ПРЕРЫВАТЕЛЬ-РАСПРЕДЕЛИТЕЛЬ ЗАЖИГАНИЯ ДЛЯ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ

1. Прерыватель-распределитель зажигания для двигателя внутреннего сгорания, содержащий корпус, закрепленную на нем посредством винтов крышку, размещенные в ней электроды с клеммами для проводов высокого напряжения, пучок проводов подвода тока к датчику Хола, вакуумный регулятор, отличающийся тем, что он снабжен дополнительно защитным кожухом, который выполнен жестким и разъемным, причем разъем выполнен вдоль оси защитного кожуха, в открытой части защитного кожуха выполнен вырез, большая сторона которого перпендикулярна оси защитного кожуха, в боковой поверхности защитного кожуха друг против друга в одной плоскости и симметрично оси защитного кожуха выполнены две выпуклые полости, наружная сторона которых параллельна боковой поверхности защитного кожуха, в закрытой части защитного кожуха перпендикулярно его оси выполнено выпуклое окно, а параллельно ему в открытой части выполнен полый прилив, в стенке которого выполнено сквозное отверстие, защитный кожух надет на крышку, открытая часть которого сопряжена с корпусом, а вырез - с вакуумным регулятором, в выпуклых полостях размещены крепежные винты, причем выпуклое окно предназначено для размещения в нем проводов высокого напряжения, а в сквозном отверстии полого прилива размещен пучок проводов подвода тока к датчику Хола. 2. Прерыватель-распределитель по п.1, отличающийся тем, что разъем выполнен с одной стороны защитного кожуха и проходит через выпуклое окно и полый прилив со сквозным отверстием, а плоскость разъема размещена к плоскости выпуклых полостей под углом не более 90, причем соединение разъема выполнено быстроразъемным. 3. Прерыватель-распределитель по п.1, отличающийся тем, что длина каждой выпуклой полости составляет не более половины длины защитного кожуха, а ширина - не более половины ее длины. 4. Прерыватель-распределитель по п.1, отличающийся тем, что защитный кожух выполнен литым из полиэтилена. 5. Прерыватель-распределитель по п.2, отличающийся тем, что соединение разъема выполнено посредством двух ...

КАТУШКА ЗАЖИГАНИЯ ДЛЯ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ

1. Катушка зажигания для двигателя внутреннего сгорания, содержащая корпус, крышку, размещенную в ней клемму высокого напряжения, клемму вывода конца первичной обмотки и клемму ''+Б'' вывода начала первичной и конца вторичной обмотки, скобу крепления, отличающаяся тем, что она снабжена дополнительно защитным кожухом, который выполнен жестким в виде разъемного стакана, разъем выполнен в осевой плоскости, в этой же плоскости напротив друг друга по боковой поверхности стакана выполнены выступающие сквозные каналы, открытая часть стакана плотно охватывает крышку, а его торец сопряжен с корпусом, причем один из сквозных каналов предназначен для выхода провода высокого напряжения от клеммы высокого напряжения и провода конца первичной обмотки, а другой - для выхода провода с клеммы '' +Б '' вывода начала первичной и конца вторичной обмотки. 2. Катушка по п.1, отличающаяся тем, что разъем выполнен не более половины боковой поверхности стакана и проходит через сквозные каналы, один из которых выполнен перпендикулярно оси стакана, а другой - в два раза больше и размещен под углом менее 90, причем соединение разъема выполнено быстроразъемным. 3. Катушка по п.1, отличающаяся тем, что защитный кожух выполнен литым из полиэтилена. 4. Катушка по п.2, отличающаяся тем, что соединение разъема выполнено посредством кнопок, причем кнопки выполнены из полиэтилена. (19) RU (11) (13) 9 019 U1 (51) МПК F02P 11/00 (1995.01) РОССИЙСКОЕ АГЕНТСТВО ПО ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ПОЛЕЗНОЙ МОДЕЛИ К СВИДЕТЕЛЬСТВУ (71) Заявитель(и): Крыжановский Игорь Александрович (21), (22) Заявка: 98107614/20, 28.04.1998 (46) Опубликовано: 16.01.1999 (72) Автор(ы): Крыжановский И.А. (73) Патентообладатель(и): Крыжановский Игорь Александрович R U Адрес для переписки: 445027 Самарская обл. Тольятти, а/я 3151 Фирма "Приоритет" Ñòðàíèöà: 1 9 0 1 9 R U U 1 (57) Формула полезной модели 1. Катушка зажигания для двигателя внутреннего сгорания, содержащая корпус, крышку, размещенную в ней клемму высокого ...

