Abstract: There is provided an art of performing correction of a coefficient in a model calculation formula of an intake valve model that is applied to an internal combustion engine including a turbocharger, in a wide engine operation region. An amendment value ? of a map value a in a correction value calculating operation region is calculated (step 10), and a straight line expressing a relation of a turbocharging pressure Pcmp and a cylinder air filling rate KL is calculated (step S14). A point (Pcmpn, KLn) on the calculated straight line is specified (step S16), and correction of the map value a is performed (step S18). Thereby, a correction value a? of the map value a in an operation region that differs in the turbocharging pressure Pcmp from the correction value calculating operation region is calculated.

Abstract: A method for improving a change of fuel in a bi-fuel vehicle includes: a step of measuring an LPG level in an LPG fuel tank; a pressure reference driving step of continuing the driving of the vehicle using the LPG fuel; a pressure change rate reference driving step of continuing the driving of the vehicle using the LPG fuel when it is determined that the vehicle may be driven by the LPG fuel by comparing an LPG rail pressure change quantity and a pressure change quantity in the LPG fuel tank with a set reference value; and a fuel expanding step of continuing the driving of the vehicle using the LPG fuel when it is determined that the vehicle may be driven by the LPG fuel by comparing an injection quantity of LPG fuel and an accumulated value of mileage with a set reference value.

Abstract: A system and method for automatically calibrating an engine operating with a first fuel and a second fuel includes comparing each of a plurality of engine operating parameters with a corresponding limit, determining whether any of the plurality of engine operating parameters has exceeded its corresponding limit and, while none of the plurality of engine operating parameters has exceeded its corresponding limit, automatically and incrementally advance start of injection timing.

Abstract: A vehicle method for barometric pressure identification, including adjusting engine operation responsive to barometric pressure, the barometric pressure based on a pressure change at a sector of the fuel system when the sector is sealed with the vehicle travelling. The method may utilize a pressure change at the sealed sector of the fuel system, such as a sealed fuel tank, to identify barometric pressure, even with the engine off for extended durations of vehicle travel. As such, in a hybrid-vehicle application, including during hill descents in which the engine is maintained off, barometric pressure can still be updated.

Abstract: Methods and systems are provided for water injection into an engine and adjusting engine operation based on engine dilution demand and engine knock. In one example, a method may include injecting water into an intake manifold via a port water injector or a manifold water injector and adjusting engine operation. Further, the method may include adjusting engine operation based on a change in engine dilution or knock.

Abstract: Various methods and systems are provided for a thermal management system of an engine. A method for an engine may comprise adjusting an engine speed during an engine start event that includes an engine cranking activity from a first engine speed to a second engine speed, where the adjusting is based on a sensed oil temperature; adjusting a first resistance of a radiator primary return line of a thermal management system to a first resistance level; and adjusting the engine speed a duration after a start of the engine cranking from the second engine speed to a third engine speed, the third engine speed based at least in part on an engine torque demand, and selectively adjusting the first resistance between each of the first resistance level and a second resistance level based on the third engine speed, the second resistance level being lower than the first resistance level.

Abstract: An abnormality diagnosis device is for an exhaust gas sensor that detects an air-fuel ratio, or a rich or lean state of exhaust gas from an internal combustion engine and that includes a sensor element having a catalyst layer. The device includes an abnormality diagnosis unit that makes a sensor abnormality diagnosis whereby to change the air-fuel ratio alternately between a rich side and a lean side and to determine whether the exhaust gas sensor is abnormal or not based on response characteristics of the exhaust gas sensor in response to the change of the air-fuel ratio. When making the sensor abnormality diagnosis, the abnormality diagnosis unit calculates the response characteristics of the exhaust gas sensor with exclusion of a sensor output plateau region, which is a region in which an output of the exhaust gas sensor is stagnant due to the catalyst layer.

Abstract: In one aspect, an engine controller for an engine including multiple working chambers is described. The engine controller includes a mass air charge determining unit that estimates a mass air charge or amount of air to be delivered to a working chamber. Firing decisions made for a firing window of one or more firing opportunities are used to help determine the mass air charge. The engine controller also includes a firing controller, which is arranged to direct firings to deliver a desired output. Fuel is delivered to a working chamber based on the estimated mass air charge.

