Abstract: Assembly comprising, on a turbomachine:—a combustion chamber (30) having a longitudinal axis (30a) and comprising: internal and external longitudinal walls (90) having a first opening (90a) substantially transverse to said axis (30a), an outer casing (110) having a second opening (110a) likewise substantially transverse to said axis (30a),—a turbomachine sparkplug (150),—a device (130) for radially securing the sparkplug (150), which device (130) comprises a sparkplug adapter (160) fixed toward a first end to the outer casing (110), facing the second opening (110a) and through which adapter and casing the sparkplug (150) in question passes, and a sparkplug guide (190) kept in contact with the external longitudinal wall (90), facing the first opening (90a) and through which the sparkplug (150) passes to emerge in the combustion chamber (30), the sparkplug (150) and the sparkplug guide (190) each having a screw thread (103, 105), the screw threads (103, 105) being screwed together so as to stabilize the sparkpl

Abstract: Aspects of the disclosure are directed to a system comprising: a first seal that includes a notch configured to avoid an adjacent seal plate radius edge and a first protrusion, and a second seal that is notch-free with respect to an inner diameter sealing face and includes a second protrusion, wherein the first protrusion and the second protrusion are configured to at least partially overlap with one another in at least one of an axial direction or a radial direction with respect to an engine centerline.

Abstract: A mount for mounting a component to a gas turbine engine is disclosed. The mount may include a central portion that attaches to the component, and a flange circumscribing the central portion and extending to the gas turbine engine, the flange including a fusible region that breaks at a predetermined load. A method for protecting a component mounted to a gas turbine engine is also disclosed. The method may include attaching a mount to a casing of the gas turbine engine, the mount including a fusible region that breaks at a predetermined load. The method may further include attaching the component to the mount. The method may further include the fusible region breaking when the mount experiences the predetermined load, detaching the component from the casing of the gas turbine engine.

Abstract: An architecture for providing power to an aircraft comprises a power supply. The power supply provides power to a plurality of components. An array has a plurality of storage cells. The plurality of storage cells includes capacitors which are charged by the power supply, and which selectively provide power to the components. The array is mounted on a fan case. An engine is also disclosed.

Abstract: A method for use in a turbine control system includes controlling fuel supply to a gas turbine engine at least in part using a fuel supply limit determined as a first function of a rotational speed of a shaft of the gas turbine engine. The method also includes obtaining a first value representative of a rotational speed of the shaft, and differentiating the first value within a processing unit. The processing unit determines an adjusted fuel supply limit as an adjusted function of the first value. The adjusted function is based on the first function and the differentiated first value. The method further includes controlling the fuel supply to the gas turbine engine at least in part using the adjusted fuel supply limit.

Abstract: The purpose of the present invention is to provide an engine with reforming cylinders which are fuel reforming devices capable of supplying a reformed fuel according to the outputs of outputting cylinders. The engine is provided with the outputting cylinders for burning the fuel and the reforming cylinders which are the fuel reforming devices for reforming the fuel through the reciprocating motions of pistons. The amount of reformed fuel supplied to all the outputting cylinders is changed according to the outputs of the outputting cylinders while maintaining the amount of supplied fuel and the amount of suctioned gas, which are supplied into one reforming cylinder.

Abstract: A method controls an internal combustion engine that has a drive output shaft connected to an input shaft of a transmission. The internal combustion engine, the transmission and a drive wheel are encompassed by a drivetrain for the drive of a motor vehicle. The method includes determining a rotational acceleration of the input shaft and determining an input torque at the input shaft of the transmission based on a product of the rotational acceleration and a speed reduction ratio-dependent moment of inertia of the drivetrain in a section between the input shaft and the drive wheel. A combustion torque of the internal combustion engine is controlled such that the input torque adheres to a predetermined maximum input torque at the input shaft of the transmission.

