US3866059A - Engine starting control system - Google Patents

Engine starting control system Download PDF

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Publication number
US3866059A
US3866059A US415267A US41526773A US3866059A US 3866059 A US3866059 A US 3866059A US 415267 A US415267 A US 415267A US 41526773 A US41526773 A US 41526773A US 3866059 A US3866059 A US 3866059A
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United States
Prior art keywords
engine
counter
control system
transistor
pulses
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US415267A
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English (en)
Inventor
Walter C Przywozny
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Automatic Switch Co
Original Assignee
Automatic Switch Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Automatic Switch Co filed Critical Automatic Switch Co
Priority to US415267A priority Critical patent/US3866059A/en
Priority to CA209,506A priority patent/CA1027210A/en
Priority to GB40621/74A priority patent/GB1479967A/en
Priority to DE19742447198 priority patent/DE2447198A1/de
Priority to JP49125332A priority patent/JPS5078725A/ja
Priority to BR9175/74A priority patent/BR7409175A/pt
Priority to FR7437151A priority patent/FR2250902B3/fr
Priority to NL7414696A priority patent/NL7414696A/xx
Application granted granted Critical
Publication of US3866059A publication Critical patent/US3866059A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D28/00—Programme-control of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • F02N11/101—Safety devices for preventing engine starter actuation or engagement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine

