Abstract: A first test injection of a fuel injector is performed with a first test Energizing Time and the actual fuel quantity injected is measured to obtain a first point of a characteristic curve representing a relationship between the injector Energizing Time and the fuel quantity which is actually injected. A ratio between the actual fuel quantity injected and a nominal fuel quantity corresponding to the first test Energizing Time is calculated and used to determine a plurality of corrected Energizing Times for subsequent test injections. The subsequent test injections are performed using the corrected Energizing Times and the actual fuel quantity that has been injected during each one of the subsequent test injections is measured to obtain further points of the characteristic curve. The characteristic curve of the fuel injector is modeled based on the obtained further points and used to control the operation of the fuel injector.

Abstract: A direct injection diesel engine is provided with a fuel injection nozzle which is capable of performing a multistage injection. In a middle-or-high load region, in order to reduce soot, an after-injection is performed immediately after a main injection. An injection timing of the after-injection is set from a map in accordance with a driving condition. During a transient time, the injection timing of the after-injection is corrected on a basis of a difference ?P between an actual rail pressure rPrail and a target rail pressure tPrail. In a case where the injection timing after the correcting is more retardation angle side than a threshold value, the after-injection is inhibited.

Abstract: An electronic control unit includes a seat temperature calculating unit, a supply amount control unit, and a concentration acquiring unit. The seat temperature calculating unit calculates a simulated temperature of an exhaust valve seat. When the simulated temperature of the exhaust valve seat becomes equal to or higher than a threshold temperature, the supply amount control unit starts fuel increase control of increasing a lower limit value of an amount of fuel to be supplied into a cylinder to a larger value than that before the simulated temperature becomes equal to or higher than the threshold temperature. The concentration acquiring unit acquires an ethanol concentration of the fuel. In the fuel increase control, the supply amount control unit makes the amount of increase in the lower limit value larger as the ethanol concentration of the fuel acquired by the concentration acquiring unit is higher.

Abstract: A method and to a device for operating a pressure reservoir, where during a compression phase in a pump chamber, a pump periodically increases the pressure of a fluid located therein, and by means of a discharge valve controlled by differential pressure fluid under high pressure is allowed to be introduced from the pump chamber into the pressure reservoir. During a decompression phase following a compression phase, fluid from a fluid reservoir is introduced into the pump chamber by means of a controllable intake valve. In order to be able also to operate the pressure reservoir without a high pressure measurement directly in the pressure reservoir, the fluid pressure in the pressure reservoir is ascertained by means of a pressure determination in the pump chamber. The pressure determination takes place indirectly, monitoring of the intake valve in the decompression phase.

Abstract: An object of the present invention is to cause diesel combustion to occur with reduced smoke in an internal combustion engine using a fuel having a relatively high self-ignition temperature. A control apparatus performs first injection at a first injection time during the compression stroke, causes spray guide combustion to occur, and starts to perform second injection at such a second injection time after the occurrence of the spray guide combustion and before the top dead center of the compression stroke that causes combustion of injected fuel to be started by flame generated by the spray guide combustion, thereby causing self-ignition and diffusion combustion of fuel to occur.

Abstract: Cylinder liners, methods of forming the same, and outer surface designs of a cylinder liner having as-cast projections with certain functional shapes are provided. The as-cast projections increase the clamping performance of the cylinder liner and do not result in any air gaps between a cast aluminum block and the cylinder liner.

Abstract: A method for producing a piston may include aligning at least two piston components along corresponding joining surfaces, activating a laser designed for deep-welding, and aligning a laser beam with a starting point. The method may then include increasing a power density of the laser beam over a first defined path along the joining surfaces to produce a weld seam with an increasing weld seam depth, deep welding along the joining surfaces to produce a deep weld seam with a substantially constant weld seam depth up to a defined end point, and reducing the power density over a second defined path to produce a weld seam with a decreasing weld seam depth. The method may further include overwelding at least part of at least one of the first and second defined paths by a laser designed for heat conduction welding to produce at least one heat conduction weld seam.

Abstract: Methods and systems are provided for a surface structure for a piston. In one example, the surface structure is located on at least a portion of the piston.

Abstract: A method for producing a piston of an internal combustion engine, with a cooling duct, may include producing a piston blank with a cooling duct, closing an inlet and an outlet of the cooling duct by at least one closure element, machine-finishing the piston blank, and removing the at least one closure element.

