Abstract: The invention relates to a method for operating a direct-injecting gasoline internal combustion engine (1), especially of a motor vehicle, wherein the gasoline is injected directly into the combustion chamber (4) of the engine (1) and an ignition spark is ignited in the combustion chamber (4). In order to be able to reliably ignite an air/gasoline mixture with a relatively low ignition voltage notwithstanding a relatively large electrode gap of a spark plug (10) of the engine (1), it is suggested that the ignition spark be ignited in advance of the start of injection (45) and that a spark burn duration (44) be maintained up to past the end of the injection (45).

Abstract: A fuel injection system for internal combustion engines includes a fuel injector that includes a spray-orifice plate through which fuel is injected into a combustion chamber. The combustion chamber is bounded by a cylinder wall. A piston is guided in the cylinder wall, and a spark plug projects into the combustion chamber. The diameters of injection orifices positioned on the spray-orifice disk are distributed such that, at a particular point of injection, the injected fuel is distributed as homogenously as possible in an injection volume of the combustion chamber, bounded by the piston and the cylinder wall.

Abstract: A fuel injector-spark plug combination (1) comprises a fuel injector (2) for the direct injection of fuel into a combustion chamber of an internal combustion engine and a spark plug (3) with a spark-plug insulator (19), a first electrode (20) and a second electrode (21) for igniting the fuel injected into the combustion chamber. The fuel injector (2) includes an actuator (4) cooperating with an actuation device (5), which is in force-locking, operative connection to a valve needle (6), the valve needle (6), or a valve-closure member (7) connected thereto, cooperating with a valve-seat surface (8) to form a sealing seat. The valve needle (6) of the fuel injector (2) and the spark-plug insulator (19) of the spark plug (3) are positioned in a shared housing (9) at a biaxial offset.

Abstract: A fuel injector-spark plug combination includes a fuel injector for the direct injection of fuel into a combustion chamber of an internal combustion engine, and a spark plug for igniting the fuel injected into the combustion chamber, and has a spark-plug insulator including a first electrode, and includes a second electrode. The fuel injector and the spark-plug insulator of the spark plug are each disposed in a recess of a cylinder head of the internal combustion engine. The fuel injector and the spark-plug insulator of the spark plug are fixedly held in place in a shared connecting member arranged outside of the cylinder head.

Abstract: A fuel injector-spark plug combination (1) includes a fuel injector (2) for the direct injection of fuel into a combustion chamber of an internal combustion engine and a spark plug (3) with a spark-plug insulator (19), the spark plug (3) having a first electrode (20), and a second electrode (21) for igniting the fuel injected into the combustion chamber. The fuel injector (2) and the spark-plug insulator (19) of the spark plug (3) are arranged at a biaxial offset in a respective receiving bore (12; 13) of a shared connecting member (9) inserted in a recess (18) of a cylinder head (19).

Abstract: An internal combustion engine (10), especially of a motor vehicle, is operated with a method wherein the fuel is injected directly into a combustion chamber (12) of the internal combustion engine (10) with at least one injection (36) per work cycle. In order to reduce the fuel consumption and to improve the emission performance of the internal combustion engine (10), it is suggested that a fuel injection (36) includes a plurality of short injection pulses (32) spaced in time from each other.

Abstract: The invention relates to a cooling device, especially for cooling components of the power electronics by means of a refrigerant which flows through a micro heat exchanger (10) that is provided with good heat contact to the component (1). The invention is characterised in that the refrigerant is selected in such a way that said refrigerant evaporates when the desired temperature in the micro heat exchanger (10) has been reached, whereby said temperature pertains to the component.

Abstract: A fuel injection system (1) for internal combustion engines includes a fuel injector (10) which has a spray-orifice plate through which fuel is injected into a combustion chamber (2). The combustion chamber (2) is bounded by a cylinder wall (3). A piston (6) is guided in the cylinder wall (3), and a spark plug (7) projects into the combustion chamber (2). The diameters of injection orifices positioned on the spray-orifice disk are distributed such that, at a particular point of injection, the injected fuel is distributed as homogenously as possible in an injection volume (23) of the combustion chamber (2), bounded by the piston (6) and the cylinder wall (3).

Abstract: A method of generating a sequence of high-voltage ignition sparks is described, wherein an ignition energy storage device is charged up to a specifiable charge state. By a discharge of the ignition energy storage device, a spark is generated on an ignition spark generating means connected to the ignition energy storage device. A recharging operation of the ignition energy storage device is started before the ignition energy storage device is completely discharged. By discharging the ignition energy storage device, an additional ignition spark is generated on the ignition spark generating means.

Abstract: A fuel injection system for internal combustion engines comprises a fuel injector that injects fuel into a combustion chamber, the combustion chamber being delimited by a cylinder wall in which a piston is guided, and a spark plug that protrudes into combustion chamber. The fuel injector produces a conical mixture cloud in the combustion chamber through at least one row of injection orifices arranged circumferentially on a valve body of the fuel injector. The valve body also provides a centrally arranged injection orifice that produces a central area of the mixture cloud directed towards the spark plug.