ПРИСПОСОБЛЕНИЕ ДЛЯ ИСКЛЮЧЕНИЯ ЗАПУСКА ТРАКТОРНЫХ, АВТОМОБИЛЬНЫХ ДВИГАТЕЛЕЙ ПРИ ВКЛЮЧЕННОЙ ПЕРЕДАЧЕ, МАГАКЬЯНА

Приспособление, состоящее из коробки перемены передач, рычага переключения передач, отличающееся тем, что на коробке перемены передач установлены стойки с кнопками-контакторами, которые через электропровод замыкают на массу первичную обмотку зажигания магнето пускового двигателя и во вторичной обмотке катушки зажигания ток не возникает и между контактами свечи искра не образуется, то есть при положении рычага переключения передач во включенном состоянии исключается запуск тракторных, автомобильных двигателей. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 41 093 (13) U1 (51) МПК F02P 11/00 (2000.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ПОЛЕЗНОЙ МОДЕЛИ К ПАТЕНТУ (21), (22) Заявка: 2003109999/22 , 08.04.2003 (24) Дата начала отсчета срока действия патента: 08.04.2003 (45) Опубликовано: 10.10.2004 (72) Автор(ы): Магакьян В.С. (RU) (73) Патентообладатель(и): Магакьян Валерий Сосикович (RU) U 1 4 1 0 9 3 R U Ñòðàíèöà: 1 U 1 Формула полезной модели Приспособление, состоящее из коробки перемены передач, рычага переключения передач, отличающееся тем, что на коробке перемены передач установлены стойки с кнопками-контакторами, которые через электропровод замыкают на массу первичную обмотку зажигания магнето пускового двигателя и во вторичной обмотке катушки зажигания ток не возникает и между контактами свечи искра не образуется, то есть при положении рычага переключения передач во включенном состоянии исключается запуск тракторных, автомобильных двигателей. 4 1 0 9 3 (54) ПРИСПОСОБЛЕНИЕ ДЛЯ ИСКЛЮЧЕНИЯ ЗАПУСКА ТРАКТОРНЫХ, АВТОМОБИЛЬНЫХ ДВИГАТЕЛЕЙ ПРИ ВКЛЮЧЕННОЙ ПЕРЕДАЧЕ, МАГАКЬЯНА R U Адрес для переписки: 353919, Краснодарский край, г. Новороссийск-19, ул. Волгоградская, 12, кв. 29, В.С. Магакьяну U 1 U 1 4 1 0 9 3 4 1 0 9 3 R U R U Ñòðàíèöà: 2 RU 5 10 15 20 25 30 35 40 45 50 41 093 U1 Изобретение относится к производству тракторных, автомобильных двигателей. Известны различные типы коробок передач для колесных и гусеничных ...

Arrangement structure for drive circuit

A shortest distance (d) between a drive circuit ( 4 ) and an electric wire ( 8 b ) is set such that an electric field caused by an electric current flowing in the electric wire ( 8 b ) that electrically connects an ignition-voltage generating device (IG) and an ignition plug ( 6 ) induces a surge voltage to the drive circuit ( 4 ) via an electrostatic capacity (Cm) between the drive circuit ( 4 ) that can freely inject fuel from a fuel injection device ( 7 ) provided in an internal-combustion engine ( 5 ) to the internal-combustion engine ( 5 ) under control of a microcomputer and the electric wire ( 8 b ), and the surge voltage becomes equal to or lower than predetermined surge withstanding capability of the semiconductor power device.

Ignition circuit

An ignition circuit for a combustion engine has an ignition coil and a control unit for the coil. The coil and the control unit are included in a common component as an ignition module. The module is supplied with voltage by a generator driven by the engine. A spark plug and the coil form a power circuit which includes a line segment to a reference potential outside the module. A sensor detects data of the engine and the output of the sensor is supplied to the module. The sensor is supplied with voltage via a sensor circuit. The sensor circuit and the power circuit use the line segment as a common connection to the reference potential, so that for a defect of the line segment, a missing connection to the reference potential in the high voltage circuit is recognized via the change of the sensor output signals.