Definitions

  • ABSTRACT A control system for an engine having a starting motor, a battery, an ignition switch for connecting the battery to the engine, and a fuel valve for controlling the flow of fuel to the engine.
  • the ignition switch is closed a predetermined number of times to crank the engine and start it, and means are provided for terminating the flow of fuel to the engine if it has not been started by the successive crankings.
  • the system also includes means for terminating closure of the ignition switch when the engine begins to run and means which prevent closure of the ignition switch for a predetermined time if the engine is coasting to a halt when an engine start command is applied to the system.
  • a predetermined time after the engine has been started the engine oil pressure is monitored and low oil pressure causes the fuel valve to be closed, thereby stopping the engine.
  • the water temperature and speed of the engine also operate switches which close the fuel valve if either is excessive.
  • the average automobile also has a set of gages or lights which provide information concerning critical engine conditions such as water temperature and oil pressure.
  • the operator by observing these gages, can determine engine malfunction and in response thereto can stop the engine before serious damage occurs.
  • the operator serves as a starting control system since he provides all the basic logic necessary to start and stop the engine under various engine conditions.
  • FIG. 1 shows ablock diagram of a starting control system for an internal combustion engine, according to the invention
  • FIG. 2 is a schematic diagram of the part of the control system used for cranking the engine and for charging thesystem battery;
  • FIG. 3 is a schematic diagram of the part of the control system used for timing the cranking of the engine
  • FIG. 4 is a schematic diagram of the part of the control system used for controlling the supply of fuel to the engine
  • FIG. 5 is a schematic diagram of the part of the control system used for detecting malfunctions of the engine and providing engine shutdown commands;
  • FIG. 6 is a block and schematic diagram of the counter shown in FIG. 3.
  • FIG. 1 An engine starting control system chosen to illustrate the present invention, is shown schematically in FIG. 1.
  • the system includes means for cranking an engine; means for controlling'the crank time and the number of cranks provided; means for detecting engine faults; and means for controlling the fuel valve of the engine.
  • the system is powered by a battery 10 which is connected, via a fuse 11, to a terminal 12 of a two-position toggle switch 13, the other terminal 14 of the toggle switch being open circuited.
  • the movable contact terminal 15 of switch 13 is connected, as more fully discussed below, to relay contacts of the system and to a circuit 25 for detecting engine faults.
  • terminal 15 is connected to the movable contact terminal 16 of another two position toggle switch 17.
  • the terminals 18 and 19 of switch 17 are connected to terminals 20 and 21, respectively, and terminals 20 and 21 are connected to a shorting switch 22 which may be located remotely with respect to the rest of the system.
  • Terminal 21 is also coupled to a cir-. cuit 26 for timing the crank drive, to relays 27 and 118, and.
  • a fuel valve control circuit 28 When the movable contact of switch 13 connects'terminals l2 and 15 and when the movable contact of switch 17 connects terminals 16 and 18, closure of the shorting switch 22 supplies voltage to the crank. timing circuit 26, the.relays 27 and 118, and the fuel control circuit 28. As describedbelow, the voltage supplied causes the system to start an engine (not shown). It should be noted that with terminals'l5 and 12 connected the shorting switch 22 may be bypassed to start the engine by throwing switch 17 so-that terminal 16;is connected to terminal 19.
  • the means for cranking the engine include a crank drive circuit 30, the relay 27, and a magnetic ignition switch 31 which typically is mounted on the-engine; Re-
  • terminal 21 is connected-t0 one end of a resistor 32 and the other end of resistor 32 is connected'to line 33.
  • Capacitor 34 couples line 33 of transistor 37 is connected to ground, and the base of transistor 37 is connected to ground, through resistor 38, and to the emitter of transistor 36.
  • Thebase of transistor 36 is connected to ground through resistor 39, and through resistor 40 to the crank timer 26.
  • Resistors 38, 39, and 40 bias the transistors 36 and 37 and in combination with the transistors provide a current drive circuit for the coil 35.
  • Diode 41 shunts coil 35 to protect the transistors 36 and 37.
  • contacts and 46 of relay 27 are connected, normally open contact 47 is connected to terminal 15, and normally open contact 48 is connected to one end of engine-mounted magnetic ignition switch 31 and to'the cathode of a diode 50.
  • the other end of the ignition switch 31 and the other end of the diode 50 are connected to ground.
  • actuation of the relay 27 operates the ignition switch 31, thereby connecting the battery 10 to the starting motor 51 to crank the engine.
  • the normally closed contact 52 of the'relay 27 is connected to a battery charger 55, and normally closed contact 53 is connected to battery 10. However, the battery charger is disconnected during engine cranking.
  • FIG. 3 shows schematically the circuitry for controlling the crank drive circuit 30.
