EP2325476A1 - Système d'allumage couplé à charges multiples doté d'un circuit de contrôle intelligent - Google Patents

Système d'allumage couplé à charges multiples doté d'un circuit de contrôle intelligent Download PDF

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Publication number
EP2325476A1
EP2325476A1 EP09176699A EP09176699A EP2325476A1 EP 2325476 A1 EP2325476 A1 EP 2325476A1 EP 09176699 A EP09176699 A EP 09176699A EP 09176699 A EP09176699 A EP 09176699A EP 2325476 A1 EP2325476 A1 EP 2325476A1
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EP
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Prior art keywords
voltage
current
switching
transformer
switched
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EP09176699A
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German (de)
English (en)
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EP2325476B1 (fr
Inventor
Frank Lorenz
Marco Loenarz
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Delphi Technologies Inc
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Delphi Technologies Inc
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/0407—Opening or closing the primary coil circuit with electronic switching means
    • F02P3/0435—Opening or closing the primary coil circuit with electronic switching means with semiconductor devices
    • F02P3/0442—Opening or closing the primary coil circuit with electronic switching means with semiconductor devices using digital techniques
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/10—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having continuous electric sparks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • F02P2017/121—Testing characteristics of the spark, ignition voltage or current by measuring spark voltage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/05—Layout of circuits for control of the magnitude of the current in the ignition coil
    • F02P3/051—Opening or closing the primary coil circuit with semiconductor devices
    • F02P3/053—Opening or closing the primary coil circuit with semiconductor devices using digital techniques
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/055—Layout of circuits with protective means to prevent damage to the circuit, e.g. semiconductor devices or the ignition coil
    • F02P3/0552—Opening or closing the primary coil circuit with semiconductor devices
    • F02P3/0554—Opening or closing the primary coil circuit with semiconductor devices using digital techniques

Definitions

  • the present invention relates to an ignition system and particularly, to an AC ignition system which is able to create and maintain a continuous spark.
  • Multi-charge Ignition systems produce a fast sequence of individual sparks, so that the output is a long quasi-continuous spark.
  • Multi-charge ignition methods have the disadvantage that the spark is interrupted during the recharge periods, which has negative effects, particularly noticeable when high turbulences are present in the combustion chamber. For example this can lead to misfire, resulting in higher fuel consumption and higher emissions.
  • prior solutions such as simple AC ignition systems have also the disadvantage that the primary side is directly coupled to the secondary side of the transformer during the firing, so the transferred energy to the spark plug decreases with higher burn voltages.
  • an ignition system providing power and duration controlled ignition spark.
  • the system comprises a spark controller, first switching energy accumulator, storage capacitor, and second switching energy accumulator with an ignition coil.
  • the ignition system utilizes dual means of switching energy accumulation, internal energy transfer, and three means of energy release to the ignition spark, managed by means of the spark controller depending on engine operating conditions, and provides continuous bipolar ignition spark.
  • Such ignition system is based on the use of an energy accumulator coupled to a storage capacitor in order to feed energy to a single ignition coil. It does not provide any solution to the disadvantage encountered with multi-charge systems.
  • One goal of the present invention is to overcome the aforecited drawbacks by providing a multi-charge ignition system without these negative effects and, at least partly, producing a continuous ignition spark over a wide area of burn voltage, delivering an adjustable energy to the spark plug and providing with a burning time of the ignition fire that can be chosen freely.
  • the invention concerns an ignition system for a combustion engine comprising a spark plug with a pair of gapped electrodes, a first transformer including a first primary winding inductively coupled to a first secondary winding, a second transformer including a second primary winding inductively coupled to a second secondary winding, secondary windings being each coupled to the gapped electrodes of the spark plug and a control unit enabled to simultaneously energize and deenergize primary windings by simultaneously switching on and off two switches to establish an electrical arc across the gapped electrodes and to sequentially energize and deenergize primary windings by sequentially switching on and off both switches to maintain a continuous ignition fire.
  • the control unit allows the control unit to use simultaneously the energy stored in both transformers to create an ignition spark and to use alternatively the energy stored either in one transformer or in the other to maintain a continuous ignition fire while reenergizing the other transformer.
  • the alternation between energizing and deenergizing is done after comparison of the secondary current with a predetermined current threshold representative of the minimum necessary level of energy stored in the transformer that is switched off. When the secondary current falls short to the predetermined current threshold, the switching operation is executed.
