US3896776A - Ignition timing for internal combustion engines - Google Patents

Ignition timing for internal combustion engines Download PDF

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Publication number
US3896776A
US3896776A US368622A US36862273A US3896776A US 3896776 A US3896776 A US 3896776A US 368622 A US368622 A US 368622A US 36862273 A US36862273 A US 36862273A US 3896776 A US3896776 A US 3896776A
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Prior art keywords
spark
series
engine
voltage pulses
top dead
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US368622A
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English (en)
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Eric Harold Ford
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Autocar Equipment Ltd
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Lumenition Ltd
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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
    • F02P5/15—Digital data processing
    • 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

  • a known type of ignition system for an internal combustion engine employs contact breaker points operated by a cam driven via suitable gearing from the engine crank-shaft. In this system the contacts are closed and thus the battery is connected across the ignition coil for a fixed number of degrees of crank-shaft rotation irrespective of engine speed.
  • the duration of the spark, which commences when the contact breaker points are opened is a function of the electrical parameters of the system and is substantially independent of engine speed.
  • Another known type of ignition system for internal combustion engines employs a magnetic trigger to switch off the current to the ignition coil so initiating a spark, the current being switched on again a suitable time before another spark is required.
  • the period of time between switch off of the ignition coil and switch on of the ignition coil is related by suitable control means to the speed of the engine such that the coil has sufficient on time for its magnetic field to accumulate sufficient energy to produce a spark.
  • a further known type of ignition system is triggered by opto-electronic means at appropriate crank-shaft positions, the triggering switching off the current to the ignition coil, the coil being reconnected to the battery a fixed period after switch off.
  • the crank-shaft position at which a spark is initiated is precisely defined.
  • the spark duration depends on the electrical parameters of the system, switch on of the coil being a fixed time after switch off rather than a particular number of crank-shaft degrees later.
  • This system is effectively monostable since the spark is produced by an electronic circuit which has a stable state in which the coil is on and is triggered to the unstable state to interrupt the current in the primary winding and thus initiate the necessary secondary voltage to produce the spark, the circuit returning to the stable state a fixed time thereafter.
  • a known improvement upon the above monostable opto-electronically controlled system is a bistable system as disclosed in my U.S. Pat. No. 3,605,712 whereby the crank-shaft angles corresponding to switch on and switch off of the coil have a fixed angular displacement one to another.
  • a disadvantage of all the prior art ignition systems is their lack of control of the spark switch off point, thus with all the prior art ignition systems conditions can occur wherein a sparking plug is sparking during part of the second stage of combustion, leading to rapid spark plug wear.
  • a further disadvantage of the prior art ignition systems is that if their electrical parameters are chosen to produce a relatively short spark this spark may end (at slow engine R.P.M.) prior to the end of the initial stage of combustion during all of which a spark is preferably present in order to assist ignition.
  • an electronic ignition system for an internal combustion engine including means for initiating a spark at a crank-shaft angle whose position between two given limits is determined at any instant in accordance with the speed of and load on the engine; and means for extinguishing the spark at the spark plug at a predetermined crank-shaft angle irrespective of the crank-shaft angle at which the spark is initiated.
  • the ignition system includes means for generating a beam of electro-magnetic radiation; a radiation sensing device; and means positioned between the radiation generating device and the sensing device to interrupt the radiation, the interrupting means being driven in synchronism'with the crank-shaft of the engine such that when the radiation is cut off at a given crank angle this determines the two given limits in which the spark is to be initiated in accordance with the speed of and load on the engine and when the radiation is once again received by the sensing device this deter mines the point at which the spark is extinguished.
  • the electronic ignition system for an internal combustion engine includes means for generating a first series of voltage pulses in synchronism with the engine revolutions to provide a series of alternate highs and lows; means for generating a second series of voltage pulses at a frequency greatly in excess of the first series; means for counting a given number of the second series of voltage pulses from a given point in relation to the first series of voltage pulses; means for producing an output of a given level from said counting means after said count has been completed; means for detecting the presence of both a signal at said given level from the first pulse generating means and the counting means in order to bring about the initiation of the spark, the extinguishing of the spark being effected when the signal from the first generating means changes to the opposite level; and means for varying the count of the counting means in accordance with the speed and/or load conditions on the engine.
  • the system controls the advance and retard of the ignition, the counting means starting to count from the position of maximum advance.