Engine automatic stop/restart device

An engine automatic stop/restart device includes an ignition-prohibition-decision unit that prohibits an ignition for an engine, which is controlled by the ignition-control unit, when a reverse rotation of the engine is detected based on a crank-angle signal; and an ignition-prohibition-release-decision unit that releases an ignition prohibition, after the ignition is prohibited by the ignition-prohibition-decision unit; in which the ignition-prohibition-release-decision unit releases the ignition prohibition when regular rotational signals of the engine, of which count is greater than or equal to a predetermined count, is detected and an engine revolution number is greater than or equal to a predetermined revolution number, after the reverse rotation of the engine is detected, and before a crank is positioned at a compression top dead center of the engine.

SINGLE CHIP IGNITER AND INTERNAL COMBUSTION ENGINE IGNITION DEVICE

Aspects of the invention are directed to a single chip igniter such that it is possible to realize a reduction in operating voltage, an increase in noise tolerance, a reduction in size, and a reduction in cost. By reducing the gate threshold voltage of a MOS transistor, and reducing the operating voltages of a current limiter circuit, an overheat detector circuit, a timer circuit, an overvoltage protection circuit, an input hysteresis circuit, and the like, it is possible to reduce the operating voltage of a single chip igniter. In some aspects of the invention, the effective gate voltage of the MOS transistor is 1V or more, and the channel length of the MOS transistor is 4 μm or less. Also, in some aspects of the invention, the thickness of a gate oxide film of the MOS transistor is 5 nm or more, 25 nm or less. 1. A single chip igniter , comprising:a MOS transistor;a gate terminal electrically connected to the gate of the MOS transistor; anda control circuit that limits the gate voltage of the MOS transistor,all disposed on the same semiconductor substrate, whereinan input voltage input into the gate terminal of the single chip igniter becomes the power supply voltage of the control circuit and a control signal of the MOS transistor, and the minimum value of the input voltage is less than 3.5V.2. The single chip igniter according to claim 1 , whereinthe minimum value of the input voltage is less than 2.5V.3. The single chip igniter according to claim 1 , whereinthe minimum value of the input voltage is less than 2.0V.4. The single chip igniter according to claim 1 , wherein{'sup': 17', '3, 'the effective gate threshold voltage of the MOS transistor configuring the single chip igniter is 1V or more, and the impurity dose per unit volume of a channel region of the MOS transistor is 1×10/cmor less.'}5. The single chip igniter according to claim 1 , whereinthe effective gate threshold voltage of the MOS transistor configuring the single chip igniter is 1V or more, and ...

Signal detection circuit, igniter, and vehicle using the same

There are provided a signal detection circuit and an igniter capable of enhancing a capability of withstanding breakdown by noise. The signal detection circuit includes an input terminal Sin configured to receive a control signal from an ECU and a bidirectional floating diode provided between the input terminal and a ground. Further, the signal detection circuit includes an attenuation circuit configured to attenuate an output of the bidirectional floating diode, a low-pass filter configured to pass a low-frequency component of the output of the attenuation circuit, and a comparator configured to compare an output of the low-pass filter with a reference voltage.

METHOD AND SYSTEM FOR DETECTION OF HOT SPARK PLUG FOULING

Methods and systems are provided for inferring spark plug fouling due to accumulation of fuel additives thereon. In one example, an engine controller may infer spark plug hot fouling based on higher than expected exhaust temperatures by correlating the elevated exhaust temperature with late combustion phasing due to additive accumulation. A confidence factor of the spark plug hot fouling detection may be enhanced based on data regarding concurrent misfire and/or pre-ignition events. 1. A method for an engine , comprising:indicating spark plug fouling due to accumulation of fuel additive based on an actual exhaust temperature being higher than estimated exhaust temperature, the estimated exhaust temperature based on engine operating conditions including air-fuel ratio, spark timing, and EGR.2. The method of claim 1 , wherein indicating spark plug fouling due to accumulation of fuel additive includes setting a diagnostic code claim 1 , the diagnostic code requesting spark plug replacement claim 1 , and wherein indicating spark plug fouling due to accumulation of fuel additive further includes indicating spark plug fouling is not due to accumulation of soot.3. The method of claim 2 , wherein the indicating is further based on one or more of an engine pre-ignition rate claim 2 , an engine misfire rate claim 2 , an exhaust oxygen sensor degradation rate claim 2 , an exhaust oxygen sensor switching frequency claim 2 , a change in an adaptive knock term claim 2 , and an exhaust catalyst degradation rate over a vehicle drive cycle.4. The method of claim 3 , wherein the indicating is based on a confidence factor that is determined from a difference between the estimated exhaust temperature and the actual exhaust temperature claim 3 , the method further comprising adjusting the confidence factor based on one or more of the engine pre-ignition rate claim 3 , the engine misfire rate claim 3 , the exhaust oxygen sensor degradation rate claim 3 , the exhaust oxygen sensor ...

