Using precise torque limitation, torque limiting clutches ensure that the loads on parts in machines and systems do not exceed the permitted values. Up to now, torque limiting clutches have required an external limit switch with a cable to transmit a signal to the control system on overload. The EAS®-Sensor developed by mayr® power transmission, a torque limiting clutch with an integrated signal transmitter, sends the overload signal via radio. This revolutionary and absolutely reliable overload recording system has substantial advantages in comparison to standard signal transmission devices.
On the new EAS®-Sensor, the limit switch is directly integrated into the clutch. It registers the clutch disengagement movement on overload and transmits a wireless signal via radio to a base station which is combined with the machine control system. The EAS®-Sensor is adjusted at the site of manufacture ready for operation. Assembly and adjustment work is no longer required. The overload recording is absolutely reliable. Vibrations and axial clutch misalignments – for example should the shaft heat up and expand – have no influence on functional safety.
The transmitter on the new system is completely located, including its power supply, in the torque adjusting nut on the tried and tested EAS®-Compact® torque limiting clutch. It reports to the base station in regular, brief intervals via a status telegramme the clutch operating condition and transfers information on the level of the supply voltage. A drop in voltage actuates a warning signal in good time, so that the transmitter battery can be replaced. For this, the clutch need not be deinstalled.
The development of the new EAS®-Sensor has made the signal transmission on mechanical torque limiting clutches far safer and has substantially simplified the installation of torque limiting overload protection systems. By integrating the transmitter into the tried and tested EAS®-Compact® clutch, the system has secure signal transmission as well as, of course, all the other quality features constituted in a modern, reliable torque limiting clutch. These include high torsional rigidity, backlash-free function, swift reductions in torque on reaching overload, high accuracy of the adjustable torque, long lifetimes and low lifecycle costs. Torque limiting clutches in the construction series EAS®-Compact® fulfil these criteria perfectly.
Power: 1.4L TSI – 150-hp / 177 lb-ft. With hybrid system – 177-hp.
Transmission: 7-speed DSG.
Performance: 0-60 mph 8.1 seconds; top speed of 141 mph.
Fuel-economy: 45 mpg combined.
Production: Most likely.
Later this year, the Volkswagen AG will launch its first hybrid model with the Touraeg Hybrid (an SUV with full-time all-wheel-drive). Today at the 2010 Detroit Auto Show, the German automaker unveiled a new concept which indicates that a second hybrid model is already being seriously considered.
Known as the New Compact Coupe Hybrid Concept, the study foreshadows a front-wheel drive hybrid for the compact class. Our educated guess tells us that Volkswagen is preparing to take on the growing segment of compact hybrids. We could be wrong however, but we can definitely see the New Compact Coupe Hybrid Concept going head-to-head with the Honda CR-Z.
2010 Detroit: Volkswagen New Compact Coupe Hybrid Concept:
Volkswagen’s World Premiere of the New Compact Coupe Hybrid Concept Car at the 2010 NAIAS
Unites Exceptional Efficiency with Top Dynamics
Wolfsburg, Germany / Detroit, MI — January 11 2010 — For Volkswagen, this marks the beginning of an action-packed year, in which more new models will be introduced than ever before in the company’s history. First on the spectacular list of new products for the 2010 calendar year is a car based on entirely new concepts and technology, a coupe with a hybrid drive that is extremely fast and yet futuristic in its fuel economy. It has sports appeal and sharp styling yet is remarkably elegant – positioned between the Europe’s bestselling sports car, the Scirocco, and the internationally successful CC. Its name: the New Compact Coupe (NCC). Site of its world premiere: Detroit, Michigan at the North American International Auto Show (January 11 to 24). Combined fuel consumption: 4.2 l/100 km* (45 mpg**). CO2 emissions: 98 g/km. Perhaps even more incredible, considering its fuel economy, are its top speed of 227 km/h (141 mph) and the short 8.6 seconds it needs for the classic sprint to 100 km/h (0-60 mph in 8.1 seconds).
These are made technically feasible through a high-tech alliance of sorts: a TSI engine (gasoline powered with 110 kW / 150 PS) that is as fuel efficient as it is sporty, an electric motor (20 kW / 27 PS), and a 7-speed Direct Shift Gearbox (DSG) – which, in the eyes of many car drivers, is the best automatic in the world today. Just over a month after the debut of the most fuel-efficient four-seater in the world – the Up! Lite in Los Angeles – this new concept car confirms once again that future Volkswagen hybrid vehicles will not only focus on fuel economy, but – similar to pure gasoline and diesel versions of Europe’s most successful automobile brand – will also aim to be sporty and fun to drive. In the first half of the year, Volkswagen will launch its first hybrid model on the market under the VW label – an SUV with full-time all-wheel drive. Meanwhile, the New Compact Coupe shows, both technically and visually, how Volkswagen envisions a front-wheel drive hybrid for the compact class.