  • a signal at said given level from the first trigger initiates the count of the counting means, which then counts down the number it has been set to before giving a signal at said given level to cause the initiation of the spark.
  • the counting means is preferably a frequency divider.
  • the means for varying the count of the frequency divider is a computer whose digital output is modified in accordance with digital information fed into it as regards the speed and/or load conditions on the engine.
  • the first and second series of generated pulses may be fast switched and current amplified by a trigger circuit comprising a plurality of cascaded transistors arranged to switch in inverse relation to one another so that at any one time at least one transistor is always fully saturated whilst its immediate neighbours are hard off.
  • the outputs from the first trigger and the counting means preferably operate a power transistor stage with one or more pre-amplifying stages to effect the initiation of the spark by interrupting the current through' the primary winding of the ignition coil.
  • the power transistor stage may consist of a darlington pair having a commoned collector electrode, a zener diode and series resistor being connected between the commoned collectors and the base electrode of the first transistor of the pair.
  • the collector electrode of the last transistor of the trigger is preferably connected to the base electrode of the first transistor of the darlington pair by way ofa diode and iron cored inductor connected in series, the function of the latter being to slow down the switching rate of the Darlington pair.
  • FIG. 1 is a diagram (partly in block form) of one form of spark control device for use with a spark ignition system of an internal combustion engine;
  • FIG. 2 is a front view of the disc shown in FIG. 1;
  • FIG. 3 is a detailed circuit diagram of the electronic control device shown in FIG. 1;
  • FIG. 4 is a set of waveforms which assist in explaining the operation of the circuit shown in FIG. 3;
  • FIG. 5 is a graph which explains the operation of the spark control device at varying engine speeds.
  • the device achieves elec-' tronic control of the advance and retard of the initiation of the spark and of the termination of the spark and includes a radiation chopper device generally designated l; a first fast inverse switching trigger circuit 11; a second fast inverse switching trigger circuit 12; a frequency divider 14; a computer 16; and an amplifier and power transistor stage 18.
  • the radiation chopper device 1 consists of a housing 2; a disc 3; a shaft 4 carrying the disc 3; infra-red radia tion sources 5 and 6; and radiation detectors 7 and 8.
  • the infra-red radiation sources 5 and 6 are preferably gallium arsenide lamps and the radiation detectors are preferably photo-transistors, all these elements being fixed to the housing 2.
  • the shaft 4 is journalled in bearings (not shown) in the housing 2 and is driven at cam shaft speed of the engine.
  • the chopper disc 3 comprises two series of concentric apertures 9 and 10. There are four large apertures 9 in equi-spaced relation and a large number of small apertures or slits l0 (e.g. 68).
  • the apertures 9 permit infra-red radiation from the lamp 5 to reach the phototransistor 7, and the slits l0 permit infra-red radiation from the lamp 6 to reach the photo-transistor 8.
  • the lamps 5 and 6 are energized through a common stabilized voltage source 20.
  • the output from the respective photo-transistors 7 and 8 is fed to the inputs of respective fast inverse switching triggers l1 and 12.
  • the output of the second trigger 12 is fed to the frequency divider 14 which normally gives a 0 output, but which on completion of the count down set into it from the computer 16 gives a 1 output.
  • the count set into the frequency divider 14 is controlled from the computer 16 by means of four output lines 22a to 22d, each of which is either at a high level of voltage to represent a l or at a low level of voltage to represent a O in accordance with the binary notation.
  • the computer 16 receives at two inputs 24a and 2412 information in digital form concerning the speed and load on the engine, this information being obtained from any known analogue type of measuring device and then converted into digital form so that the computer can calculate the count down necessary before the frequency divider 14 will give a 1 output so as to obtain the correct advance or retard of the ignition timing.
  • the computer has a maximum count of sixteen.
  • the amplifier and power transistor stage 18 controls the current flow through the primary winding of the ignition coil 26.
  • the first and second triggers l1 and 12 respectively include first transistors 30a and 30b, second transistors 32a and 32b, first collector load resistors 34a and 34b, second collector load resistors 36a and 36b, and feedback resistors 38a and 38b.
  • the first and second transistors of each trigger are connected in cascade to switch in inverse relation to one another, so that when one is fully saturated (ON) the other is fully non-conductive (OFF).
  • the output from the photo-transistors 7 and 8 is connected to the base electrodes of the respective first transistors 30a and 30b such that when the photo-transistors conduct, the first transistors switch off and vice versa.
  • Respective diodes 40a and 40b are connected across the collector-emitter electrodes of the photo-transistors 7 and 8 to ensure clean switching of these elements.
  • the gallium arsenide lamps and 6 are connected in series with respective resistors 42a and 42b and connected in parallel with one another across the +12 volt battery supply through a resistor 43.
  • a zener diode 44 is connected across the paralleled gallium arsenide lamps 5 and 6 in order to provide a stabilized voltage.
  • the voltage across the photo-transistors 7 and 8 is also stabilized by means of the zener diode 44 the phototransistors being connected in series with respective resistors 46a and 46b.
  • the output from the collector electrode of the transistor 32a of the first trigger 11 is applied direct to the base electrode of a transistor 50 constituting the amplifier stage of the power transistor stage 18 and also to the set/reset input of the frequency divider 14.
