US3890944A - Electronic ignition system with automatic ignition advancement and retardation - Google Patents

Electronic ignition system with automatic ignition advancement and retardation Download PDF

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US3890944A
US3890944A US403170A US40317073A US3890944A US 3890944 A US3890944 A US 3890944A US 403170 A US403170 A US 403170A US 40317073 A US40317073 A US 40317073A US 3890944 A US3890944 A US 3890944A
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operative
energy
change
capacitor
engine
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US403170A
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Peter Werner
Ulrich Drews
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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
    • F02P5/1551—Analogue data processing by determination of elapsed time 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

  • An igniting arrangement has a control input and is operative for igniting a combustion mixture in an engine cylinder upon receipt of an ignition signal at such control input.
  • a transducer determines the value of at least one engine operating variable.
  • a timing circuit includes an energy-storing timing capacitor, a charging circuit for charging the capacitor during the time the engine crankshaft moves through a predetermined angle, and a discharging circuit operative subsequent to the completion of the capacitor charging for discharging the capacitor, with the charging and/or discharging circuits being connected to the transducer and being operative for effecting charging and/or discharging of the capacitor with a charging and/or discharging current having a magnitude dependent upon the value of the monitored engine operating variable, or variables.
  • An ignition signal generating unit is connected to the energy-storing timing capacitor and is connected to the control input of the igniting means and is operative for applying to the control input of the igniting means an ignition signal upon completion of the capacitor discharging, or equivalently when the capacitor discharging is substantially completed or has proceeded to a predetermined extent.
  • the invention relates to electronic ignition systems and especially to such systems as are provided with inductor current interruptors in the form of electronic switches to generate high-voltage ignition voltages. either across the inductor itself or else across the secondary of a transformer with the current flow through the primary winding being interrupted. More particularly the type where an energystoring element. such as at capacitor. is discharged when the engine crankshaft reaches a predetermined angular orientation. with the discharging occurring at a rate dependent upon at least one engine operating variable. and with the generation of an ignitionsignal occurring at the end of such capacitor discharging. or the like.
  • Ignition systems of this type are already known.
  • a transistor is connected in the current path of the primary winding of an ignition transformer. Current is normally permitted to flow through such primary winding. At the ignition moment. an ignition signal is applied to the transistor to interrupt the current flow in the primary winding. to generate a highvoltage ignition voltage spike across the secondary.
  • the flow of current through the primary winding is controlled by a monostable multivibrator circuit.
  • the monstable multivibrator is triggered at an instant of time corresponding to the maximum amount of ignition advance. relative to top-dead-center. which the system is capable of providing. and theiduration of the unstable state of the monostable multivibrator is controlled in dependence upon the speed and power output of the internal combustion engine. with the reversion of the monostable multivibrator to its stable state. after the thusly varied time delay. resulting in generation of an ignition signal and accordingly actual fuel ignition.
  • the invention relates to electronic ignition systems of 1 It is a more specific object of the invention to provide an electronic circuit capable of effecting ignition advancement and retardation of such design that a signal of a given magnitude. or other characteristic. applied to a control input of such circuit will effect an amount of ignition advancement. expressed in degrees of crankshaft rotation. which is independent of variations in engine speed. This would establish a one-to-one correspondence between the magnitude of the ignitionadvancement control signal and the amount of ignition advancement. expressed in crankshaft rotational degrees relative to top-dead-center. actually achieved.
  • igniting means having a control input and operative for igniting a combustion mixture in an engine cylinder upon receipt of an ignition signal at such control input.
  • Transducer means is operative for determining the value of at least one engine operating variable. preferably engine speed and/or the pressure prevailing in the engine air-intake passage.
  • a timing circuit is comprised of energy-storing .timing means. first means operative for effecting a first change of stored energy of the energy-storing timing means during the time the engine crankshaft moves through a predetermined angle.
  • Ignition signal generating means is connected to the energy-storing timing means and is connected to the control input of the igniting means and is operative for applying to such control input an ignition signal upon completion of the second change of stored energy.
  • FIG. 1 depicts in block diagram form an ignition system employing an exemplary embodiment of the invention
  • FIG. 2 depicts in graphical form certain aspects of the operation of the circuit shown in FIG. 3;
  • FIG. 3 is a circuit diagram of the exemplary embodiment of the invention and corresponding to a portion of the complete schematically depicted ignition system of FIG. 1.