Abstract: The present invention provides an ignition method for an internal combustion engine, an injection being alternatively carried out in at least one first operating mode (H1, H2) or in a second operating mode (S), and the ignition coil being charged as a function of the current operating mode. A control-pulse curve (SI) characteristic of the current operating mode is provided, and the charging of the ignition coil (ZS) is carried out by a control logic element (L) in response to the control-pulse curve (SI), using corresponding, different time characteristics of the primary current. The present invention also provides a corresponding ignition device for an internal combustion engine.

Abstract: A method of generating a sequence of high-voltage ignition sparks is described, wherein

Abstract: A spark plug having a tubular metallic housing has an internal conductor arrangement including a refractory erosion. The refractory erosion resistor is designed either as a wound wire resistor or a filament-like thin-layer resistor.

Abstract: A fuel injector, in particular, an injector for fuel injection systems of internal combustion engines, having an actuator, which cooperates with a valve needle (34, 51, 73), has a first valve closure member (35, 52) that is arranged on the valve needle (34, 51, 73), the valve closure member cooperating with a first valve seat surface (33, 53) on a valve body (32, 50) forming a first sealing seat (36, 54). A second valve closure member (38, 55, 75) cooperates with a second valve seat surface (40, 56) in the valve seat body (32, 50) forming a second sealing seat (41, 57). The valve needle (34, 51, 73), or the first valve closure member (35, 52), has a limit stop, against which, after a partial stroke (h1) of the valve needle (34, 51, 73), a counter limit stop of the second valve closure member (38, 55, 75) strikes, lifting the second valve closure member (38, 55, 75) from the second sealing seat (41, 57) in response to a further stroke of the valve needle (34, 51, 73).

Abstract: A spark plug is described that includes a housing, an insulator nose attached to the housing, a center electrode inserted through the insulator nose and projecting over the insulator nose tip, an intermediate electrode separated from the center electrode by a first spark gap, and a ground electrode attached to the housing. A solid-state insulating body, which forms a second spark gap in the form of a surface gap passing over the solid-state insulating body, is provided between the intermediate electrode and the ground electrode.

Abstract: A fuel injection system for internal combustion engines comprises a fuel injector that injects fuel into a combustion chamber, the combustion chamber being delimited by a cylinder wall in which a piston is guided, and a spark plug that protrudes into combustion chamber. The fuel injector produces a conical mixture cloud in the combustion chamber through at least one row of injection orifices arranged circumferentially on a valve body of the fuel injector. The valve body also provides a centrally arranged injection orifice that produces a central area of the mixture cloud directed towards the spark plug.

Abstract: An ignition device for an internal combustion engine occupies a small amount of space and is suited for efficient manufacturing. For this purpose, the ignition device has an ignition coil which is designed as a bar ignition coil having a coil former arranged concentrically to a longitudinal axis of the ignition coil, an insulation carrier being coaxially attached to the coil former. The coil former is provided with a winding set, the winding wire of which is continued to the insulation carrier. At this point, an interference suppression element in the form of an inductor is implemented in a continued winding. The ignition device is preferably utilized in motor vehicles.

Abstract: The measuring device for contactless determination of a rotation angle includes a rotatable permanent magnet (22) arranged in a stator (10) made of magnetically conductive material and including two stator segments (13,14) and a surrounding cup-shaped housing part (11). One stator segment (14) is mounted directly on the bottom (15) of the housing part (11) so that a magnetically conductive connection exists. A layer (18) of magnetically nonconductive material is present between the other stator segment (13) and the bottom (15) so that no magnetic flux is possible there. The rotatable permanent magnet (22) is arranged so that it is movable in an air gap between the two stator segments (13,14) and the housing part (11) with the direction of magnetic polarization oriented radially, i.e. toward the stator segments (13,14) or in the opposite direction. The measuring element (20) is arranged in the slot (12) between the two stator segments (13,14).

Abstract: An apparatus for preventing the replacement of a control unit, present in a motor vehicle, by an unauthorized person. The apparatus includes a function-inhibiting device, associated with a connection between the control unit and the connector element of an electrical supply lead, which immobilizes the control unit and the connection element in a predetermined connected position with respect to one another. Disconnection from this connected position without damage is possible only after delivery of an unlocking code to the control unit. If an attempt at forcible disconnection is made, the function-inhibiting device causes an irreversible interruption in the associated connection.

Abstract: The device for determining load in internal combustion engines includes a pressure sensor connected with a combustion chamber of an internal combustion engine which produces an output signal depending on a combustion chamber pressure, a crankshaft angle sensor for detection of a crankshaft angle of the internal combustion engine and a processor for determining a load of the engine from relative values of the output signal of the pressure sensor at predetermined crankshaft angles. The processor includes a device for determining the load from a pressure difference between combustion chamber pressures measured at two different predetermined crankshaft angles (x1, x2) or from two integrated pressure values. The integrated relative pressure values are obtained by integration of a pressure-proportional output signal of the pressure sensor between two different predetermined crankshaft angles.