a position sensor (15), and of a control unit (2) which calculates an injection quantity (M) and from that, using a stored ignition characteristic (33), determines a set value (.beta..sub.set) for the quantity-determining member (6). To provide a simple and precise calibration of the pump unit with minimal complexity, there are two adjustable stop faces (21, 22) which delimit the travel of the quantity-determining member (6) and in each case define a position of the quantity-determining member (.beta..sub.1, .beta..sub.2) commensurate with a certain measured injection quantity (M.sub.1, M.sub.2), in each case at a certain distance (k.sub.1, k.sub.

Abstract: A vehicle door having a longitudinally oriented collision-protection body extending from a forward (4) to a rear door post (5) of the vehicle, the ends of which are designed to abut on the door posts in case of a collision and which in a collision do not penetrate into the interior of the vehicle, which door may be opened with little effort after a collision for rescuing passengers. For this purpose, the collision-protection body (11) is structured as a structural unit releasably connected with the door (10) and in vertical section laterally of the direction of movement forming part of the door contour (12) so that in case of a collision the vehicle door (10) may be opened and the collision-protection body (11;50) may remain in the door opening (1).

Abstract: The invention so-called torque transfer case in the housing of which there are provided a torque input shaft and, mounted at a level below, a differential gear with propeller shafts extending from opposite sides thereof in parallel relationship with the torque input shaft, the torque input shaft being drivingly connected to the differential gear assembly by a range transmission box, such as a planetary gear set, and a drive train, the drive train being connected to a sun gear of the planetary gear train, the carrier of which is connected to a differential case. A ring gear meshing with planet gears may be selectively moved into engagement with the housing or the planet carrier to shift the torque transfer case between road and range gear modes.

Abstract: A differential transmission incorporating a range gear box in the housing of which a first output shaft as well as a second output shaft disposed coaxially therewith are driven by an input shaft. To reduce the number of structural components, cost, size and weight, and to obtain optimum and easily variable ratios of gear diameters, the transmission is provided with a single planetary gear train the ring gear of which is drivingly connected to an input shaft. The planet carrier is drivingly connected to a first output shaft and is provided with pairs of meshing planet gears, one gear of each pair meshing with a sun gear which is selectively connectible with the planet carrier and/or a second output shaft, and with a second ring gear which is surrounding all the gears meshing with the sun gear and which is connectible with the housing.

Abstract: A hydraulic actuator consists of a cylinder and a piston whose primary face is acted on by a working fluid and from whose secondary face protrudes a piston rod, the working fluid being furnished by a pressure fluid source. In order to allow for fast shifting at a precise point in time even at lowest ambient temperatures, a secondary circuit leads from the pressure fluid source via a changeover valve through channels in the wall of the cylinder and through the cylinder space to the secondary side of the piston, the changeover valve being selectively operated in order to allow working fluid to act on the primary side of the piston. By this secondary circuit, the actuator is kept at working temperature.

Abstract: A drive unit for an electric motor car comprises an electric motor attached to a transmission unit, a housing for the electric motor, a control housing within which are electronic controls for the electric motor, and a cooling circuit having a cooling liquid flowing therethrough. The control housing has a bottom which is located on top of the motor housing. The cooling circuit has a first portion which cools the bottom of the control housing, and a second portion which cools the motor housing. The first and second portions of the cooling circuit are connected in series so that the cooling liquid can first cool the bottom of the control housing and then the motor housing.

Abstract: A shifting device of a positively engaging clutch, such as a dog clutch, in a housing of a differential or transfer case comprises a shift fork for axial displacement of one of the coupling elements of the dog clutch, and an actuator with an actuator rod which supports the shift fork and causes it to engage against one of the coupling elements. For precise adjustment of the stroke position and the stroke of the actuator, an adjusting element is disposed between the actuator and the shift fork. The adjusting element has a surface which constitutes a stop surface for a hub of the shift fork. The axial position of the adjusting element may be adjusted by threads which mesh with internal threads of the housing.

Abstract: A system for the control of couplings in the locking mechanisms or differentials of a drive train in an all-wheel-drive vehicle is disclosed. The drive train of a vehicle having at least two drive axles (4.times.4 vehicle) comprises, starting from the engine and transmission block 1, a power take-off with switchable coupling 2, a front axle differential with locking coupling 3, a rear axle differential with locking coupling 5, steering angle sensor 10, rotational speed sensors 11, status sensors 12 and actuators 13, 14, 15. The rotational speed sensors 11 are installed in proximity to the wheels 4, 6. To be able to automatically switch all the couplings in keeping with terrain conditions, a control system 18 having individual modules (21,24,25) for each coupling (2,3,5) is provided. The control modules (24,25) of the hierarchically lower couplings (3,5) also emit control signals for one or several hierarchically higher coupling(s) (2,5) before they actuate their own couplings (3,5).

Abstract: A free-wheeling coupling sensitive to the direction of rotation for a motor vehicle comprises a first ring which constitutes a driving element in a towing mode of the motor vehicle, a second ring which constitutes a driven element in the towing mode, clamping elements which act between the first and second rings to transfer torque in both directions of torque flow, a cage in which the clamping elements are disposed, a fixed friction ring, and a friction element actively connecting the cage to the fixed friction ring. The friction element comprises a plurality of friction segments disposed between the cage and the fixed friction ring, the friction segments being slaved to rotate in the circumferential direction with the cage and being lifted away from the fixed friction ring by centrifugal force when they are caused to rotate at a rotational speed which is greater than a predetermined rotational speed.

