DE2061495A1 - Ignition timing adjustment of internal combustion engines - Google Patents

Description

Ignition timing adjustment of internal combustion engines

The invention "relates to a method of determination the ignition timing of internal combustion engines with spark ignition. She also has a facility to carry it out of such a procedure.

Usually it is used to set the ignition point in internal combustion engines with spark ignition, a stroboscope is used both during manufacture and during subsequent inspections. There is no mark on one revolving part of the internal combustion engine with a marking on a rotating part by setting the ignition breaker Aligned with the machine running while the markings are illuminated by a stroboscope. Since both markings have to be visible at the same time, they can only be attached to a few, specific places. In an internal combustion engine for automobiles, the circumferential marking is usually on the crankshaft pulley appropriate. In internal combustion engines for motorcycles, the marking is usually on the generator

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rotor area. Both parts are not formed in one piece with the crankshaft of the internal combustion engine, but rather are clamped to it. The machining required for this must be carried out on the relatively small diameter of the crankshaft, which can result in considerable machining angle errors. When setting the ignition point in this way, there are therefore major sources of error in assessing the alignment of the two markings mentioned without parallax and in applying the Ψ markings at the required locations.

The object of the invention is accordingly to avoid these disadvantages and human errors during the execution and checking the ignition timing and eliminating or eliminating the effects of machining errors at least to decrease.

This is achieved with a method which is characterized according to the invention in that a first pulse train from the ignition device of the internal combustion engine conducts abge ^x and a second pulse train simply linked to the first pulse train is generated by the rotating crankshaft that these pulse trains together are compared, and that in each case the phase shift between two associated pulses, each associated with a different pulse train, is used to display the ignition timing setting. A pulse of the second pulse train is advantageously assigned to each pulse of the first pulse train.

If the two pulse trains have the same repetition frequency, then advantageously all of the pulses can of both pulse trains form pairs of associated pulses

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which are used to determine the ignition timing of the internal combustion engine. However, are the repetition frequencies of the two pulse trains are different, for example the repetition frequency of a pulse train a multiple of the repetition frequency of the other pulse train, then each pulse of a pulse train is not always an impulse of the other impulse train assigned · Es then not all pulses are used to determine the ignition timing of the internal combustion engine.

The two pulse trains are used in a comparator to compare the pulses assigned to one another and to display the determined ignition timing is supplied, which does not respond to pulses between such pulse pairs. The comparator can advantageously be switched back to the impulse response position and the switching back takes place immediately before the arrival of a pair of associated pulses. It has also proven to be advantageous if the The comparator is reset by a reset pulse train, the reset pulses of the ignition device and the downshift pulse train simply linked with the other two pulse trains is.

In an advantageous development of the invention, the first pulse train from the interrupter to the interrupter coil facing side derived.

The second pulse train is preferably generated by the rotating flywheel of the internal combustion engine by means of a detector and marking that interacts with it next to or on the flywheel or vice versa . Advantageously, the detector is next to the flywheel in a bore in the European

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Belwellengehäuses arranged the internal combustion engine.

The two pulse trains mentioned are advantageously generated in such a way that the leading edges of the two Impulses of each pair of related impulses if correct Ignition timing adjustment are in phase. The derived from the ignition device of the internal combustion engine runs Pulse after the associated pulse generated by the rotation of the crankshaft when the ignition timing is set lagging is leading (but leading if the ignition timing setting is leading.

The measured ignition point setting is advantageously made immediately visible.

The device according to the invention for carrying out the method characterized above is characterized by a comparator for comparing two pulse trains and displaying the ignition timing of the connected Internal combustion engine, a connecting line for connection the ignition device of the internal combustion engine to the comparator and derivation of a first pulse train therefrom running machine, and a detector and one with it to generate a second, with the first pulse train easy linked pulse train in the detector while the machine is running cooperating marking, the detector with the crankshaft the internal combustion engine revolves and the marking is arranged next to its trajectory or vice versa.

The detector is advantageously designed as a transducer and is next to the trajectory of the marking on the flywheel the internal combustion engine arranged. A magnetic transducer is advantageously provided and the marking of

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at least one. Slot of the flywheel formed.

In further perfection of the invention is in the connection line and between the detector and the comparator one pulse shaper is provided in each case.

The comparator preferably has a coincidence detector and a display device for displaying a leading, correct or trailing ignition timing.