Abstract: A control method of a boosting apparatus includes: driving the boosting apparatus according to driving maps pre-input to a controller, judging driving conditions of an engine, selecting a driving map pre-input to the controller and reflecting the driving conditions in the selected driving map, correcting the driving maps of the boosting apparatus based on the selected driving map and driving the boosting apparatus based on the corrected driving maps, and confirming whether variations in operating amounts of the boosting apparatus are generated and, when the variations are confirmed, correcting the operating amounts of the boosting apparatus and reflecting the corrected operating amounts in the driving maps. In particular, the controller controls an EGR valve according to driving conditions through operation of the boosting apparatus and thus controls the amount of EGR gas supplied to the engine.

Abstract: A variety of methods and arrangements for improving the fuel efficiency of internal combustion engines based on skip fire operation of the engine are described. In one aspect the skip fire decisions are made on a working cycle by working cycle basis. During selected skipped working cycles, the corresponding cylinders are deactivated such that air is not pumped through the cylinder during the selected skipped working cycles. In some implementations, the cylinders are deactivated by holding associated intake and exhaust valves closed such that an air charge is not present in the working chamber during the selected skipped working cycles.

Abstract: Systems and methods for implementing regeneration of an aftertreatment component using exhaust gas recirculation is described. According to various embodiments, an engine system comprises an engine, a turbocharger, a fluid control valve, and a lean NOx catalyst. The engine has a first set cylinders fluidly coupled to an intake manifold and a second set of cylinders having fluidly isolated from the intake manifold of the engine. The fluid control valve is disposed between the first exhaust outlet and the exhaust conduit and is structured to selectively fluidly couple the first exhaust outlet to the exhaust conduit. Also, the lean NOx catalyst has an inlet structured to receive exhaust gases from the exhaust conduit at a position downstream of the turbine outlet and the fluid control valve.

Abstract: A vehicle includes a first sensor, a second sensor, an engine, a fuel supplying device, and a control device. The control device includes a first sensor detecting unit, a second sensor detecting unit, a vehicle status detecting unit, and a control unit. The control unit is switchable among a regular state, a start-stop enabling state, and an idling-stop state. The control unit switches into the start-stop enabling state from the regular state once the control unit determines that the first sensor and the second sensor are both triggered. The control unit further switches into the idling-stop state and controls the fuel supplying device to stop supplying fuel once the control unit determines that the vehicle status meets an idling-stop condition.

Abstract: A control device for an internal combustion engine comprises an air-fuel ratio control part configured to control the air-fuel ratio of the exhaust gas and a heating control part configured to control the heating of the air-fuel ratio sensors. The heating control part controls the sensor heaters so that the temperature of the upstream air-fuel ratio sensor becomes less than the activation temperature and so that the temperature of the downstream air-fuel ratio sensor becomes the activation temperature or more while the internal combustion engine is stopped by the automatic stop function. The air-fuel ratio control part controls the exhaust air-fuel ratio based on the outputs of the two air-fuel ratio sensors during engine operation and control the air-fuel ratio temporarily based on only the output of the downstream air-fuel ratio sensor after the internal combustion engine has been restarted after automatic stop.

Abstract: A method for predefining a current through a solenoid coil of a solenoid valve, a closing point in time of the solenoid valve being detected with the aid of a sensor, a sensor value being monitored, and, when a premature closing of the solenoid valve is identified based on the monitored sensor value, the current through the solenoid coil of the solenoid valve is increased.

Abstract: A fuel injection controller includes an increase control portion applying the boost voltage to the coil to increase a coil current to a first target value, and a constant current control portion applying a voltage to the coil to hold the coil current to a second target value. A threshold is an energization time period that is necessary to reach a boundary point between a seat throttle area of a property line and an injection-port throttle area of the property line from an energization start time point. An initial-current applied time period is from the energization start time point that the boost voltage starts to be applied to the coil to a time point that the coil current is decreased to the second target value. The increase control portion controls the coil current such that the initial-current applied time period is less than the threshold.

Abstract: On-board diagnostic monitoring of a two-stroke cycle, opposed-piston engine includes diagnostic monitoring of an air handling system equipped with a supercharger to determine whether the supercharger is functioning properly.