Abstract: A two-stroke engine is provided that has a cylinder, in which a combustion chamber is formed, and a piston, which delimits the combustion chamber and which drives a crankshaft rotatably mounted in a crankcase. The piston controls an inlet window for fuel/air mixture into the crankcase interior. A flow guide element is arranged in the crankcase interior which extends adjacent to the inlet window. The flow guide element has at least one first inflow surface by which at least a first partial quantity of the fuel/air mixture flowing in through the inlet window is diverted in the direction of the crankshaft.

Abstract: An internal combustion engine having a fuel injector, a piston chamber, a piston slidably disposed in the piston chamber having a piston crown along a top surface, a head assembly having at least one pre-chamber separate from the piston chamber and in fluid communication with the piston chamber via at least one connecting orifice, and an ignition device disposed in the pre-chamber for igniting a fuel air mixture within the pre-chamber, thereby producing an ignition jet being introduced into the piston chamber via the at least one connecting orifice to ignite a fuel/air mixture in the piston chamber. The fuel/air mixture is passively introduced into the at least one pre-chamber during at least a compression stroke of the piston.

Abstract: The object of the invention is to provide a cylinder head cover which comprises an integrated valve device and is easy to produce. To achieve this object, according to the invention the cylinder head cover comprises the following: a cover body which, when the cylinder head cover is mounted, is arranged on an engine block of the internal combustion engine and covers a cylinder head of the internal combustion engine; a valve device comprising a valve body and a main body for receiving the valve body, the main body of the valve device being secured to an inner face of the cover body by means of a weld joint.

Abstract: A cover of an internal combustion engine includes a cover body to be mounted to a crankcase of the internal combustion engine. The cover body includes a through hole, a protruding part, and a plurality of first recessed grooves. The through hole is to support a shaft rotatably. The protruding part is provided above the through hole in an upward direction of the internal combustion engine and protrudes toward an inside of the cover body facing the crankcase. The protruding part includes a first upper part and a first lower part in the upward direction on an inner surface of the protruding part facing the crankcase. The plurality of first recessed grooves extend radially from the through hole so as to connect the upper part and the lower part of the protruding part.

Abstract: A method for manufacturing an engine block is disclosed. In embodiments, the method includes forming an expansion hole in a block body of the engine block that encircles an engine block bore at a head face of the engine block. The method also includes placing an insert into the expansion hole, the insert including an insert body. The method further includes placing a reaction material between the insert and the block body. The method yet further includes forming an insert bond layer between the insert and block body using the reaction material. The method still further includes forming an insert bore through the insert body.

Abstract: The cylinder head gasket includes a gasket layer which presents an inner periphery that surrounds an opening. The gasket layer has a first thickness adjacent the inner periphery. A combustion seal is positioned in the opening and extends circumferentially around an axis. The combustion seal is joined with the inner periphery of the gasket layer. The combustion seal has a height that is greater than the first thickness of the gasket layer. The combustion seal includes at least one seal body which is generally C-shaped as viewed in cross-section and is resiliently flexible for maintaining fluid tight seals with the cylinder head and the engine block. The C-shaped seal body presents a pocket which faces away from the inner periphery of the of the gasket layer for receiving combustion gasses during use to improve the fluid tight seals established with the cylinder head and the engine block.

Abstract: A turbofan engine is provided having a fan and a core in flow communication with the fan. The turbofan engine also includes a nacelle assembly enclosing the fan and at least a portion of the core to define a bypass passage with the core. The nacelle assembly includes a fan cowl extending around the fan and a thrust reverser system. The thrust reverser system is movable between a fully stowed position, a partially deployed position, and a fully deployed position. The thrust reverser system is configured to be held in the partially deployed position to allow an additional amount of airflow to exit from the bypass passage.

Abstract: Example folding door thrust reversers for aircraft engines are disclosed herein. An example apparatus includes a nacelle of a turbofan engine, where a fan duct is defined between the nacelle and a core of the turbofan engine. The example apparatus includes an opening in the nacelle between an outside of the nacelle and the fan duct and an inner door and an outer door disposed within the opening and pivotably coupled to the nacelle along aft edges thereof. The example inner and outer doors are pivotable between a first position in which the inner door and the outer door are disposed within the opening and oriented substantially parallel to each other, and a second position in which the inner door is disposed in the fan duct and oriented substantially perpendicular to an outer surface of the core and the outer door extends outward from the nacelle.