Abstract: An apparatus for controlling an oxygen sensor may include an oxygen sensor configured to measure the exhaust gas which is generated by the combustion of the engine to generate an oxygen signal, and a controller configured to detect, through the oxygen sensor, a lag of the oxygen signal having responsiveness which is reduced depending on an oxygen amount of the exhaust gas, store information on occurrence factors which cause the lag of the oxygen signal, and increase a current heating quantity of a corresponding specific region about the occurrence factors to reconfirm whether the oxygen signal lags and determine the oxygen sensor as a failure or release a failure detection for the oxygen sensor.

Abstract: A method for determining a reference current curve for a fuel injector having a magnetic coil drive in an internal combustion engine of a motor vehicle includes: (a) applying a first voltage pulse to the magnetic coil drive to open the fuel injector, (b) applying a holding voltage to the magnetic coil drive to hold the fuel injector open, (c) switching off the holding voltage, (d) waiting for substantially no current to flow through the magnetic coil drive for a predetermined time period that is sufficiently short that the fuel injector remains open, (e) applying a second voltage pulse to the magnetic coil drive, and (f) recording a time-based curve of the current that flows through the magnetic coil drive during the second voltage pulse, which forms the reference current curve. This reference current curve is used for determining a time of a predetermined opening state of the fuel injector.

Abstract: Methods and systems for simultaneously operating port fuel injectors and direct fuel injectors of an internal combustion engine are described. In one example, operation of a port fuel injector is deactivated in response to an indication of reduced performance of a direct fuel injector so that degradation of the direct fuel injector may be reduced.

Abstract: When a main injection is performed, a first timing that is a time earlier than a second timing is selected as the valve opening starting timing, and a first period that is the period of time shorter than a second period is selected as the control period. Also, when a pilot injection is performed, the second timing that is the time later than the first timing is selected as the valve opening starting timing, and the second period that is the time longer than the first period is selected as the control period. Thus, in an injector with increased valve opening responsiveness, the valve opening behavior of a control valve of the injector in fuel injection with a minute injection quantity can be stabilized without replacing a control device, particularly an EDU with that of a large current specification.

Abstract: A cylinder block made of aluminum includes an inner wall defining an inner space wherein a piston moves, an insulating coating layer partially disposed along an inside surface of the inner wall, and an Fe, or iron, sprayed layer coating an inner surface of the inner wall and the insulating coating layer, the Fe sprayed layer being formed by a thermal spaying process.

Abstract: A piston system includes a piston housing having a cylindrical body and forming an opening; a piston head positioned within and slidingly engaged with the opening; a first conduit extending from a side of the piston head to a top surface of the piston head; a first pocket extending partially within the cylindrical body of the piston housing.

Abstract: A piston (10) for an internal combustion engine has discrete, cylindrical support surfaces (18, 24) for supporting a piston pin, wherein, between at least two support surfaces (18, 24), there is provided a recess (26) which has a radial depth of at least 10% of half of the distance between two opposite support surfaces.

Abstract: The engine includes a first and a second cylinder chamber. The first chamber receives gas through a first inlet valve which gas will be compressed by a piston in the cylinder and will leave the first chamber through a first outlet valve. The second chamber receives compressed gas from the first chamber through a second inlet valve. The gas expands in the second chamber while performing a work on the piston before leaving the second chamber through a second outlet valve. The engine is controlled such that gas will flow from the first to the second chamber while the engine performs a working cycle and the engine is thus controlled such that a piston is used for compressing gas which performs a work on the same piston, which is connected by a rod to a cranking mechanism to transfer work from the rod by an essentially only rectilinear movement.

Abstract: A free piston Stirling engine with a heat exchanger that has an inner component part assembled within an outer component part. The outer component part has a tubular outer wall and circumferentially spaced ridges that extend radially inward from the tubular outer wall and are separated from each other by inward opening slots. The inner component part has a tubular inner wall and circumferentially spaced ridges that extend outward from the inner tubular wall and are separated from each other by outward opening slots. The ridge widths of the outer and inner component parts are less than the slot widths of the corresponding slots into which they fit. The two component parts are assembled with the ridges of each component part extending into the slots of the other component part to form gas passages between interfacing sidewall surfaces of the ridges.