  • the ignition system allows production of a continuous ignition spark with a burning time of the ignition fire that can be chosen freely.
  • the ignition system further comprises a step-down converter connected to the primary windings and including a third switch and a diode, and said control unit is enabled to switch off said third switch when a primary current exceeds a predetermined current threshold in order to limit the stored energy in the transformer that is switched on by impelling a current over the diode. Due to this step-down converter, the primary current is limited to a predetermined maximum value, so that the transformers cannot go into magnetic saturation.
  • control unit is further enabled to compare the secondary current with the predetermined current threshold representative of the minimum necessary level of energy stored in the transformer that is switched off and to adapt this predetermined current threshold to the level of energy stored.
  • predetermined current threshold representative of the minimum necessary level of energy stored in the transformer that is switched off
  • secondary windings are decoupled one from the other by high voltage diodes, and said control unit is further enabled to detect a burn voltage at the spark plug in the combustion engine, to switch off both corresponding switches when burn voltage is higher than a predetermined burn voltage threshold and switch on high-voltage diodes so as a forward current floats through.
  • said control unit detects burn voltage at the spark plug by measuring the gradient of the secondary current. Detection of the burn voltage allows stopping ignition when it exceeds a predetermined level in order to be able to use ordinary low-cost high-voltage breakdown diodes on the secondary side, i.e. with a breakdown voltage of e.g. 5kV, instead of expensive and too large high-voltage diodes with a breakdown voltage of 30kV or more.
  • the present invention concerns a method of producing electrical arcs across a pair of gapped electrodes of a spark plug with an ignition system of claim 1, comprising the steps of:
  • the method further comprises the steps of comparing the primary current with a first predetermined current threshold; switching off a third switch when the primary current exceeds the first predetermined current threshold and impelling a current over a diode from the primary winding that is switched on.
  • the method further comprises the steps of comparing the secondary current with a second predetermined current threshold representative of the minimum necessary level of energy stored in the transformer that is switched off; and switching sequentially on and off both corresponding switches when the secondary current falls short to the second predetermined current threshold.
  • the method further comprises the step of setting adaptively said second predetermined current threshold to the level of energy stored in the transformer that is switched off.
  • the method further comprises the step of detecting burn voltage at the spark plug in the combustion engine and switching off both corresponding switches when burn voltage is higher than a predetermined burn voltage threshold and switching on high-voltage diodes so as forward current floats through.
  • a multi-charge ignition system for producing a continuous ignition spark over a wide area of burn voltage servicing a single set of gapped electrodes in a spark plug 11 such as might be associated with a single combustion cylinder of an internal combustion engine (not shown).
  • the multi-charge ignition system uses fast charging ignition coils (L1-L4), including primary windings, L1, L2 to generate the required high AC voltage and wound on a common core K1 forming a first transformer and secondary windings L3, L4 wound on another common core K2 forming a second transformer.
  • the two coil ends of the first and second primary windings L1, L3 may be alternately switched to a common ground such as a chassis ground of an automobile by electrical switches Q1, Q2.
  • These switches Q1, Q2 are preferably Insulated Gate Bipolar Transistors.
  • Resistor R1 for measuring the primary current I p that flows from the primary side is connected between the switches Q1, Q2 and ground, while resistor R2 for measuring the secondary current I s that flows from the secondary side is connected between the diodes D1, D2 and ground.
  • the low-voltage ends of the secondary windings L2, L4 are coupled to a common ground or chassis ground of an automobile through high-voltages diodes D1, D2.
  • the high-voltage ends of the secondary ignition windings L2, L4 are coupled to one electrode of a gapped pair of electrodes in a spark plug 11 through conventional means.
  • the other electrode of the spark plug 11 is also coupled to a common ground, conventionally by way of threaded engagement of the spark plug to the engine block.
  • the primary windings L1, L3 are connected to a common energizing potential which in the present embodiment is assumed to correspond to conventional automotive system voltage in a nominal 12V automotive electrical system and is in the figure the positive voltage of battery 15.
  • the charge current can be supervised by an electronic control circuit 13 that controls the state of the switches Q1, Q2.