In a further improvement of the invention, the comparator has two trigger circuits, each with one input for the first or second pulse train and one connected to the outputs of the trigger circuits, one for the time span Proportional display between the triggering of the two trigger circuits by a pair of associated pulses supplying display device. The trigger circuits are advantageously designed as bistable multivibrators formed with a common Bücksehalteingang. Furthermore, it has turned out to be advantageous if the display device as a zero-centered coil device with low Attenuation is formed. This is a display of the respectively measured lead or lag angle in straight lines possible.

A pulse shaper is preferably used for downshifting • Provided, which is connected to the ignition device of the internal combustion engine at the same point as the connecting line to the comparator. A delay circuit can be switched on in the downshift circuit, which is preferably is designed as a monostable multivibrator. Furthermore, a monostable multi-

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vibrator to prevent the generation of false switch-back pulses be provided,

The inventive method and the proposed device for its implementation for determining the Ignition timing adjustments of an internal combustion engine reduce the possibility of human error during the measuring process and enable the instantaneous display of the ignition timing on a display device, which preferably provides a zero reading if the setting is correct. In addition, the inventive reduced Facilitating the effect of machining errors by removing the detector and the associated marker can be arranged at a relatively large distance from the crankshaft axis, so that any position errors of these components only minor errors in the ignition timing adjustment cause associated angle. Furthermore, the invention advantageously enables the determination of the Ignition timing adjustment in an internal combustion engine which only has the ignition interrupter as the only part of the has arranged electrical ignition device.

The invention is described below with reference to the accompanying drawings, for example. Show in it:

Fig. 1 is a schematic representation of an embodiment of the invention for determining the ignition timing in a single-cylinder four-stroke internal combustion engine;

2 shows the circuit diagram of the embodiment according to FIG

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3 shows a representation of the comparator of the embodiment according to Pig. 1 applied pulses;

Fig. 4 is a schematic representation of a second embodiment of the invention for determining the Ignition timing adjustment in a four-cylinder four-stroke internal combustion engine;

FIG. 5 shows an illustration corresponding to FIG. 3 in FIG the comparator of the embodiment according to FIG Impulses.

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The embodiment according to FIG. 1 is a single-cylinder four-stroke internal combustion engine with a crankshaft 1, a flywheel 2 and an ignition device from an interrupter 3> an ignition coil 4 and a spark plug 5 connected. The interrupter 3 generates on the spark plug 5 after every two revolutions of the crankshaft 1 an ignition spark, as required for a four-stroke internal combustion engine.

ψ A line 6 connects the interrupter 3 on its side facing the ignition coil 4 via a pulse shaper 7 with the ignition input 8 of a comparator 9. As a result, when the internal combustion engine is operating, a train of negative ignition pulses is fed to input 8, with each pulse simultaneously with an ignition spark occurs on the spark plug when the contacts of the interrupter 3 open and ends when these contacts are closed.

As from B ¹ Ig. 2, the line 6 goes from the interrupter 3 via a voltage divider 10, which voltage divider 10 is parallel to the interrupter 3. The shape of the ignition pulses arriving at the input 8 during a cycle ^{1 of} the internal combustion engine is shown by the lines (ii), (iii) and (iv) in FIG. 3. The arrival time of the pulses is related to the rotational position of the crankshaft 1 and the flywheel 2, the positions O ⁰ , 720 °, etc. signifying the top dead center position of the crankshaft 1, in which the spark plug 5 must emit an ignition spark if the ignition timing is correct. The line (iv) in FIG. 3 is therefore assigned to a correct ignition time setting, while the lines (ii) and (iii) illustrate a leading or trailing ignition point setting.

According to Fig. 1, a detector in the form of a magnetic transducer 11 is also provided, which in addition to the

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The circumference of the flywheel 12 is arranged, furthermore a slot 12 cooperating with the converter 11 in the circumference of the Flywheel 2. The converter 11 is preferably inserted into a bore in the crankshaft housing of the internal combustion engine. When the internal combustion engine is in operation, the edges of the slot 12 in the converter 11 cause each to pass on it impulses, which are converted into a negative running timing impulse, by means of a Pulse shaper 13> from which this timing pulse goes to the timing input 14 comes from the comparator 9.

