US3756212A - Arrangements for electronically determining and adjusting the ignition time of an internal combustion engine - Google Patents

Arrangements for electronically determining and adjusting the ignition time of an internal combustion engine Download PDF

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Publication number
US3756212A
US3756212A US00125476A US3756212DA US3756212A US 3756212 A US3756212 A US 3756212A US 00125476 A US00125476 A US 00125476A US 3756212D A US3756212D A US 3756212DA US 3756212 A US3756212 A US 3756212A
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United States
Prior art keywords
signal
generating
function
arrangement
ignition
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US00125476A
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English (en)
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L Steinke
G Schirmer
E Fauser
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/155—Analogue data processing
    • F02P5/1558—Analogue data processing with special measures for starting
    • 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
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/155—Analogue data processing
    • F02P5/1553—Analogue data processing by determination of elapsed angle with reference to a particular point on the motor axle, dependent on specific conditions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to arrangements for electronically determining and adjusting the ignition timing of an internal combustion engine, in dependence on operating parameters of the engine, particularly the engine r.p.m. and/or the throttle valve vacuum.
  • An object of the invention is to provide arrangements for determining the ignition point electrically whereby the lapse of time between top dead center and the moment of generation of the ignition spark can be electrically adjusted.
  • Another object of the invention is the arrangements of the previous object, which arrangements enable the aforesaid adjustment to be made in accordance with any adjustable characteristic curve, which curve can be tested on the test stand or on the road and, if necessary, immediately corrected.
  • the invention consists of pickup means for providing at least one signal corresponding to an engine voperating parameter, a respective function generator with an adjustable characteristic connected to receive as input the signal for altering the input so as to provide as output an electric signal that corresponds to the desired ignition timing for each value of the engine operating parameter, and ignition means, for firing at least one spark plug connected to the function generator to receive as input the output thereof to control the timing of the ignition means in dependence on the parameter.
  • FIG. 1 is a block diagram of a first embodiment of the invention.
  • FIGS. 2, 3 and 4 are block diagrams of three further embodiments of the invention.
  • Transducer or pick-up 10 may be a conventional tachometer generator operative for producing a DC. voltage whose level is proportional to engine r.p.m.
  • Transducer or pick-up I1 is entirely conventional. It may for instance comprise a diaphragm-arrangement positioned in the air-intake manifold with a linkage rod connected at one end to the diaphragm and at the other end to the movable tap of a potentiometer. As the pressure in the air-intake manifold varies, so also does the position of the diaphragm and thus the linkage rod moves the movable tap of the potentiometer.
  • Such diaphragm-type pressure sensors are extremely common in this art and are not believed to require further explanation or illustration. Since the relationship between the engine r.p.m.
  • Function generators l2 and 13 may be simple non-linear function generators of the type universally employed in analog computer technology. In entirely convention a manner they may each employ an operational amplifier having at its input a diode-resistor network for the synthesis of a piecewise-linear nonlinear network.
  • One such function generator is shown in Amplifier Handbook" edited. by Richard F. Shea and published by McGraw-Hill Book Company, New York, 1966. On page 26-38 of that handbook, in FIG.
  • a diode-resistor operationalamplifier network As theinput voltage varies, different ones of the input diodes become conductive so that the input resistance of the amplifier changes in dependence upon the input voltage. Accordingly, a piecewise-linear non-linear transfer function can be generated.
  • the non-linear transfer function is a logarithmic one, that is, the output voltage is proportional to the logarithm of the input voltage.
  • any desired non-linear transfer function can be achieved, according to principles fundamental in the analog-computer industry. The exact non-linear transfer function provided by the function generators 12 and 13 in applicants FIG.
  • the adider 14 may be of the conventional operation-amplifier type having a feedback resistor connected across the amplifier input and output and a plurality of input resistors, one for each input of the adder, for instance as described in the testbook Principles of Control Systems Engineering," by Del Tom and Parker, McGraw-I-Iill Book Company New York, 1960, page 545. Additional function generators, such as the function generator 15, can be connected to the adder 14. Additional function generator 15 may for instance comprise a temperature-dependent resistor, or a temperature-dependent resistor connected in series with an ordinary resistor to form a voltage divider having a temperature-dependent tapvoltage. Such arrangements are well known in the art and are not believed to require illustration.