  • the control circuit 13 is for example responsive to engine spark timing (EST) signals to selectively couple the primary windings L1 and L2 to system ground through switches Q1 and Q2 respectively controlled by signals Igbt1 and Igbt2 respectively.
  • Measured primary current I p and secondary current I s are sent to control unit 13.
  • the common energizing potential of the battery 15 is coupled by way of an ignition switch M1 to the primary windings L1, L3 at the opposite end that the grounded one.
  • Switch M1 is preferably a MOSFET transistor.
  • a diode D3 is coupled to transistor M1 so as to form a step-down converter.
  • Control unit 13 is enabled to switch off switch M1 by means of a signal FET.
  • the control circuit 13 is operative to provide an extended continuous high-energy arc across the gapped electrodes.
  • switches M1, Q1 and Q2 are all switched on, so that the delivered energy of the power supply 15 is stored in the magnetic circuit of both transformers (T1, T2).
  • both primary windings are switched off at the same time by means of switches Q1 and Q2.
  • switch Q1 is switched on and switch Q2 is switched off (or vice versa).
  • the first transformer (L1, L2) stores energy into its magnetic circuit while the second transformer (L3, L4) delivers energy to spark plug (or vice versa).
  • the control unit detects it and switches transistor M1 off.
  • the stored energy in the transformer (L1, L2 or L3, L4) that is switched on (Q1, or Q2) impels a current over diode D3 (step-down topology), so that the transformer cannot go into the magnetic saturation, its energy being limited.
  • transistor M1 will be permanently switched on and off to hold the energy in the transformer on a constant level.
  • steps 3 to 5 will be iterated by sequentially switching on and off switches Q1 and Q2 as long as the control unit switches both switches Q1 and Q2 off.
  • the trace represents primary current I p along time.
  • the traces represent the secondary current I s and the secondary voltage U s at the gapped electrodes of the spark plug.
  • the different steps 1 to 5 of operation of the control circuit have been reported on Figure 2 .
  • step 1 i.e. M1, Q1 and Q2 switched on
  • the primary current I p is increasing rapidly with the energy storage in the transformers.
  • step 2 i.e. Q1 and Q2 switched off
  • the secondary current Is is increasing and a high voltage is induced so as to create an ignition spark through the gapped electrodes of the spark plug.
  • step 3 i.e.
  • step 4 comparison is made between primary current I p and a limit I pmax . When I p exceeds I pmax M1 is switched off, so that the "switched on" transformer cannot go into the magnetic saturation, by limiting its stored energy.
  • step 5 comparison is made between the secondary current I s and a secondary current threshold level I smin . If I s ⁇ I smin , Q1 is switched off and Q2 switched on (or vice versa). Then steps 3 to 5 will be iterated by sequentially switching on and off Q1 and Q2 as long as the control unit switches both Q1 and Q2 off. Because of the alternating charging and discharging of the two transformers the ignition system delivers a continuous ignition fire.
  • Figure 3 is a diagram showing in more details step by step the different control signals sent and received by the control unit of an ignition system as illustrated in Figure 1 .
  • control unit checks whether there is a high EST signal. If so, during a step S1, control signals Igbt1, Igbt2 and Fet are switched on, so both transformers are charged at the same time. The delivered energy of the power supply is stored in the magnetic circuit of the transformers.
  • control unit checks whether there is a low EST signal. Until this is the case, the transformers are charging.
  • both control signals Igbt1 and Igbt2 are switched off.
  • a high voltage is induced (up to 30-40kV).
  • a spark gap at the spark plug breaks down and the secondary voltage decreases to a burn voltage (e.g. ⁇ 0.5 kV).
  • the high voltage diodes (D1, D2) are protected from too high voltages, because both diodes are conducted in forward direction during this critical breakthrough period.
  • step S3 Igbt1 remains off and Igbt2 is switched on.
  • coil T1 is recharged and coil T2 is firing.
  • the control signal FET is switched off for a short time during a step S4.
  • the primary current I p is limited to a maximum value and cannot rise up very quickly to non-controllable values; and therefore the magnetic circuit cannot go into magnetic saturation.
  • the control circuit will advantageously switch both Igbt1 and Igbt2 off, if the secondary voltage (respectively dI s /dt) reaches a maximum limit (U s >U smax ).
