Abstract: An electromagnetic actuator for operating a driven component includes first and second electromagnets having respective first and second pole faces oriented toward one another and defining a space therebetween; an armature disposed between the electromagnets and movable back and forth between the first and second pole faces in a direction of motion; a driving component attached to the armature for moving therewith as a unitary structure; and a resetting spring unit attached solely to the driving component or the driven component and exerting forces opposing movements of the armature caused by electromagnetic forces generated by the electromagnets. The resetting spring unit is in a relaxed state when the armature is in a mid position between the first and second pole faces and is in an armed state upon movement of the armature from the mid position in either direction.

Abstract: An electromagnetic actuator for operating a driven component includes first and second electromagnets having respective first and second pole faces oriented toward one another and defining a space therebetween; an armature disposed in the space and movable back and forth between the first and second pole faces; a driving component attached to the armature for moving therewith as a unit; and a resetting spring assembly coupled to the armature and exerting forces opposing movements of the armature caused by electromagnetic forces generated by the electromagnets. The resetting spring assembly is in a relaxed state when the armature is in a mid position between the first and second pole faces. A coupling device connects the driving component with the driven component for effecting a transmission of pushing and pulling forces from the driving component to the driven component to cause displacements of the driven component as a function of displacements of the armature and the driving component.

Abstract: This invention relates to a reciprocating internal combustion engine having a cylinder crankcase with a cylinder head with is designed to reduce the manufacturing and spare parts cost. A single design unified cylinder head is employed for liquid cooling and air cooling, the cylinder head having both cooling spaces for the liquid coolant and cooling fins for the cooling air. Coolant passageways in the cylinder head are connected to coolant spaces in the cylinder block portion of the cylinder crankcase by way of openings in the upper end of the cylinder block and openings in the cylinder head gasket which permit flow of coolant to the annuli in the cylinder head. In addition to the annuli, the coolant passageways in the cylinder head include a longitudinally extending header, horizontally extending web ducts extending radially inward from the annuli and vertically extending connecting conduits inclined relative to the cylinder axes interconnecting the web ducts and the header.

Abstract: An internal combustion engine which each cylinder has a cylinder cooling space and each cylinder head has a head cooling space, the individual cylinder cooling spaces being connected in series, the individual head cooling spaces being connected in series and the cylinder cooling spaces, as a group, cooling spaces, as a group, being connected in series. The engine includes a lubrication oil system which supplies cooling oil to the cylinder and head cooling spaces as well as supplying lubricating oil to lubricate other components such as the bearings for the crankshaft, the crankshaft and the piston connecting the rods.

Abstract: A cooling circuit (5) for an internal combustion engine in which a throttle (2) is provided upstream of a heat exchanger (10, 11). The throttle (2) equalizes the oil pressure in the internal combustion engine in front of the heat exchangers and insures that this occurs almost independently of the temperature of the oil. By this provision, the heat exchangers can be fabricated with the least expense since the danger of bursting is reduced.

Abstract: Each cylinder of a liquid cooled in-line internal combustion engine includes a cylinder pipe surrounded by an annular cooling chamber. The cooling chambers are interconnected in series by crossover passages between adjacent cylinder pipes and the cooling chambers have a greater cross sectional flow area on one side of the longitudinal central plane of the engine than on the other side. This cross sectional flow area relationship is reversed from cylinder to cylinder to thereby cause a meandering course of flow for a portion of the coolant thereby assuring adequate flow around the entire surface of the cylinder pipe and good flushing of the crossover passages between the cylinder pipes.

Abstract: A braking device for a valve controlled internal combustion engine for motor vehicles. Each cylinder has at least one exhaust valve, which is controllable for opening thereof by a camshaft having a main cam for moving operation and a supplementary cam which additionally becomes effective during braking operation. The supplementary cam is arranged in the plane of the main cam, and is capable of being lowered in the camshaft. The cam peak of the supplemental cam is arranged from 160.degree. to 200.degree. ahead of the main cam peak in the direction of rotation of the camshaft. The sides of the supplementary cam are embodied in such a way that upon reaching the upper dead center point, the exhaust valve associated therewith closes. The supplementary cam is capable of being actuated by a control shaft arranged in the rotational axis of the camshaft.

Abstract: A braking device for a valve controlled internal combustion engine for motor vehicles. Each cylinder has at least one exhaust valve, which is controllable for opening thereof by a camshaft having a main cam for moving operation and a supplementary cam which additionally becomes effective during braking operation. The supplementary cam is arranged in the plane of the main cam, and is capable of being lowered in the camshaft. The cam peak of the supplemental cam is arranged from 160.degree. to 200.degree. ahead of the main cam peak in the direction of rotation of the camshaft. The sides of the supplementary cam are embodied in such a way that upon reaching the upper dead center point, the exhaust valve associated therewith closes. The supplementary cam is capable of being actuated by a control shaft arranged in the rotational axis of the camshaft.

Abstract: A cooling installation for liquid-cooled internal combustion engines, for example, for use in armored vehicles, in the form of an annular radiator block which is traversed by the cooling air from the inside toward the outside and which includes a radial blower equipped with a rotor axially sucking in the cooling air through an opening of the vehicle housing and arranged on the inside of the annular radiator; a base plate is thereby rigidly connected with the vehicle part supporting the cooling installation and is welded together with the annular radiator block into a self-supporting rigid unit while a bladeless annular space is provided between the radial-blower rotor and the annular radiator block.

Abstract: A crank shaft for a multi-cylinder, short stroke internal combustion engine in which the diameters of the crank pin and of the shaft journal overlap each other, and in which the crank web decreases in thickness approximately from the center of the crank pin with increasing distance from the shaft center. In the crank webs within the region of the crank pin, relief bores are provided the axes of which are inclined with regard to the axis of said shaft journals. The relief bores are designed as blind bores with a flat bottom surface and with a circumferential surface merging with the flat bottom surface along a rounded surface section. The merging portion nearest to the area of the respective pertaining shaft journal is located approximately in the plane perpendicular to the longitudinal axis of the crank shaft and approximately in the middle between the crank pin and the shaft journal. With a diameter ratio of the crank pin to the shaft journal of about 0.