Abstract: A linear actuator includes a housing and a piston slidably mounted within the housing. The piston has a first portion forming a sliding fit between the piston and the housing, a second portion spaced apart from both the housing and the first portion, and a groove formed between the first and second portions.

Abstract: Aspects of the disclosure are directed to a system for a thrust reverser of an aircraft comprising: a primary sleeve, and a secondary sleeve, wherein a first stroke associated with the primary sleeve is different from a second stroke associated with the secondary sleeve, and wherein the primary sleeve traverses a first distance associated with the first stroke at the outset of a deployment of the thrust reverser and a second distance associated with the first stroke at a later stage of the deployment.

Abstract: An oil cooling system and method are provided for use with respect to a lubricated mechanical system within a bypass configured gas turbine engine. A surface cooler is fluidly linked to the lubricated mechanical system to receive oil from the lubricated mechanical system for cooling and reuse. In an embodiment, the surface cooler is mounted on an existing surface within the bypass airflow path of the bypass configured gas turbine engine to provide effective cooling while avoiding the introduction of additional aerodynamic disturbances in the bypass path. In an embodiment, the surface cooler is mounted on the fan casing or on a fan exit guide vane.

Abstract: An air/fuel mixing apparatus configured for use with an internal combustion engine including a carburetor including a body defining a passageway therethrough and a choke valve positioned in the passageway, a solenoid, and a thermal switch configured to energize or de-energize the solenoid. The solenoid is configured to move the choke valve between the choke open position and the choke closed position, wherein the solenoid includes a rotary shaft coupled to a choke lever, and a thermostatic element coupled to the rotary shaft. The thermostatic element expands and constricts based on a temperature of the engine and restricts the movement of the choke valve between the choke closed position and a partially-open position when the solenoid is not energized.

Abstract: A method of controlling turbine efficiency in a turbo unit provided on an internal combustion engine includes providing a flow of gas in an area upstream a turbine at a direction different to the flow of exhaust gases in the same area, regulating the flow by a valve, and controlling the valve from a control unit having at least boost pressure and/or EGR flow as input parameters.

Abstract: A low-pressure-loop EGR apparatus of an engine includes an EGR passage to allow part of exhaust gas discharged from a combustion chamber to return as EGR gas to the combustion chamber, and an EGR valve to regulate a flow of EGR gas in the EGR passage. This passage has an inlet connected to an exhaust passage downstream of a turbine and an outlet connected to an intake passage upstream of a compressor. In the intake passage, an intake bypass passage is provided to connect an upstream portion and a downstream part from the compressor. An ABV is provided in the passage. To remove EGR gas remaining in the ABV, one end of a residual gas removal passage is connected to the intake passage downstream of a throttle valve and the other end of the same passage is connected to the ABV.

Abstract: An internal combustion engine includes a cylinder block defining first and second cylinders, and a cylinder head coupled to the block. The engine also includes a passage having a first outlet and a second outlet for exhausting post-combustion gasses from the cylinder head. The engine additionally includes a mechanism for selectively activating and deactivating the first cylinder and a turbocharging system having a low-flow turbocharger and a high-flow turbocharger. The low-flow turbocharger is driven by gasses from the first outlet and the high-flow turbocharger is driven by gasses from the second outlet. The turbocharging system also includes a first flow-control device that directs the gasses via the first and second outlets to the turbochargers when the first and second cylinders are activated. The first flow-control device also directs the gasses via the first outlet only to the low-flow turbocharger and blocks the second outlet when the first cylinder is deactivated.

Abstract: A method for diagnosing a fuel tank vent valve of a motor vehicle. In the method it is inferred, from a curve of a pressure p over time in a sub-chamber of the motor vehicle after a start-up of an internal combustion engine of the motor vehicle, as to whether the fuel tank vent valve is jammed open. The sub-chamber contains a fuel tank of the motor vehicle and is delimited by the fuel tank vent valve.

Abstract: Methods and systems are provided for cleaning a water-cooled charge-air cooler. In one example, a method may include condensing water present in the supplied charge-air and exhaust gas which may exist in gaseous and droplet form, and purging the condensate along with the exhaust gas. A system for carrying out the above mentioned method is also provided.