  • the additional function generators can supply electric signals corresponding to other engine operating parameters, such as the setting of the throttle valve, the engine temperature, air pressure, and humidity of the air. All of the input voltages of the adder 14 are combined to form an output voltage Uv that corresponds to the desired ignition timing as determined by the totality of the engine parameters that are taken into account.
  • the output voltage Uv is conducted to a first input of an electronic comparator 16.
  • a voltage comparator is a type of nonlinear circuit employed to ascertain the exact time at which an input signal, which may be an arbitrary waveform, attains a reference voltage level Frequently, the output of a comparator circuit is a large amplitude, short-duration pulse, whatever the input signal waveform may be, which occurs at the instant the input signal voltage amplitude reaches the reference voltage and is otherwise independent of the input signal. It is possible to use the particular voltage comparator disclosed in U.S. Pat. No. 3,054,910 in the arrangement of the present invention; however, any other equivalent circuit will do. If the comparator of U.S. Pat. No. 3,054,910 is employed, then the bases of transistors 1 and 2 in FIG.
  • sawtooth generator 17 With the function of sawtooth generator 17 thus defined, the person of ordinary skill in the art will have no difficulty in selecting the circuit for implementing that function. Reference is made, for instance, to the elementary textbook Pulse, Digital and Switching Waveforms By Millman and Taub, published by McGraw-Hill Book Company, New York, 1965, Section 14-7, bridging pages 528 and 529 of that textbook. In FIG. 14-13(a) on page 529 thereof there is illustrated a constant-current sweep circuit suitable for use as the sawtooth generator 17.
  • a suitable cam arrangement coupled to the engine crankshaft can be used for closing and opening the discharging switch at the appropriate time, to initiate and then reinitiate the sawtooth-shaped pulse.
  • the circuit just referred to is only exemplary; any such circuit will do for the purposes of the present invention, and the person of ordinary skill in the art may pick and choose that one which is most conveniently available to him.
  • the saw tooth generator 17 At low and rapidly fluctuating engine speeds, such as occur when starting, the saw tooth generator 17 will not operate satisfactorily and will not deliver a sufficiently accurate output signal Uw. For this reason,
  • a further inductive pulse generator 19 that delivers a pulse at the top dead center of the crank shaft, this pulse directly causing operation of the ignition device 21.
  • An r.p.m. dependent switch 20 connects the igniting means 21 to the pulse generator 19 in a first, lower, range of engine speed and to the output of the comparator 16 in a second, higher, range of engine speeds.
  • the components 17, 18 are referred to as first means for generating a first variable electrical signal indicative of crankshaft position, and components 10-15 are referred to as second means for generating a second electrical signal indicative of a crankshaft position at which an ignition spark is to be produced.
  • FIG. 2 A second embodiment is shown in FIG. 2.
  • the pickups 10 and 11 for the engine r.p.m. n and for the pres sure p are connected to the function generators 12 and 13, which are connected to the adder 14.
  • a further function generator 15 influencing the ignition timing in accordance with some other engine operating parameter.
  • the electric output Uv of the adder is connected to one input of a servo control 22, the other input of which is connected to the tap of a potentiometer 23.
  • the purpose of the potentiometer 23 is to indicate the timing adjustment of a pulse generator 24.
  • the servo control 22 compares the electric output of the adder 14, which is the desired value, with the voltage on the tap of the potentiometer 23, which is the actual value, and, depending on this comparison, operates a servo motor 25 to change the timing adjustment by rotating the pulse generator 24. This rotation continues until the two voltages Uv and Uv ist at the two inputs of the servo control 22 are equal.
  • the ignition device 21 is operated directly by the inductive pulse generator 24 which is mounted in the neighborhood of the distributor shaft.
  • the single pickup 11 in this embodiment is connected to the input of the function generator 13, the output of which is connected to the adder 14, another input of which latter is connected to a function generator 26, which is connected by a peak readout memory or maximum store 27 to a saw tooth generator 28.
  • a third function generator connected to the third input of the adder 14, for influencing the ignition timing in dependence upon some other engine operating parameter.
  • the input of the saw tooth generator is connected to the pulse generator 19, the output of the saw tooth generator being connected both to the maximum store 27 and to the electronic comparator 16.
  • the output of the maximum store 27 is connected not only to the function generator 26 but also to the function generator 13.