  • line 33 is connected to the emitter of a PNP transistor 56, that the base of transistor 56 is-connected to ground through resistor 57, and that the collector of transistor 56 is connected to one end of a resistor 58.
  • the other end of resistor 58 is connected, via line 59, to one end of a grounded zener diode 60.
  • resistor 58 limits the flow of current
  • zener diode 60 maintains a regulated voltage on line 59.
  • Line 59 is connected to one end of resistor 61 and the other end of this resistor is connected to the gateof a unijunction transistor 62 and to ground via resistor 63.
  • resistors 61 and 63 provide a voltage divider which sets the firing voltage of unijunction transistor 62.
  • Line 59 is also connected to oneend of a resistor 64 whose other end is connected to the unijunction transistor 62 and to a grounded capacitor 65.
  • Transistor 62 is connected by line 66 to a ripple counter 67 and tea grounded resistor 68.
  • transistor 62 fires, thereby applying a pulse to the counter 67.
  • This pulse presets the ripple counter in the proper mode toinsure a predetermined count. of 4 (assuming-it is desired to crank theengine 4 times before cranking, is discontinued) or any other desired number.
  • ripple counter 67 is provided by interconnecting a pairfof CD 4013AE RCA integrated circuits 70 and 71 '(see' FIG. 6).
  • integrated circuit 70 includes a pair of flip-flops 72 and 73 and integrated circuit 71 includes a pair of flip-flops 74 and 75.
  • the set inputs of flipflops 72-75 are connected to-each other and to a pulse source such as is present on line 66.
  • the Q terminal of flip-flop 72 is connected to the'clock input of flip-flop 73; the Q terminal of flip-flop 73.
  • a crank timing circuit applies pulses, via line 79 to sistors 81, 82, 84 provide a voltage divider which sets the firing voltage for transistor and supplies current to the base of transistor 83.
  • the cathode of unijunction transistor 80 is connected to ground through current limiting resistor 85 and the anode is connected to line 59 through resistor 86 and to ground through capacitor 87.
  • the emitter of transistor 83 is grounded and the collector is connected through resistor 88 to line 59 and by line 79 to the clock input of the counter 67.
  • alow voltage is provided on line 66 and this voltage prevents the counter 67 from counting until the unijunction transistor is fired by the rising voltage on capacitor 87, thereby turning transistor 83 off.
  • Transistor 83 will remain off until the dischargecurrent from capacitor 87 falls below the holding current of unijunction transistor 80. Once below the holding current, unijunction transistor 85 will turn offand permit its gate voltage to rise, thereby turning transistor 83 back on.
  • the charge and discharge times of capacitor 87 determines the rate at which pulses are provided to counter 67 via line 79.
  • lines 76, 77, and 78 are connected to a NOR gate and line 76 is connected to the crank drive 30.
  • the NOR gate includes a NPN transistor 90 whose base is connected through resistor 91 the delivery of fuel to the engine. It may beseen that The other end of the resistor 95 is connected by line 96 to fault circuit 25 and to ground through resistor 97.
  • a'binary '1 state on any one of the lines 76, 77, or 78 causes transistor 90 to conduct, thereby providing a low voltage to' the ,fault circuit 25. As more fully described below, this inhibits an. engine cranking and after 4 timing pulses have been provided, via line 76, binary Os are provided on lines 76, 77, and 7-8, and transistor 90 turnsoff.
  • 'As are'sult, engine cranking 'is terminated.
  • an engine speed switch 100 typically mounted on the engine, is connected in series between terminal 12 and an end of resistor 101.
  • resistor 101 The other end of resistor 101. is connected to the anode of diode 102.
  • the cathode ofdiode' 102 is connected to ground by capacitor 103 and tothe anode of diode 104.
  • the cathode of diode 104 is connected to ground through resistor 105 and to the base of transistor 106.
  • the emitter of transistor 106 is connected to ground and the collector is connected to one end of resistor 107'.
  • the other end of resistor 107 is connected to line 33 through a resistor 108 and to the base of transistor 109.
  • the emitter of transistor 109 is connected to line 33 and the collector is connected to the base of transis-.
  • fuel flow to the engine is controlled by a fuel valve 121 and a fuel valve control circuit 28.
  • the fuel valve control circuit includes a resistor 111 connected at one end to line 33.
  • the other end of resistor ll1 is connected, via line 112, to the anode of a diode 113, connected to fault circuitb25, and to one end of resistor 114.
  • the other end of resistor 114 is connectedv to the base of a transistor 116 and to ground via resistor 1 15.
  • the emitter of transistor 116 is grounded and its collector is connected by the coil 117 ofa relay 118 (see FIG. 1)
  • the fault circuit 25 monitors engine mounted safety switches in order to stop the engine in the event of an engine malfunction.
  • Four basic engine faults are monitored and these are: low oil pressure, high water temperature, over-speed, and overcrank.
  • the fault circuitry 25 is arranged such that two conditions must be met before oil pres sure can be sensed.
  • the first-condition is that the speed switch 100 must be closed, indicating that the engine is running
  • the second condition is that the speed switch be closed-for at least a time sufficient to allow the oil pressure. in the engine to build up.