Abstract: One variation may include a method of controlling exhaust gas flow in an internal combustion engine system, and products and systems using same.

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 engine assembly is provided with an intake manifold having a manifold body downstream of a fresh air intake port. The manifold body has a wall defining first and second apertures spaced apart from one another. A positive crankcase ventilation (PCV) device is provided with a PCV pipe having a first end in fluid communication with a crankcase and a second end connected to first and second PCV branches. The first and second PCV branches are in fluid communication with the first and second apertures. A method is provided and directs a first portion of gases from the crankcase to the first aperture via the PCV pipe and the first PCV branch, and directs a second portion of gases from the crankcase to the second aperture via the PCV pipe and the second PCV branch.

Abstract: Embodiments of the invention provide an apparatus for damping or attenuating acoustic vibrations in an air induction system of a motor vehicle, the apparatus defining a passageway through which induction air may be drawn to an engine of the vehicle, the apparatus comprising: damping means, the damping means being provided around the passageway for damping or attenuating acoustic vibrations in the induction air; and hydrocarbon trapping means, the hydrocarbon trapping means comprising a sheet of trapping material provided around at least a portion of the passageway, the trapping means being arranged to provide a flow-past hydrocarbon trap for trapping hydrocarbon vapors entering the passageway from the engine.

Abstract: A fuel supply device includes a return fuel utilization buffer jar that conducts fuel into a fuel inlet port of a first three-way valve including a one-way check valve to allow the fuel to flow, uni-directionally, from the fuel inlet port to a fuel outlet port. Return fuel from an engine is conducted in through a return fuel inlet port of the return fuel utilization buffer jar. Fuel vapor in the return fuel utilization buffer jar is guided from a gas inlet port of a second three-way valve through a gas outlet port to a fuel tank. Vapor pressure in the return fuel utilization buffer jar is regulated by a ventilation port that is mounted in the second three-way valve and includes a one-way check valve in a direction toward the gas inlet port.

Abstract: A piezo injector for direct fuel injection may comprise an injector body, an actuator unit having a piezoelectric actuator with a head plate and a base plate, a hydraulic coupler having a coupler piston, a coupler cylinder, and a coupler spring, and a nozzle unit having a nozzle needle arranged in a nozzle body. The piezoelectric actuator is surrounded by a corrugated tube braced between the head plate and the base plate such that the piezoelectric actuator has a preload imparted to it. The coupler spring forces the coupler piston against a face side, facing toward the coupler piston, of the nozzle needle.

Abstract: A method for operating a fuel injection system with pressure reduction, and a fuel injection system that includes a fuel injection valve with a servo valve are provided. The method for operating a fuel injection system includes performing a desired pressure reduction in the pressure accumulator using at least one fuel injection valve of the fuel injection system. This is achieved by opening a servo valve in the fuel injection valve, which is opened, during a pressure reduction phase, just wide enough that the actual closing element remains closed and as a result no fuel injection process takes place.

Abstract: In the method provided herein, quantities of fuel are determined during a direct injection of a motor vehicle. In this connection, within one work cycle, test injections are carried out in two cylinders of an internal combustion engine of the motor vehicle during overrun phases, speed oscillations of moved masses of the cylinders are measured and a relative difference in quantity of the fuel quantity of the test injections within one work cycle is determined from the speed oscillations. By evaluating a relative signal between the test injections within one work cycle in the two cylinders, an intrinsic dependence of the drive train of the quantity of fuel signal is compensated.

Abstract: A dark current excess prevention method in a telematics terminal installed in a vehicle includes: calculating a current consumption amount up to a present time upon sensing a transmission operation in a sleep mode; determining whether the calculated current consumption amount exceeds a predetermined dark current reference value; and determining that a dark current is exceeded when the calculated current consumption amount exceeds the dark current reference value.

Abstract: A negative pressure abnormality detection apparatus includes a negative pressure sensor to output a signal representing negative pressure in a negative pressure chamber of a brake booster into which intake negative pressure of an intake manifold generated by rotation of an engine is introduced; a negative pressure detection unit to detect the negative pressure based on the signal; an abnormality determination unit to determine whether an abnormality occurs with the negative pressure sensor, based on whether the negative pressure is shifted toward atmospheric or vacuum pressure relative to a threshold, when a state continues for a predetermined time or longer during which the engine rotates and a negative-pressure-expending braking operation is not performed; and a threshold change unit to change the threshold depending on opening of a throttle valve in an intake pipe connected with the intake manifold, while the state continues.

