Abstract: A rotatory internal combustion engine is provided. The engine includes a power module, wherein all moving parts of the engine are positioned within the power module, a housing including an intake and an exhaust, wherein the housing is configured to retain the power module, and a sleeve configured to couple in the housing, the sleeve including a sleeve intake and a sleeve exhaust.

Abstract: The instant invention is to a new fuel system, which will allow operation of large scale electrical power generating facilities at a fraction of the cost of coal or natural gas fueled facilities and will not produce significant heat, exhaust emission gases, or particulate pollution. Because of the nature of the chemical reaction exploited in the system, it is denominated an instant entropy system (“IES”). The fuel used by the inventive IES produces gas expansion, but not from an oxidation/combustion reaction, and it does not produce oxidative exothermic heat. The IES utilizes a material first developed in the early part of the twentieth century—triacetone triperoxide (TAP).

Abstract: A control module-implemented method for estimating an end of life a belt transferring torque between at least two rotating members of a belt drive system includes monitoring a plurality of belt parameters during a life cycle of the belt and determining an instantaneous damage factor of the belt based on the plurality of belt parameters. The end of life of the belt is estimated based on the instantaneous damage factor.

Abstract: A gas turbine engine with a transmission having a variable ratio is discussed. A first gear train is in driving engagement with the low pressure spool and has a first output gear. A second gear train is in driving engagement with the high pressure spool and has a second output gear spaced apart from the first output gear. A third gear train defines a driving engagement between the low pressure spool and the low pressure compressor rotor with a variable transmission ratio. A fourth gear train is in driving engagement with the first and second output gears, and in driving engagement with the third gear train to determine the transmission ratio. A method of adjusting a speed of a low pressure compressor rotor of a gas turbine engine is also discussed.

Abstract: A gas turbine engine includes a heat exchanger, a mid-turbine frame, a passageway that extends through at least a portion of the mid-turbine frame and a first nozzle assembly. The heat exchanger exchanges heat with a bleed airflow to provide a conditioned airflow. The mid-turbine frame is in fluid communication with the heat exchanger. The conditioned airflow is communicated through the passageway and is received by the first nozzle assembly to condition gas turbine engine hardware.

Abstract: In one embodiment, a system includes a turbine combustor of a turbine system with the turbine combustor at least partially enclosed within a compressor discharge casing. The turbine system also includes an exhaust gas recovery system that includes an exhaust gas recirculation duct. The exhaust gas recirculation duct is configured to recirculate exhaust gas from a downstream end of the turbine combustor to an upstream end of the turbine combustor. This exhaust gas recirculation duct is entirely enclosed within the compressor discharge casing.

Abstract: A system for supplying a gaseous fuel to a gas turbine includes a liquefied fuel source for supplying a liquefied fuel to a liquid fuel pump that is disposed downstream from the liquefied fuel source. The liquid fuel pump is sufficient to raise the pressure of the liquefied fuel to a substantially supercritical pressure. A supercritical liquefied fuel vaporizer is disposed downstream from the liquid fuel pump. A heat recovery system is in thermal communication with the liquefied fuel. The heat recovery system is positioned between the liquid fuel source and the supercritical liquefied fuel vaporizer.

Abstract: The invention provides a gas-turbine fuel nozzle that includes a plurality of fuel supply channels to which fuel is supplied, a plurality of fuel/sweep-fluid supply channels to which fuel or a sweep fluid for sweeping the fuel is supplied, and a plurality of injection holes that are provided at downstream ends of the fuel supply channels or the fuel/sweep-fluid supply channels and that inject the fuel guided from the fuel supply channels or the fuel/sweep-fluid supply channels; a sweep-fluid supply channel that is connected to the fuel/sweep-fluid supply channels to guide the sweeping; and sweep-fluid cooling means for cooling the sweep-fluid to a temperature lower than a self-ignition temperature of the fuel.

Abstract: A gas turbine engine outer premix barrel is disclosed. The outer premix barrel includes a body portion, a barrel portion, and a plurality of vanes. The body portion includes vent air inlets. The barrel portion extends axially aft from the body portion. The plurality of vanes extends axially forward from the body portion. Each vane includes an inward surface located at a radially inner end of the vane, and a plurality of vent passages exiting the vane at the inward surface. Each vent passage is in flow communication with at least one vent air inlet.