  • the fault circuitry prevents an oil pressurefailure indication if any one of the other three faults occur. When an engine is shut down due to a fault condition, there is a resultant loss of oil pressure that could give a false indication. Therefore, the low oil pressure fault circuit is locked out when one of the other faults occurs.
  • a detailed description of the fault circuit 25 follows.
  • terminal 15 is connected, through the low pressure oil switch 130, to one end of a resistor 131 and the other end of resistor 131 is connected through resistor 132 to'the gate of silicon controlled rectifier 133.
  • the switch 130 is also connected to one end of a bias resistor 134 whose other end is connected to the base of a transistor 135 and to ground via a bias re- FIGS. 3 and 5, the speed switch 100 is connected by line 138 to the fault circuit 25.
  • line 138 is connected to ground through resistor 139, to-the cathode ofa diode 140 and to one end of a resistor 141.
  • the anode of diode and the other end of resistor 141 are connected to ground by a capacitor 142 and to zener diode 143.
  • switch 100 closes and capacitor 142 charges.
  • the voltage across the capacitor charges to a level which is sufficient to cause the zener diode 143 to conduct.
  • the diode 143 is connected to ground by resistor 144 and to the base of transistor 145.
  • the emitter of transistor 145 is grounded and its collector is connected to resistors 134 and 136 and the base of transistor 135.
  • transistor 145 when zener diode 143 conducts, transistor 145 is turned on and transistor 135 is turned off, thereby permitting current to flow into the gate of control rectifier 133 if the low pressure oil switch is closed.
  • the anode of the rectifier 133 is connected through resistor 146 and indicator lamp 147 to terminal 12, through transient suppressing capacitor 148 to ground, and through resistor 149 to a test point 150.
  • the cathode is connected by a resistor 151 to the base of transistor 152 and the gate is connected to the base of transistor 152 by a capacitor 153.
  • the base of transistor 152' is grounded via a resistor 158, the emitter is grounded, and the collector is connected through resistor 154 and diode 155 to line 156 which is connected to the base-of transistor 109 in the crank timer 26.
  • the collector of transistor 152 is also connected to diode 113 (see FIG. 5) in the fault, circuit 25, and via the coil 161 of relay (see FIG. 1) to terminal 12.
  • Diode 162 is shunted across coil 161 to protect transistor 152.
  • the contacts (not shown) of relay 161 are used to provide an exter-- nal alarm control.
  • the overspeed switch 165 and the watertemperature switch 166 are separately connected by voltage dividterminates cranking and the delivery of fuel to the engine.
  • line 96 from the crank timer 26 is connected to a control rectifier circuit 173, also connected to the base of transistor 152.
  • control rectifier circuits 169, 170, 173 provide test points 174, 175, 176, respectively, which are similar to test point 150.
  • the control system described provides within a predetermined period a fixed number of cranks to an engine and that if the engine is not started by the cranks, a fault condition is indicated. Since oil pressure in an engine is normally low until after the engine has started to run, a test for oil pressure is delayed a fixed amount of time and thereafter the oil pressure in the engine is monitored. Malfunctions in either speed or water pressure are also monitored. When an engine malfunction is sensed, the flow of fuel to'the engine is terminated and the engine is shut down. An indication of the particular engine fault detected is provided by the lamps associated with the control rectifier circuits.
  • c. means responsive to said pulses for closing and opening the'ignition switch a plurality of times so as to energize and deenergize the starting motor to periodically crank the engine
  • d. means responsive to a predetermined number of pulses from said counter for terminating the output of further pulses from said counter and hence for terminating engine cranking.
  • a control system as defined in claim 1 including means responsive to a predetermined minimum speed of the. started engine for terminating the output of further pulses from said counter and hence for terminating engine cranking.
  • a control system as defined in claim 1 including means for producing a signal when the speed of the engine falls below a predetermined value, and means responsive to said signal-producing means for introducing a time delay between the occurrance of a start sig nal and the output of pulses from saidcounter, so that the engine will not be cranked while it is coasting to a stop.
  • a control system as defined in claim 1 including means for controlling the flow of fuel to the engine, means responsive to oil pressure in the engine below a predetermined value for causing said control means to discontinue supplying fuel to the engine, means for producing a signal when the speed of the started-engine rises above a predetermined value, and means for introducing a time delay between the occurrance of said speed signal and the time said '0 pressure responsive means can cause said fuel-controlling means to discontinue supplying fuel to the engine.
  • a control system as defined in claim 1 including means for charging the battery, and means for disconnecting the battery from said battery charging means when the ignition switch is closed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
US415267A 1973-11-12 1973-11-12 Engine starting control system Expired - Lifetime US3866059A (en)