  • the output from the collector electrode of the transistor 32b of the second trigger 12 is applied indirectly to the base electrode of the transistor 50 through the frequency divider 14.
  • the transistor 50 will conduct only if the outputs from the stages 11 and 14 are at the high level representing a 1. This transistor is thus normally off under all the three conditions except the double high when it becomes fully saturated.
  • a resistor 52 is provided in series with its collector electrode.
  • the power transistor stage 18 also includes two power transistors 54 and 56 connected as a Darlington pair; diodes 58, 60 and 62; a zener diode 64; resistors 66, 68 and 70.
  • the power transistors 54 and 56 are fully protected by means of the zener diode 64 and the diode 62.
  • the zener diode is arranged to conduct above a certain voltage level so that if there are any positive going transients induced in the circuit when the Dar- Iington pair has switched off, these break down the zener diode 64 which conducts them through the resistor 66 to the base electrode of the power transistor 54.
  • the Darlington pair is thus caused to turn on in a controlled manner for the duration of these transients so that there is no risk of either of the components of the Darlington pair being broken down in the event of high 6 positive going voltage surges.
  • Negative going transients which occur when the Darlington pair is switched off are conducted to earth via the diode 62.
  • the purpose of the diode 58 is to prevent the voltage passed by the zener diode 64 from flowing to earth via the transistor 50.
  • the secondary winding of the ignition coil is connected to the spark plugs 72a to 72d via a distributor 74 in conventional manner.
  • the operation of the electronic spark control device will now be described in greater detail with the aid of the three waveforms shown in FIG. 4.
  • the photo-transistor 7 produces four current pulses per revolution of the disc 3, whilst the photo-transistor 8 produces a large number (e.g. 68) of pulses per revolution.
  • the two triggers l1 and 12 fast switch and amplify these pulses to produce the waveforms (a) and (b) respectively.
  • the photo-transistor 7 is energized by infra-red radiation and is therefore ON.
  • the transistors 30a and 32a are respectively OFF and ON which means that the output from the first trigger is at the low level representing a 0.
  • the infra-red radiation is cut off and the output of the first trigger becomes high representing a 1.
  • This output is applied to both the frequency divider l4 and the transistor of the stage 18.
  • the frequency divider 14 now counts the pulses from the second trigger 12 according to the number set into it from the computer 16.
  • the output of the frequency divider 14 is at the low level 0 from the time 10 up to and beyond the time 11 unless the computer calls for maximum advance of the ignition.
  • the frequency divider 14 is set to count down a total of six pulses before its output switches to the high level. Therefore at time :2 when the count of six has been completed, the output becomes high at the seventh pulse and the transistor 50 switches ON. This in turn switches the power transistor Darlington pair 5456 OFF to switch off the flow of current in the primary winding of the ignition coil 26, and thus initiate the spark through the high induced secondary voltage on the collapse of the field in the primary winding of the coil.
  • the output of the first trigger reverts to the low level thus extinguishing the spark and resetting the frequency divider which also reverts to the low level, as shown by waveform (0), these events both happening when the photo-transistor 7 is again energized by infra-red radiation.
  • the computer 16 re-calculates from the information fed to it, the new value for the count which is applied to the output thereof in digital form.
  • the frequency divider 14 when started now counts fewer or more pulses before giving a high level output thus varying the timing of the commencement of ignition so as to achieve an advance or retard over the previous position.
  • the computer has a maximum digital output of sixteen so that the count of the frequency divider can vary from zero up to fifteen, zero being the count for maximum advance and fifteen for maximum retard.
  • FIG. shows the timing of the initiation of the spark given in crank angle before top dead centre (B.T.D.C.) plotted to a base of engine R.P.M.
  • each aperture 9 in the disc is arranged such that the count starts at 30 B.T.D.C. when the radiation from the lamp 5 is cut off.
  • the coil is switched off at 26 B.T.D.C.
  • the coil is switched off at an angle which varies linearly from 16 to 26 B.T.D.C. respectively, i.e. it has a slope of 500 R.P.M./2.
  • the coil is switched off at an angle which varies linearly from 6 to 16 B.T.D.C., i.e. it has a slope of 300 R.P.M./2.
  • the trigger 11 produces a low level output which turns on the power transistors 54, 56 and the coil to extinguish the spark.
  • the extinction of the spark is dependent upon the position of the leading edge of each aperture 9 with respect to the crankshaft. ln every case the coil is switched on again at zero degrees B.T.D.C., i.e. at top dead centre.
  • the spark duration in terms of crank angles is thus controlled from a minimum of 6 at 600 R.P.M. up to a maximum of 26 at speeds of 4,600 R.P.M. and over.
  • the above described system thus provides the electronic control of the advance and retard of the initiation of the spark in an internal combustion engine and the electronic control of the point of extinction of said spark, the degree of advance or retard of the spark being dependant on the speed and/or load conditions of the engine and the point of extinction of the spark being dependant on the crank-shaft angle of the engine.
  • the above described electronic ignition system has the advantage over the known systems of extinguishing the spark at a predetermined crank angle, the spark being maintained until this angle is reached.