Abstract: An engine includes a low-pressure delivery pipe that stores fuel to be injected from port injection valves, a feed pump that supplies the fuel to the low-pressure delivery pipe, a high-pressure delivery pipe that stores the fuel to be injected from in-cylinder injection valves, a high-pressure pump driven in response to rotation of the engine, and a fuel pressure sensor that detects a pressure of the fuel stored in the low-pressure delivery pipe. An engine ECU controls the feed pump based on a detection value from a fuel pressure sensor, and when the engine ECU executes an abnormality diagnosis of the fuel pressure sensor, the engine ECU increases a rotational speed of the engine to be higher than a rotational speed when the engine ECU does not execute an abnormality diagnosis of the fuel pressure sensor. This improves the accuracy of an abnormality determination of the fuel pressure sensor.

Abstract: It is intended to, when abnormality in either one of two rotation detection sections with different detection frequencies occurs, quickly and highly accurately detect the abnormality to favorably deal with abnormality occurring during low engine rotation. It is determined that abnormality is present in the rotation phase detection section, when an absolute value of difference between an actual VTC angle detected by a rotation phase detection section and an integrated value of a VTC change angle detected by motor rotation sensor 201 with the higher detection frequency than the frequency of detection of the actual VTC angle by the rotation phase detection section is equal to or greater than a predetermined value.

Abstract: A method for correcting a fuel quantity injected by a fuel injection device during operation of an internal combustion engine, including: determining an air heat characteristic variable, on which an air heat stream fed to a combustion chamber of the engine functionally depends; determining an exhaust heat characteristic variable, on which an exhaust heat stream discharged from the combustion chamber functionally depends; determining a heat distribution factor, which specifies a fraction of the exhaust heat stream reduced by the air heat stream in relation to a heat stream fed with the injected fuel to the combustion chamber; calculating a fuel mass fed to the engine from the air heat characteristic variable, the exhaust heat characteristic variable and the heat distribution factor; calculating a comparison variable by comparing the calculated fuel mass with a fuel mass setpoint value and adapting actuation of the fuel injection device depending on the comparison variable.

Abstract: A method for operating an internal combustion engine having a hardware structure including an engine control unit and a maintenance unit, an electronic engine identification module and an engine control program, the method having the steps: providing a computer program product via a network by which an engine identification and engine data are loaded together and are exchanged, wherein the computer program product is designed for uploading and/or downloading a maintenance software module by which the engine identification and the engine data are compiled; loading the computer program product onto a non-volatile storage medium; coupling the non-volatile storage medium to the maintenance unit of the hardware structure and executing the computer program product; exchanging the maintenance software module between the non-volatile storage medium and the maintenance unit; identifying the engine and compiling engine data by the maintenance software module and a hardware component of the hardware structure.

Abstract: A control system for an engine includes a limiting current gas sensor includes a pumping cell arranged in the exhaust passage of the engine and an ECU. The ECU is configured to: execute step-up operation for increasing a voltage applied between a pair of electrodes of the pumping cell from a first voltage to a second voltage, then, execute step-down operation for reducing the applied voltage from the second voltage to a third voltage within a second period; acquire an air-fuel ratio of the exhaust gas multiple times within a first period from a start of the step-up operation to a start of the step-down operation; acquire a first waveform characteristic value indicating a characteristic of a waveform of current within the second period; and estimate an actual concentration of sulfur in fuel by using the first waveform characteristic value and the acquired air-fuel ratios.

Abstract: An apparatus and a method for preventing overflow of fuel from a vehicle fuel tank are provided may prevent liquid fuel from overflowing into a canister by for a predetermined time storing liquid fuel, which overflows from a fuel tank through a vent valve while the vehicle is traveling, in a fuel overflow prevention chamber, and by returning the fuel in the fuel overflow prevention chamber to the fuel tank by driving a fuel pump in a reverse direction when an engine is turned off.