Priority Applications (8)

Application Number Priority Date Filing Date Title
US415267A US3866059A (en) 1973-11-12 1973-11-12 Engine starting control system
CA209,506A CA1027210A (en) 1973-11-12 1974-09-18 Engine starting control system
GB40621/74A GB1479967A (en) 1973-11-12 1974-09-18 Engine starting control system
DE19742447198 DE2447198A1 (de) 1973-11-12 1974-10-03 Ueberwachungs- und steuersystem kraftmaschinen, insbesondere brennkraftmaschinen
JP49125332A JPS5078725A (enrdf_load_stackoverflow) 1973-11-12 1974-10-30
BR9175/74A BR7409175A (pt) 1973-11-12 1974-11-01 Sistema de controle de arranque de motor
FR7437151A FR2250902B3 (enrdf_load_stackoverflow) 1973-11-12 1974-11-08
NL7414696A NL7414696A (nl) 1973-11-12 1974-11-11 Regelsysteem voor het starten van een motor.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US415267A US3866059A (en) 1973-11-12 1973-11-12 Engine starting control system

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US3866059A true US3866059A (en) 1975-02-11

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US415267A Expired - Lifetime US3866059A (en) 1973-11-12 1973-11-12 Engine starting control system

Country Status (8)

Country Link
US (1) US3866059A (enrdf_load_stackoverflow)
JP (1) JPS5078725A (enrdf_load_stackoverflow)
BR (1) BR7409175A (enrdf_load_stackoverflow)
CA (1) CA1027210A (enrdf_load_stackoverflow)
DE (1) DE2447198A1 (enrdf_load_stackoverflow)
FR (1) FR2250902B3 (enrdf_load_stackoverflow)
GB (1) GB1479967A (enrdf_load_stackoverflow)
NL (1) NL7414696A (enrdf_load_stackoverflow)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4345554A (en) * 1979-11-19 1982-08-24 Hildreth Donald M Vehicle engine remote starter control and protective system
EP0035275B1 (en) * 1980-03-05 1984-09-26 Hitachi, Ltd. System for controlling the starting operation of an internal combustion engine
US4475492A (en) * 1981-09-30 1984-10-09 Nissan Motor Company, Limited System for forcefully igniting sprayed fuel of a diesel engine during engine starting
US4563987A (en) * 1984-02-01 1986-01-14 Arrow Specialty Company Automatic engine control system
WO1992014292A1 (en) * 1991-02-11 1992-08-20 Best Power Technology, Inc. Auxiliary power supply system for providing dc power on demand
US5765995A (en) * 1995-10-16 1998-06-16 Diesel Power Supply Co. Automated engine-powered pump control system
US6166525A (en) * 1998-01-26 2000-12-26 Crook; Gaines M. Automatic electric power generator control
CN102797554A (zh) * 2011-05-24 2012-11-28 通用汽车环球科技运作有限责任公司 用于电流控制的pwm型螺线管和开/关pwm型螺线管的废气门控制系统
CN104948313A (zh) * 2013-03-06 2015-09-30 南安市柳城高捷图文设计工作室 发动机节能控制装置
CN105332806A (zh) * 2013-06-26 2016-02-17 晋江市永铭电子科技有限公司 一种智能节能控制器
CN105386873A (zh) * 2015-11-18 2016-03-09 河北华北柴油机有限责任公司 发动机低温启动故障快速检测装置和检测方法
CN106351751A (zh) * 2015-07-15 2017-01-25 通用汽车环球科技运作有限责任公司 用于将控制器的二诊断状态转换为三诊断状态的系统和方法