Control apparatus for internal combustion engine

An ECU outputs an ignition signal and a discharge waveform control signal. An ignition device closes an ignition switching element in a period during which the ignition signal is input. After a stop of the input of the ignition signal and in a period of input of the discharge waveform control signal, the ignition device controls current flowing through a primary coil to a discharge current command value that is determined by the discharge waveform control signal by opening or closing a control switching element. A discharge control unit determines whether there is an abnormality. When it is determined that there is an abnormality, the ECU avoids control executed by the discharge control unit, and causes the discharge control unit to execute control during times of low-rotation and low-load operation of an internal combustion engine in order to determine whether the discharge control unit has returned to a normal state.

IGNITION DEVICE FOR IGNITING AN AIR/FUEL MIXTURE IN A COMBUSTION CHAMBER

An ignition device for igniting an air/fuel mixture in a combustion chamber, in particular of an internal combustion engine, having a spark plug which has a first electrode and a second electrode, having a high voltage source for generating an electrical high voltage pulse at an output of the high voltage source, and having a high frequency voltage source for generating an electrical high frequency alternating voltage at an output of the high frequency voltage source, wherein the output of the high voltage source is connected electrically to the first electrode of the spark plug via a first electrical conduction path in such a way that the high voltage pulse is present at the first electrode, wherein the output of the high frequency voltage source is connected electrically to the second electrode via a second electrical conduction path in such a way that the high frequency alternating voltage is present at the second electrode. 1. An ignition device for igniting an air/fuel mixture in a combustion chamber , with a spark plug having exactly two electrodes namely a first electrode and a second electrode , having a high voltage source for generating an electrical high voltage pulse at an output of the high voltage source and having a high frequency voltage source for generating an electrical high frequency alternating voltage at an output of the high frequency voltage source , wherein the output of the high voltage source is connected electrically to the first electrode of the spark plug via a first electrical conduction path in such a way that the high voltage pulse is present at the first electrode , and wherein the output of the high frequency voltage source is connected electrically to the second electrode via a second electrical conduction path in such a way that the high frequency alternating voltage is present at the second electrode.2. The ignition device of claim 1 , wherein the high voltage source is designed in the form of an ignition coil.3. The ignition ...

SPARK PLUG

A spark plug with an insulator that includes: a first portion having a first inner diameter with a front end of a trunk portion of a metal terminal disposed therein; a second portion having a second inner diameter larger than the first inner diameter, and including a portion 1 mm or more forward of a rear end of the insulator; and a third portion disposed between the first portion and the second portion and having a third inner diameter larger than the first inner diameter and smaller than the second inner diameter. The trunk portion of the metal terminal includes: a front trunk portion and a rear trunk portion with a front end of the rear trunk portion positioned forward of a rear end of the third portion of the insulator, the rear trunk portion having an outer diameter larger than the outer diameter of the front trunk portion. 1. A spark plug comprising:an insulator having an axial bore extending along an axis from a rear end of the insulator toward a front end of the insulator;a center electrode extending along the axis and having a rear end located inside the axial bore;a metal terminal including a trunk portion and a head portion, the trunk portion located inside the axial bore and having a front end located rearward of the rear end of the center electrode, the head portion located rearward of the trunk portion and exposed to the outside at the rear end of the insulator; anda conductive seal member in contact with the front end of the trunk portion of the metal terminal in the axial bore, a cylindrical first portion having a first inner diameter, the front end of the trunk portion of the metal terminal disposed therein;', 'a cylindrical second portion having a second inner diameter larger than the first inner diameter, and including a portion 1 mm or more forward of the rear end of the insulator, and', 'a cylindrical third portion disposed between the first portion and the second portion, and having a rear end and a third inner diameter larger than the first ...