Hybrid DRIVE – TSI and Electric MOTOR plus DSG
Downsizing at its best: The concept car is driven by an extremely innovative high-tech alliance that closely approximates potential production versions. Volkswagen is using a four-cylinder version of the TSI gasoline engine range here. Direct injection, turbocharging and an intercooler generate 110 kW / 150 PS of power from just 1.4 liters of engine displacement – downsizing at its best. TSI technology has impressively demonstrated its extreme durability in many car racing events; including on the legendary Nordschleife of the German Nürburgring – the most demanding race course in the world. Since the first TSI engine was introduced just over five years ago, 3.5 million units of these boosted and torque-strong four cylinder engines have already been installed in vehicles. The TSI of the NCC – which of course is also equipped with ESP – transfers a hefty 240 Newton-meter (177 ft-lb) of torque to the front wheels at low engine speeds.
Emissions-free by E-motor: And there is even more power: An electric motor is integrated between the TSI and the efficient 7-speed DSG transsmision; it can be used for pure electric emissions-free driving, or it can support the TSI with aggressive torque. The electric motor develops 20 kW / 27 PS of power. The power and torque of the two drive units supplement one another during what is known as boosting – when accelerating to pass, for example. Since the NCC can also be driven in a pure electric mode, the drive system is classified as a Full Hybrid. A lithium-ion battery (1.1 kWh) at the rear of the vehicle supplies the electric motor with energy. By the way, in electric mode the TSI is not only shut off; it is also disengaged by a clutch to avoid drag loss.
Frequently coasting: As soon as the driver releases the gas pedal, the TSI is disengaged from the transmission. This so-called “coast-down” is even possible at higher speeds, as in freeway driving. Since drag losses are eliminated here as well, the NCC is able to coast for a longer period of time, for a driving style that leads directly to reduced fuel consumption.
Recovering kinetic energy: In braking, the electric motor – now operating as a generator – recovers kinetic energy which is then stored in the lithium-ion battery. Of course, just like Volkswagen’s new BlueMotion models, the New Compact Coupe also has a Stop-Start system on board to further reduce fuel consumption, especially in urban areas and in stop-and-go traffic.
Exterior Design and Dimensions
The unique interplay of efficiency and dynamics is reflected once again in the NCC’s styling, starting with a “Tungsten Silver Metallic” exterior. Klaus Bischoff, Chief Designer for the Volkswagen Brand, comments: “Styling of a coupe is considered the ultimate in automotive design. Our team has achieved a symbiosis of efficient technologies and elegance in the New Compact Coupe that is unique in its expression. Just a few precisely placed lines and powerfully sculpted surfaces have created a timeless dynamic and purist elegance that is typical of Volkswagen.”
Front end – Showing a strong face: The front of the New Compact Coupe shows an extremely confident and focused expression. Moreover, the NCC’s width is emphasized by the horizontal line styling with integrated Bi-Xenon headlights – including LED daytime running and turn signal lights. The technically complex headlights contribute to an unmistakable visual recognition of the concept car – both day and night.
Side view – A sharp profile: In the car’s side profile, styling properties characteristic of all new Volkswagens of the past year have been merged with elegant and yet sporty coupe features, resulting in a new interpretation of the design DNA. The best examples of this are the characteristic tornado line and the powerfully emphasized curves of the wheel arches. They intersect the main volume of the large, homogeneous surfaces, conveying a powerful dynamic. The image of the side windows rounds out this impression with a concise signature. Forging a stylistic bridge to current models are the 19-inch “Lugano” type alloy wheels.
Rear – A strong concluding statement: The cargo area of the New Compact Coupe is decidedly powerful in design. Clean surfaces and a muscular shoulder section dominate the image here too. Bright: the LED taillights. A spoiler lip that reduces air turbulence was styled into the top of the trunk lid; it further improves the car’s remarkable aerodynamics. At the bottom there is a stylized diffuser; the tailpipe of the exhaust system is embedded here for a positive aerodynamic effect.