  • the ignition arrangement of FIG. 1 is comprised of a signal generator 1 1 including four non-illustrated permanent magnets mounted on a disk which is in turn mounted on the engine crankshaft. the magnets being spaced apart from each other by 90. and cooperating with a stationary inductive pick-up coil 12 (FIG. 3) to successively induce voltage pulses in the latter corresponding to the passage by the inductive pick-up coil 12 of the successive permanent magnets.
  • signal generator 11 can be employed both for use in the determination of the crankshaft position and in the determination of the crankshaft speed.
  • the four permanent magnets just mentioned can be so configurated and/or arranged as to generate pulses having steep leading edges corresponding quite exactly to predetermined crankshaft angles. with the pulses having magnitudes.
  • a separate signal generator could be provided. electromagnetic. mechanical. photoelectric. or of any other suitable type. to generate signals indicative of predetermined crankshaft positions. with a second different signal generator. such as a simple tachometer. being provided to generate a crankshaft speed signal.
  • the signal generator 11 is operative for generating four successive triggering pulses per crankshaft rotation. These triggering pulses are applied to a pulseshaping stage 15, from the output of which they emerge in a very uniform condition.
  • signal generator 11 also serves to apply a speed signal :1 to a schematically depicted circuit 81.
  • Circuit 81 also receives a further input signal p from a further transducer which is operative for generating an electrical signal indicative of the air pressure prevailing in the air-intake passage of the engine.
  • the circuit stage 81 is operative for generating an output voltage U which is a function ofthe input signals n and p.
  • the voltage U having in this embodiment a magnitude which is indicative of the amount of ignition advancement to be introduced into the operation of the ignition system for the particular values of n and 2 detected.
  • a pulse-generating stage 50 receives the control voltage U and applies. via an OR-gate 70, an ignition timing pulse to an ignition distributor 80. which in turn causes generation of an ignition spark in one of the four engine cylinders. in the proper sequence. Also applied to the input of ignition distributor 80, via OR-gate 70, are the input pulses 45 from the output of the pulse shaping stage 15. It is to be noted that these input pulses 45 are also applied to the pulse-generating stage 50, serving to control the operation of the latter in a manner which will be described with respect to FIG. 3. The input pulses 45, being applied to ignition distributor 80 directly. serve to effect ignition in each cylinder at topdead-center. or some other predetermined and fixed moment during the combustion cycle, in the event that the ignition advancement signal applied by circuit stage 50 should fail to be generated.
  • FIG. 3 depicts a circuit diagram of pertinent portions of the system schematically depicted in FIG. 1.
  • Winding 12 is the inductive pick-up winding mentioned before in which are induced voltage pulses corresponding to the movement past the winding 12 of the four permanent magnets in stage 11, mentioned before.
  • the thusly induced triggering pulses. four per crankshaft rotation. are applied. via diode 16, to the input of a pulse-shaping circuit 15. which in this embodiment has the form of a monostable multivibrator.
  • the monostable multivibrator 15 has an input transistor 17, an output transistor 18. a timing circuit comprised of an energy-storing timing capacitor 19 and a discharge resistor 20. as well as a charging transistor 21 for the timing capacitor.
  • the input transistor 17 is non-conductive in the stable state of the monostable multivibrator l5, and is rendered conductive when the monostable multivibrator 15 receives a triggering pulse 13 (FIG. 3) constituted by the positive half-cycle of the voltage induced across the inductive pick-up winding 12.
  • the output transistor 18 of the monostable multivibrator 15 is conductive when the monostable multivibrator is in its stable state.
  • transistor 17 becomes conductive. and renders output multivibrator transistor 18 non-conductive. This occurs in the conventional manner. due to the accumulated charge on timing capacitor 19 and the consequent voltage drop thereacross. which is of such polarity and magnitude as to maintain the base of transistor 18 at a negative potential or at a potential too low to permit transistor 18 to conduct. until such time as capacitor 19 has substantially completely discharged.
  • the duration of this unstable state of the monostable multivibrator 15 will be on the order of about 1 millisecond.
  • a voltage divider comprised of resistors 25 aand 26.
  • the tap of this voltage divider is connected directly to the base of an amplifying transistor 27.
  • Amplifier transistor 27 serves to control the operation of a frequency-divider stage. which in this embodiment has the form of a bistable multivibrator comprised of a first bistable multivibrator transistor 31 and a second bistable multivibrator transistor 32.