Method for Safely Capturing High RPM Thresholds in Spark-Ignition Engines

A method for safely capturing an engine RPM threshold in a spark-ignition internal combustion engines which may exceed the maximum safe unloaded RPM for that engine. Typical engines having a safe RPM high speed redline when coupled to a load, and a reduced RPM redline when decoupled and unloaded, can be set to activate ancillary equipment at a high redline, engine loaded RPM by deriving and processing data from the engine at a low, unloaded reduced RPM speed. The method requires operator reference to an existing OEM or after-market tachometer which enables the user to set a low RPM reference point while the engine is unloaded and running at a slow RPM. Raw data from the latter variable RPM threshold selected by a user is safely captured while the engine is operating unloaded, and a higher RPM threshold is calculated and set from the raw data. The higher RPM threshold may exceed the maximum safe unloaded RPM for said engine. 1. A method for safely setting RPM thresholds for use by a spark-ignition internal combustion engine that is coupled or decoupled to a load , the engine characterized by a maximum safe RPM when loaded , and a reduced maximum safe RPM when unloaded , the method comprising the steps of:a. initiating engine operation;b. setting said engine at a pre-calculated RPM which is slower than said reduced maximum safe RPM;c. capturing RPM data from step “b”;d. converting captured RPM data from step “c” into an RPM threshold that is potentially higher than said maximum safe, loaded RPM threshold by applying a given fraction;e. recording said higher RPM threshold; and,f. when the loaded engine is thereafter run at high speed, triggering any connected external devices in response to occurrence of said high speed RPM threshold.2. The method as defined in wherein:step “1b” includes the step of referencing an engine tachometer to observe RPM;step “1c” includes the steps of initiating a capture mode for capture of RPM data and activating said capture mode to ...

Jumper cable and ignition control method

The embodiment of the present disclosure discloses a jumper cable and an ignition control method, which are applicable to the field of electronic technology. The jumper cable includes a main control module, and a startup detection module, a voltage-stabilizing power supply module, a voltage detection module, a temperature detection module, a relay control module, a startup communication module, a positive ignition clip and a negative ignition clip connected with the main control module. The relay control module includes a relay switch. The first end of the relay switch is connected with the voltage-stabilizing power supply module, which is connected with the positive ignition clip. The second end of the relay switch is connected with the startup detection module and the negative ignition clip. The startup communication module is connected with the startup power supply.

Method and system for determining causes of engine stop using ignition power monitoring

A method for determining causes of engine stop using ignition power monitoring may include performing ignition power holding determination to determine, in a state in which a vehicle is started and an engine is driven, whether the vehicle is in a key-on state, to which power is consistently applied, in order to hold the starting of the engine of the vehicle. The method also includes performing power-off recognition time comparison by comparing, when ignition power is turned off and the engine is stopped, a time required to recognize ignition power-off in an ECU (Electronic Control Unit) with a preset ignition power-off recognition time for failure determination. The method also performs a power abnormality determination by determining whether the engine is stopped due to ignition power failure when the time required to recognize the ignition power-off in the ECU is not greater than the preset ignition power-off recognition time.

DEVICE FOR PREVENTING BACK FIRE OF ENGINE AND METHOD USING THE SAME

A method for preventing back fire of an engine by a device for preventing back fire of an engine, may include monitoring operating information of the engine; determining whether the back fire occurs by using the operating information of the engine; and controlling an ignition timing to be retarded when the back fire occurs as the determination result. 1. A method for preventing back fire of an engine by a device for preventing the back fire of the engine , the method comprising:monitoring operating information of the engine;determining whether the back fire occurs by using the operating information of the engine; andcontrolling an ignition timing to be retarded when the back fire occurs as the determination result.2. The method of claim 1 , wherein the operating information of the engine includes at least one of an RPM of the engine claim 1 , an intake pressure claim 1 , an intake temperature claim 1 , an opening level of a throttle valve claim 1 , and a control current value of the throttle valve.3. The method of claim 1 , wherein the determining of whether the back fire occurs includes:comparing the intake pressure with a predetermined pressure value,comparing the intake temperature with a predetermined temperature value when the intake pressure is more than a predetermined maximum pressure value or the intake pressure is less than a predetermined minimum pressure value, anddetermining that the back fire occurs when the intake temperature is more than a maximum temperature value for a predetermined time or more.4. The method of claim 1 , wherein the determining of whether the back fire occurs includes:comparing the opening level of the throttle valve with a reference opening level,comparing the control current value of the throttle valve with a predetermined value when the opening level of the throttle valve is more than the reference opening level, anddetermining that the back fire occurs when the control current value of the throttle valve is more than the ...