Abstract: The method and apparatus for in-flight relighting of a turbofan engine involve in one aspect selectively controlling an accessory drag load on one or more windmilling rotors to permit control of the windmill speed to an optimum value for relight conditions.

Abstract: A system includes a bleed system configured to direct a bleed flow from a high pressure region to a low pressure region. The bleed system includes a valve configured to control the bleed flow through the bleed system and a staged bleed conduit configured to incrementally depressurize the bleed flow. The staged bleed conduit includes an inlet coupled to the valve, a first stage configured to depressurize the bleed flow that is coupled to the inlet, a second stage configured to depressurize the bleed flow that is coupled to the first stage, and an outlet coupled to the second stage. The outlet is configured to direct the bleed flow to the low pressure region. The inlet, the first stage, the second stage, and the outlet are disposed along parallel axes.

Abstract: An engine control method includes: generating a first predicted engine output torque and a first predicted mass of air per cylinder (APC) based on a model of the spark ignition engine and a first set of possible target values determined based on an engine torque request; generating a second predicted engine output torque and a second predicted mass of APC based on the model of the spark ignition engine and a second set of possible target values determined based on the engine torque request; determining a first cost for the first set of possible target values; determining a second cost for the second set of possible target values; selecting one of the first and second sets based on the first and second costs; and setting target values based on the possible target values of the selected one of the first and second sets.

Abstract: A multiple throttle device of the invention employs a constitution in which, as a sensor section that detects the opening of throttle valves, a shaft member formed to have a different axis from a throttle shaft is positioned within the width L of a throttle body, and a throttle position sensor is disposed in the shaft member.

Abstract: A third motion transfer mechanism transfers valve actuation motion from a second motion source to a first engine valve. A motion decoupler is configured to selectively discontinue the transfer of motion from a first motion transfer mechanism to the first engine valve. Furthermore, a reset mechanism is configured to selectively discontinue, based on operation of a second motion transfer mechanism, the transfer of motion from the third motion transfer mechanism to the first engine valve. The third motion transfer mechanism may comprise a master piston and a slave piston in fluid communication with each other via a hydraulic circuit, the master piston being configured to receive motion from the second motion source and the slave piston being configured to transfer motion to the first engine valve.

Abstract: A control device for an internal combustion engine is provided with: a variable valve driving mechanism capable of changing a working angle of an intake valve while keeping a maximum magnitude of lift and opening timing constant; a reduction catalyst which absorbs nitrogen oxide in exhaust during lean combustion and reduces the nitrogen oxide absorbed during rich combustion; and a control unit changing, according to a load on the internal combustion engine, an amount of advance of closing of the intake valve at the time of switching to rich combustion.

Abstract: Disclosed is a variable compression ratio device which changes a top dead center of a piston provided in an engine depending on a driving state of the engine. The variable compression ratio device may include: a lower piston reciprocally movable in a cylinder of the engine and connected with a connecting rod to rotate a crankshaft, an operation chamber, an upper piston disposed above the lower piston and partially inserted into the operation chamber, a push plate dividing the operation chamber into upper and lower spaces, a hydraulic pressure chamber which is the lower space, an elastic member provided in the upper space to push the push plate downward, a hydraulic pressure supply unit selectively supplying hydraulic pressure to the hydraulic pressure chamber, and a hydraulic pressure supply pathway connecting the hydraulic pressure supply unit and the hydraulic pressure chamber for supplying the hydraulic pressure.

Abstract: An alcohol reforming system for an internal combustion engine includes a reformer in selective fluid communication with a fuel line via a reformer inlet line for receiving liquid fuel from the fuel line. The reformer reforms the alcohol in the alcohol-gasoline mixture of the fuel into a reformate mixture comprising hydrogen gas and gasoline. A buffer tank in fluid communication with the reformer receives the reformate mixture and disengages the hydrogen gas from the gasoline in the reformate mixture. The buffer tank includes a liquid fuel outlet in fluid communication with the fuel line for re-introducing the gasoline as a liquid into the fuel line, and a reformate gas outlet for delivering the reformate gas to a reformate line through which the reformate gas is delivered to the engine.

Abstract: A device for operating a motor vehicle includes a drive unit configured to drive the motor vehicle in order to make available adjustable starting assistance. A sensing unit is configured to sense a brake pressure of a brake arrangement of the motor vehicle, where the brake pressure is adjustable using a brake pedal. A control unit is configured to set a degree of starting assistance that is made available when the brake pressure, which is sensed during a stationary state of the motor vehicle, exceeds a predefined threshold value.