The shape of the timing pulses arriving at input 14 can be seen from the line (i) in FIG. 3, from which it can be seen that they always arrive when the crankshaft 1 is in position O ⁰ , 360 °, 720 °, etc. , so the top dead center position. If the ignition timing of the internal combustion engine is correct, then an ignition pulse and an associated timing pulse arrive at the same time in the comparator 9, while in the case of leading or trailing ignition timing, pairs of pulses arrive in which the ignition pulse leads or lags the associated timing pulse. The comparator 9 responds to the time interval between the arrival of the timing pulse and the arrival of the ignition pulse of a matching pair of pulses and actuates a display device 15 'from which the ignition timing of the connected internal combustion engine can be read in degrees of advance or lag.

As can be seen from FIG. 3, two successive timing pulses are fed to the comparator for each ignition pulse, since crankshaft 1 and flywheel 2 ^{make two revolutions during cycle 1 of} the internal combustion engine. Only one of these timing pulses is used to measure the ignition timing, while the other timing pulse (for the course

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Belwellenwinkelposition 360 ° or 1080 ° or ... according to FIG. 3) cannot be used for this purpose, since there is no corresponding one Ignition pulse is available. To prevent these unwanted Timing impulses act on the comparator 9, this is designed in such a way that it is activated after a response to a timing pulse and an associated ignition pulse does not respond to any further impulses before it has been switched back. This is how this downshift is controlled so that it takes place only after generating the undesired timing pulse. The comparator 9 is therefore immediate switched back before arrival of the pairs of an ignition pulse and an associated timing pulse, so that he only responds to these impulses.

The switching back of the comparator 9 takes place via switch-back pulses, which from the output of the pulse shaper 7 via a monostable multivibrator 16 can be derived and arrive at the switch-back input 17 of the comparator 9. The multivibrator 16 is triggered to its unstable state in such a way that it receives a switch-back pulse from the positive going Output of the pulse shaper 7 is when the breaker 3 closes. As shown in the lines (iv) and (v) of FIG. 3 emerges, which clarifies the shape of the ignition and reset pulses with correct ignition timing, ends an ignition pulse at the same time as the start of a switch-back pulse. The rear end of the switch pulse is used to switch back the comparator 9, the time constant of the multivibrator 16 is set so that the switch-back pulse lasts long enough to only take effect after the following unwanted timing impulses to end. One Delaying the end of the switch-back pulse in this way can then be superfluous if the interrupter 3 is sufficient stays open long, even in this one

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Case the described "stretching" of the kick switching impulse as Precaution favorable.

Between the pulse shaper 7 "and the monostable Multivibrator 16 is another monostable multivibrator 18 provided in order to prevent false triggering of the multivibrator 16 by positive-going peaks, which can occur at the output of the pulse shaper 7 shortly after opening the interrupter 3. The multivibrator 18 is on the unstable state triggered by the negative going output of the pulse shaper 7, xirenn the breaker opens. In this unstable state, it produces an output signal which prevents the multivibrator 16 from being triggered. The time constant of the multivibrator 18 is such that it immediately before the closing of the breaker 3 in the stable state returns.

The circuit of the comparator 9 is shown in FIG. It has two bistable multivibrators which each consist of two H ^- AND gates GI and G2 or G3 and G4 connected to one another. One of these multivibrators is connected to the ignition input 8 with a gate G1, while the other multivibrator is connected to the timing input 14 with a gate G3. Both multivibrators are connected to the switch input 17 with the respective second gate G2 or G4. In parallel to the outputs of the gates G2 and CA , the display device 15, which is a zero point, is connected via switches S1 and S2. centered coil device with very low attenuation. A kick switching pulse at the input 17 brings both multivibrators into similar states, so that they have similar outputs and the display device 15 shows the zero position. Now come an ignition pulse and a timing pulse at the same time at the input

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or 14 on, then both multivibrators are activated at the same time triggered into the other state, in which they again have similar outputs, so that the display device 15 continues to indicate a zero position. However, if one of these impulses arrives before the other, then there are the multivibrators in different states and have different outputs, so that on the display device 15 there is a potential gap, namely from the arrival of the one Impulse until arrival of the second impulse. A sequence of such potential pulses on the display device 15 accordingly a sequence of pairs of related ignition and timing pulses causes the display device 15 to take a mean value indicates which of the ignition timing of the connected internal combustion engine is directly proportional. About that In addition, the order in which the two pulses arrive determines the polarity of the potential drop on the display device 15 · The device 15 is provided with such a scale that on one side of the zero display Leading angle and on the other hand caster angle lie, so that when the respective ignition pulse is ahead of the associated timing pulse, the pointer of the display device 15 indicates a lead angle when an ignition pulse runs after the associated timing pulse but an angle upwards.