Abstract: A vehicle control apparatus mounted on a vehicle includes: a first starting system provided with a first electric motor coupled to an engine, and a first power storage coupled to the first electric motor; a second starting system provided with a second electric motor coupled to the engine, and a second power storage coupled to the second electric motor; and an engine controller that stops the engine based on a stop condition and restarts the engine using the first starting system, based on a start condition. When an abnormality occurs in the first starting system in a state where the engine has been stopped based on the stop condition, the engine controller restarts the engine using the second starting system.

Abstract: A control device for an engine including an EGR system, the control device includes an electronic control unit. The electronic control unit is configured to forcedly open and close an EGR valve and make a malfunction diagnosis of the EGR system, during fuel cutoff, perform ignition timing retard control when the engine returns from the fuel cutoff, and set the ignition timing at a start point of the ignition timing retard control to a more advanced value when an elapsed period from the malfunction diagnosis of the EGR system to a return from the fuel cutoff is short, as compared with the case where the elapsed period is long, so as to reduce a retard amount of the ignition timing at the start point of the ignition timing retard control, relative to the ignition timing immediately before the start of the ignition timing retard control.

Abstract: Methods and systems are provided for addressing spark plug soot fouling. In one example, spark plug tip temperatures are raised and maintained elevated by advancing spark timing and increasing engine speed, while reducing an amount of EGR being delivered to the engine. The spark plug fouling mitigating actions are adjusted based on whether the engine is in a green condition at an assembly plant or not.

Abstract: The invention provides a system and method for controlling corona discharge and arc formations during a single corona event, i.e. intra-event control. A driver circuit provides energy to the corona igniter and detects any arc formation. In response to each arc formation, the energy provided to the corona igniter is shut off for short time. The driver circuit also obtains information about the arc formations, such as timing of the first arc formation and number of occurrences. A control unit then adjusts the energy provided to the corona igniter after the shut off time and during the same corona event based on the information about the arc formations. For example, the voltage level could be reduced or the shut-off time could be increased to limit arc formations and increase the size of the corona discharge during the same corona event.

Abstract: A method is provided for controlling an ignition system which includes a spark plug control unit adapted to control at least one coil stage, the at least one coil stage adapted to successively energize and de-energize to provide a current to a spark plug, each coil stage includes a primary winding inductively coupled to a secondary winding. The method includes measuring low side voltages at one or more of each coil stage and controlling a duty cycle or a pulse width of a PWM-signal of a step-down converter stage dependent on a battery voltage, a maximum primary current threshold, and the measured voltages.

Abstract: A corona igniter comprises an electrode with a central extended member extending along a central axis and a crown extending radially outwardly from the central extended member. The central extended member has an extended length and the crown has a crown length. The extended length is greater than the crown length such that the extended member approaches a piston more closely than the crown. In addition, the firing tips of the crown each present a first spherical radius which is less than a second spherical radius of the central extended member. Thus, if arcing occurs, it forms from the central extended member, rather than from the crown. Accordingly, the firing tips of the crown experience less wear and remain sharp. In addition, due to the sizes of the spherical radii, corona discharge is more likely to form from the firing tips than from the central extended member.

Abstract: An electric generator driven by a source of variable energy produces at its output an alternating current (AC) output voltage and current which is converted via controllable active switching circuitry into a direct current (DC) voltage which is stored in an energy storage element. Power losses are associated with the active switching circuit and the AC to DC conversion. The power available at the output of the generator can be determined. If the available power is less than the power losses the controllable switching circuitry is disabled.

