Abstract: A spark plug for igniting a combustible gas mixture in an internal combustion engine includes an ignition electrode with an electrical supply line is connected thereto. A pipe housing is provided for enclosing the electrical supply line and a venting channel is provided for discharging combustion gases from the pipe housing. The venting channel provides for discharging combustion gases infiltrating the spark plug as leakage gases run along the supply line.

Abstract: A spark plug for igniting a combustible gas mixture in an internal combustion engine includes an ignition electrode with an electrical supply line is connected thereto. A pipe housing is provided for enclosing the electrical supply line and a venting channel is provided for discharging combustion gases from the pipe housing. The venting channel provides for discharging combustion gases infiltrating the spark plug as leakage gases run along the supply line.

Abstract: A process for catalytic removal of a pollutant from a combustion installation exhaust gas includes calculating, from operationally relevant parameters of the installation, a pollutant concentration using a predetermined characteristic diagram. A predetermined quantity of a reagent is introduced into the exhaust per unit time as a function of the calculated pollutant concentration, the reagent reacting with the pollutant at a catalytic converter. Operating states of the installation with substantially constant pollutant emission levels are determined. The pollutant concentration during an operating state of the installation with a substantially constant pollutant emission level is determined with a sensor and only a pollutant concentration from the installation in a steady operating state is used to correct the diagram. The pollutant concentration from the installation is calculated with the diagram in a non-steady operating state.

Abstract: A process for catalytic removal of a pollutant from a combustion installation exhaust gas includes calculating, from operationally relevant parameters of the installation, a pollutant concentration using a predetermined characteristic diagram. A predetermined quantity of a reagent is introduced into the exhaust per unit time as a function of the calculated pollutant concentration, the reagent reacting with the pollutant at a catalytic converter. Operating states of the installation with substantially constant pollutant emission levels are determined. The pollutant concentration during an operating state of the installation with a substantially constant pollutant emission level is determined with a sensor and only a pollutant concentration from the installation in a steady operating state is used to correct the diagram. The pollutant concentration from the installation is calculated with the diagram in a non-steady operating state.

Abstract: A completely self-contained device reduces the NOx content in the exhaust gas of an internal combustion engine operated with excess air. One or more reduction catalytic converters working according to the SCR principle are provided. A reducing agent control unit need not make any recourse to data present in the control unit of the internal combustion engine. Fitting and retrofitting to a vehicle is greatly simplified, particularly for vehicles that are already in use.

Abstract: A bypass leads away from the exhaust pipe and the bypass flow is set with an electrically actuable exhaust gas valve. Under certain operating states of the internal combustion engine, in particular when the load is increasing rapidly or during warmup, a portion or the entire exhaust gas flow is diverted through a combined hydrolysis/adsorption catalytic converter in the bypass line. The NOx contained in the exhaust gas is adsorbed in a particularly favorable manner.

Abstract: A precombustion chamber ignition device for preferably lean fuel-air mixtures and having a precombustion chamber. This precombustion chamber contains a electrode carrier extending into the precombustion chamber and on it at least one ignition electrode is attached, which has at least one ignition portion, which cooperates with a internal wall surface of the precombustion chamber in defining at least one spark gap extending substantially athwart the longitudinal axis of the precombustion chamber. In this respect the internal wall surface acts as a ground electrode. The ignition portion of the at least one ignition electrode is offset in relation to the longitudinal axis of the precombustion chamber and is arranged essentially parallel to the wall surface, which is substantially cylindrical in the spark gap portion, of the precombustion chamber close to the wall surface.

Abstract: A device for controlling engine exhaust emission for use on an internal-combustion installation, in which a soot filter is arranged in an exhaust-gas system. The soot filter is made up of a flexible filter band that is traversed by the flow of exhaust gas in a first zone and which can be moved forward and renewed, continuously or intermittently, by a drive mechanism. The filter band is supported at least in the first zone by a flexible, moveable, endless conveyer belt that is permeable to gas and that absorbs tensile stresses. The filter band and the particles separated out of the exhaust gas by the filter band are burned together in a second zone.

Abstract: An internal combustion engine in which each cylinder or combustion volume includes a separate ignition chamber which communicates with the main combustion chamber through a relatively narrow channel or channels. The combustible mixture is delivered to the separate chamber exclusively through these channels by the compressive action of the piston and is ignited there by a suitable electrical spark, for example. There is no additional admission of fuel or fuel mixture to the separate ignition chamber. The channel or channels terminate in the ignition chamber in such a manner, for example, tangentially, that one or more vortices are generated in the chamber prior to ignition. The channels are so oriented that the emerging igniter flames are directed to potential hot cells in the main combustion chamber where auto-ignition could occur.

Abstract: The internal combustion engine has at least one combustion chamber, an inlet conduit leading to it, and an adjustable means for varying flows of a medium, such as air or a fuel-air mixture, flowing into the combustion chamber for the sake of an optimized acceleration of curves defined by the process of combustion, so that economical engine operation is attained while producing as little in the way of toxic exhaust gas components as possible. An adjusting motor acting upon the means is controlled by a regulator, which is connected via a comparator with a set-point value transducer and an actual-value transducer. The actual-value transducer includes an optoelectric sensor connected to the combustion chamber for measuring the curves of combustion. The set-point value transducer indicates a set-point value for optimal curves of combustion, and the regulator, via the adjustable means, reduces any difference that may exist between the set-point value and the actual value.