  • An electronic ignition system for an internal combustion engine including means for initiating a spark at a crank-shaft angle whose position between two given limits is determined at any instant in accordance with engine requirements and means for extinguishing the spark at the spark plug at a predetermined crank-shaft angle irrespective of the crank-shaft angle at which the spark is initiated.
  • An electronic ignition system including means for generating a beam of electromagnetic radiation; a radiation sensing device; and means positioned between the radiation generating device and the sensing device to interrupt the radiation, the interrupting means being driven in synchronism with the crank-shaft of the engine such that when the radiation is cut off at a given crank angle this determines the two given limits in which the spark is to be initiated in accordance with the engine requirements and when the radiation is once again received by the sensing device this determines the point at which the spark is extinguished.
  • An electronic ignition system including means for generating a first series of voltage pulses in synchronism with the engine revolutions to provide a series of alternate highs and lows; means for generating a second series of voltage pulses at a frequency greatly in excess of the first series; means for counting a given number of the second series of voltage pulses from a given point in relation to the first series of voltage pulses; means for producing an output of a given level from said counting means after said count has been completed; means for detecting the presence of both a signal at said given level from the first pulse generating means and the counting means in order to bring about the initiation of the spark, the extinguishing of the spark being effected when the signal from the first generating means changes to the opposite level; and means for varying the count of the counting means in accordance with engine requirements.
  • An electronic ignition system including first and second infra-red radiation sources; first and second photo-transistors associated with the respective first and second infra-red radiation sources; an opaque element having a first set of arcuate apertures therein for producing said first series of voltage pulses and a second set of arcuate apertures for producing the second series of voltage pulses, said opaque element being positioned between the radiation sources and photo-transistors, said first set of arcuate apertures being arranged such that the infra-red radiation is interrupted at a first position before top dead centre to start the count for the precise timing of the spark according to engine requirements, the infra-red radiation being established at a second position which is approximately at top dead centre in order to extinguish the spark irrespective of the position at which it was initiated.
  • An electronic ignition system including means for generating the highs of the first series of voltage pulses at 30 before top dead centre of respective cylinders of the engine; means for fixing the maximum advance of the ignition at 26 before top dead centre and the maximum retardation to 6 before top dead centre so that the spark is initiated within this range 26 6 before top dead centre according to the engine requirements, and means for generating the lows of the first series of voltage pulses at 0 before top dead centre of respective cylinders of the engine.
  • each trigger circuit comprising a plurality of cascaded transistors arranged to switch in inverse relation to one another so that at any one time at least one transistor is always fully saturated whilst its immediate neighbours are hard off.
  • An electronic ignition system including at least one power transistor and one or more pre-amplifying stages between the power transistor and the output from the first trigger and counting means, said power transistor being in series with the primary winding of the ignition coil, whereby the spark is initiated on interruption of the current through the primary winding of the ignition coil on the power transistor becoming non-conductive.
  • An electronic ignition system further comprising an ignition coil, said spark extinguishing means comprising means for switching said coil on to extinguish said spark at a first, predetermined crank angle position which is approximately at top dead center and said spark initiating means comprising means for switching off said coil to initiate said spark at a variable crank angle position in advance of said first crank angle position in accordance with the engine requirements.
  • An electronic ignition system for an internal combustion engine in which the spark is initiated between two given crank angles before top dead centre depending on the speed of and load on the engine at any given instant and in which the spark is extinguished at a predetermined crank angle in relation to top dead centre including means for generating a first series of voltage pulses in synchronism with the engine revolutions to provide a series of alternate highs and lows; first means for fast switching and current amplifying said first series of voltage pulses; means for generating a second series of voltage pulses at a frequency greatly in excess of the first series; second means for fast switching and current amplifying said second series of voltage pulses; means for counting a given number of the second series of voltage pulses from a given point in relation to the first series of voltage pulses; means for producing an output of a given level from said counting means after said count has been completed; means for detecting the presence of both a signal at said given level from the output of the first fast switching and current amplifying means and the counting means in order to bring about the initiation of the spark,
  • An electronic ignition system wherein the two limits for the initiation of the spark are 26 and 6 before top dead centre and wherein the spark is extinguished at a predetermined point in the range of from 0 to 5 after top dead centre.
  • An electronic ignition system including a darlington pair output stage in series with the primary winding of the ignition coil and one or more pre-amplifying stages between the commoned output of the first means for fast switching and current amplifying and the counting means and the input electrode of the power transistor stage.