Abstract: The invention relates to the field of rocket engine propulsion chambers, and more specifically to a propulsion chamber (2) for a liquid propellant rocket engine, the propulsion chamber comprising at least an inside wall (10) made of metal, an outside covering (11) made of organic matrix composite material, and a cooling circuit (12) arranged between the outside covering and the inside wall (10). The propulsion chamber (2) further comprises at least a first axial endpiece (17, 18) secured to the metal inside wall and presenting at least one radial protrusion (19, 20) received in a concave recess in an inside face of the outside covering (11). This concave recess is situated axially between first and second belts (21, 22; 23, 24) of reinforcing fibers oriented substantially circumferentially in said outside covering (11) in such a manner as to take up forces associated with inside pressure and thrust.

Abstract: A rocket engine having a rocket engine combustion chamber (116) and an ignition torch (10). The rocket engine combustion chamber (116) is a main combustion chamber, or a combustion chamber of a gas generator, or a combustion chamber of a preburner of the rocket engine. The ignition torch (10) comprises a body (20) in which a combustion chamber (21) is arranged and an ejection tube (40) for discharging combustion gas leaving the combustion chamber. The body (20) of the torch is configured to enable the combustion chamber to be fed with fuel and oxidizer via respective fuel and oxidizer feed ducts. The ignition torch (10) also has an oxidizer reinjection duct (60) configured to enable oxidizer to be injected substantially at the outlet of the ejection tube (40).

Abstract: A carburetor with a fuel and air mixing passage and a fuel delivery system may include a valve actuated by a diaphragm with no penetrations through at least the portion of the diaphragm exposed to a fuel metering chamber. The diaphragm may include at least two convolutions increasing a surface area of the portion of the diaphragm exposed to the fuel metering chamber relative to the surface area of a plane exposed to and covering the fuel metering chamber. A diaphragm may be in the form of a bellows with at least two convolutions. The diaphragm may be made of a suitable polymer or one or more pieces of a thin metal sheet or foil.

Abstract: A fuel system for a bi-fuel vehicle, which is provided with an engine and an LPG tank connected to each other through a fuel supply line and a fuel return line through which liquefied petroleum gas (LPG) fuel passes, includes: a 3-way valve which is installed in the fuel return line, and selectively opened and closed to move returning LPG fuel to a canister connected with a fuel tank; and a return tube, which branches off from the fuel return line, installed so that the returning LPG fuel passes through the canister in accordance with an operation of the 3-way valve, allowing the LPG fuel of which the temperature is decreased by heat exchange while the LPG fuel passes through the canister to move to the fuel return line.

Abstract: Methods and systems are provided for accurately determining the composition of a knock control fluid using sensors already present in the engine system. An intake or an exhaust oxygen sensor is used to estimate the water and the alcohol content of a knock control fluid that is direct injected into an engine cylinder responsive to an indication of abnormal combustion. A change in the pumping current of the oxygen sensor due to the water content of the knock control fluid is distinguished from a change in the pumping current of the oxygen sensor due to the alcohol content of the knock control fluid.

Abstract: A method and an apparatus for controlling an electric pump for furnishing water for injection into a combustion chamber of an engine are provided. The electric pump is connected to an inflow of a main water tank and has a high-pressure output at which the electric pump makes available water at a pressure elevated with respect to a pressure in the main water tank. The high-pressure output of the electric pump is connected to a return line that opens into a driving jet connector of a suction jet pump, a suction jet connector of the suction jet pump being connected to a further water tank, and a high-pressure output of the suction jet pump being connected to the main water tank.

Abstract: A space R1 is formed on a downstream side of a check valve 121 by providing a partition plate 139 having a hole 138 in an exhaust opening portion 137 provided in a third housing 132 of an air pump 12 to separate the third housing 132 from the outside. A noise generated from the check valve 121 of the air pump 12 is reduced in the space R.

Abstract: An apparatus for cooling a vehicle engine includes: a combustion chamber in which a piston reciprocates; water jackets in which a coolant flows to cool the combustion chamber; and a cylinder block forming a framework of an engine. In particular, the cylinder block includes: a cylinder block body in which the combustion chamber is formed, and an exhaust gas recirculation (EGR) cooler mounted in the cylinder block body such that the EGR cooler is heat-exchanged with a coolant discharged from the combustion chamber. The cylinder block body is provided with an EGR cooler insertion part, to which a coolant of the combustion chamber is supplied and the EGR cooler is inserted, and the EGR cooler is provided with a gas tube in which an exhaust gas flows. The exhaust gas of the gas tube is cooled by a coolant supplied to the EGR cooler insertion part.