Dimensions – Millimeters at work for styling: The New Compact Coupe is 4.54 meters (178.5 inches) long and 1.78 meters (70.1 inches) wide. Its low body height of 1.41 meter (55.6 inches) adds styling energy to the interplay of its dimensions; the ratio of broad width to low body height intensifies the Volkswagen’s dynamic image. Also large are the track widths (front 1.53 meter / 61.2 inches; rear 1.54 meter / 61.4 inches) and wheelbase (2.65 meters / 104.4 inches).
INTERIOR – ERGONOMICS AND DIMENSIONS
Showing its true colors: The NCC is a four-seater with exceptional long-distance touring comfort and generous occupant space, with sport seats upholstered in light-colored, “Berry White” leather. The lower cockpit area, portions of the center console, and the door trim panels also carry this lighter shade. By contrast, all other surfaces (except accents and controls), including the leather-trimmed steering wheel, are styled in a darker “Grigio Quartz” color.
Inside, the NCC offers an exceptional feeling of spaciousness for its class. Despite the sporty low body height, the car is able to offer ample head room front and rear, as well as leg room for rear passengers. The coupe’s 380 liter trunk can handle luggage for four passengers without a problem.
Climb in, buckle up, drive away: As soon as the NCC’s doors are opened, another reason for the Volkswagen brand’s tremendous success is revealed: unparalleled perfection in details and intuitive operation. The instruments are all laid out in ideal positions. The new multifunction sport steering wheel is the key interface between human and machine. The right hand rests naturally on the 7-speed DSG’s gearshift lever‚ which stands before the full control panel for driver and passenger. Newly-designed controls for the automatic climate control system (Climatronic), an 8-inch touchscreen radio-navigation system – also a new design – and, finally, the hazard flasher switch and center air vents all await. The center console is angled slightly toward the driver to perfectly align the cockpit to the driver’s needs. The round gauges with their chrome bezels and a multifunction display (trip computer and additional navigation display) placed between them, are also optimally positioned for easy viewing.
Metal trim accentuates the air vents, multifunction keys on the steering wheel, radio-navigation system, climate control, and the gearshift, while white accents are found in the door trim, instruments, and the window / mirror switch panels in the doors.
Individual seats in the rear: Designers have shaped the rear seating area to match the style of large Gran Turismo cars. Passengers sit on two comfortable sport seats here, with the center console continuing from the front to the rear passenger area. Here, the center console is equipped with additional storage space as well as climate controls and a fold-out center armrest. The overall finish and quality of the materials employed throughout the interior make viewers forget completely that the New Compact Coupe is still a concept car. And that, too, is a typical Volkswagen trait – no compromises.
A Cadillac acaba de revelar o cupê CTS-V 2011, que estréia no North American International Auto Show (NAIAS) de 2010, em Detroit. Ele combina o novo design do cupê CTS com o motor V8 6.2 litros supercharger de 556 cavalos de potência do sedã CTS-V. O resultado é um cupê esportivo de luxo voltado para os entusiastas da velocidade.
“O cupê CTS-V alia a nossa mais potente e sofisticada tecnologia com o nosso design mais surpreendente” disse Bryan Nesbitt, Gerente geral da Cadillac. “Essa combinação de características técnicas e visuais é feita para criar uma escolha muito tentadora para consumidores de carros esporte de luxo.”
O cupê CTS-V terá sua produção iniciada no segundo semestre de 2010. Sua combinação de elementos técnicos e de desempenho inclui o controle magnético da suspensão, freios Brembo saídos das pistas de corrida e disponibilidade de transmissão automática com trocas por meio de borboletas, junto ao volante.
O cupê série V inclui uma grade única que dobra o volume de entrada de ar do carro, um importante item devido a suas características de alto desempenho. Também é visualmente identificado por uma parte central elevada do capô que fornece uma folga para o supercharger e para os parachoques. Como no sedã CTS, seu escapamento é centralizado dentro do parachoque traseiro, mas com exclusiva saída dupla. O carro anda em rodas de alumínio fundido de 19 polegadas, disponíveis nos acabamentos pintado ou polido, e pneus de performance Michelin Pilot Sport 2.
O atual Sedã esporte CTS-V se estabeleceu rapidamente entre os sedãs de luxo de maior desempenho, sendo o primeiro sedã normal de produção com quatro portas e pneus de rua a quebrar a lendária barreira de oito minutos na famosa pista Nürburgring da Alemanha. O formato suave e a peso levemente reduzido do Cupê série V também garantem um alto nível de desempenho.
No interior, a cabine 2+2 combina desempenho e luxo. Uma nova cor de acabamento do interior, em açafrão, uma tonalidade amarela, quase laranja, é oferecida, em contraste com os detalhes e costuras dos assentos em microfibra nas partes superiores do acabamento.