  • the two transistors 31 and 32 are both of the npn-conductivity type and have their emitters connected to a common negative voltage supply line 33, negative voltage supply line 33 being connected to the negative terminal of a non-illustrated battery.
  • the collectors of transistors 31 and 32 are each connected to the positive voltage supply line 36 via a respective one of the two collector resistors 34 and 35.
  • the bases and collectors of transistors 31, 32 are cross-coupled, in conventional bistable multivibrator fashion. by means of cross-coupling resistors 37 and 38, each crosscoupling resistor connecting the collector of one of the two bistable multivibrator transistors to the base of the other. Also. base-emitter resistors 39 and respectively. shunt the base-emitterjunctions of bistable multivibrator transistors 31 and 32.
  • the two transistors 31 and 32 in conventional bistable multivibrator fashion. are alternately conductive. that is. when transistor 31 is conductive transistor 32 is non-conductive. and vice versa.
  • amplifying transistor 27 will be rendered conductive.
  • a first triggering pulse 13 renders one of the transistors 31,32 conductive.
  • the second triggering pulse 13 renders the other of transistors 31,32 conductive.
  • the third triggering pulse 13 renders the first of transistors 31,32 conductive again. and so forth.
  • FIGS. 1 and 3 there appears on the collector of transistor 32 a pulse train. shown in FIGS. 1 and 3, and designated by numeral 45.
  • the first pulse train 5 is used to control the operation of an electronic pulse-generating circuit 50.
  • the pulsegenerating circuit 50 in this embodiment. is comprised of an energy-storing timing capacitor C. which is alternately charged and discharged. the timing capacitor C being charged during those time intervals during which the pulse train is at its upper level. i.e.. during those time intervals during which second bistable multivibrator transistor 32 is non-conductive.
  • the charging current flowing into capacitor C during this charging interval is indicated in FIG. 3 and designated Ja. It will be appreciated that. owing to the manner in which the pulse train 45 is generated. the time periods during which timing capacitor C is charged by charging current .Ia will each correspond to the time required for the engine crankshaft to turn through 90, from a predetermined first position to. a predetermined second position.
  • pulse-generating circuit is comprised of a charging current source for the timing capacitor C thereof. in the form of a pnp transistor 51 having an emitter connected via an emitter resistor 52 to the positive voltage line 36.
  • the collector of charging transistor 51 is connected with the left-hand electrode of timing capacitor C. and the base of charging transistor 51 is connected to the junction'of two resistors 53.54, these resistors serving jointly as the collector resistor of an npn control transistor 55.
  • the emitter of control transistor 55 is connected directly to the negative voltage line 33, and the base of transistor 55 is connected via a coupling resistor 56 to the collector of second bistable multivibrator transistor 32.
  • second bistable multivibrator transistor 32 will be non-conductive. for the reasons explained above. As a result. its collector voltage will be high. and a high voltage will be applied to the base of control transistor 55, which will accordingly be conductive during such time periods. The flow of collector current of transistor 55 creates a voltage drop across resistor 53, and consequently across the base-emitter junction of charging transistor 51. which likewise becomes conductive during these time periods. Accordingly. charging current Ja flows into the left electrode of timing capacitor C. and out of the right electrode thereof and the voltage drop across the latter increases linearly.
  • the magnitude of the charging current .Ia will be approximately equal to the voltage drop across resistor 53, divided by the resistance in ohms of emitter resistor 52, it being assumed that the baseemitter voltage drop of transistor 51 is negligible compared to the voltage drop across resistor 53. Accordingly. the charging current Ja will remain constant during the charging of capacitor C. irrespective of the build-up of the voltage drop across capacitor C.
  • the discharge current source. which establishes the flow of the discharge current Je of timing capacitor C. is in this embodiment comprised of an npn transistor 58 whose emitter is connected to the positive voltage line 36 via an emitter resistor.
  • the collector of discharging transistor 58 is connected to the right-hand electrode of timing capacitor C. and is furthermore connected to the anode of diode 59.
  • the cathode of diode 59 is directly connected to the base of an output transistor 60.
  • the two transistors 62 and 60 in conjunction with the other illustrated components of pulse-generating stage 50. form a monostable circuit.