The display of the device 15 is essentially independent of the speed of the connected internal combustion engine, nevertheless the absolute length of the timing and ignition pulses and thus the length of the potential pulses on the display device 15 depend on the speed of the internal combustion engine. The reason for this is that the repetition rate the timing and ignition pulses, and thus the potential pulses, also change with the machine speed,

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and that these length and repetition frequency changes are mutually exclusive compensate · The display device 15 responds continuously to each potential pulse, the Needle the device 15 by each pulse to the largest possible Rash is induced to then become enveloped move back before it is deflected by the next pulse. The needle therefore responds to a series of potential pulses in such a way that it occupies a mean, average display position, depending on the length of each Pulse as well as the pulse frequency depends. Since these two influences act in opposition to each other, i.e. the Pulse length decreases with increasing machine speed, while the pulse frequency increases with increasing machine speed, balance each other out.

The display device 15 is set and calibrated in that the bistable multivibrators in the comparator 9 are set to different states, whereupon the variable resistor K1 connected in series with the device 15 is set in such a way that a current I.sub.IJ ^ j-0 rjj / O yi ££ through the device 15 'and resistor flows E1, wherein I represents the ^ necessary for a full deflection of the pointer of the device 15 current, © ^ MAX ⁰³¹ kei full pointer deflection given leading or After! on angle means, and © m represents the angular span of the usable or effective timing pulses arriving at input 14. In the embodiment according to FIGS. 1 to 3. For example, the device 15 can be assigned a current I ^^ - * 5QuA and an angle 0 ^ _Y ■> 15 °, so that I · 50 χ 72O ° / 15 ° m 2.4 mA. The scale of the device 15 is linear on both sides from zero to the largest value of 15 °.

The switches S1 and S2 for connecting the device 15 to the comparator 9 are connected to a further switch SJ

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coupled, which controls the connection of the device to a battery B. In the off position of the switches S1, S2 and SJ, the device 15 and the battery B are separated from the remaining parts of the device. When the switches S1, S2 and SJ are in the test position, the device 15 is connected to the battery B in order to determine whether it is still supplying sufficient voltage. In the operating position of the switches S1, S2 and S3 is the loading device for measuring the ignition timing of the connected internal combustion engine W riding, the apparatus 15 parallel to the comparator 9 and the battery B according to KLG. 2 is connected to supply the required operating voltages.

There is also a manual reset push button R provided, with which the comparator 9 can be switched back at the end of a measuring process. Preferably are the comparator 9 and the monostable multivibrator en 16 and 18 designed as integrated circuits.

The facility according to K-g. 1 to 3 is not just for Measurement of the ignition timing in a single-cylinder four-stroke internal combustion engine suitable, but also the ignition timing in the two cylinders of a two-cylinder four-stroke internal combustion engine with cylinders in line and a separate ignition device for each cylinder, wherein the spark plug in a cylinder after one revolution of the crankshaft 360 ° since the spark plug has been ignited in the other cylinder. Such internal combustion engines are often used in motorcycles. The ignition timing in one or the other cylinder is set to that given above Way measured by simply connecting the line 6 to the ignition device, with a series alternating timing impulses at 0 °, 720 ° etc. automatically to measure the ignition timing of a cylinder.

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det is while the other one gives alternate timing pulses at 360 °, 1080 ° etc. is automatically used to measure the ignition timing of the other cylinder.

Just as for measuring the ignition timing in two-cylinder internal combustion engines with a separate ignition device for each cylinder, the device according to FIGS. 1 to 3 can also easily be used in a modified form to measure the ignition timing of each cylinder of a multi-cylinder internal combustion engine with a separate ignition device for each cylinder. Modifications must be made so that a corresponding timing pulse is produced for each ignition pulse, and that the multivibrator 16 has such a time constant that only that periodically occurring timing pulse can trigger the comparator 9 _f which is assigned to the respectively monitored ignition device «With a four-cylinder four-stroke internal combustion engine with cylinders lying in series, four equally spaced successive timing pulses can be produced by either providing two converters 11 offset by 180 ° and a single slot 12 in the flywheel 2, or a single one Converter 11 and two mutually offset slots 12 in the flywheel 2e. The time constant of the multivibrator 16 must then be set so that the switch-back pulse extends over at least 75 % of the cycle time of the internal combustion engine.