Remember a few months ago when we noted that all the heads of the major Hollywood studios had changed their tune, in the light of reports of yet another record box office year, to start claiming that movie piracy was harming indie movie producers, even as many of them had learned to embrace the internet to do quite well for themselves? It seems the same basic thing has been happening in the music business as well. We’ve already noted how folks like Bono and Paul McCartney have been heard complaining to the press about how piracy was harming up-and-coming musicians (noting they couldn’t really complain given their success).
So, dear Rock Stars — the problem here is not with the internet. It’s not with how it ‘hurts’ the little people. WE LOVE IT! It’s you. You and your expectations of wealth-beyond-measure are screwed. And I don’t care.
Here’s a headline for you — in the 3 weeks since I made ‘Behind Every Word’ available for free download, I’ve sold more CDs and downloads that in any one month since 6 months after it first came out.
This a four year old album. I’ve done no gigs in that time, I’ve taken out no ads, I’ve not given away a single bit of physical anything that cost me money. I’ve just talked about it, and invited people to listen to it. And guess what? They listened, and those who really liked it THEN PAID. And they paid more for the ‘free’ download they they do on iTunes.
I couldn’t possibly have done it without ‘free music’, without the internet, without sharing, without streaming. Nor could I have done it within the insanely restrictive copyright terms of a standard recording contract.
Shane Richmond, who pointed Lawson’s post out to me, notes that (of course) some will respond (as they always do, every time we post an example of a success story) that musicians like Lawson are “outliers” and successes on the margin. But, Richmond, notes, the true outliers are the folks like Bono and McCartney:
Steve — and the growing number of artists like him — will probably be dismissed as outliers taking a path that works for a lucky few but not for everyone. The thing is, that’s true of the record industry too. A lucky few artists get rich while the majority are hoping just to break even before they have to give up their dreams and go and get a proper job.
Indeed. This is the very point that we’ve been trying to make so long. So many of the artists that we highlight as success stories would never have been successful at all without the internet and embracing what it allows. Because the old system was entirely about outliers. The traditional recording business was a lottery ticket. A tiny few made it. And everyone else failed. With what technology allows today, plenty of musicians will fail to make a living. It’s no guarantee that anyone can be a success. But there are much greater opportunities, and (the best part) musicians have more control and say in how their careers go, giving them a greater chance to actually be successful on their own terms, not the terms of four large (but shrinking) companies, and the very small number of rock stars they helped succeed in the past.
Attention-seeking vamp Tila Tequila has been unceremoniously banned from the upcoming funeral of her dearly-departed “wifey” Casey Johnson — and the pint-sized minx is not pleased!
A source close to Tequila tells UsMagazine.com that she’s devastated she won’t be able to milk the situation ’til the last drop pay her final respects to the Johnson & Johnson heiress: “She wants so badly to go to the funeral, but nobody will give her the details or tell her anything. She is extremely frustrated, as what she shared with Casey was real and special. Nobody understood.”
Over the weekend Tila told E! News: “I don’t want to talk about the funeral. I wasn’t allowed to go, and I am so upset. I can’t sleep, and I am on suicide watch.”
The former MTV reality star, 28, has raised eyebrows (Doesn’t she always?) with her erratic behavior in the days since news of Casey’s death broke last Monday evening. Word is the Johnson Clan is uncomfortable with Tila’s foul-mouthed rants and cheerful photo-ops over the past week.
Traffic sucks. It is a waste of time and of fuel. But even though we have congestion problems of our own in America, it is nothing like the Netherlands, where an estimated 70 million hours a year are wasted by the populace stuck in traffic. The problem is so bad that in 2012 a new law goes in effect in the Netherlands that will tax drivers based on how many kilometers they drive. As Europe’s most densely populated and congested country, Dutch politicians hope a hefty tax levied against most drivers will encourage people to use public transportation and lessen their legendary congestion problems.
Here is the caveat that caught my eye though. Dutch officials estimate that 6 out of 10 motorists will end up paying less, because the new tax will replace registration and the 25% (!!!!!!!!!) sales tax on new cars. So why would people drive less, if it costs less?
TrimTabs CEO Charles Biderman continued his crusade against the government’s official stats and involvement in financial markets in an interview Friday with BNN. In it, he argues that the private demand — from companies, investors, hedge funds, and pensions — just isn’t there.
A Baixada Santista vai ganhar, em breve, dez novas salas de cinema. Quatro delas serão no novo shopping Pátio Iporanga, no Gonzaga, e as outras seis ocuparão o espaço destinado aos cinemas do Litoral Plaza Shopping, em Praia Grande.