  • the control circuit detects the gradient of the secondary current any more and will fall back to the normal operational mode, if the secondary voltage falls below the maximum limit (Us ⁇ Usmax), i.e. one Igbt control signal being on, the other one being off. In case the secondary voltage would remain at a very high level, the system then works in a normal multi-charge mode where both Igbt signals are on respectively off at the same time, (see figures 4 and 5 ). Another way to detect the secondary voltage is to measure the voltage at the drain connector of the transistors Q1, Q2.
  • step 5 if the secondary current I s falls short off the secondary current threshold I smin (I s ⁇ I smin ) the Igbt 2 control signal is switched off and Igbt 1 is switched on. Then during a step 6, the Igbt control signals are alternately switched on and off, steps 1.2, 4, 4.1 and 5 being iterated by the control unit.
  • the burn voltage at the spark plug in a combustion engine is variable, because of the turbulences at the ignition spark.
  • the secondary voltage U s becomes higher, the firing transformer has to deliver more energy to the ignition spark. Then, the transformer, which is recharging, cannot safe enough energy until the secondary current I s falls short to the secondary current threshold I smin . Consequently, the average energy level in the transformers decreases.
  • the burn voltage U s is advantageously detected and the secondary current threshold I smin set adaptively to a level that depends on the stored energy in the charging coil. This situation has been shown in Figure 4 .
  • Figure 4 illustrates three traces which represent primary current I p , secondary current I s and the secondary voltage U s along time.
  • the secondary voltage or burn voltage is around 2kV, i.e. twice greater than in the example of Figure 2 .
  • the steps for creating and maintaining an ignition spark are mainly the same as for the example of Figure 2 .
  • the secondary current threshold I s is set dependent on the primary current I p (see step S1.2 explained above). This function is useful to prevent the system to get to an oscillating system.
  • the secondary current threshold I smin reaches a minimum set value, the system switches into a normal multi-charge mode to deliver a higher power level to the spark plug until the burn voltage decreases.
  • the burn voltage U s becomes too high (e.g. the ignition spark is blown out), the high-voltage diodes on the secondary side can breakdown.
  • One possible solution is to increase the breakdown voltage of the diodes, e.g. to 30kV or more. But these diodes are expensive and/or not available for automotive applications. Therefore, to minimize the breakdown voltage of the high-voltage diodes on the secondary side, the burn voltage U s has to be detected by the control unit.
  • a convenient way to do so is to detect the gradient of the secondary current (dI s /dt). If the gradient is too high, the control unit switches both transistors Q1 and Q2 off. Thus, the diodes are safe, because both are switched on and through the diodes float a forward current. This situation has been shown in Figure 5 .
  • Figure 5 illustrates the same traces as Figure 4 , namely the primary current I p , the secondary current I s and the secondary voltage U s along time.
  • the secondary voltage or burn voltage is around 4.8kV, i.e. five greater than in the example of Figure 2 .
  • the controlling unit detects the detects the gradient of the secondary current (dI s /dt). Over a predetermined value, e.g. 4kV, since the gradient is to high, the ignition system switches both transistors Q1 and Q2 off, so as to deliver a higher power level to the spark plug until the burn voltage decreases called normal multi-charge mode. If the burn voltage does not decrease the system remains in this normal multi-charge mode.