Abstract: A valve assembly for an exhaust gas recirculation (EGR) system which provides emission control, regulates flow of exhaust gases, and is suitable for gasoline or diesel applications. The EGR valve assembly is a latching valve assembly which reduces power consumption (i.e., continuous electric draw) from the battery while the valve is either being held open or closed, and reduces electrical interference inherent with integrated position sensors. The valve assembly includes a latching mechanism controlled by an actuator which allows a valve to latch open or closed. The valve may be a single stage valve or a multi-stage valve, which includes a latching mechanism that allows for intermediate open positions, and uses of only a short, single pulse of voltage, to change the state of the valve. The actuator may also be held energized at full extend, maintaining a maximum valve open position, creating additional flow capability of the valve assembly.

Abstract: Fuel vapor emissions from a fuel tank directed to a canister containing adsorbent are minimized by an intermediate condenser and conduit configuration. Condensing and cooling fuel vapor emissions allows a reduction in canister capacity, where the canister can still meet and accommodate refueling and/or diurnal emissions control requirements. Pressurized and unpressurized fuel tanks for various vehicles, including vehicles with an internal combustion engine and hybrid electric vehicles, can be configured with the present fuel vapor recovery systems.

Abstract: An intake system of an internal combustion engine with a supercharger includes: a negative pressure control valve which is disposed in the upstream side than an intake side supercharger in an intake passage; a first external gas introduction passage which introduces a single external gas made of blow-by gas, at a part of the intake passage which is on the upstream side of the intake side supercharger and on the downstream side of the negative pressure control valve; and a fresh air introduction passage which introduces fresh air to an internal combustion engine main body from the upstream side of the negative pressure control valve.

Abstract: A variable intake system includes first runners, each including a first inlet formed at one side thereof to introduce air from a surge tank thereinto, a first valve formed at the first inlet, and a first outlet formed at the other side thereof to discharge the introduced air, and second runners, each including a second inlet formed at one side thereof to introduce air from the surge tank thereinto, a second valve formed at the second inlet, and a second outlet formed at the other side thereof, wherein an extension part branched from the second runner is formed at the second runner, a third inlet is formed at the end of the extension part, and the total length of the second runner provided with the extension part is longer than the total length of the first runner.

Abstract: A fuel filtration system configured to separate water from fuel is described. The system includes a housing having an inlet for receiving fuel to be filtered, an outlet for supplying filtered fuel to a device, and an internal compartment having a drain. A filter media is positioned within the internal compartment of the housing, the filter media configured to separate the water from the fuel, the separated water routed out of the internal compartment through the drain. A solenoid valve is configured to provide both the separated water and fuel to an exhaust after-treatment device in fluid communication with the fuel filtration system.

Abstract: The invention relates to a dual-fuel fuel injector that includes a plurality of stroke-controllable gas nozzle needles which are axially movably mounted on the dual fuel fuel-injector in a plurality of respective seats and which are distributed in a circumferential direction of the dual fuel fuel-injector, and a nozzle chamber provided for the plurality of stroke-controllable gas nozzle needles. The nozzle chamber includes a plurality of externally positioned bulges, wherein within each respective cross section of which an inlet cross section of a flow path is defined which can be blocked selectively via a respective stroke-controllable gas nozzle needle of the plurality of stroke-controllable gas nozzle needles to at least one nozzle opening.

Abstract: A control device, which is a fuel supply control device, performs a self-heating procedure by which an electric current is applied to a solenoid of a CNG injection valve in such a range that CNG is not injected from the CNG injection valve before engine operation using CNG is started.

Abstract: A chemical scavenging component includes a porous body that has a radical-scavenging material. The radical-scavenging material has a composition that includes cerium oxide that is chemically active with regard to oxygen-containing radicals.

Abstract: A gauging apparatus for measuring a dimension of a component is provided. The gauging apparatus includes an upper nest configured to move along a first axis. The upper nest includes a first frame member and a second frame member. The second frame member is spaced apart from the first frame member along the first axis. The upper nest also includes a damping element disposed between the first frame member and the second frame member. The gauging apparatus also includes a lower nest fixedly coupled to a base of the gauging apparatus. The upper nest and the lower nest are configured to receive the component during the measuring thereof.