Abstract: Disclosed are multi-pulse fuel delivery control systems, methods for using such systems, and motor vehicles with engines employing multi-pulse fuel injection schemes. A fuel delivery control system is disclosed with fuel injectors that selectively inject multiple pulses of fuel per working cycle into cylinders of an engine. An engine sensor detects an operating condition of the engine, and an exhaust gas recirculation (EGR) sensor detects a state of an EGR system coupled to the engine. An engine control unit is programmed to: determine, from the detected EGR state, a current intake burned gas fraction; determine, from the detected engine operating condition, a desired intake burned gas fraction; determine a secondary fuel mass injection adjustment based on the desired and current intake burned gas fractions; and command the fuel injectors to inject two fuel pulses into each cylinder per working cycle, with the second pulse modified based on the determined adjustment.

Abstract: A burner (1) comprises a front wall (2) with an exchanger opening (4) for the passage of a heat exchanger (14), a rear wall (5) with a fume discharge opening (7), a tubular side wall (8), a tubular diffuser wall (9) within the side wall (8), an annular distribution chamber (12) formed between the side wall (8), a combustion chamber (13) formed within the diffuser wall (9) and suitable for the insertion of the heat exchanger (14), wherein the rear wall (5) comprises a cooling interspace in flow communication with the gas supply line of the burner.

Abstract: The heat engine with transfer-expansion and regeneration (1) includes a compressor (2) which compresses gases in a high-pressure regeneration line (6) of a regeneration heat exchanger (5) from which they emerge preheated via a high-pressure regenerator outlet line (9) which has a heat source (12) that superheats the gases, the latter being then transferred by an admission metering valve (24) operated by a metering valve actuator (25) into a transfer-expansion chamber (16) formed in particular by an expansion cylinder (13) and an expansion piston (15), the gases leaving the chamber (16) after having been expanded via an expanded gas exhaust line (26) and thanks to an exhaust valve (31) operated by an exhaust valve actuator (32) before being cooled down in a low-pressure regeneration line (7) of the regeneration heat exchanger (5).

Abstract: A thrust reverser unit (TRU) 100 for a gas turbine engine 10 is provided that has first and second cascade elements 110, 120. In a stowed configuration, both the first and second cascade elements, and the operating mechanism, are located inside the nacelle 40, meaning that the TRU has no detrimental impact on the flow through the bypass duct 22. In the deployed configuration, the first cascade element 110 extends across the bypass duct 22. The first cascade element 110 has flow passages 112 that allow the flow to pass through, redirecting the flow towards the second cascade element 120. The second cascade element 120 further turns the flow so as to provide decelerating reverse thrust.

Abstract: The exhaust system (60) includes an exhaust flow path liner (62) surrounded and supported by a plurality of structural duct segments (64, 70). Pluralities of links (84) are secured to and extend between the duct segments (64, 70) and the liner (62). A duct end (88) of the link includes a lock member (96) having a diameter greater than a width of the stem (86). The lock member (96) is configured to be secured within a capture nest (98) defined between and within adjacent junction flanges (76, 80} of the structural duct segments {64, 70) when the segments (64, 70) are secured to each other to secure the segments (64, 70) together. A catch member (100) at an opposed end of the link (84) is secured to a capture node (102) at the exhaust liner (62).

Abstract: A gas turbine engine includes a first shaft coupled to a first turbine and a first compressor, a second shaft coupled to a second turbine and a second compressor, and a third shaft coupled to a third turbine and a fan assembly. The turbine engine includes a heat rejection heat exchanger configured to reject heat from a closed loop system with air passed from the fan assembly, and a combustor positioned to receive compressed air from the second compressor as a core stream. The closed-loop system includes the first, second, and third turbines and the first compressor and receives energy input from the combustor.

Abstract: A cooler assembly disposed in and cooled by an air stream according to one embodiment includes a cooler matrix and a fairing. The fairing assembly is disposed generally around the cooler matrix and includes side fairing-housings, first and second side fairing-housings being joined to one another at respective leading and trailing edges, the leading edges partially defining a cooler inlet and the trailing edges partially defining a cooler outlet, the first and second side fairing-housing trailing edges angled transversely toward each other to define a trapezoidal shape for the outlet.