  • the output transistor 60 is conductive when the monostable circuit 50 is in the stable state thereof. and also during the time of charging of the timing capacitor C. So long as transistor 60 remains conductive. its collector voltage is low. This low voltage is communicated via feedback resistor 61 to the base of input transistor 62. keeping the latter non-conductive. When transistor 60 is conductive transistor 62 is non-conductive. and vice versa.
  • the charging of timing capacitor C terminates when the magnitude of waveform 45 reverts to its low level. This abrupt voltage change is differentiated by differentiating capacitor 64, which in turn applies a negative voltage spike to the base of transistor 60, via diode 59. As a result. transistor 60 is immediately rendered non-conductive. The collector voltage of transistor 60 rises.
  • Capacitor C is discharged linearly. by reason of the flow of discharge current Je and. when capacitor C has discharged sufficiently.
  • transistor 60 reverts to its normal conductive state. During the time that transistor 60 is non-conductive. the voltage on its collector will be at a high level. When transistor 60 reverts to its conductive state. its collector voltage will fall. As a result. a pulse train is generated on the collector of transistor 60. one pulse of this pulse train being shown in FIG. 3 and designated with numeral 66. The duration of the pulse 66 depends upon the prevailing magnitude of the discharge current 1e and accordingly on the control voltage U. As mentioned before. the control voltage U is in turn a function of the two variable signals 11 and 2.
  • FIG. 2 depicts in graphical form certain aspects of the just-described sequence of operations.
  • the uppermost pulse train in FIG. 2 represents the crankshaft-synchronized pulse train 45. It will be noted that the pulses are of equal duration and the time intervals between successive pulses are likewise of equal duration. This will be true so long as the engine speed remains constant, and when only a few successive pulses are considered. as in FIG. 2, the engine speed can be considered constant.
  • the duration of each pulse in pulse train 45 corresponds to the time required for the engine crankshaft to turn through 90, from a first predetermined position to a second predetermined position.
  • the pulse train 45 in FIG. 2 is marked with dashdot vertical lines. one of which is designated 0. This indicates the moment at which an engine piston is in the top-dead-center position.
  • each of the pulses in the pulse train 45 occurs in advance of the time an engine piston reaches top-dead-center. the amount of advance being designated a. in the Figure.
  • the leading edge of each pulse in the pulse train 45 occurs some time after an engine piston reaches top-dead-center position. in the illustrated embodiment.
  • the second pulse train shown in FIG. 2, comprised of triangular pulses. represents the voltage drop across timing capacitor C.
  • the capacitor C is charged with con stant-magnitude charging current Ja. and the voltage across capacitor C therefore rises linearly. in the manner depicted.
  • discharging of capacitor C commences. and the discharging occurs with a substantially constant discharge current Je. and lasts for a time period a].
  • the magnitude of the discharge current Je may vary slightly during one discharge period in response to corresponding variations in the values of control signals 11 and 1). However. the variations during a single discharge period are usually small enough that the discharge current Je can be said to be approximately constant during such discharge period.
  • the descending solid line is but exemplary.
  • the two broken descending lines adjoining the solid line but of greater and lesser slope. respectively. correspond to other possible discharge time periods, which would be associated with other values of the control voltage U. and thereby with other values of the signals n and p.
  • the third pulse train shown in FIG. 2, and composed of pulses 66, will be seen to correspond to the discharge period of the capacitor C. That is. each pulse 66 has a duration equal to and is contemporaneous with the time required for the discharging of timing capacitor C to be substantially completed.
  • FIG. 2 it will be noted that during the discharge of capacitor C. and accordingly during the existence of the associated output pulse 66, the crankshaft turns through an angle corresponding to the time period 1 this angle being independent of engine speed so long as the control voltage U remains at a constant value.
  • the lowermost pulse train in FIG. 2. comprised of pulses depicted as lightning bolts. shows the moments of generation of ignition sparks. It will be seen that ignition sparks are generated upon termination of the pulses 66.
  • the crankshaft angle by which the ignition has been advanced relative to the top-dead-center position of an engine piston corresponds to the time interval :1 This angle of advancement will likewise be independent of engine speed. so long as the control voltage U is constant.
  • the trailing edges of the pulses 66 can be used to trigger the generation of ignition sparks. the timing of such ignition sparks being indicated in the lowermost pulse train depicted in FIG. 2. The manner in which such control can be effected is as follows:
  • the output pulse 66 at the collector of transistor 60 is applied via an OR-gate 70 (FIG. 1). comprised of diodes 71,72 (FIG. 3) to the input of :1 schematically depicted ignition and cylinder selection stage 80. Also applied to the input of stage 80, via OR-gate 70 are the pulses in pulse train 45, corresponding to the uppermost pulse train shown in FIG. 2.