  • the saw tooth generator 28 is started by the pulse generator 19.
  • the output of the saw tooth generator rises only in proportion to the time t (USG is proportional to I).
  • the electric output USG of the saw tooth generator 28 is proportional to WT and is applied to the input of maximum store 27 and also to the input of maximum store 27 and also to the input of comparator 16.
  • the angle W is multiplied by the period T.
  • the electric output of the adder 14 must be multiplied by T.
  • the output USG of the saw tooth generator 28 is equal to UV], where Uv corresponds to the output voltage of the adder 14. Since the output voltage USG of the saw tooth generator 28 is proportional to UT, the angle W is proportional to the output voltage Uv of the adder 14. Thus, the expression T is eliminated.
  • the indicated multiplication by T is carried out in the function generators.
  • the r.p.m. dependent function generator 26 must receive as input signals the engine r.p.m. n and the period T. Since the rpm. n is equal to UT, the r.p.m. is not necessary and the pickup for the r.p.m. can be discarded. However, the period T must be obtained. A voltage UT proportional to the period T can be extracted from the output USG of the saw tooth generator, since USG max is proportional to T. For this purpose, the maximum store 27 stores each new maximum value of USG.
  • the pulse generator 19 directly operates the ignition device 21 at low engine r.p.m.-s.'
  • FIG. 4 shows one such embodiment.
  • the r.p.m. dependent function generator 26 is designed as a voltage divider of which the divider ratio is dependent on the input voltage U of the voltage divider.
  • the function generator comprises a fixed voltage divider having resistors 29 and 30 of which the resistor 29 is shunted by a resistor 31 and a zener diode 32 connected in series.
  • the pickup for obtaining the throttle valve vacuum p can consist of a bellows 33 that moves the tap of a non-linear resistor 34 that is connected across the voltage U Since the vacuum p is-a function of the engine r.p.m. n and of the position of the throttle valve, the latter can be used in place of the vacuum.
  • the function generator 26 shown within the broken line box in FIG. 4 can be connected between the saw tooth generator 28 and the comparator 16.
  • an additional function generator 35 can be connected between the generator 28 and the comparator 16, as shown by the broken line box in FIG. 4.
  • An ignition arrangement for internal combustion engines comprising in combination first means for generating a first variable electrical signal absolutely indicative of crankshaft position; second means for generat ing as a function of at least one engine operating variable a second variable electrical signal indicative of a crankshaft position at which an ignition spark is to be produced; comparator means for comparing said first and second signals and for generating an ignition signal when the crankshaft position indicated by said first signal corresponds to the crankshaft position indicated by said second signal; and igniting means for producing an ignition spark in response to generation of said ignition signal.
  • said first means comprises means for generating a sawtooth waveform each pulse of which is initiated at a fixed time relative to the combustion cycle and has a slope proportional to engine speed.
  • said second means comprises means for generating said second signal as a function of a plurality of engine operating variables.
  • said second means comprises mcans for generating said second signal as a function of engine speed and accelerator position.
  • said second means comprises a plurality of transducers for generating respective electrical monitoring signals indicative of said operating variables, and plurality of function generators each associated with one of said transducers for producing a respective output signal as a respective predetermined function of the respective monitoring signal, and adder means for generating said second signal as the sum of said output signals.
  • said second means comprises means for generating said second signal as a function of engine speed and throttle-valve vacuum.
  • said second means comprises means for generating said second signal as a function of temperature.
  • said second means comprises means for generating said second signal as a function of engine speed and throttle-valve position.
  • said second means comprises means for generating said second signal as an adjustable function of at least one engine operating variable.
  • said second means comprises means for generating said second signal as an adjustable function of a plurality of engine operating variables.
  • An ignition arrangement for internal combustion engines comprising in combination first means for generating a first variable electrical signal indicative of crankshaft position independently of engine speed; second means for generating as a function of at least one engine operating variable a second variable electrical signal indicative of a crankshaft position at which an ignition spark is to be produced; comparator means for comparing said first and second signals and for generating an ignition signal when the crankshaft position indicated by said first signal corresponds to the crankshaft position indicated by said second signal; and igniting means for producing an ignition spark in response to generation of said ignition signal.