Abstract: A system includes a stop-start module that determines, based on characteristics of a vehicle, whether to deactivate an engine of the vehicle, that selectively deactivates the engine based on the characteristics, that, subsequent to deactivating the engine, selectively reactivates the engine based on the characteristics, and that generates an indication signal corresponding to the determination. A driver alert module receives the indication signal and selectively generates, based on the indication signal, a masking sound to be played by an audio system of the vehicle while the engine is deactivated.

Abstract: It is determined that assisting is required when a deviation of a target matching engine speed and a current engine speed is equal to or more than a predetermined value, and for a predetermined period of time since the time point at which it is determined that assisting is required, a target assist engine speed is set at a high rotation target matching engine speed which is more than the target matching engine speed, and thereafter the target assist engine speed is set gradually closer to the target matching engine speed, and an assist torque command value is output to the generator assisting output of the engine, and the engine speed is controlled, so that the engine speed attains the target assist engine speed.

Abstract: A method may comprise automatically de-choking an engine and cranking the engine in response to an engine flood event, wherein automatically de-choking the engine comprises automatically cutting fuel to the engine while opening an air intake throttle.

Abstract: An air-fuel ratio control device has an open loop controller which controls an air-fuel ratio to be a target air-fuel ratio, a feedback controller that shifts the target air-fuel ratio to a logical air-fuel ratio, and feedback controls the air-fuel ratio to be the logical air-fuel ratio by using a feedback correction coefficient determined based on an output of an O2 sensor, an average value calculator that calculates an average value of the feedback correction coefficient when the output of the O2 sensor reverses from a lean side to a rich side and from the rich side to the lean side in a feedback control by the feedback controller, and a learned value calculator that calculates a learned value based on the average value at a time when the average value calculated by the average value calculator becomes substantially constant.

Abstract: A control system and a control method of a gasoline direct injection engine may include determining whether the engine is stopped and can improve NVH of a vehicle by keeping the fuel high-pressure pump input valve of the high-pressure pump operating for a predetermined time and preventing fuel from flowing backward to the low-pressure pump.

Abstract: A method of controlling a fuel injection device that can control a small amount of injection is provided. A fuel injection device for use in an internal combustion engine, includes: a valve body that can open and close a fuel passage, a needle that transfers a force with the valve body, and executes valve opening/closing operation, and an electromagnet that includes a coil and a magnetic core provided as a driver for driving the needle, and a cylindrical nozzle holder disposed on an outer periphery of the magnetic core and the needle, in which a current is supplied to the coil to exert a magnetic attractive force between the magnetic core and the needle to open the valve body.

Abstract: A fuel injection control system includes an engine speed detector, a throttle opening degree detector, a fuel injection device, a fuel injection controller, a fuel injection number determining device, and a fuel injection mode setting device. The engine speed detector is configured to detect an engine speed (NE). The throttle opening degree detector is configured to detect a throttle opening degree (TH). The fuel injection device is configured to inject fuel. The fuel injection controller is configured to calculate, based on an injection amount map, a fuel injection amount of the fuel to be injected from the fuel injection device and is configured to control the fuel injection device to inject the fuel according to the calculated fuel injection amount.

Abstract: A method for controlling an electromagnetically-activated fuel injector includes, when a plurality of fuel injection events are close-spaced during an engine cycle, monitoring a respective desired injected fuel mass for each of the plurality of fuel injection events. A desired current wave form is selected from a plurality of current waveforms whereat each respective desired injected fuel mass is achieved based on at least one of the fuel injection events. The fuel injector is controlled using the desired current waveform.

Abstract: A piston pin structure for an engine is provided, which suppresses integral resonance of a piston, a piston pin, and a smaller end part of a connecting rod with respect to a larger end part of the connecting rod on the combustion stroke, as well as suppresses an increase of noise on other strokes, and restricts the fixed dynamic absorber inside the piston pin from coming off and ensures a coming-off function. The piston pin structure may include a dynamic absorber including a fixed part fixed to a piston pin, a movable part extending in the axial direction of the piston pin, and a supporting part for swingably supporting the movable part with respect to the fixed part. A restriction mechanism for mechanically restricting the movement of the dynamic absorber in the axial direction may also be included.