The embodiment according to FIGS. 1 to 3 can also be used for Measurement of the ignition timing in multi-cylinder four-stroke internal combustion engines, τιen can be used with cylinders arranged in a row or in a V-shape, with only a single cylinder Zühdeinrxch-fcung is provided with a distributor, which the ignition pulses in the desired manner on the individual

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Spark plugs distributed. In this pail only needs the Ignition timing to be measured in a cylinder, because the ignition timing is relative to the other Cylinder is the same. For this purpose, the ignition pulses are derived from the high voltage that is used by one of the spark plugs is supplied so that the same ignition pulse sequence as shown in FIG. 5 is obtained. Instead, the However, ignition pulses can also be picked up from the side of the interrupter 3 connected to the ignition coil, the P time constant of the multivibrator 16 is to be set so that only the special, periodically recurring ignition pulse can trigger the comparator 9, which corresponds to the cylinder being monitored.

In Fig. 4 is another embodiment of the ■ invention Device for measuring the ignition timing in a four-cylinder four-stroke internal combustion engine cylinders lying in a row are shown. This embodiment only differs in this from that according to Fig. 1 to 5 that in the flywheel of the internal combustion engine two mutually offset by 180, cooperating with the converter Slots and instead of the monostable multivibrator 16, a pulse shaper are provided.

In detail, the internal combustion engine has a crankshaft 21, a flywheel 22 and an ignition device a breaker 2J, an ignition coil 24, a distributor 25 and four spark plugs 26 in the four cylinders of the engine on. The interrupter 2J produces four ignition pulses during each two revolutions of the crankshaft 21, which on the individual spark plugs 26 are distributed as required in a four-stroke engine.

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2061 49 ¹ p

The measuring device has a comparator 27 with an ignition, timing and switch input 28 or 29 or 30 auf.j also a display device 31 parallel to the comparator 27 switched. Ignition pulses are sent via a line 32 from the interrupter 23 to the one facing the ignition coil 24 Side removed, with the interposition of a pulse shaper 33 · Timing pulses are generated in a converter 34 and arrive via a pulse shaper 35 to the timing input 29. In the circumference of the flywheel 22, two are 180 ° opposite one another offset, i.e., diametrically opposed slots 36 are provided. The timing fed to the comparator 27 and ignition pulse trains go from the lines (i), (ii), (iii) and (iv) in Fig. 5, the time of arrival of these pulses with reference to the rotational position of the crankshaft 21 is specified. The positions 0 °, 180 °, 360 °, 540 ° etc. all mean the top dead center position of the crankshaft 21 when one of the spark plugs is ignited. Corresponding KLg. 3 are the lines (ii), (iii) and (iv) of the jig. 5 a leading or trailing or correct ignition timing assigned. The lines show how a corresponding ignition pulse is generated for each timing pulse will so that. In a departure from the embodiment according to FIGS. 1 to 3, no undesired timing pulses are generated and the click circuit of the comparator 27 after each ignition pulse need not be delayed.

Accordingly, the monostable multivibrator 16 in the embodiment according to FIGS. 1 to 3 is provided with a pulse shaper 37 in the embodiment according to Pig. 4 and 5 are replaced, so that each time the interrupter 23 closes, a wave back-switching pulse is produced, as can be seen from the line (v) in lig * 5. The pulse shaper 37 is triggered by the output of the pulse shaper 33. A monostable multivibrator

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38 is provided to prevent incorrect triggering of the pulse shaper 37 to prevent, as with regard to the embodiment according to i "ig, 1 to 3 explained. The embodiment according to K.g. So 4 measures the ignition timing for each of the four cylinders one after the other and delivers a medium or average Display of the four similar but separate measured values.

