Abstract: A clutch-release device for actuating a friction clutch of a motor vehicle includes a clutch-release mechanism which slides axially along a release axis and is in working connection with a release element to transmit a clutch-actuating force. The clutch-release device also has a clutch lever which pivots around a center of rotation in a pivoting plane of the lever essentially including the release axis. The clutch lever defines a force application point to the release mechanism for the transmission of the clutch-actuating force. The clutch-release mechanism and the release lever are arranged with respect to each other such that, when a release movement is performed to actuate the clutch, the radial deflection of the force application point relative to the release axis is minimized over the entire range of the release movement.

Abstract: An actuation system for a friction clutch installed in the drive train of a motor vehicle between a drive unit and a transmission includes a pressure medium-powered cylinder assembly and a pilot/automatic control valve assembly. An auxiliary actuating assembly includes an auxiliary actuating valve assembly, which can be switched into a pressure medium feed position, wherein the pressure medium-powered cylinder assembly can be connected with the pressure medium source or with a separate auxiliary pressure medium source for emergency actuation of the clutch, and into a pressure medium discharge position, wherein the cylinder assembly can be connected with a pressure compensation port or with a pressure compensation tank.

Abstract: An actuation system for a friction clutch installed in the drive train of a motor vehicle between a drive unit and a transmission includes a pressure medium-powered cylinder assembly and a pilot/automatic control valve assembly. An auxiliary actuating assembly includes an auxiliary actuating valve assembly, which can be switched into a pressure medium feed position, wherein the pressure medium-powered cylinder assembly can be connected with the pressure medium source or with a separate auxiliary pressure medium source for emergency actuation of the clutch, and into a pressure medium discharge position, wherein the cylinder assembly can be connected with a pressure compensation port or with a pressure compensation tank.

Abstract: An actuation device for a friction clutch arranged in the drive train of a motor vehicle includes an engagement/disengagement arrangement having a pressure fluid cylinder and a pressure fluid piston axially displaceably arranged therein. The engagement/disengagement arrangement is operatively connected to a pressure fluid source via a control valve which is actuatable as a function of a first control parameter representing a required value and a second control parameter representing an actual value of the axial position of the pressure fluid piston. The control valve being actuated by an electromagnetic positioning device.

Abstract: In a motor vehicle, a modular unit including an internal combustion engine with an engine housing and a crankshaft for power take-off, and an electric generator/motor, the generator housing of which is permanently connected to the engine housing, and the rotor of which is coaxially and non-rotationally connected to the crankshaft. According to at least one preferred embodiment of the present invention, the modular unit is characterized by the fact that there is an elastically deformable torque transmission plate which is permanently connected by means of a flange to the driven end of the crankshaft, and is permanently connected on the circumferential side to the rotor, and that the rotor is rotationally mounted in the generator housing.

Abstract: A process for changing the speed of a vehicle with driving wheels and with a continuously adjustable speed/torque characteristic in the drive train, in particular a vehicle with electric motor drive, corresponding to a change in the position .alpha.(t) of an accelerator pedal carried out by the driver of the vehicle, in which every position .alpha.(t) of the accelerator pedal is associated with a determined drive output P.sub.v (.alpha.)=f.sub.1 (.alpha.).times.P.sub.max (where P.sub.max =maximum drive output of the vehicle) and/or driving torque M.sub.v (.alpha.)=f.sub.1 (.alpha.).times.M.sub.max (where M.sub.max =maximum driving torque of the vehicle) which is desired in the sense of a predetermined value and acts on the vehicle. To provide a process and a device for implementing the process permitting the driver to change the actual speed of the vehicle to a different desired value in the most uncomplicated and reliable manner, the predetermined value P.sub.v (t) and/or M.sub.

Abstract: A passenger automobile or truck contains a unit which is formed by an internal combustion engine and a generator and which powers electric motors coupled with driving wheels of the vehicle via an energy distributor in the form of power electronics. An accumulator which can likewise be coupled with the electric motors via the energy distributor is provided as an additional power source. An electronic control unit receives driving signals from an accelerator pedal, in particular a position signal and a speed signal. The position signal of the throttle is interpreted as a request for a determined permanent output to be supplied by the internal combustion engine.The internal combustion engine is revved up to a new operating point in an "optimal" manner (e.g. with favorable fuel consumption), for example when a higher output is requested, while the generator is entirely or partially uncoupled from the load. Energy for accelerating the vehicle is provided in the meantime by the accumulator.