  • the ignition and cylinder selection stage is comprised of a conventional ignition transformer having a primary winding and a secondary winding. Connected in the current path of the primary winding is an electronic switch. such as a transistor or thyristor switch having a control input constituting the illustrated input of stage 80.
  • OR- gate 70 see FIG.
  • the successive high-magnitude voltage spikes thusly generated across the secondary of the ignition transformer are applied to successive ones of the spark plugs of the four engine cylinders.'in the order l,4.3,2.
  • the ignition distribution function can be performed in any suitable manner.
  • a mechanical distributor coupled with the engine crankshaft can be used.
  • Such mechanical distributor which is of conventional design. would connect the secondary winding of the ignition transformer across successive ones of the spark plugs. by means of rotating electrical contacts. or the like.
  • the time period during which current flows through the primary winding of the ignition transformer is equal to the time period required for the crankshaft to turn through an angle of 90.at the prevailing crankshaft speed, plus the time period a This ensures sufficient time for a build-up of current flow in the ignition transformer primary winding.
  • the ignition advancement angle being the angle through which the crankshaft turns during time period (1,. will remain constant as long as the control .voltage U remains constant. and accordingly the circuit stage 81 has but a simple task to generate a voltage whose magnitude will determine the amount of ignition advancement to be established. in dependence upon the variables 11 and p. and according to the functional relationship to be realized.
  • igniting means having a control input and operative for igniting a combustion mixture in an engine cylinder of the engine upon receipt of an ignition signal at said control input; transducer means for determining the value of at least one engine operating variable; a timing circuit comprised of energystoring timing means.
  • first means operative for effecting a first change of stored energy of said energystoring timing means during the time the engine crankshaft moves through a predetermined angle. and second means operative subsequent to the completion of said first change of stored energy for effecting an opposite second change of stored energy of said timing means.
  • first and second means comprising means connected to said transducer means and operative for effecting the respective change of stored energy of said energy-storing timing means at a rate of energy change dependent upon the value of said engine operating variable; and ignition signal generating means connected to said energy-storing timing means and connected to the control input of said igniting means and operative for applying to said control input of said igniting means an ignition signal upon completion of said second change of stored energy.
  • said first and second means together comprise synchronizing means for generating a crankshaft-position-synchronizing signal when the engine crankshaft assumes a predetermined angular orientation. bistable frequency-dividing means having an input connected to said synchronizing means for receipt of crankshaft-position-synchronizing signals therefrom.
  • said first means comprises means operative for effecting said first change of stored energy when said bistable means is in a predetermined one of the two stable states thereof.
  • said second means comprises means operative for effecting said second change of stored energy when said bistable means is in the other of the two stable states thereof.
  • said adjusting means comprises means operative for varying the magnitude of the current flowing through said capaci tor means from said adjustable constant current source means in dependence upon the value of the engine speed.
  • said adjusting means comprises means operative for varying the magnitude of the current flowing through said capacitor means from said adjustable constant current source means in dependence upon the value of the pressure prevailing in the air-intake passage of the engine.
  • said adjusting means comprises means operative for varying the magnitude of the current flowing through said capacitor means from said adjustable constant current source means in dependence upon the value of the engine speed and the value of the pressure prevailing in the air-intake passage of the engine.
  • igniting means having a control input and operative for igniting a combustion mixture in an engine cylinder of the engine upon receipt of an ignition signal at said control input; transducer means for determining the value of at least one engine operating variable; a timing circuit comprised of energystoring timing means, first means operative for effecting a first change of stored energy of said energystoring timing means during the time the engine crankshaft moves through a predetermined angle. and second means operative subsequent to the completion of said first change of stored energy for effecting an opposite second change of stored energy of said timing means.
  • said energy-storing timing means comprises energy-storing timing capacitor means.
  • said first means comprises first constant current source means connected to said capacitor means and operative for effecting said first change of stored energy by establishing a flow of a first current through said capacitor means in a predetermined first direction
  • said second means comprises second constant current source means connected to said capacitor means and operative for effecting said second change of stored energy by establishing a flow of a second current through said capacitor means in opposite second direction.