From the above it follows that the device according to the invention for measuring the ignition timing adjustment at each Internal combustion engine can be used, regardless of whether they have one or more cylinders in a Heihen- or V-arrangement whether it is provided with one or more ignition devices, or whether it is a two-stroke or Four-stroke internal combustion engine acts. It just has to be a Ignition pulse train derived from the ignition device of the internal combustion engine and a timing pulse train, which is linked to the ignition pulse train is in a simple relationship, are generated depending on the rotation of the crankshaft of the internal combustion engine, and these two pulse trains must be compared, with the phase shift or the time interval between the leading edge of associated pulses of each pulse train is used to adjust the ignition timing of the Internal combustion engine display. Not all timing and form Ignition pulses associated pairs, which are used for measurement, must then have possible effects of the undesired or unused pulses on the ignition timing measurements and displays are counteracted by appropriate design and control of the comparator " Embodiments described above, the switching of the comparator is controlled to ensure that the unwanted impulses produce no effects, the Mick switching being carried out by kick switching impulses which are generated by the

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¹¹ I ¹¹¹ I ¹ InI ¹¹ II !! ¹ !!! ¹¹ !! ¹ !! ¹ :! "!:;: ¹ "''Ti; ¹ ΐΐτιιρ:

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Ignition pulses can be derived, but the procedure can also be such that the undesired timing pulses themselves are used to hold the kicks in the comparator .

Although in the embodiments described above the simultaneous arrival of the two pulses of a pair of an ignition pulse and an associated timing pulse is assumed as an indication of the presence of a correct ignition timing, this is not absolutely necessary. A certain delay of the one pulse compared to the other can also be used as an indication of the correct ignition timing if the slot 12 or the slots 36 in the flywheel 2 or 22 are then connected to the converter. 11 and 34 cooperate when the crankshaft 1 or 21 has run out of the top dead center position by a corresponding angle. In the description of the embodiments it has also been assumed that the generation of the ignition sparks in the top dead center position of the crankshaft 1 or 21 corresponds to correct ignition timing. Instead, however, correct ignition timing can also be assumed if the ignition pulses or ignition sparks are generated in a different, predetermined angular position of the crankshaft 1 or 21.

In both of the described and illustrated embodiments of the invention, such a comparator 9 or 27 is provided, which provides an -immediate display of the ignition timing that is -independent of the engine speed. Other comparators can also be provided which provide a similar display . Instead, however, such comparators can also be installed, for example electronic devices, which measure the time between

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Measure related ignition and timing pulses and provide a display that is directly proportional to the measured time span. In this case, the scale on which the displays are displayed is graded for a specific engine speed or a limited engine speed range. It is also possible that such a comparator is used, which only indicates whether the ignition timing is correct or incorrect, and indicates in the latter case, whether a leading or trailing Zündzeitpunktein- present ψ position. Then only a correct setting of the ignition point is possible.

The magnetic transducers can also be through other transducers, for example electromagnetic, photoelectric or Ultrasonic transducers. Instead of simply deriving the ignition pulses from the interrupter on the the side facing the ignition coil is connected to the interrupter on this side a converter for the delivery of ignition pulses but the ignition circuit must be interrupted every time the converter is connected to it, also the transducer of high quality and for measuring at ho-. hen machine speeds must be suitable. Finally you can instead of the slots 12 and 36 on the circumference of the flywheel 2 or 22 projections may also be provided.

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Claims (23)