Abstract: Provided is a power conversion device that can suppress a surge to be generated when a load, such as a battery, is disconnected from an output of an AC generator. A rectifier circuit connected between an output portion of the AC generator and a first load rectifies the output of the AC generator and supplies the rectified output to the first load. A switch circuit connected between the output portion of the AC generator and the second load rectifies the output of the AC generator and supplies the rectified output to the second load, on condition that a drive signal is in a first signal state indicating permission of a power supply from the AC generator to the second load. Additionally, the switch circuit transitions from a conductive state to a non-conductive state in response to the output of the AC generator, on condition that the drive signal is in a second signal state indicating prohibition of the power supply from the AC generator to the second load.

Abstract: A controller may be configured to respond to an engine start condition that occurs while an SOC of the battery is within a first predetermined range by running an engine until first occurrence of the start condition ceasing or the SOC achieving a target. The controller may further be configured to respond to an engine start condition that occurs while the SOC is within a second predetermined range less than the first by running the engine until the SOC achieves the target.

Abstract: A system and method for starting/stopping an engine in a moving vehicle include stopping the engine, by a controller, in response to a time needed to start the engine from a stopped state and attain an engine speed corresponding to a driveshaft speed when stopping the engine being less than a target time, and starting the engine in response to the time needed reaching the target time. A start/stop vehicle having an engine includes a driveshaft speed sensor and a controller configured to stop the engine while the vehicle is moving with a vehicle speed below a threshold speed in response to a time associated with starting the engine and powering a driveshaft to attain a driveshaft speed measured by the driveshaft speed sensor and stored from a previous engine stopping event being less than a threshold time.

Abstract: A delayed ignition control device comprises a charging circuit and a delayed ignition control circuit. In the delayed ignition control circuit, the resistor R6 is connected between the positive electrode of the input end of the photo coupling IC and the initial end of the power coil N3; the shut-off switch S1 is connected between the negative electrode of the input terminal of the photo coupling IC and the ground; the collector electrode of the photo coupling IC is connected with the initial end of the power coil N3; the output end of the photo coupling IC is connected with the anode of the diode D5; the voltage holding capacitor C2 is connected between the negative electrode of the diode D5 and the ground; and the resistor R8 is connected with the negative electrode of the diode D5 and the controller electrode of the silicon controlled SCR2.

Abstract: A laser ignition device capable of achieving stable ignition, preventing deterioration of a semiconductor laser element is provided, by suppressing the intensity of oscillated light leakage leaking towards semiconductor laser side from the laser resonator with a simple configuration. A laser ignition device 7 includes an excitation light source 1 emitting coherent excitation light LPMP, an optical element 2 transmitting excitation light LPMP, a laser resonator 3 oscillating oscillated light having high energy density by being irradiated with excitation light LPMP, and condensing means 6 condensing the oscillated light LPLS oscillated by the laser resonator 3. Moreover, the laser ignition device 7 is provided with a light-transmissive-reflective film 5 disposed between the excitation light source 1 and the laser resonator 3. The light-transmissive-reflective is film 5 permeating the excitation light LPMP having short wavelength and reflecting oscillated light leakage LLEAK having long wavelength.

Abstract: A hydro-electric power system includes two containers and a support beam having two ends, each end holding one of the containers. The ends allow the containers to travel along a length of the support beam. The support beam pivots about a pivot point, giving each container a maximum height and a minimum height. Fluid flows into each of the containers when located near their maximum height, the flow of water weighting each container and causing it to descend, each container moving longitudinally outward from the pivot point along the support beam as it descends. A dumping mechanism causes each container to release fluid near its minimum height, each container ascending after releasing water and moving longitudinally inward toward the pivot point along the support beam.

Abstract: The present application thus provides a method of inspecting composite turbine blade spar caps during lay up. The method may include the steps of applying a layer to a mold, measuring a surface characteristic of the layer with a profilometer, and determining if the layer has an out of plane wave therein based on the measured surface characteristic.

Abstract: Rotor blade assemblies for wind turbines are provided. A rotor blade assembly includes a rotor blade. In some embodiments, the rotor blade assembly further includes a surface feature configured on an exterior surface of the rotor blade, the surface feature having an exterior mounting surface. At least a portion of the exterior mounting surface has a contour in an uninstalled state that is different from a curvature of the exterior surface of the rotor blade at a mount location of the surface feature on the rotor blade. In other embodiments, the rotor blade assembly further includes a seal member surrounding at least a portion of a perimeter of the surface feature. The seal member contacts and provides a transition between the exterior surface and the surface feature.