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  • Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
US00125476A 1970-03-21 1971-03-18 Arrangements for electronically determining and adjusting the ignition time of an internal combustion engine Expired - Lifetime US3756212A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE2013703A DE2013703C3 (de) 1970-03-21 1970-03-21 Einrichtung zur elektronischen Erzeugung und Verstellung des Zündzeitpunktes von Zündanlagen in Brennkraftmaschinen

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US00125476A Expired - Lifetime US3756212A (en) 1970-03-21 1971-03-18 Arrangements for electronically determining and adjusting the ignition time of an internal combustion engine
US05/932,453 Expired - Lifetime USRE31392E (en) 1970-03-21 1978-08-10 Arrangements for electronically determining and adjusting the ignition time of an internal combustion engine

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US (2) US3756212A (enrdf_load_stackoverflow)
JP (1) JPS5018534B1 (enrdf_load_stackoverflow)
AT (1) AT312375B (enrdf_load_stackoverflow)
CH (1) CH519103A (enrdf_load_stackoverflow)
DE (1) DE2013703C3 (enrdf_load_stackoverflow)
FR (1) FR2084765A5 (enrdf_load_stackoverflow)
GB (1) GB1318006A (enrdf_load_stackoverflow)
SE (1) SE392153B (enrdf_load_stackoverflow)

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3890944A (en) * 1972-10-07 1975-06-24 Bosch Gmbh Robert Electronic ignition system with automatic ignition advancement and retardation
US3910243A (en) * 1973-01-09 1975-10-07 Chrysler Corp Electronic spark timing advance and emission control system
US3915131A (en) * 1972-11-10 1975-10-28 Bbc Brown Boveri & Cie Ignition system for internal combustion engines
US3916855A (en) * 1973-01-12 1975-11-04 Bosch Gmbh Robert Electronic ignition timing and timing shift circuit for internal combustion engines
US3923029A (en) * 1973-05-18 1975-12-02 Benito Polo Electronic ignition system
US3923022A (en) * 1973-05-23 1975-12-02 Bosch Gmbh Robert Combustion engine ignition timing system
US3943898A (en) * 1973-06-07 1976-03-16 Robert Bosch Gmbh Electronic timing circuit for engine ignition
US4003354A (en) * 1974-12-19 1977-01-18 Texaco Inc. Means and method for controlling the occurrence and the duration of time intervals during which sparks are provided in a multicylinder internal combustion engine
US4015565A (en) * 1974-06-21 1977-04-05 Nissan Motor Co., Ltd. Spark-advance control apparatus for internal combustion engine
US4059083A (en) * 1973-10-15 1977-11-22 Ducellier & Cie Method and apparatus for obtaining an automatic ignition advance in automobile internal combustion engine
US4077372A (en) * 1977-01-24 1978-03-07 General Motors Corporation Spark timing control system for an internal combustion engine
US4086895A (en) * 1973-11-29 1978-05-02 Roger Habert Ignition system for internal combustion engines
US4114574A (en) * 1973-01-10 1978-09-19 Chrysler Corporation Electronic spark timing advance controller
US4142489A (en) * 1975-10-09 1979-03-06 Thomson-Csf Electronic arrangement for controlling the ignition of an internal combustion engine
US4190027A (en) * 1976-09-29 1980-02-26 Hitachi, Ltd. Electronic spark timing advancing apparatus
US4201926A (en) * 1976-12-20 1980-05-06 Chrysler Corporation Electronic circuit for use in a variety of engine control systems
US4250846A (en) * 1976-12-17 1981-02-17 Thomson-Csf Electronic ignition system and an internal combustion engine equipped with this system
USRE30737E (en) * 1979-04-02 1981-09-08 Chrysler Corporation Electronic circuit for use in a variety of engine control systems
US4340021A (en) * 1979-05-25 1982-07-20 Nissan Motor Company, Ltd. Ignition advance angle controlling device
US4373488A (en) * 1981-05-18 1983-02-15 General Motors Corporation Internal combustion engine electronic ignition system