206Η95-21 Claims 1. Procedure for determining ignition timing of internal combustion engines with spark ignition, characterized in that that a first pulse train (ii | iii | iv) from the ignition device (3, 4, 5 $ 23, 24, 25, 26) of the internal combustion engine derived and a second, with the first pulse train (üj iii | iv) simply linked pulse train (i) is generated by the rotating crankshaft (1 $ 21), that these pulse trains (iij iiij iv and i) are compared with one another and that the phase shift between two associated, each time a different pulse train (ii $ iiij iv or i) associated impulses for display the ignition timing is used. 2. The method according to claim 1, characterized in that each pulse of the first pulse train (ii $ iiif iv) a pulse of the second pulse train (i) is assigned. 3. Method according to claim 1 or 2, characterized in that that the two pulse trains (iij iiif iv and i) are assigned to a comparator (9, 15} 27 $ 31) for comparison Pulses and to display the determined ignition point setting are supplied, which is based on pulses does not respond between such pairs of pulses. 4. The method according to claim 3 »characterized in that the comparator (9 $ 15 $ 27,31) in the impulse response position can be downshifted and the downshift takes place immediately before the arrival of a pair of mutually associated pulses. 109826/1106 206H95 5. The method according to claim 4, characterized in that the switching back of the comparator (9, 15} 27, 31) is carried out by a switch-back pulse train (v), the switch-back pulses from the ignition device (3, 4, 5j 23, 24, 25, 26) and the backshell timpuls train (ν) with the other two pulse trains (iii iiij iv and i) is simply linked. 6. The method according to claim 1 or 2, characterized gekennzeichp net that all pulses of both pulse trains (ii; iii} iv and i) form pairs of mutually associated pulses, which can be used to determine the ignition timing of the internal combustion engine. 7 · Method according to one of the preceding claims, characterized characterized in that the first pulse train (ii} iii} iv) from the interrupter (3} 23) to the interrupter coil (4} 24) facing side is derived. 8. The method according to any one of the preceding claims, characterized in that the second pulse train (i) from rotating flywheel (2} 22) by means of detector (11} 34) and associated marking (12} 36) next to or is generated on the flywheel (2} 22) or vice versa. 9. The method according to claim 8, characterized in that the detector (11} 34) next to the flywheel (2} 22) in one Bore of the crankshaft housing is arranged. 10. The method according to any one of the preceding claims, characterized in that the two pulse trains (ii} iii} iv and i) are generated in such a way that the leading edges of the two pulses of each pair of associated pulses 10 9826/1106 are in phase if the ignition timing is correct. 11. The method according to any one of the preceding claims, characterized characterized in that the measured ignition timing is made immediately visible 12. Facility for carrying out the procedure according to a of the preceding claims, characterized by a comparator (9 »^ 5} 27, 31) for comparing two Pulse trains (ii | iiif iv and i) and display of the ignition timing the connected internal combustion engine, a connecting line (6} 32) for connecting the ignition device (3, 4, 5§ 23, 24, 25, 26) of the internal combustion engine to the comparator (9 * 155 27, 31) and deriving a first pulse train (ii | iiis iv) of which while the machine is running, and a Betektor (11 | 34) and one with it for Generation of a second, with the first pulse train (iij iii; iv) simply linked pulse train (i) in the detector (11 j 34) marking that interacts when the machine is running (12; 36), the actuator (11 | 34) with the crankshaft (1; 21) of the internal combustion engine revolves and the marking (12; 36) is arranged next to its path of movement is or vice versa. 13. Set up after. Claim 12, characterized in that that the detector is designed as a Vandler (11; 34) and next to the trajectory of the marking (12; 36) on the flywheel (2; 22) of the internal combustion engine is arranged. 14. Device according to claim I3, characterized in that that a magnetic transducer (11; 34) is provided and the marking of at least one slot (12; 36) of the Flywheel (2 | 22) is formed. 10982671106 15 · Device according to one of claims 12 to 14, characterized in that in the connecting line (6; 32) and between detector (11} 34 ·) and comparator (9i
27) a pulse shaper (7j 33 or 13 »35) is provided. 16. Device according to one of claims 12 to 15, characterized in that the comparator has a coincidence detector and a display device (155 31) for displaying a leading, correct or trailing one
Having ignition timing adjustment. 17. Device according to one of claims 12 to 15, characterized in that the comparator has two trigger circuits, each with an input for the first or second pulse train (iij iiij iv or i) and one connected to the outputs of the trigger circuits, one for the period of time proportional between the triggering of the two trigger circuits by a pair of associated pulses
Has display delivering display device (15-31). 18. Device according to claim I7, characterized in that that the trigger circuits as bistable multivibrators with common. Downshift input are formed. 19. Device according to claim 17 or 18, characterized in that the display device (15 | 31) as a zero-centered coil device with low attenuation
is trained. 20. Device according to one of claims 17 to 19, characterized in that a pulse shaper for switching back (7ϊ 33, 37) is provided which on the same 109826/1106 Place at the ignition device (3, 4, 5} 23, 24, 25, 26) the internal combustion engine is connected, as is the connection line (6; 32) to the comparator (9, 15, 27, 31). 21. Device according to claim 20, characterized in that a delay circuit is switched on in the return circuit is. 22. Device according to claim 21, characterized in that the delay circuit as a monostable multivibrator (16) is formed. 23. Device according to one of claims 20 to 22, characterized in that a monostable in the return circuit Multivibrator (18j 38) to prevent generation wrong switch-back impulses are provided. 109826/1106 Blank page