  • such intelligent control unit saves the high-voltage diodes on the secondary side for too large burn voltages, allowing using safely high-voltage diodes with only a breakdown voltage of 5kV which are easily available and at low price on the market.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
EP09176699.8A 2009-11-20 2009-11-20 Système d'allumage couplé à charges multiples doté d'un circuit de contrôle intelligent Active EP2325476B1 (fr)

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EP2410169A1 (fr) * 2010-07-22 2012-01-25 Diamond Electric MFG. Co., Ltd. Système de contrôle pour moteur à combustion interne
DE102012106207B3 (de) * 2012-03-14 2013-05-23 Borgwarner Beru Systems Gmbh Verfahren zum Ansteuern einer Funkenstrecke, insbesondere einer Zündkerze
EP2639446A1 (fr) * 2012-03-16 2013-09-18 Delphi Automotive Systems Luxembourg SA Système d'ignition
DE102012106158A1 (de) 2012-07-09 2014-01-09 Borgwarner Beru Systems Gmbh Induktive Zündanlage für einen Otto-Motor
WO2014041070A1 (fr) * 2012-09-12 2014-03-20 Robert Bosch Gmbh Système d'allumage conçu pour un moteur à combustion interne
WO2015009594A1 (fr) 2013-07-17 2015-01-22 Delphi Technologies, Inc. Système d'allumage pour moteurs à allumage par étincelles et son procédé de fonctionnement
CN104436434A (zh) * 2014-12-19 2015-03-25 曾飞 基于双自感线圈的脑部电刺激装置
CN104436433A (zh) * 2014-12-19 2015-03-25 曾飞 基于双自感线圈的脑部电刺激装置
CN104457416A (zh) * 2014-12-19 2015-03-25 王振环 基于自感原理的电击警棍
CN104500306A (zh) * 2014-12-19 2015-04-08 陈廷 汽缸点火装置
CN104612878A (zh) * 2014-12-19 2015-05-13 陈廷 汽缸点火装置
EP2873850A1 (fr) 2013-11-14 2015-05-20 Delphi Automotive Systems Luxembourg SA Procédé et appareil pour commander un système d'allumage par étincelles multiples pour un moteur à combustion interne
WO2015071047A1 (fr) * 2013-11-14 2015-05-21 Robert Bosch Gmbh Système d'allumage et procédé pour faire fonctionner un système d'allumage
WO2015071046A1 (fr) * 2013-11-14 2015-05-21 Robert Bosch Gmbh Système d'allumage et procédé pour faire fonctionner un système d'allumage
WO2015071062A1 (fr) * 2013-11-14 2015-05-21 Robert Bosch Gmbh Système d'allumage et procédé de fonctionnement d'un système d'allumage
EP2876298A1 (fr) 2013-11-21 2015-05-27 Delphi Automotive Systems Luxembourg SA Procédé et appareil pour commander un système d'allumage avec deux bobines pour une bougie
DE102015200019A1 (de) * 2014-01-08 2015-07-09 Honda Motor Co., Ltd. Vorrichtung für verbrennungsmotor
EP2757248A4 (fr) * 2011-09-14 2015-11-04 Toyota Motor Co Ltd Dispositif de commande de l'allumage pour moteur à combustion interne
JP2016079958A (ja) * 2014-10-22 2016-05-16 株式会社デンソー 内燃機関用点火装置
CN105705775A (zh) * 2013-11-14 2016-06-22 罗伯特·博世有限公司 点火系统和用于运行点火系统的方法
CN105742962A (zh) * 2014-12-19 2016-07-06 陈廷 一种放电装置和一种开关
EP2930348A4 (fr) * 2012-12-05 2016-07-13 Toyota Motor Co Ltd Dispositif de commande de moteur à combustion interne
CN105870782A (zh) * 2014-12-19 2016-08-17 曹小玲 一种放电装置和一种开关
US20160312757A1 (en) * 2013-11-14 2016-10-27 Robert Bosch Gmbh Ignition system and method for operating an ignition system
DE102012210198B4 (de) * 2012-01-27 2017-02-23 Mitsubishi Electric Corporation Zündvorrichtung
WO2017081007A1 (fr) * 2015-11-09 2017-05-18 Delphi Automotive Systems Luxembourg Sa Procédé et appareil pour commander un système d'allumage
WO2017081005A1 (fr) * 2015-11-09 2017-05-18 Delphi Automotive Systems Luxembourg Sa Procédé et appareil pour commander un système d'allumage
US9784230B2 (en) 2012-09-12 2017-10-10 Robert Bosch Gmbh Ignition system for an internal combustion engine
CN109196220A (zh) * 2016-04-13 2019-01-11 德尔福汽车系统卢森堡有限公司 用于控制点火系统的方法和装置
DE102017216227B3 (de) 2017-09-13 2019-03-07 Audi Ag Steuerschaltung zur Ansteuerung einer Zündspule einer Brennkraftmaschine sowie Verfahren zum Betreiben einer solchen Steuerschaltung
EP3613979A4 (fr) * 2017-04-20 2020-07-29 Denso Corporation Système d'allumage de moteur à combustion interne
GB2599420A (en) * 2020-10-01 2022-04-06 Delphi Automotive Systems Lux Method and apparatus to control an ignition system

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WO2017081007A1 (fr) * 2015-11-09 2017-05-18 Delphi Automotive Systems Luxembourg Sa Procédé et appareil pour commander un système d'allumage
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