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2816203C2 (de) * 1978-04-14 1982-07-15 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart Schalteinrichtung für ein elektrisch gesteuertes Brennstoff-Einspritzsystem bei Brennkraftmaschinen
JPS555403A (en) * 1978-06-22 1980-01-16 Nissan Motor Co Ltd Controller for fuel metering device
JPS5675938A (en) * 1979-11-26 1981-06-23 Hitachi Ltd Starting method of automobile engine
DE3020890A1 (de) * 1980-06-02 1981-12-10 Special'noe opytnoe proektno-konstruktorsko-technologičesko bjuro Sibirskogo otdelenija Vsesojuznoj Akademii selskochozjajstvennych Nauk imeni V.I.Lenina, Krasoobsk, Novosibirskaja oblast' Verfahren zum pruefen von motoren

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3514621A (en) * 1967-02-13 1970-05-26 Power Syst & Controls Solid state cranking module

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3514621A (en) * 1967-02-13 1970-05-26 Power Syst & Controls Solid state cranking module

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4345554A (en) * 1979-11-19 1982-08-24 Hildreth Donald M Vehicle engine remote starter control and protective system
EP0035275B1 (en) * 1980-03-05 1984-09-26 Hitachi, Ltd. System for controlling the starting operation of an internal combustion engine
US4475492A (en) * 1981-09-30 1984-10-09 Nissan Motor Company, Limited System for forcefully igniting sprayed fuel of a diesel engine during engine starting
US4563987A (en) * 1984-02-01 1986-01-14 Arrow Specialty Company Automatic engine control system
WO1992014292A1 (en) * 1991-02-11 1992-08-20 Best Power Technology, Inc. Auxiliary power supply system for providing dc power on demand
US5198698A (en) * 1991-02-11 1993-03-30 Best Power Technology, Inc. Auxiliary power supply system for providing dc power on demand
US5332927A (en) * 1991-02-11 1994-07-26 Best Power Technology, Inc. Power supply system for a telecommunication system
US5765995A (en) * 1995-10-16 1998-06-16 Diesel Power Supply Co. Automated engine-powered pump control system
US6166525A (en) * 1998-01-26 2000-12-26 Crook; Gaines M. Automatic electric power generator control
CN102797554A (zh) * 2011-05-24 2012-11-28 通用汽车环球科技运作有限责任公司 用于电流控制的pwm型螺线管和开/关pwm型螺线管的废气门控制系统
CN102797554B (zh) * 2011-05-24 2015-02-25 通用汽车环球科技运作有限责任公司 用于电流控制和开/关pwm型螺线管的废气门控制系统
CN104948313A (zh) * 2013-03-06 2015-09-30 南安市柳城高捷图文设计工作室 发动机节能控制装置
CN104948313B (zh) * 2013-03-06 2016-08-31 南安市柳城高捷图文设计工作室 发动机节能控制装置
CN105332806A (zh) * 2013-06-26 2016-02-17 晋江市永铭电子科技有限公司 一种智能节能控制器
CN105332806B (zh) * 2013-06-26 2016-06-01 晋江市永铭电子科技有限公司 一种智能节能控制器
CN106351751A (zh) * 2015-07-15 2017-01-25 通用汽车环球科技运作有限责任公司 用于将控制器的二诊断状态转换为三诊断状态的系统和方法
CN106351751B (zh) * 2015-07-15 2019-09-10 通用汽车环球科技运作有限责任公司 用于将控制器的二诊断状态转换为三诊断状态的系统和方法
CN105386873A (zh) * 2015-11-18 2016-03-09 河北华北柴油机有限责任公司 发动机低温启动故障快速检测装置和检测方法

Also Published As

Publication number Publication date
BR7409175A (pt) 1976-05-11
FR2250902A1 (enrdf_load_stackoverflow) 1975-06-06
FR2250902B3 (enrdf_load_stackoverflow) 1977-01-07
GB1479967A (en) 1977-07-13
DE2447198A1 (de) 1975-05-15
JPS5078725A (enrdf_load_stackoverflow) 1975-06-26
CA1027210A (en) 1978-02-28
NL7414696A (nl) 1975-05-14

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