Abstract: A closed-loop hydraulic apparatus 200 for converting wave energy comprises a pump 201 for pumping a fluid through the apparatus 200. The pump 201 includes a body 202 defining a chamber 203, and a piston 207 that partitions the chamber 203 into a working side 208 and a blind side 209. A buoyant actuator is connected to the piston 207. An inlet 64 is connected to the working side 208 of the chamber 203 so that the fluid is able to flow from the inlet 64 and into the working side 208 of the chamber 203. An outlet 63 is connected to the working side 208 of the chamber 203 so that the fluid is able to flow from the working side 208 of the chamber 203 to the outlet 63. A hydraulic controller 102 is operable to control the pump 201 by controlling the pressure of the fluid at the inlet 64 and the outlet 63 so as to optimise the output of the pump 201 in response to tidal variations and/or sea state. The pressure of the fluid at the inlet 64 and the outlet 63 is controlled in accordance with a control algorithm.

Abstract: Methods of installing a blade in a wind turbine are provided, the wind turbine comprising a tower, a nacelle and rotor hub, the rotor hub comprising a guiding element. The method includes providing a blade holder, wherein the blade holder comprises a beam, the beam being attached to the blade holder. The method further includes providing lifting equipment for lifting the blade holder, attaching the blade holder to the blade, wherein the blade comprises a mount for mounting the blade to the rotor, connecting the lifting equipment to the blade holder, hoisting the blade holder with the blade towards the rotor hub, arranging the beam near the guiding element, bringing the guiding element and the beam in contact with each other and attaching the blade mount to the rotor hub. Wind turbines comprising a rotor hub, the rotor hub comprising a guiding element are also disclosed.

Abstract: There is provided an apparatus for rotating and/or displacing a rotor blade of a wind power installation. The apparatus has at least one main body for at least partially embracing the rotor blade with a longitudinal, at least one contact portion for bearing against the rotor blade and at least one main frame for receiving the main body for rotation of the main body about the longitudinal axis and/or for displacement of the main body. The main body has at least one pivotably mounted pivotal portion for engagement at at least one side of the rotor blade.

Abstract: A wind turbine blade is described wherein at least on planar member is provided on the blade surface, where the planar member is arranged such that it extends at an angle to the chord of the blade. The planar member acts to re-direct airflow over the blade, to improve wind turbine performance. The planar member may be a stall fence provided towards the blade root end, further acting to divert airflow towards the root end of the blade to prevent separation of attached airflow. Additionally or alternatively, the planar member may be a flow diverter provided towards the blade tip end, to increase airflow in the tip region for increased performance and/or to disrupt the formation of tip vortices.

Abstract: A spoiler for a rotor blade includes a base member, which base member has a mounting face for mounting onto a surface of the rotor blade, and an aerodynamic member for detachably connecting onto the base member. Further, a wind turbine includes a number of rotor blades attached to a hub, wherein at least one rotor blade has such a spoiler mounted on a surface strip of the rotor blade. Also, a method of constructing a wind turbine is provided. A rotor blade is manufactured. A base member of the spoiler is mounted onto the rotor blade. The rotor blade is connected to a hub of the wind turbine. An aerodynamic member of the spoiler is attached onto the base member, wherein at least the mounting of the base member onto the rotor blade is performed prior to the connecting of the rotor blade to the hub.

Abstract: A wind turbine blade includes a first shell member including a first mating surface along a first edge of the wind turbine blade. Also, the wind turbine blade includes a second shell member including a second mating surface along the first edge of the wind turbine blade, wherein the second mating surface is opposite to the first mating surface. Further, the wind turbine blade includes a bonding material disposed between the first mating surface and the second mating surface and configured to bond the first mating surface to the second mating surface. Moreover, the wind turbine blade includes a constrainer positioned at a desired bond line and coupled to one of the first mating surface and the second mating surface, wherein the constrainer is configured to restrict the bonding material from migrating into an interior cavity of the wind turbine blade.

Abstract: A composite beam for a wind turbine blade includes a preform layer, the preform layer including multiple elongate strength rods arranged longitudinally relative to one another in a single layer, each strength rod being disposed adjacent to and spaced from at least one adjacent strength rod. Each strength rod has a rectangular cross section and includes multiple, substantially straight collimated structural fibers fixed in a solidified matrix resin. The preform layer includes at least one carrier layer to which the multiple strength rods are joined by an adhesive. The carrier layer spaces adjacent strength rods a fixed distance apart to facilitate the flow of liquid bonding resin between adjacent strength rods of the preform layer to its joined carrier layer, the carrier layer being of a permeable material suitable to facilitate the flow of liquid bonding resin through the carrier layer.