Abstract: The injection speed of the injection valves in an internal combustion engine is increased by using a single injection valve configured to carry out multiple fuel injections and combustions per rotation cycle. The single-valve propulsion thermal reactor has a casing with upper and lower walls consecutively defining a sleeve for taking in a pressurized air flow, a combustion chamber, and a gas discharge nozzle. The thermal reactor has a single injection valve to inject fresh gas into the combustion chamber, and at least one valve to exhaust burnt gases, which extends about transverse axes. The valves are cylindrical and have multiple surfaces which have a circular cross-section and are separated by facets that define, by a rotation of the valves, the intake and discharge ports for the gases. Preferably, a thermal ignition tank is built into the combustion chamber.

Abstract: Examples of the present disclosure are related to systems and methods for a hydrogen fuel system that is configured to reduce the amount of fossil fuel consumed by an internal combustion engine, while reducing emissions from the exhaust of the internal combustion engine into the atmosphere.

Abstract: A gas internal combustion engine, having a gas mixer, an intake section and an engine to which a fuel mixture having a charging mixture is fed. The engine is operated in the gas mode with gas as the fuel in the charging mixture. By an input mixture portion, from an earlier mixture state, of a gas/air mixture, an output mixture portion, from a later mixture state, of the gas/air mixture is determined by an intake section model. The output mixture portion is determined at an engine feed, the input mixture portion is determined over a number of intermediate states of the mixture portion in a number of assigned volumes of the intake section. The intake mixture portion of a gas/air mixture is determined at the gas mixer, and an air stream and/or gas stream is set at the gas mixer in accordance with the input mixture portion.

Abstract: A crankcase ventilation system, preferably for an engine capable of operation in roll-over situations and/or in steeply oblique positions, and/or for permitting such operation. The crankcase ventilation system includes a crankcase, preferably at least one extraction point for blow-by, and at least one blow-by separator a blow-by separation container. The at least one blow-by separator and the blow-by separation container are connected to one another.

Abstract: A combination of a vaporized fuel treating device and a blow-by gas returning device for an engine having a forced induction device may include an ejector. The ejector is disposed in a bypass passage that is in communication with an intake conduit at portions positioned upstream and downstream of the forced induction device. The ejector is configured to receive a boost gas generated by the forced induction device and to generate negative pressures therein, so as to supply the generated negative pressures to a purge conduit of the vaporized fuel treating device and a blow-by gas returning conduit of the blow-by gas returning device.

Abstract: A fuel vapor processing apparatus may include a first adsorption chamber, a second adsorption chamber and a third adsorption chamber that are connected in series with respect to a flow of gas. A ratio of a length to a diameter of the second adsorption chamber may be larger than that of the first adsorption chamber. A cross sectional area of each of the second and third adsorption chambers may be smaller than a cross sectional area of the first adsorption chamber.

Abstract: A system includes a controller that is configured to respond to engine load being at a designated engine load point by operating an engine with a lower exhaust gas recirculation (EGR) amount and a more advanced fuel injection timing than any other steady-state engine load point when EGR and fuel injection are enabled. The controller is further configured to respond to engine load being within a range of engine load points around the designated engine load point by increasing the EGR amount and retarding fuel injection timing as load increases and as load decreases away from the designated engine load point. This may result in decreased fuel consumption while maintaining emissions below designated levels.

Abstract: An air intake assembly for a vehicle includes a vehicle-forward air intake inlet, an airflow diverter opening, and a moisture-diverting gutter surrounding a portion of the vehicle-forward air intake inlet. The moisture-diverting gutter may surround at least a top and opposed sides of the vehicle-forward air intake inlet. The assembly further includes an air intake inlet shield which may define a slope. The airflow diverter opening may be positioned below the vehicle-forward air intake inlet.