Abstract: A gas turbine engine includes a core defining an engine central longitudinal axis. An inner-fixed structure is radially outward of the core. A core cowl extends from the inner-fixed structure to a trailing edge. A thrust reverser is spaced radially outward of the core cowl to define a fan flow path. A vent has a core cowl inner surface formed as part of the core cowl and a vent inner surface that is spaced radially inward of the core cowl inner surface to define a vent flow path. A reflex member extends from a trailing edge of the core nacelle to impede mixing of the fan flow path and the vent flow path.

Abstract: A cascade support structure for a cascade type thrust reverser system is provided. One or more cascades may comprise one or more flanges. One or more actuators may also comprise one or more flanges. The cascades may be coupled to and/or supported by the actuators via the flanges. The cascades and/or actuators may also be configured to couple to one or more track beams via the ore or more flanges.

Abstract: A laser beam is utilized to ignite the fuel and oxidizer injected into a combustion chamber. An injector has a plurality of injector elements each injecting fuel and oxidizer into a flame holding zone adjacent the injector face plate where fuel and oxidizer are mixing at a rate to sustain flammability. The laser beam is introduced parallel to the injector face plate passing through the fuel and oxidizer mixing zones igniting the propellants. The propellants are ignited by having a laser beam tuned to a frequency to excite the oxidizer such that it will chemically combine with the fuel to form an ignition kernel in the flame holding zone. When a plurality of injector elements are ignited in this manner a controlled ignition process in the combustion chamber is achieved.

Abstract: A rocket stage for a spacecraft includes an engine, a tank for storing a fuel and an oxidizer for combustion in the engine, a rocket stage primary structure, and an engine thrust frame that connects and transmits forces between the engine and the primary structure. The engine thrust frame includes at least an internal part thereof arranged internally within the tank. This internal part of the engine thrust frame forms an imperforate partition that divides an interior space of the tank into at least two chambers for storing the fuel and the oxidizer separately from one another. Propellant management devices including liquid guide vanes and refillable liquid reservoirs may be provided in connection with the partition in the tank interior space.

Abstract: Methods are disclosed for reducing the variability of particulate emissions in an exhaust stream from an internal combustion engine using a lambda error and/or a NOx error to control an exhaust gas recirculation fraction and/or a mass charge flow control. The methods include operating a controller to adjust the engine gas recirculation fraction and/or the mass charge flow control.

Abstract: An intake body, systems, and method for reducing acoustic resonance in pressure tap passages include determining and/or setting the length of the drilling tap passages to a value such that the natural frequency of each pressure tap passage is outside of or does not substantially overlap with operational frequency content of an air stream in the intake body. The intake body, systems and method reduce the possibility of exciting the natural acoustic frequencies of the pressure tap passages, and can lead to improved signal-to-noise ratio when detecting EGR flow using a delta-P measurement system.

Abstract: The present invention enables a canister in a fuel tank with the canister to be separately subjected to a product inspection and enables the canister to be replaced. The fuel tank according to the present invention includes: a tank body (10m) configured by joining a plurality of shells (12) and (14) to each other; and a canister (20) configured to enable absorption of fuel vapor generated in the tank body (10m), wherein, in one (12) of the shells that constitute the tank body (10m), and engaging portion (120) formed to be integral with the shell (12) is provided, and the canister (20) is configured to be mounted to the tank body (10m) by engaging an engaged portion (20r) of the canister (20) with the engaging portion (120).

Abstract: A tank ventilation system of a fuel tank (2) has at least one housing (20) with a tank-side fuel vapor inlet opening (22), an engine-side fuel vapor outlet opening (26) and an atmosphere opening (24). The housing (20) has at least one first adsorption region (32) and a second adsorption region (34) upstream of the fuel vapor outlet opening (26). The second adsorption region (32) has a substantially lower absorption capacity than the first adsorption region (32), which is placed in a direction of flow toward the atmosphere opening (24).