Os novos espaços podem acabar com um problema antigo e crônico: a falta de salas para exibição de certas produções, o que faz com que filmes como Coco Antes de Chanel, não tenha chegado à região, um mês após estrear no resto do Brasil.
Atrasos como esse, mesmo depois de toda a divulgação via trailler e cartazes, justificam a revolta de muitos fãs da sétima arte, que são obrigados a viajar para acompanhar as estreias mais interessantes.
O problema se repete há anos e sempre com os filmes de apelo adulto e potencial de público menor * mesmo com a existência de salas supostamente voltadas ao cinema de arte, como as do Cine Arte Posto 4 e as do Espaço Unibanco.
CINELÂNDIA
As quatro salas do Pátio Iporanga vão confirmar o renascimento da antiga Cinelândia, no Gonzaga, que já conta com as cinco salas no Roxy da Avenida Ana Costa, as três do Espaço Unibanco de Cinema no Shopping Miramar e a do Posto 4.
As quatro salas do Pátio Iporanga serão da Roxy Cinemas e terão um perfil mais adulto, explica o empresário Toninho Campos. "Duas serão exclusivas para o cinema de arte, que tem um público cativo e uma demanda ainda não atendida".
As outras terão filmes mais comerciais, mas voltados ao público adulto, no bom sentido. "Será um cinema para quem acha que o Roxy da Ana Costa exibe filmes muito juvenis e, por isso, tem muita garotada".
As poltronas do Gonzaga serão de couro negro ecológico. "São o state-of-the-art das salas de cinema", adianta o empresário. Terão 160 lugares em cada uma das salas de arte e 170 nas duas salas comerciais.
A inauguração das novas salas deve acontecer junto com a do shopping, por volta do dia 19 de dezembro.
PRAIA GRANDE
No Shopping Litoral Plaza, de Praia Grande, a empresa responsável pelas salas será a Cinesystem, que existe há 10 anos e tem sede em Maringá, no Paraná. Serão seis salas stadium, uma delas equipada com modernos equipa- mentos de exibição digital 3D. Os aparelhos, da Dolby, são os mais modernos do mercado internacional.
Entre os diferenciais dessa tecnologia estão os óculos para visualização, com um design que cobre totalmente o campo de visão. O espectador tem mais conforto e facilidade para acompanhar todos os efeitos tridimensionais.
E mais: as salas terão duas fileiras de poltronas namoradeiras, especiais para casais que querem assistir aos filmes mais pertinho. A previsão de abertura das salas da Praia Grande é a segunda quinzena de dezembro.
В очередной раз пытаюсь актуализировать данную тему.
Хотя я не совсем понимаю как можно сравнивать настолько разных города?
Мусульманский и христианский центры. Но в эпоху всеобщей глобализации все возмозжно.
Noted blog package WordPress keeps coming out with maybe more releases than you’d care for, fixing exploits and bugs, but also steadily improving functionality. By comparison, it has been very quiet around Movable Type. That is, until last week, when the long-awaited version 5 was released. So was it worth the wait?
Well, the software now has versioning. And what the company calls a "new theme mechanism that makes it easy to apply a new theme across a website and blogs with a single click." More strikingly, though, the interface has certainly been freshened up a lot. It looks a lot more coherent and modern. In fact, it looks a lot like WordPress.
So this isn’t exactly the release that’ll get Movable Type — once an uncontested leader — firmly ahead in the blogging game again. The differences are still the same architectural ones (MT’s static publishing and Perl underpinnings, vs. WP’s dynamic publishing and PHP) that we outline in some detail in our evaluation research. And, certainly with the new interface, I think Movable Type still maintains a slight edge over WordPress when you want to manage multiple blogs.
Perhaps the largest differentiator is still the corporate culture. A telling example is the fact that MT5 isn’t available for enterprise customers yet; "We will put Movable Type 5 under extensive scalability and performance testing before we release it in the Enterprise version. This will take several months." Compare that to WordPress’ immediate, unpredictable releases; you’re expected to have faith in a new WordPress MU (multi-user) version because it’s used with millions of users on wordpress.com. That may be comforting, but it’s not exactly a guarantee.
So right now, Movable Type and WordPress remain outwardly similar, but with key differences once you dig into them. For current customers of either package, those differences are not likely important enough to merit switching. But if you’re still looking for an enterprise-wide blogging platform, it also means you’ll have to check which is best for you more carefully than ever.