Abstract: A method including providing a mold cavity to produce an outer contour of an acoustic resonator and providing a mold core to produce an inner contour of the resonator. The inner contour corresponds to a plenum, and a connecting channel in fluid communication with the plenum. An insert fitting adjacent to the mold core defines a length of the connecting channel during injection molding of the resonator.

Abstract: A fuel supply system includes a fuel pump having an inlet configured to pick up fuel and an outlet configured to discharge fuel. A pressure vessel is in fluid communication with the outlet of the fuel pump such that fuel is directed from the fuel pump into the pressure vessel, the pressure vessel having an outlet port. A pressure regulation valve subassembly is detachably coupled with the outlet port via a male-female interface that positively locks against axial separation upon axial coupling in a first orientation and relative rotation of less than 360 degrees to a second orientation. A reservoir defines an internal space at least partially receiving the fuel pump, the pressure vessel, and the pressure regulation valve subassembly. The reservoir includes an interior wall that obstructs rotation of the pressure regulation valve subassembly from the second orientation to the first orientation.

Abstract: A valve assembly for a fluid injection valve may comprise a valve body, a valve needle moving in a cavity of the valve body, an armature in the cavity for actuating the valve needle, and a particle retainer. The cavity may extend axially through the valve body to connect a fluid inlet end to a fluid outlet end of the valve body and have a valve seat adjacent to the fluid outlet end. The first portion of the cavity may limit movement of the armature in the axial direction towards the fluid outlet end by a bottom surface having a central opening from which a second portion of the cavity extends towards the fluid outlet end. The shaft of the valve needle may extend through the opening into the second portion. The particle retainer element may bear on the bottom surface, circumferentially surrounding the shaft of the valve needle and overlapping the opening.

Abstract: A coupling device for mechanically and hydraulically coupling a fuel injector to a fuel rail of a combustion engine is disclosed. The coupling device includes a fuel injector cup having a central longitudinal axis and extending from an inlet side for hydraulically coupling to the fuel rail and an outlet side for engaging a fuel inlet portion of the fuel injector, and a collar element coupled to the fuel injector cup. The collar element includes at least one leg portion having a bridge section and at least one branch section extending radially away from the fuel injector cup. The branch section(s) are arranged radially outwardly of the bridge section and project beyond the bridge section in both (b) a tangential direction perpendicular to the radial direction and perpendicular to the longitudinal axis and (b) a longitudinal direction parallel to the longitudinal axis.

Abstract: A metering system for a fluid atomizer includes a housing, first and second metering members, and at least one solenoid. The housing includes a mixing chamber. The first metering member is operable to control flow of a first fluid to the mixing chamber. The second metering member is arranged coaxial with the first metering member and operable to control flow of a second fluid to the mixing chamber. The at least one solenoid is configured to operate at least one of the first and second metering members.

Abstract: The present disclosure relates to a fuel cut apparatus capable of improving air ventilation while blocking moisture from being infiltrated thereinto by selectively opening and closing an air vent corresponding to engine starting and engine stopping. The fuel cut apparatus includes: a housing; a motor installed at one side of the housing; a rotor rotated by the motor of the housing; and a cam member rotating in association with rotation of the rotor to switch on/off a contact switch, wherein one side of the housing is provided with an air vent, and the air vent is opened or closed by the cam member.

Abstract: A remote engine starting system includes a portable terminal that is carried by a user and a vehicle that allows an engine to be started in response to receiving an engine start signal transmitted from the portable terminal. The vehicle periodically transmits a query signal for establishment of a wireless communication link with the portable terminal to a predetermined range surrounding the vehicle to define a predetermined wireless communication area of the vehicle. A control unit of the portable terminal determines, based on whether the wireless communication link with the vehicle is established, whether the portable terminal is within the wireless communication area. The control unit transmits an engine start signal when the portable terminal enters the wireless communication area surrounding the vehicle while automatic start setting is enabled by the user.