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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 Ignition Timing (AREA)
US368622A 1973-04-06 1973-06-11 Ignition timing for internal combustion engines Expired - Lifetime US3896776A (en)

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GB1668073A GB1420814A (en) 1973-04-06 1973-04-06 Ignition timing for internal combustion engines

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US3896776A true US3896776A (en) 1975-07-29

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US (1) US3896776A (enrdf_load_stackoverflow)
JP (1) JPH028147B2 (enrdf_load_stackoverflow)
BR (1) BR7402727D0 (enrdf_load_stackoverflow)
CA (1) CA1018245A (enrdf_load_stackoverflow)
DE (1) DE2416115C2 (enrdf_load_stackoverflow)
ES (1) ES425385A1 (enrdf_load_stackoverflow)
FR (1) FR2224646B1 (enrdf_load_stackoverflow)
GB (1) GB1420814A (enrdf_load_stackoverflow)
IT (1) IT1004459B (enrdf_load_stackoverflow)
SE (1) SE392507B (enrdf_load_stackoverflow)
ZA (1) ZA741731B (enrdf_load_stackoverflow)

Cited By (9)

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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
US4130096A (en) * 1975-04-30 1978-12-19 Lumenition Limited Ignition systems for internal combustion engines
US4130097A (en) * 1974-05-07 1978-12-19 Ford Eric H Ignition systems for internal combustion engines
US4153019A (en) * 1977-04-20 1979-05-08 General Motors Corporation Peak cylinder combustion pressure ignition spark timing system
DE3120736A1 (de) * 1980-05-29 1982-02-04 Nippon Soken Inc., Nishio, Aichi Zuendsystem fuer brennkraftmaschinen
US4406273A (en) * 1980-05-29 1983-09-27 Nippon Soken, Inc. Ignition system for internal combustion engine
US4421091A (en) * 1981-03-31 1983-12-20 Nippon Soken, Inc. Ignition system for internal combustion engines
US4488530A (en) * 1983-02-22 1984-12-18 Isadore Turetsky Controlling and switching mechanism
USRE34183E (en) * 1986-02-05 1993-02-23 Electromotive Inc. Ignition control system for internal combustion engines with simplified crankshaft sensing and improved coil charging

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IT1067157B (it) * 1976-07-27 1985-03-12 Magneti Marelli Spa Apparecchiatura di anticipo di accensione di motori a combustione interna
GB1598282A (en) * 1978-04-06 1981-09-16 Lumenition Ltd Ignition systems for internal combustion engines
JPS5627068A (en) * 1979-08-07 1981-03-16 Mitsubishi Electric Corp Ignition timing controller
JPS56167853A (en) * 1980-05-29 1981-12-23 Nippon Soken Inc Ignition apparatus for internal combustion engine
US4483293A (en) * 1982-04-06 1984-11-20 Mitsubishi Denki Kabushiki Kaisha Ignition time control device
JPH03145571A (ja) * 1989-10-30 1991-06-20 Mitsubishi Electric Corp 内燃機関用点火制御方法
DE4020986C2 (de) * 1990-07-02 1998-09-03 Telefunken Microelectron Elektronisches Zündsystem für eine Brennkraftmaschine
TWI699456B (zh) 2016-12-28 2020-07-21 日商Ｔｏｔｏ股份有限公司 電解水產生裝置
JP6587221B2 (ja) 2017-12-22 2019-10-09 Toto株式会社 便座装置及びトイレ装置
JP6587220B2 (ja) 2017-12-22 2019-10-09 Toto株式会社 便座装置及びトイレ装置
JP6587219B2 (ja) 2017-12-22 2019-10-09 Toto株式会社 トイレ装置及び便座装置