  • the constant current source means of at least one predetermined one of said first and second means being an adjustable constant source means and further including adjusting means connected to said adjustable constant current source means and connected to said transducer means and operative for varying the magnitude of the current flowing through said capacitor means from said adjustable constant current source means in dependence upon the value of said engine operating variable.
  • first and second means together comprise synchronizing means for generating a crankshaft-position-synchronizing signal when the engine crankshaft assumes a predetermined angular orientation.
  • bistable frequency-dividing means having an input connected to said synchronizing means for rel 2 DCpt of crankshaft-position-synchronizing signals therefrom. and having two stable states.
  • said first constant current source means comprises means operative for establishing said flow of said first current when said bistable means is in a predetermined one of the two stable states thereof.
  • said second constant current source means comprises means operative for establishing said flow of said second current when said bistable means in the other of the two stable states thereof.
  • said synchronizing means comprises signal-generating means for generating a pulse when the engine crankshaft assumes a predetermined angular orientation and pulseshaping means having an input connected to the output of said signal-generating means and having an output connected to said input of said bistable frequencydividing means and operative for shaping the pulse generated by said signal-generating means to form a shaped pulse constituting said crankshaft-positionsynchronizing signal.
  • said signalgenerating means comprises means for generating a pulse when the engine crankshaft assumes any of four predetermined rotational positions equiangularly spaced from each other.
  • igniting means having a control input and operative for igniting a combustion mixture in an engine cylinder of the engine upon receipt of an ignition signal at said control input; transducer means for determining the value of at least one engine operating variable: a timing circuit comprised of energystoring timing means. first means operative for effecting a first change of stored energy of said energystoring timing means during the time the engine crankshaft moves through a predetermined constant angle.
  • said energy-storing timing means comprises energy-storing timing capacitor means.
  • said first means comprises first constant current source means connected to said capacitor means and operative for effecting said first change of stored energy by establishing a flow of a first current through said capacitor means in a predetermined first direction
  • said second means comprises second constant current source means connected to said capacitor means and operative for effecting said second change of stored energy by establishing a flow of a second current through said capacitor means in opposite second direction
  • the constant current source means of at least said predetermined one of said first and second means being an adjustable constant current source means and further including adjusting means connected to said adjustable constant current source means and connected to said transducer means and operative for varying the magnitude ofthe current flowing through said capacitor means from said adjustable constant current source means in dependence upon the value of said engine operating variable.
  • said igniting means comprises inductive means and additional means having a control input for receipt of a control pulse and operative for maintaining a flow of current through said inductive means so long as a control pulse is applied to said control input. whereby upon termination of such control pulse the current flow through the inductive means is interrupted and an ignition voltage is generated.
  • said first and second means together comprise synchronizing means for initiating generation of a synchronizing pulse when the crankshaft assumes a first predetermined rotational ori- 14 entation and for terminating generation of such synchronizing pulse when the crankshaft assumes a second predetermined rotational orientation. and wherein said first means includes means for causing said first change of stored energy to last for the duration of said synchronizing pulse.