Abstract: A vehicle includes a rear visibility component having a heating element. The vehicle further includes an engine and at least one controller programmed to auto-start and auto-stop the engine. The at least one controller is programmed to inhibit the auto-stop of the engine in response to receiving an auto-stop request while the engine is on and the heating element has been operating less than a predetermined time. In some configurations, the at least one controller is programmed to auto-start the engine and operate the heating element at a full power level in response to expiration of a time period that began with an auto-stop of the engine that occurred after the engine auto-stop was inhibited.

Abstract: An engine start system has a rotating electrical machine, a starter motor, an engine ECU and an ISG controller. The rotating electrical machine is connected to an output shaft of an engine. The starter motor drives the engine to be restarted. The engine ECU controls the engine operation. The ISG controller instructs an inverter when the rotating electrical machine performs power running and regenerative power generation. The ISG controller communicates with the engine ECU, and adjusts the operation of the starter motor and the rotating electrical machine. When receiving an engine restart request, the ISG controller drives at least one of the starter motor and the rotating electrical machine so as to restart the engine.

Abstract: An electric machine having a housing part which is in the form of a drive bearing (19), having an electric motor (13) as a drive, having a planetary gearing (153) and having a drive element (22), wherein the planetary gearing (153) has a planet gear (16) which meshes with an internal gear (73), and a gear carrier (95) which is coupled to the drive element (22) can be driven by means of the planet gear (160), wherein the internal gear (73) is mounted in damped fashion at least indirectly against the housing part, wherein the internal gear (73) has an engagement element and the housing part has an engagement element, and the two engagement elements engage into one another in alternating fashion, wherein a damping element is arranged between the two engagement elements in a circumferential direction.

Abstract: The invention provides a system and method for controlling corona discharge. A driver circuit provides energy to the corona igniter and detects any arc formation. Optionally, in response to each arc formation, the energy provided to the corona igniter is shut off for a short time to dissipate the arc. Once the arc dissipates, the energy is applied again to restore the corona discharge. The driver circuit obtains information relating to the corona discharge, such as timing and number of arc formations. A control unit adjusts the energy provided to the corona igniter, shut-off time, or the duration of the corona event based on the information. The adjusted energy levels and duration are applied during subsequent corona events. For example, the voltage level could be reduced or the shutoff time could be increased to limit arc formations and increase the size of the corona discharge during the subsequent corona events.

Abstract: Provided are an ignition apparatus and an ignition control method capable of suppressing occurrence of a defect caused by a charge unit, which may occur when ignition of a combustible mixture in a combustion chamber of an internal combustion engine needs to be stopped. When a stop condition for stopping ignition of a combustible mixture in a combustion chamber (2) of an internal combustion engine (1) is satisfied, supply of plasma generation energy to an ignition plug (3) is stopped, and DC energy charged in a charge unit (42) is discharged.

Abstract: A laser spark plug, in particular for an internal combustion engine, having a combustion chamber window through which laser radiation may be emitted from an interior of the laser spark plug toward an exterior, the laser spark plug having a component which surrounds at least part of the beam path of the laser radiation in the area of the exterior. In particular, the laser spark plug, in the area of the component, has at least one channel which has at least two orifice sections and which allows fluid communication between the orifice sections, a first orifice section being situated in the area of an outer surface of the combustion chamber window, and a second orifice section being situated in a radially outer area of the laser spark plug, in particular of the component.

Abstract: A system for use with a fluid-containing body having a body wall with an opening and defining a body interior, and for use with a device to be inserted and extracted by said system via said opening into the fluid-containing body, said system having a central axis and comprising: a proximal portion configured for being attached to the body wall when mounting the system in said opening, and having a first chamber configured for receiving said device therein; a sealable interface having a first side facing said first chamber and a second side in a direction opposite said first chamber and defining a distal area configured for receiving said device from said first chamber; said sealable interface, when unsealed, being configured to allow passage therethrough of the device along said central axis between the first chamber and the distal area; a pressure regulating mechanism configured for regulating pressure within said first chamber between pressure at an upper exterior of the proximal portion and pressure at the