Abstract: The present invention relates to an environmentally friendly fuel activation device in which the fuel and water are atomized into atomized fuel particles, following attenuation of their cohesive force, to allow smooth mixing with oxygen, which improves combustion efficiency and reduces fuel costs, and more specifically comprises a water-supply tube joined to a first valve and a fuel-supply tube joined to a second valve which are coupled to a supply tube; a first case and a second case as well as a coupling piece coupling the first and second cases; and the inside of the first case is provided with a first rotating atomizing piece, an accelerating piece and a second rotating atomizing piece, while the inside of the second case is provided with a first rotating atomizing tube, a first non-rotating atomizing tube, a second rotating atomizing tube, a second non-rotating atomizing tube, a third rotating atomizing tube and a third non-rotating atomizing tube.

Abstract: A compact air cleaner device with a secure intake capacity. An internal combustion engine includes the air cleaner device mounted on a vehicle body frame. The air cleaner device includes an air cleaner case having a filter element therein, and being partitioned into a dirty side chamber and a clean side chamber with a plurality of intake ducts for leading an outside air into the dirty side chamber, the intake ducts being provided so as to form a left-right pair. The intake ducts have intake ports opened outside side portions of the air cleaner case. Paths of the intake ducts leading to discharge ports are housed within the dirty side chamber with bent portions. The discharge ports of the intake ducts forming the left-right pair are disposed so as to be oriented to a central side of the air cleaner case and offset from each other in a forward-rearward direction.

Abstract: A manifold element (210) for a filtering cartridge (200) includes a shaped shell (215) provided with an internal volume (220) and a plurality of access ports (225, 230) communicating with said internal volume, among which a plurality of first access ports (225) and at least one second access port (230). Each of the first access ports (225) is adapted to be coupled with a respective filtering material element (205) so as to support it and be occluded thereby.

Abstract: A saddle type vehicle including a frame of a monocoque structure having an air cleaner wherein the sealing property can be secured. An air cleaner includes a filter element disposed in a hollow main frame to partition the main frame into a dirty side region and a clean side region. An intake path member connects an engine below the main frame to the clean side region. A communicating opening for communicating with the engine is formed on a lower face side of the clean side region. The communicating opening is covered with a lid member. The lid member includes a first plate member with a communicating hole in which the intake path member to the engine is inserted, a second plate member for surrounding an outer periphery of the first plate member, and an elastic member provided between the first plate member and the second plate member.

Abstract: Proposed is a method for controlling and regulating an internal combustion engine (1) having a common rail system and having a passive pressure limiting valve (11) for discharging fuel out of a rail (6) into the fuel tank (2), in which method, in a first stage, the pressure limiting valve (11) is set as open when the rail pressure, proceeding from a steady-state rail pressure, exceeds a first threshold value and subsequently falls below a second threshold value within a first critical time, wherein the first threshold value characterizes a higher pressure level than the steady-state rail pressure and the second threshold value characterizes a lower pressure level than the first threshold value, and in which method the opening duration of the opened pressure limiting valve (11) is monitored.

Abstract: A fuel injection device of a direct injection engine is provided. The device includes an engine body, a fuel injection valve, and a controller for controlling a fuel injection by the fuel injection valve. The fuel injection valve has a nozzle hole, a valve body for opening and closing the nozzle hole, and first and solenoid coils for stroking the valve body by first and second stroke amounts, respectively. The controller performs the fuel injection by the first solenoid coil in an intake stroke period within an engine operating range with an engine load below a predetermined load. The controller performs the fuel injection with a fuel pressure of 40 MPa or above by the second solenoid coil in a period between a compression stroke late stage and an expansion stroke early stage within a low-engine-speed range with an engine speed below a predetermined speed within a high-engine-load range.

Abstract: A decoupling element for a fuel injection device has a low-noise construction. The fuel injection device includes at least one fuel injector and one receiving bore in a cylinder head for the fuel injector and the decoupling element between a valve housing of the fuel injector and a wall of the receiving bore. The decoupling element has a nonlinear progressive spring characteristic as a solid-state joint, at least one bearing collar including a valve contact surface, which is designed to be spherical, i.e., convex, extending upward from a flat annular area, the flat annular area being supported on a supporting base, and the inside of the annular area has a smaller inside diameter D than the bearing collar and the supporting base, which is supported on the wall of the receiving bore.

Abstract: A damping element implemented for damping a vibration transmitted between an injection valve and a cylinder head of an internal combustion engine may include a base body substantially shaped as a ring washer and at least one first contact segment fixedly coupled to the base body and protruding past the base body in a first axial direction and a second contact segment fixedly coupled to the base body and protruding past the base body in a second axial direction opposite the first axial direction. The first at least one contact segment has a radial offset from the longitudinal axis that is unequal to a radial offset of the second contact segment from the longitudinal axis.