Abstract: An apparatus for igniting lean fuel-air mixtures and wherein a preferably insertable ignition chamber is provided in the wall of an internal combustion engine, which ignition chamber communicates with the main combustion chamber of the internal combustion engine via a plurality of channels. At least one of the channels serves the purpose of delivering a portion of the fresh mixture entering from the main combustion chamber into the first ignition chamber in a direct stream into the rear portion thereof, remote from the combustion chamber, of the first ignition chamber.

Abstract: To permit adjustment of the combination sparkplug-optical sensor for heat transfer upon operation of the sensor-sparkplug combination as a sparkplug, in accordance with known sparkplug technology, the insulator of the sparkplug is formed with a central opening in which a material is included which is electrically conductive and providing for controlled heat transfer, for example a packing or a mixture of aluminum oxide with a conductive powder, such as graphite, aluminum, or copper; or, alternatively, sheet metal elements may be located therein providing controlled radial engagement around a central glass rod forming the optical sensor and the inner wall of the opening and the insulator (FIG. 2); or, alternatively, axially resilient elements, such as a bellows-like corrugated metal element (FIG. 3) or a stack of spring disks (FIG. 4) may be positioned in the opening, axially biased by screwing the connecting terminal (10) into a tapped opening of the insulator.

Abstract: A spark-plug assembly comprises a fitting mounted on the piston cylinder of an internal-combustion engine and formed with a generally closed firing chamber, at least one firing port extending between the firing chamber and the piston cylinder for fluid communication therebetween, and a storage compartment opening only into the firing chamber. The fitting being provided with a flame-blocking element or formation preventing the entrance of a flame front from the firing chamber into the storage compartment. This firing chamber is open substantially only to the storage compartment and to the piston cylinder. A spark plug has electrodes in the firing chamber. The electrodes form a spark gap lying in the firing chamber between the storage compartment and the port and the storage compartment opens only into the firing chamber.

Abstract: An ignition plug for an internal combustion engine, and an internal combustion engine provided therewith, has first and second ignition chamber parts communicating with one another, an electrode supported on an insulator and a mass electrode and at least one overflow passage arranged to communicate with a main combustion chamber of the internal combustion engine with an ignition chamber of the ignition plug, wherein the overflow passage is open directly into the second ignition chamber part from an end wall bounding the first ignition chamber part and is located inside an inner parallel surface of a circumferential wall of the second ignition chamber part.

Abstract: A separately ignited internal combustion engine and/or an ignition chamber insert for insertion into the combustion wall of an internal combustion engine is proposed with an ignition chamber which is connected to the main combustion chamber via several overflow channels. The ignition chamber is composed of a forward section with a small, and a rear section with a large diameter into which a straight center electrode protrudes which is surrounded with an insulator in the manner of a common spark plug. The ignition takes place at the transition between the forward section and the rear section between ignition chamber wall and center electrode. The forward section of the ignition chamber is connectable to the main combustion chamber via first overflow channels which discharge tangentially into said forward section and via a second overflow channel discharging coaxially to the ignition chamber insert.

Abstract: A method for igniting lean fuel-air mixtures and an apparatus for performing this method are described, wherein a preferably insertable ignition chamber is provided in the wall of an internal combustion engine, which ignition chamber communicates with the main combustion chamber of the internal combustion engine via a plurality of channels. At least one of the channels serves the purpose of delivering a portion of the fresh mixture entering from the main combustion chamber into the first ignition chamber in a direct stream into the rear portion thereof, remote from the combustion chamber, of the first ignition chamber.

Abstract: An internal combustion engine is provided with an ion current sensor in the exhaust conduit. The sensor may be simply a spark plug across which is applied the vehicle battery voltage. The operation of the engine at various values of mixture composition yields characteristic curves for the ion current and for the fluctuations in the ion current as a function of the air number. These characteristic data are used to provide set point values against which the prevailing ion current is compared. If a set point value is exceeded, the fuel-air mixture is adjusted accordingly by an integral controller.

Abstract: A method for closed-loop control of the instant of ignition is proposed, in which the position of the peak combustion chamber pressure after top dead center is ascertained with the aid of an ionic current and made to assume a set-point value for this position. In this manner, a very simple probe having inexpensive circuitry can be used for optimizing the instant of ignition.

Abstract: An ignition chamber unit to be arranged on a main combustion chamber of an internal combustion engine has walls forming a separate ignition chamber having a first wall which separates the ignition chamber from the main combustion chamber and has at least one passage arranged in the first wall to connect the ignition chamber with the combustion chamber, a center electrode provided in the ignition chamber and forming together with the first wall a spark gap and also having a free end which extends into the ignition chamber, wherein the electrode is hollow near the free end and is formed as a heat pipe, and an insulator with an insulator shoe which extends into the ignition chamber and supports the center electrode so that the insulator together with the insulator shoe forms an insulating gap.

Abstract: An internal combustion engine is provided with an ion current sensor in the exhaust conduit. The sensor may be simply a spark plug across which is applied the vehicle battery voltage. The operation of the engine at various values of mixture composition yields characteristic curves for the ion current and for the fluctuations in the ion current as a function of the air number. These characteristic data are used to provide set point values against which the prevailing ion current is compared. If a set point value is exceeded, the fuel-air mixture is adjusted accordingly by an integral controller.