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2226949C3 (de) * 1972-06-02 1981-10-01 Robert Bosch Gmbh, 7000 Stuttgart Steuereinrichtung für eine Betriebskenngröße einer Brennkraftmaschine, insbesondere zur Bestimmung eines Kraftstoffzumeßsignals
US4102310A (en) * 1976-12-20 1978-07-25 Chrysler Corporation Electronic circuit for use in a variety of engine control systems
US4578755A (en) 1982-11-12 1986-03-25 Snap-On Tools Corporation Microprocessor controlled timing/tachometer apparatus
US4527522A (en) * 1983-01-13 1985-07-09 Allied Corporation Ignition timing control system
JP2010031660A (ja) * 2008-07-25 2010-02-12 Honda Motor Co Ltd インバータ発電機

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US1861417A (en) * 1932-05-31 Aeseiilschai t
US3202146A (en) * 1962-04-11 1965-08-24 Gen Motors Corp Static transistorized ignition system
US3291108A (en) * 1964-01-08 1966-12-13 Holley Carburetor Co Transistor ignition
US3314407A (en) * 1964-09-28 1967-04-18 Holley Carburetor Co Electronic advance for engine ignition systems
US3434462A (en) * 1965-06-21 1969-03-25 Holley Carburetor Co Semiconductor ignition
US3454871A (en) * 1968-02-19 1969-07-08 Texaco Inc Apparatus for measuring and controlling spark advance of internal combustion engine
US3559629A (en) * 1968-01-25 1971-02-02 Compteurs Comp D Static lead correction device for the ignition of an internal combustion engine
US3563219A (en) * 1969-07-23 1971-02-16 Ford Motor Co Maximum engine speed limiter
US3587551A (en) * 1968-10-29 1971-06-28 Solitron Devices Electronic iginition circuit

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Publication number Priority date Publication date Assignee Title
FR1586882A (enrdf_load_stackoverflow) * 1968-07-09 1970-03-06
NL7009086A (enrdf_load_stackoverflow) * 1970-06-20 1971-12-22
US3783850A (en) * 1972-02-04 1974-01-08 Ducellier & Cie Ignition advance circuit

Patent Citations (9)