Abstract: In a drive arrangement of a motor vehicle in which the wheels of the motor vehicle are driven by separate electric motors and the electric motors are powered via a d.c. voltage intermediate circuit by a generator arrangement driven by an internal combustion engine, the speed of the internal combustion engine and individual wheels is sensed by speed sensing circuits which respond to pulse signals of commutator circuits of the generator arrangement and electric motors. The commutator circuits generate the pulse signals depending on position transmitters which are arranged at the generator arrangement and at the electric motors. In this way, the speeds can be sensed with great accuracy exclusively on the basis of already existing components of the drive arrangement. In particular, the speed sensing means cooperate with an antilock braking system (ABS) and a drive slip regulating system (ASR).

Abstract: A motor vehicle including a unit (2) consisting of an internal combustion engine, a generator supplying current to electric motors (12, 16) coupled with driving wheels (14, 18) over an energy distributor/power electronics system (8) and a battery which is supplied with energy by the internal combustion engine/generator unit via the energy distributor (2). An electronic control system (20) controls the energy distributor (8) as a function of a driving signal according to boundary conditions, for example, according to the least possible specific fuel consumption. A temporary increase in the power required to drive the motors can be supplied by the battery (22). In the event that the increase in power lasts for longer periods, the internal combustion engine, which as far as possible operates in a state that ensures low fuel consumption, is accelerated in order to cover the demand for high power.

Abstract: Steering is actively assisted in a turning motor vehicle including a hybrid drive having both an internal combustion engine and a generator unit. The inner and outer wheels are each associated with an individual drive which is controlled in accordance with the steering angle of the steered wheels. Specifically, the torque differential is adjusted such that the percentage actual wheel differentials approach the percentage reference wheel speed differentials. A substantial reduction in the force which must be applied via the steering system to adjust the steering wheels, as compared to an absence of torque differential, is achieved because the outer wheel is driven at a higher output than the inner wheel when making a turn.

Abstract: The drive arrangement for a motor vehicle includes an internal combustion engine (1) with at least one controlling element (29), an electric generator arrangement (3) driven by the internal combustion engine (1), at least one electric motor (11) which is powered by the generator arrangement (3) and drives the motor vehicle, and an electronic control unit (19) which, depending on the setting of an accelerator pedal (23), controls at least an actuating drive (27) and the electrical output generated by the generator arrangement (3) and/or the electrical output received by the electric motor (11). The arrangement contains a device for detecting an actual value of the speed of the internal combustion engine (1) and component for detecting an actual value of the electrical output generated by the generator arrangement (3).

Abstract: A drive and braking arrangement for a motor vehicle has at least one electric motor which drives the motor vehicle in dependence on the setting of an accelerator pedal. A forward drive or reverse drive selector (15) adjusts the driving direction of rotation of the electric motor, and a sensor is provided for detecting the driving speed of the motor vehicle. In order to control the braking force of a friction brake arrangement acting on at least one wheel of the motor vehicle, an actuating drive is provided which is set to a braking position by an electronic control unit when the accelerator pedal remains in a driving position for longer than a predetermined period of time and at the same time the detected driving speed is zero and/or when the sensor associated with the control unit detects an actual movement of the motor vehicle in the direction opposite to the driving direction selected at the selector.

Abstract: An apparatus for determining a critical driving torque and information representing the coefficient of friction at the wheel grip limit for a vehicle having a plurality of driven wheels. It is suggested that torque control devices be assigned to at least two of the driven wheels so that the ratio of the driving torques of the two driven wheels can be varied, wherein torque sensing device generate a torque signal corresponding to the magnitude of at least the greater of the driving torques of the driven wheels. A wheel slip sensing device is associated with the driven wheels and detects an increase in the slip of the wheel with the greater driving torque beyond a predetermined limit. The information on the coefficient of friction is generated depending on the magnitude of the detected driving torque of the wheel whose slip exceeds the limit.

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: 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: 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: An apparatus and method for the purification of liquids utilizing anodic oxidation wherein the electrodes are composed of an austenitic chromium-nickel-molybdenum steel which contains about 0.07% by weight carbon, more than about 17.0% by weight chromium, about 12.0 to 14.5% by weight nickel and about 2.5 to 4.5% by weight molybdenum. By using the electrodes of the present invention, one can avoid the precipitation of chromium which normally occurs during the purification processes of the prior art.