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US3592178A (en) * 1969-10-15 1971-07-13 Peter Schiff Electronic ignition timing circuit
US3605712A (en) * 1968-02-29 1971-09-20 Lumenition Ltd Ignition systems for internal combustion engines
US3696303A (en) * 1969-04-03 1972-10-03 Gunter Hartig Process and apparatus for producing trigger pulses
US3738339A (en) * 1971-12-06 1973-06-12 Gen Motors Corp Electronic ignition spark advance system
US3757755A (en) * 1971-10-14 1973-09-11 Inst Gas Technology Engine control apparatus
US3799136A (en) * 1970-06-20 1974-03-26 Philips Corp Method of, and apparatus for ignition timing in internal combustion engines
US3830207A (en) * 1972-02-09 1974-08-20 Schlumberger Compteurs System for controlling the ignition and injection of internal combustion engines

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DE2147983A1 (de) * 1971-09-25 1973-03-29 Volkswagenwerk Ag Anordnung mit einer elektronischen messeinrichtung fuer drehwinkel eines rotierenden teiles, insbesondere zur elektronischen zuendzeitpunktverstellung in einer brennkraftmaschine

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Publication number Priority date Publication date Assignee Title
US3605712A (en) * 1968-02-29 1971-09-20 Lumenition Ltd Ignition systems for internal combustion engines
US3696303A (en) * 1969-04-03 1972-10-03 Gunter Hartig Process and apparatus for producing trigger pulses
US3592178A (en) * 1969-10-15 1971-07-13 Peter Schiff Electronic ignition timing circuit
US3799136A (en) * 1970-06-20 1974-03-26 Philips Corp Method of, and apparatus for ignition timing in internal combustion engines
US3757755A (en) * 1971-10-14 1973-09-11 Inst Gas Technology Engine control apparatus
US3738339A (en) * 1971-12-06 1973-06-12 Gen Motors Corp Electronic ignition spark advance system
US3830207A (en) * 1972-02-09 1974-08-20 Schlumberger Compteurs System for controlling the ignition and injection of internal combustion engines

Cited By (10)

* 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
US4130097A (en) * 1974-05-07 1978-12-19 Ford Eric H Ignition systems for internal combustion engines
US4130096A (en) * 1975-04-30 1978-12-19 Lumenition Limited Ignition systems for internal combustion engines
US4153019A (en) * 1977-04-20 1979-05-08 General Motors Corporation Peak cylinder combustion pressure ignition spark timing system
DE3120736A1 (de) * 1980-05-29 1982-02-04 Nippon Soken Inc., Nishio, Aichi Zuendsystem fuer brennkraftmaschinen
US4406273A (en) * 1980-05-29 1983-09-27 Nippon Soken, Inc. Ignition system for internal combustion engine
US4408592A (en) * 1980-05-29 1983-10-11 Nippon Soken, Inc. Ignition system for internal combustion engines
US4421091A (en) * 1981-03-31 1983-12-20 Nippon Soken, Inc. Ignition system for internal combustion engines
US4488530A (en) * 1983-02-22 1984-12-18 Isadore Turetsky Controlling and switching mechanism
USRE34183E (en) * 1986-02-05 1993-02-23 Electromotive Inc. Ignition control system for internal combustion engines with simplified crankshaft sensing and improved coil charging

Also Published As

Publication number Publication date
FR2224646A1 (enrdf_load_stackoverflow) 1974-10-31
AU6704874A (en) 1975-09-25
FR2224646B1 (enrdf_load_stackoverflow) 1979-09-14
DE2416115C2 (de) 1982-11-25
GB1420814A (en) 1976-01-14
ES425385A1 (es) 1976-06-01
DE2416115A1 (de) 1974-10-24
CA1018245A (en) 1977-09-27
JPH028147B2 (enrdf_load_stackoverflow) 1990-02-22
ZA741731B (en) 1975-02-26
SE392507B (sv) 1977-03-28
IT1004459B (it) 1976-07-10
JPS5029930A (enrdf_load_stackoverflow) 1975-03-26
BR7402727D0 (pt) 1974-11-19

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