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Publication number Priority date Publication date Assignee Title
US1861417A (en) * 1932-05-31 Aeseiilschai t
US3202146A (en) * 1962-04-11 1965-08-24 Gen Motors Corp Static transistorized ignition system
US3291108A (en) * 1964-01-08 1966-12-13 Holley Carburetor Co Transistor ignition
US3314407A (en) * 1964-09-28 1967-04-18 Holley Carburetor Co Electronic advance for engine ignition systems
US3434462A (en) * 1965-06-21 1969-03-25 Holley Carburetor Co Semiconductor ignition
US3559629A (en) * 1968-01-25 1971-02-02 Compteurs Comp D Static lead correction device for the ignition of an internal combustion engine
US3454871A (en) * 1968-02-19 1969-07-08 Texaco Inc Apparatus for measuring and controlling spark advance of internal combustion engine
US3587551A (en) * 1968-10-29 1971-06-28 Solitron Devices Electronic iginition circuit
US3563219A (en) * 1969-07-23 1971-02-16 Ford Motor Co Maximum engine speed limiter

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3890944A (en) * 1972-10-07 1975-06-24 Bosch Gmbh Robert Electronic ignition system with automatic ignition advancement and retardation
US3915131A (en) * 1972-11-10 1975-10-28 Bbc Brown Boveri & Cie Ignition system for internal combustion engines
US3910243A (en) * 1973-01-09 1975-10-07 Chrysler Corp Electronic spark timing advance and emission control system
US4114574A (en) * 1973-01-10 1978-09-19 Chrysler Corporation Electronic spark timing advance controller
US3916855A (en) * 1973-01-12 1975-11-04 Bosch Gmbh Robert Electronic ignition timing and timing shift circuit for internal combustion engines
US3923029A (en) * 1973-05-18 1975-12-02 Benito Polo Electronic ignition system
US3923022A (en) * 1973-05-23 1975-12-02 Bosch Gmbh Robert Combustion engine ignition timing system
US3943898A (en) * 1973-06-07 1976-03-16 Robert Bosch Gmbh Electronic timing circuit for engine ignition
US4059083A (en) * 1973-10-15 1977-11-22 Ducellier & Cie Method and apparatus for obtaining an automatic ignition advance in automobile internal combustion engine
US4086895A (en) * 1973-11-29 1978-05-02 Roger Habert Ignition system for internal combustion engines
US4015565A (en) * 1974-06-21 1977-04-05 Nissan Motor Co., Ltd. Spark-advance control apparatus for internal combustion engine
US4003354A (en) * 1974-12-19 1977-01-18 Texaco Inc. Means and method for controlling the occurrence and the duration of time intervals during which sparks are provided in a multicylinder internal combustion engine
US4142489A (en) * 1975-10-09 1979-03-06 Thomson-Csf Electronic arrangement for controlling the ignition of an internal combustion engine
US4190027A (en) * 1976-09-29 1980-02-26 Hitachi, Ltd. Electronic spark timing advancing apparatus
US4250846A (en) * 1976-12-17 1981-02-17 Thomson-Csf Electronic ignition system and an internal combustion engine equipped with this system
US4201926A (en) * 1976-12-20 1980-05-06 Chrysler Corporation Electronic circuit for use in a variety of engine control systems
US4077372A (en) * 1977-01-24 1978-03-07 General Motors Corporation Spark timing control system for an internal combustion engine
USRE30737E (en) * 1979-04-02 1981-09-08 Chrysler Corporation Electronic circuit for use in a variety of engine control systems
US4340021A (en) * 1979-05-25 1982-07-20 Nissan Motor Company, Ltd. Ignition advance angle controlling device
US4373488A (en) * 1981-05-18 1983-02-15 General Motors Corporation Internal combustion engine electronic ignition system

Also Published As

Publication number Publication date
FR2084765A5 (enrdf_load_stackoverflow) 1971-12-17
GB1318006A (en) 1973-05-23
JPS5018534B1 (enrdf_load_stackoverflow) 1975-06-30
SE392153B (sv) 1977-03-14
DE2013703B2 (de) 1973-05-24
USRE31392E (en) 1983-09-27
CH519103A (de) 1972-02-15
DE2013703A1 (de) 1971-10-14
DE2013703C3 (de) 1974-01-03
AT312375B (de) 1973-12-27

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