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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)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US403170A 1972-10-07 1973-10-03 Electronic ignition system with automatic ignition advancement and retardation Expired - Lifetime US3890944A (en)

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DE2249322A DE2249322A1 (de) 1972-10-07 1972-10-07 Elektronisch gesteuerte zuendanlage

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JP (1) JPS4975929A (fr)
BE (1) BE805741A (fr)
CH (1) CH557470A (fr)
DE (1) DE2249322A1 (fr)
FR (1) FR2163276A5 (fr)
GB (1) GB1448373A (fr)
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NL (1) NL7313733A (fr)

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USB480473I5 (fr) * 1974-06-18 1976-03-02
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US4016843A (en) * 1974-02-20 1977-04-12 Fabrica Espanola Magnetos, S.A. Ignition devices for automobiles
US4020807A (en) * 1974-01-16 1977-05-03 Sgs-Ates Componenti Elettronici Spa Ignition-control system for internal-combustion engine
US4033272A (en) * 1975-05-14 1977-07-05 The Bendix Corporation Electronic ignition timing system for an internal combustion engine
US4041912A (en) * 1975-08-25 1977-08-16 Motorola, Inc. Solid-state ignition system and method for linearly regulating and dwell time thereof
US4043302A (en) * 1975-08-25 1977-08-23 Motorola, Inc. Solid state ignition system and method for linearly regulating the dwell time thereof
US4044733A (en) * 1974-04-30 1977-08-30 Hitachi, Ltd. Ignition apparatus for internal combustion engine
FR2342586A1 (fr) * 1976-02-27 1977-09-23 Motorola Inc Circuit de temps
US4051817A (en) * 1974-04-18 1977-10-04 Nippon Soken, Inc. Fuel injection system for an internal combustion engine
US4069795A (en) * 1975-11-06 1978-01-24 Allied Chemical Corporation Start-up control for fuel injection system
US4085714A (en) * 1975-04-14 1978-04-25 Nippon Soken, Inc. Electronic ignition timing adjusting system for internal combustion engine
US4095576A (en) * 1975-10-02 1978-06-20 Nippon Soken, Inc. Dwell time control system
US4100895A (en) * 1975-10-13 1978-07-18 Nippon Soken, Inc. Electronic ignition timing control system for an internal combustion engine
US4106440A (en) * 1974-12-31 1978-08-15 Motorola, Inc. Electronic spark timing adjustment circuit
US4112895A (en) * 1973-05-10 1978-09-12 Ducellier Et Cie Electronic distribution and control device for the ignition of internal combustion engines, particularly for motor vehicles
US4133325A (en) * 1977-09-09 1979-01-09 General Motors Corporation Engine spark timing system and method with supplementary retard in normal and starting modes
US4173962A (en) * 1977-01-28 1979-11-13 Robert Bosch Gmbh Ignition system with essentially constant ignition coil energy supply
US4176644A (en) * 1976-10-27 1979-12-04 Robert Bosch Gmbh Engine ignition system with variable spark internal duration
US4201163A (en) * 1976-01-12 1980-05-06 Nippondenso Co., Ltd. Ignition system for internal combustion engine
US4204508A (en) * 1977-01-19 1980-05-27 Robert Bosch Gmbh Ignition system for internal combustion engine
US4211194A (en) * 1976-11-10 1980-07-08 Nippon Soken, Inc. Ignition system for internal combustion engines
US4261312A (en) * 1979-09-04 1981-04-14 General Motors Corporation Internal combustion engine electronic ignition system having an engine speed sensitive variable ignition spark retard feature
US4367712A (en) * 1978-09-29 1983-01-11 Hitachi, Ltd. Ignition timing control system for internal combustion engine
US4404952A (en) * 1978-12-19 1983-09-20 Mitsubishi Denki Kabushiki Kaisha Magnet ignition device
US4462363A (en) * 1980-10-14 1984-07-31 Kokusan Denki Co., Ltd. Ignition system for internal combustion engine
US4528970A (en) * 1979-08-27 1985-07-16 Mitsubishi Denki Kabushiki Kaisha Magnet ignition device
US4646698A (en) * 1984-07-30 1987-03-03 Nippondenso Co., Ltd. Start and termination timing control of fuel injection
US4958608A (en) * 1988-04-27 1990-09-25 Kokusan Denki Company, Ltd. Ignition system for internal combustion engine
WO1992007186A1 (fr) * 1990-10-18 1992-04-30 Ducati Energia S.P.A. Dispositif de changement de la phase d'allumage pour moteurs endothermiques

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DE2620132C2 (de) * 1976-05-07 1984-09-13 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zur Auswertung des Ausgangssignales von induktiv arbeitenden Signalgebern in Kraftfahrzeugen
DE2731746C2 (de) * 1977-07-14 1985-08-22 Robert Bosch Gmbh, 7000 Stuttgart Zündeinrichtung für eine Brennkraftmaschine
