Abstract: A prechamber spark plug, including center and ground electrodes, a housing having an external thread, a cap arranged on the housing and together with the housing defines a prechamber, and an insulator which electrically insulates the center electrode from the housing. The external thread has a thread length in the axial direction. The housing is fastened to the insulator at first and second fixing regions so that a first clamping force at the first fixing region acts from the housing on the insulator, and a second clamping force at the second fixing region acts from the housing on the insulator. The first and second clamping forces are directed in opposite directions to one another in the axial direction. A distance between the first and second fixing regions in the axial direction defines a clamping length. A ratio between the thread length and the clamping length is between 0.7 to 1.3.

Abstract: A prechamber spark plug, including center and ground electrodes, a housing having an external thread, a cap arranged on the housing and together with the housing defines a prechamber, and an insulator which electrically insulates the center electrode from the housing. The external thread has a thread length in the axial direction. The housing is fastened to the insulator at first and second fixing regions so that a first clamping force at the first fixing region acts from the housing on the insulator, and a second clamping force at the second fixing region acts from the housing on the insulator. The first and second clamping forces are directed in opposite directions to one another in the axial direction. A distance between the first and second fixing regions in the axial direction defines a clamping length. A ratio between the thread length and the clamping length is between 0.7 to 1.3.

Abstract: A prechamber spark plug. The spark plug includes a housing, a cap, which defines a prechamber at least partially, and which includes a plurality of through holes that are configured to produce a connection between the prechamber and a combustion chamber of an internal combustion engine; the through holes each having a hole center line; the cap including a recess at a region pointed towards the housing, the recess abutting the housing at a combustion-chamber-side end of the housing; a distance from an exit point of a through hole lying on the hole center line, to a recess, being in a range of 2 mm to 7 mm; and a first angle between a center axis of the prechamber spark plug and the hole center line being in a range of 30° to 70°. An internal combustion engine including such a prechamber spark plug is also described.

Abstract: A prechamber spark plug. The prechamber spark plug includes: a housing, and a cap which has at least one pass-through opening, the cap being situated at a combustion chamber-side end of the housing. The cap and the housing form a prechamber. An outer cap surface area of the cap, which faces away from the prechamber, has at least one predefined ratio to respectively one further geometric feature of the cap.

Abstract: A prechamber spark plug. The prechamber spark plug includes: a housing, and a cap which has at least one pass-through opening, the cap being situated at a combustion chamber-side end of the housing. The cap and the housing form a prechamber. An outer cap surface area of the cap, which faces away from the prechamber, has at least one predefined ratio to respectively one further geometric feature of the cap.

Abstract: A motor vehicle system device having a drive assembly, to which a charging device is assigned, has a compressor having at least one compressor runner supported using at least one bearing, the bearing having a stationary first bearing part and a second bearing part that is operatively connected to the compressor runner. An overpressure source is connected to the bearing, using which an overpressure is able to be produced in a bearing gap that is present between the first bearing part and the second bearing part. The overpressure source is the compressor and/or a part of a tandem pump, which besides the overpressure also makes available low air pressure for a user of the motor vehicle system device. The invention also relates to a method for operating a motor vehicle system device.

Abstract: In a method for regulating a boost pressure of an engine which has a compressor, an actual boost pressure and a setpoint boost pressure are used as input parameters. The setpoint boost pressure is regulated in such a way that a pressure ratio in the compressor does not exceed a limit pressure ratio. A reference boost pressure is ascertained based on a speed of the engine and a load of the engine. A flow and/or a pressure of air supplied to the engine is/are detected and an associated flow signal and/or pressure signal is generated. The smaller of the reference boost pressure and a limit boost pressure is used as a setpoint boost pressure. The limit boost pressure is ascertained based on a limit boost pressure ratio and a speed of the compressor.

Abstract: The invention relates to a steam turbine 5, in particular for utilizing the waste heat of an internal combustion engine, having at least one turbine housing, having a guide wheel 10 that has at least one nozzle, and having at least one rotor 6, wherein the nozzle is in the form of a duct 11 formed into the guide wheel 10. According to the invention, a steam turbine 5 is provided, the nozzles of which can be manufactured in a simple manner. This is achieved by virtue of the fact that the duct 11 has a constant width B and has a depth T that varies along the duct 11. In this way, the duct 11 can be produced by means of a single tool in a single working operation.