Abstract: A method and a control unit are disclosed for controlling an internal combustion engine having fuel injector(s), a camshaft for actuating inlet and/or outlet valve(s), a valve-train adjusting device for controllably changing the actuating characteristic of at least one valve which is actuated by means of the camshaft, and optionally having a camshaft sensor which supplies a camshaft signal dependent on the camshaft angle, a crankshaft sensor which supplies a crankshaft signal representing the crankshaft angle, and a control unit for controlling the fuel injection and the valve-train adjusting device. In order to obtain information about the current setting of the valve-train adjusting device, at least one cylinder pressure signal supplied by a cylinder pressure sensor for measuring the pressure in an associated cylinder is evaluated with regard to interference signals, and the evaluation result is taken into consideration in the control of the valve-train adjusting device.

Abstract: A vehicle is provided with a hybridized drive train and a low-voltage onboard power supply system. The low voltage onboard power supply system includes electric consuming devices, an energy accumulator and a starter for an internal-combustion engine. The low-voltage onboard power supply system further includes a support accumulator and a first switch between the support accumulator and the rest of the low-voltage onboard power supply system.

Abstract: A starter relay connects a battery with a starter motor of an engine when in a closed state and disconnects the starter motor from the battery when in an open state. A switching device provides current to the starter relay when in a closed state and disables current flow to the starter relay when in an open state. For an engine startup event, a switch control module: transitions the switching device to the closed state for a first predetermined period; transitions the switching device to the open state for a second predetermined period after the first predetermined period; and transitions the switching device to the closed state for a third period after the second predetermined period. The starter relay remains in the open state during the first predetermined period and transitions to the closed state when the switching device is in the closed state for the third period.

Abstract: A vehicle engine starting device includes a drive starter gear provided on an output shaft of a transmission and a driven starter gear provided on a crankshaft of an engine are meshed, not only is it possible to start the engine by cranking the crankshaft by means of the driving force transmitted from a driven wheel without requiring a starter motor, but it is also possible to prevent the dragging of the transmission since the driving force is not transmitted to the crankshaft via the transmission. Further, since the gear ratio of the drive starter gear and the driven starter gear is set so that the rotational speed of the crankshaft attains a rotational speed that can start the engine when the vehicle speed reaches a predetermined vehicle speed for starting the engine, it is possible to reliably start the engine by cranking the crankshaft at an optimum speed.

Abstract: In the process of starting by a recoil starter, a maximum value detection section of an ECM detects a maximum value of pressure (basic atmospheric pressure) in an intake pipe detected by a pressure sensor, within a predetermined range of crank angle after activation of the ECM. An idling control unit gives feedback control on an ISC valve based on engine speed detected by an engine speed sensor, to thereby keep idling engine speed at a specified value. A correction unit corrects a basic atmospheric pressure detected by the maximum value detection section based on the duty ratio of the ISC valve in idling, and uses the result as the atmospheric pressure. A storage unit 9d stores a map in which the duty ratio of the ISC valve in idling is correlated with the amount of correction to be made on the basic atmospheric pressure.

Abstract: A method of monitoring an EGR system includes setting up an ignition timing map depending on EGR efficiency when the EGR system operates normally. An output value reflecting the driving state of a vehicle is divided into an active area and an inactive area. A detected value of ignition timing depending on the occurrence of knocking for the active and inactive areas is learned and stored. When knocking occurs in the active area, a corrected value of ignition timing influenced by only the operation of the EGR system is extracted using the difference between the detected values of ignition timing learned in the active and inactive areas. The amount of variation in the EGR efficiency influenced by the operation of the EGR system is measured by measuring the EGR efficiency by applying the corrected value of ignition timing to the ignition timing map.

Abstract: An electric field generating apparatus for a combustion chamber, may include an electric field generator located within a space of the combustion chamber where combustion flames may be produced to create electric fields within the space of the combustion chamber through an applied predetermined voltage, a lead-in wire connected to the electric field generator to flow the predetermined voltage to the electric field generator, and a high voltage providing unit connected to the lead-in wire for selectively applying the predetermined voltage to the lead-in wire in accordance with an output signal of a controller generated depending on an operation condition of an engine.