JPS5725342A (en) * 1980-07-22 1982-02-10 Japan Synthetic Rubber Co Ltd Rubber composition
DE3328951A1 (de) * 1983-08-11 1985-02-28 Telefunken electronic GmbH, 7100 Heilbronn Elektronisches zuendsystem

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US3314407A (en) * 1964-09-28 1967-04-18 Holley Carburetor Co Electronic advance for engine ignition systems
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Cited By (32)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4112895A (en) * 1973-05-10 1978-09-12 Ducellier Et Cie Electronic distribution and control device for the ignition of internal combustion engines, particularly for motor vehicles
US4000724A (en) * 1973-07-14 1977-01-04 Hughes Microelectronics Limited Ignition arrangements for internal combustion engines
US3937193A (en) * 1973-11-19 1976-02-10 Ford Motor Company Electronic ignition system
US4020807A (en) * 1974-01-16 1977-05-03 Sgs-Ates Componenti Elettronici Spa Ignition-control system for internal-combustion engine
US4016843A (en) * 1974-02-20 1977-04-12 Fabrica Espanola Magnetos, S.A. Ignition devices for automobiles
US4051817A (en) * 1974-04-18 1977-10-04 Nippon Soken, Inc. Fuel injection system for an internal combustion engine
US4044733A (en) * 1974-04-30 1977-08-30 Hitachi, Ltd. Ignition apparatus for internal combustion engine
USB480473I5 (fr) * 1974-06-18 1976-03-02
US3995608A (en) * 1974-06-18 1976-12-07 Hitachi, Ltd. Ignition timing control system for internal combustion engine
US4106440A (en) * 1974-12-31 1978-08-15 Motorola, Inc. Electronic spark timing adjustment circuit
US4085714A (en) * 1975-04-14 1978-04-25 Nippon Soken, Inc. Electronic ignition timing adjusting system for internal combustion engine
US4033272A (en) * 1975-05-14 1977-07-05 The Bendix Corporation Electronic ignition timing system for an internal combustion engine
US4043302A (en) * 1975-08-25 1977-08-23 Motorola, Inc. Solid state ignition system and method for linearly regulating the dwell time thereof
US4041912A (en) * 1975-08-25 1977-08-16 Motorola, Inc. Solid-state ignition system and method for linearly regulating and dwell time thereof
US4095576A (en) * 1975-10-02 1978-06-20 Nippon Soken, Inc. Dwell time control system
US4100895A (en) * 1975-10-13 1978-07-18 Nippon Soken, Inc. Electronic ignition timing control system for an internal combustion engine
US4069795A (en) * 1975-11-06 1978-01-24 Allied Chemical Corporation Start-up control for fuel injection system
US4201163A (en) * 1976-01-12 1980-05-06 Nippondenso Co., Ltd. Ignition system for internal combustion engine
FR2342586A1 (fr) * 1976-02-27 1977-09-23 Motorola Inc Circuit de temps
US4176644A (en) * 1976-10-27 1979-12-04 Robert Bosch Gmbh Engine ignition system with variable spark internal duration
US4211194A (en) * 1976-11-10 1980-07-08 Nippon Soken, Inc. Ignition system for internal combustion engines
US4204508A (en) * 1977-01-19 1980-05-27 Robert Bosch Gmbh Ignition system for internal combustion engine
US4173962A (en) * 1977-01-28 1979-11-13 Robert Bosch Gmbh Ignition system with essentially constant ignition coil energy supply
US4133325A (en) * 1977-09-09 1979-01-09 General Motors Corporation Engine spark timing system and method with supplementary retard in normal and starting modes
US4367712A (en) * 1978-09-29 1983-01-11 Hitachi, Ltd. Ignition timing control system for internal combustion engine
US4404952A (en) * 1978-12-19 1983-09-20 Mitsubishi Denki Kabushiki Kaisha Magnet ignition device
US4528970A (en) * 1979-08-27 1985-07-16 Mitsubishi Denki Kabushiki Kaisha Magnet ignition device
US4261312A (en) * 1979-09-04 1981-04-14 General Motors Corporation Internal combustion engine electronic ignition system having an engine speed sensitive variable ignition spark retard feature
US4462363A (en) * 1980-10-14 1984-07-31 Kokusan Denki Co., Ltd. Ignition system for internal combustion engine
US4646698A (en) * 1984-07-30 1987-03-03 Nippondenso Co., Ltd. Start and termination timing control of fuel injection
US4958608A (en) * 1988-04-27 1990-09-25 Kokusan Denki Company, Ltd. Ignition system for internal combustion engine
WO1992007186A1 (fr) * 1990-10-18 1992-04-30 Ducati Energia S.P.A. Dispositif de changement de la phase d'allumage pour moteurs endothermiques

Also Published As

Publication number Publication date
FR2163276A5 (fr) 1973-07-20
GB1448373A (en) 1976-09-08
CH557470A (de) 1974-12-31
JPS4975929A (fr) 1974-07-22
DE2249322A1 (de) 1974-04-11
BE805741A (fr) 1974-02-01
IT972948B (it) 1974-05-31
NL7313733A (fr) 1974-04-09

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