Abstract: An assembly, comprising at least an expansion machine and a gearing, wherein the expansion machine, through which a fluid flows, has an output shaft, which is led out of an expansion machine housing, and wherein the output shaft is operatively connected to the gearing. According to the invention, an assembly comprising an expansion machine operatively connected to a gearing is provided, wherein the assembly is designed to be operationally reliable and durable in interaction with additional components. This is achieved in that a torsional vibration damper is arranged on the output side of the gearing, and that an output of the gearing is connected directly to an input of the torsional vibration damper. The torsional vibration damper is designed as a fluid coupling and comprises a turbine wheel and a pump wheel, wherein the pump wheel is connected directly to the output of the gearing.

Abstract: In a method for regulating a boost pressure of an engine which has a compressor, an actual boost pressure and a setpoint boost pressure are used as input parameters. The setpoint boost pressure is regulated in such a way that a pressure ratio in the compressor does not exceed a limit pressure ratio. A reference boost pressure is ascertained based on a speed of the engine and a load of the engine. A flow and/or a pressure of air supplied to the engine is/are detected and an associated flow signal and/or pressure signal is generated. The smaller of the reference boost pressure and a limit boost pressure is used as a setpoint boost pressure. The limit boost pressure is ascertained based on a limit boost pressure ratio and a speed of the compressor.

Abstract: A motor vehicle system device having a drive assembly, to which a charging device is assigned, has a compressor having at least one compressor runner supported using at least one bearing, the bearing having a stationary first bearing part and a second bearing part that is operatively connected to the compressor runner. An overpressure source is connected to the bearing, using which an overpressure is able to be produced in a bearing gap that is present between the first bearing part and the second bearing part. The overpressure source is the compressor and/or a part of a tandem pump, which besides the overpressure also makes available low air pressure for a user of the motor vehicle system device. The invention also relates to a method for operating a motor vehicle system device.

Abstract: A charging device for an energy conversion device, e.g., a fuel cell, of a motor vehicle, has a rotor rotatably mounted on a housing of the charging device, the rotor having a shaft and at least two compressor wheels which are connected in rotationally fixed fashion to the shaft. The compressor wheels have wheel rear parts facing away from respective compressor wheel inlets, by which a medium that is to be supplied to the energy conversion device, e.g., air, is compressible. The wheel rear parts of the compressor wheels are matched to one another such that respective forces which are opposed to one another and which result from respective compressor wheel outlet forces impressed on the wheel rear parts substantially balance one another.

Abstract: Delivery units are already known which have a drive rotor and an output rotor driven by the drive rotor, which are supported in a housing, interact in a meshing manner through a spur toothing in each case and draw fluid through at least one inlet and push said fluid out through an outlet, wherein the inlet and the outlet are separated from each other by two separating webs. In order to control the flow rate through the delivery unit, a rotational speed control, a bypass control, or, for gases, a suction throttling, for example, can be carried out. A rotational speed control is energy efficient, but very expensive, because an electric motor must be used, the rotational speed of which can be controlled. In the bypass control, the fluid is delivered from the outlet through a bypass back to the inlet, which however is energetically unfavorable and connected to hydraulic losses.

Abstract: The invention relates to a turbocharger for a combustion engine, in particular of a motor vehicle, with at least one variable turbine geometry turbine, which exhibits a rotor disk and vanes arranged on a vane support, which are spaced apart from each other around the rotor disk in at least one circumferential area, and with an adjuster to select the angular setting of the vanes. It is provided that the vanes (6) are fixed securely to the vane support (5), and exhibit different angular settings (?1, ?2, ?3) relative to the rotor disk (3) in varying sectors (8, 9, 10) of the circumferential area (7), wherein the turbine (2) exhibits a cover device (12) that can rotate relative to the vane support (5) with at least one opening (14, 20) in its jacket surface (16) for purposes of sector selection.