Abstract: A free-wheeling coupling sensitive to the direction of rotation for a motor vehicle comprises a first ring which constitutes a driven element in a towing mode of the vehicle, a second ring which constitutes a driven element in the towing mode, clamping elements (e.g., rollers) which act between the first and second rings to transfer torque between them in both directions of torque flow, a cage in which the clamping elements are disposed, and a friction element acting between the cage and the second ring. The free-wheeling coupling further comprises a fixed switching ring, a cam rotatably mounted on the cage or the first ring, the cam including a control lever, and a spring which urges the control lever into engagement with the fixed switching ring until there is sufficient centrifugal force to lift the control lever out of engagement with the fixed switching ring.

Abstract: A jaw clutch for the drive of motor vehicles has a first clutch half and a second clutch half which are axially displaceable relative to one another, both clutch halves are provided with axially protruding jaw elements which are distributed uniformly over the contact surface of the halves. In order to engage the clutch halves without synchronization and at the greatest possible difference in speed of rotation in an easy and rapid manner, the jaw elements are provided with transition zones from the front surface and side surfaces of the jaw element which are curved as seen in circumferential section wherein the radius of curvature is 6 to 13%, and the length of curvature in circumferential direction is 3 to 7% the average jaw radius.

Abstract: A drive arrangement for an electric motor vehicle comprises an electric motor, a control rectifier which is connected to and controls the output of the electric motor, a gear box having at least first and second gears, and first and second positively engaging clutches, such as dog clutches, which are associated with the first and second gears. A movable actuator is also provided which causes the first and second positively engaging clutches to engage the first and second gears. A control unit is connected to the actuator and the control rectifier. The control unit receives signals indicative of the rotational speeds at the input and output sides of the gear box, and of the position of the actuator.

Abstract: In the sub-caliber projectile proposed, the discarding cap (10) is made up of segments (11) whose bases (14) are secured between a pressure plate (15) and a pressure piece (18). In order to ensure that all the sabot segments (11) fall away reliably and precisely, the front end of each segment (11) has two surfaces (40, 41) inclined at an angle to each other in the shape of a roof to form a head (42).

Abstract: A system for the ventilation of the crew cabin of a combat vehicle having an engine room (5) separated from the crew cabin (2) in which a radiator (9) having a suction, cooling blower (10) is located. The ventilation system comprises an air suction and cleaning apparatus (12,13,15) having a ventilator (14) and an air distribution channel (16) having blower openings (17) into the crew cabin. Advantageously, a sealable passage opening (20) is provided between the crew cabin (2) and the engine room (5).

Abstract: A rotationally-dependent free-wheeling coupling for a motor vehicle comprises a first ring which constitutes a driving element in the towing mode of the motor vehicle, a second ring which constitutes a driven element in the towing mode, clamping elements which act between the first and second rings to transfer torque therebetween in both directions of torque flow, a cage which holds the clamping elements, and a friction element which causes the cage to rotate with the second ring. The rotationally-dependent free-wheeling coupling further comprises a latch which acts between the first ring and the cage, the latch being mounted for swiveling movement on an axle and entering a recess in the cage, the recess having a wall which constitutes a stop for the latch and defining a neutral (free-wheeling) position, a retaining spring which presses the latch into the recess of the cage, and a slipping spring.

Abstract: A supporting device for a rescue vehicle comprises two legs each of which has a footing plate (16) located near a lateral vehicle edge of the vehicle. The legs are capable of being swivelled from a transportation position to a supporting position. In order to create a light-weight supporting device which is nevertheless very effective in both the vertical and horizontal directions of towing, and easily retractable and accessible, the footing plates (16) are connected to the legs (13) so as to be capable of swivelling around a horizontal axis (30) and a vertical axis (31). Both footing plates (16) can be connected to each other to form a supporting shield.

Abstract: Described is a sub-calibre projectile of the sabot (pusher-plate) type with discarding cap segments (11). The projectile has a pressure plate (15) with a rearwards-projecting alignment spike (16) which is inserted into a pressure piece (18). Held between the pressure plate (15) and the pressure piece (18) are the bases (24, 25) of the cap segments (11), thus enabling very high gas-pressure forces to be transmitted and the cap segments to be discarded without affecting the target accuracy of the projectile.

Abstract: A process for determining a safety margin with respect to adhesion between tires and roadway of a travelling motor vehicle comprises, detecting longitudinal and transverse acceleration values (ax, ay), a rotational wheel acceleration value (Phi), and a dynamic steering angle value, and producing signals indicative thereof. A longitudinal adhesion value (Six) is determined as a function of the longitudinal acceleration (ax) and the rotational wheel acceleration (Phi), while a transverse adhesion value (Siy) is determined as a function of the transverse acceleration (ay) and the dynamic steering angle. Maximum attainable longitudinal and transverse acceleration values (axLIM, ayLIM) are next determined by multiplying the longitudinal and transverse acceleration values (Six, Siy) by vehicle specific coefficients (Kx, Ky) and a limit curve (aLIM), e.g., an ellipse, is established.