Abstract: A wind turbine blade is described having a serrated trailing edge. Flow straightening vanes are provided on the serrations, to prevent a lateral or side flow over the edges of the serrations, which are preferably provided at incidence to the flow over the wind turbine blade. The vanes can be formed integrally with the serrations, or attached to existing serrations as a retrofit solution. The serrations with the vanes can be provided as a trailing edge panel for attachment to the trailing edge of an existing wind turbine blade.

Abstract: A noise reducing wind turbine blade is disclosed. The wind turbine blade includes a blade body having a leading edge, a trailing edge, a suction side, and a pressure side. The wind turbine blade further includes a noise reducer disposed on a portion of the blade body extending partially upstream from the trailing edge for modifying airflow over the blade body effective to reduce acoustic emission.

Abstract: The vertical wind turbine is provided with a rotating vane housing mounted between an upper, cam disk and a lower, base disk, the base disk being mounted to a shaft. A plurality of turbine blades are pivotally mounted around the vane housing, each of the blades being pivotal between open and closed positions with respect to the housing. The cam disk defines a cam profile. A roller follower is coupled to each turbine blade. The follower forces the connected blade to open or close as the follower travels along the cam profile during each revolution of the housing. The open position of the blade harnesses wind energy to induce torque for rotating the housing. The closed position of the blade reduces drag to increase efficiency of the vertical wind turbine.

Abstract: A wind turbine having a rotor, which has at least one rotor blade adjustable about its longitudinal axis via a pitch control, and a generator, driven by the rotor, having a speed regulator, which takes a control difference in the rotational speed and generates a control variable for the pitch control, and a generator regulator, which takes a power conductance and determines a rotational speed setpoint and a power setpoint, wherein a pilot control is provided that uses an inverse controlled system to determine a control variable for the pitch control, the inverse controlled system determining a power torque (MP) from the rotational speed setpoint and the power setpoint and also an acceleration torque (MB) from the change in the rotational speed setpoint over time and outputting the control variable for the pitch control as an output variable that provides pilot control for the output variable from the speed regulator.

Abstract: A method may involve transmitting power between a tethered aerial vehicle equipped with wind turbines for generating power and a ground station configured to interconnect the generated power to an electrical distribution network. The power may be transmitted using high voltage, high frequency AC electrical signals, and transformers at the ground station and the aerial vehicle can scale the AC voltage for use at the respective locations. Converters at the ground station and the aerial vehicle can then convert the transformed voltage to DC. The AC voltage may be transmitted through the tether at a resonant frequency of the tether based in part on an internal capacitance between multiple conductive paths on the tether.

Abstract: Multiple vertical-axis wind-turbines are aligned in a geometric array relative to a horizontal-axis wind-turbine. The vertical-axis wind-turbines are placed in close proximity to the horizontal axis wind turbine. The turbines are in close enough proximity to each other to have an effect on wind conditions that create lift on a turbine blade and turn the rotor of the horizontal axis wind turbine. The wind conditions caused by the vertical axis wind turbines include any of i) a wind wall effect, ii) increased pressure difference between a front side and a back side of the rotor of the horizontal axis wind turbine, and iii) downwind vertical mixing of the air. The vertical-axis wind-turbines and horizontal axis wind turbine are configured to use the wind conditions to convert wind into increases in generated electrical power.

Abstract: A method is provided for determining a deflection of a rotor blade of a wind turbine including the following steps: fixing at least one electrical conductor loop via fixing points to at least one surface of the rotor blade, wherein the at least one electrical conductor loop is arranged such that due to the deflection of the rotor blade an extension of the at least one conductor loop is forced between at least two of the fixing points, the extended electrical conductor loop keeps closed if the deflection of the rotor blade is below the defined threshold, the extended conductor loop opens if the deflection of the rotor blade is beyond the defined threshold. Further an arrangement, a sensor, a rotor blade and a wind turbine are also provided.

Abstract: The invention relates to a method for installation of a power control module in a tower for a wind turbine. The method includes, providing a power control module (101) and providing a tower section (201). According to the invention the following steps are included in the mentioned sequence. a) providing a temporary support device (301), b) placing the power control module (101) on the temporary support device (301), c) placing the tower section (201) around the power control module (101), d) connecting the power control module (101) to the tower section (201), and e) removing the connected power control module (101) and tower section (201) from the temporary support device (301). The invention also relates to an aggregate component for a wind turbine. The component includes a power control module (101) and a tower section (201). The power control module (101) is connected to and supported by the tower section (201) in a state as a pre-fabricated and mobile component.