METHOD FOR DETECTING A GLOW PLUG REPLACEMENT

Described is a method for detecting a glow plug replacement of an engine, wherein a first value of a temperature-dependent variable is measured at a first glow plug of the engine and, simultaneously, a second value of the temperature-dependent variable is measured at a second glow plug of the engine. The first value of the temperature-dependent variable is compared with a stored reference value of the first glow plug and a glow plug replacement is detected if the difference of the first value from the reference value exceeds a threshold value. According to this disclosure, it is provided that the reference value is a value which, in an earlier measurement, was measured at the first glow plug simultaneously with the measurement of a value at the second glow plug which corresponds to the second value within a predefined tolerance. 1. A method for detecting a glow plug replacement , comprising:simultaneously measuring first and second values of a temperature-dependent variable at a first glow plug of an engine and at a second glow plug of the engine, respectively;comparing the first measured value with a stored reference value of the first glow plug; anddetecting a glow plug replacement if the difference of the first value from the reference value exceeds a threshold value;wherein, the reference value is a value earlier measured at the first glow plug of the engine together with a value measured at the second glow plug which corresponds to the second value within a predefined tolerance.2. The method according to claim 1 , wherein the temperature-dependent electrical variable is electrical resistance.3. The method according to claim 1 , wherein the temperature-dependent variable is measured at a heated glow plug.4. The method according to claim 1 , further comprising claim 1 , if the difference of the first value from the reference value does not exceed the threshold value claim 1 , checking whether the reference value was measured under the same operating conditions as ...

Corona ignition device

The invention relates to a corona ignition device for igniting fuel in a combustion chamber of an engine by means of a corona discharge, comprising an insulator, which has a continuous channel, a central electrode, which plugs into the channel of the insulator and leads to at least one ignition tip, a glass seal, which seals in the channel a gap between the central electrode and the insulator, and a housing, into which the insulator plugs. In accordance with the invention, the central electrode has a sealing face, which, together with a sealing face of the insulator, forms a seat, and an annular air gap that is open towards the ignition tip is provided in an end portion of the channel, facing the ignition tip, between the central electrode and the insulator.

CONTROL SYSTEM HAND-HELD POWER TOOL USE OF A CONTROL SYSTEM AND METHOD OF CONTROLLING

Herein a control system () for controlling an internal combustion engine of a hand-held power tool () is disclosed. The control system () comprises an electronic control logic (), a first and a second sensor (). A first conductive path () comprises the first sensor (). A second conductive path () comprises the second sensor (). The first and second conductive paths are connected to an input () of the electronic control logic (). The first and second conductive paths are connected to a fixed voltage potential. The first conductive path () has a first electrical property and the second conductive path () has a second electrical property. The first electrical property and the second electrical property together are different from at least one of the first electrical property and the second electrical property, such that the electronic control logic () is able to detect different states. 1. A control system for controlling an internal combustion engine of a hand-held power tool , the hand-held power tool comprising a working tool , and a centrifugal clutch , the centrifugal clutch connecting the internal combustion engine with the working tool , wherein the internal combustion engine has a clutch-in speed above which the centrifugal clutch engages and the internal combustion engine drives the working tool , wherein the control system comprises an electronic control logic , a first sensor , and a second sensor , wherein a first conductive path comprises the first sensor , a second conductive path comprises the second sensor , and wherein the first conductive path and the second conductive path are connected to an input of the electronic control logic ,characterized in that the first conductive path and the second conductive path are connected to a fixed voltage potential of the control system, wherein the first conductive path has a first electrical property and the second conductive path has a second electrical property, and whereinthe first electrical property and the ...

CONTROL SYSTEM AND METHOD FOR MULTI-FUEL GENERATOR ENGINE

A control system and method for a multi-fuel generator engine are mainly applied to multi-fuel generator products. The control system comprises a controller, a first signal input terminal, a second signal input terminal, a third signal input terminal, and an output terminal connected to an ignition device of a generator engine. When the third signal input terminal of the controller receives a generator engine start signal and either the first signal input terminal or the second signal input terminal receives a signal corresponding to an on state of the corresponding valve assembly, the controller controls the ignition device to ignite. According to control system and method, the controller detects signals corresponding to the states of the two fuel valve assemblies to determine whether or not fuels are normally supplied, so that operating instabilities or faults caused by synchronous supply of two fuels to the generator engine are avoided. 1. A control system for a multi-fuel generator engine , comprising:{'b': '1', 'a first fuel valve assembly () which has an on state and an off state and is disposed on a first fuel delivery pipe to control the supply of a first fuel;'}{'b': '2', 'a second fuel valve assembly () which has an on state and an off state and is disposed on a second fuel delivery pipe to control the supply of a second fuel;'}characterized by further comprising:{'b': 3', '1', '2', '5, 'a controller () which has a first signal input terminal connected to the first fuel valve assembly () to acquire a signal corresponding to a current state of the first fuel valve assembly, a second signal input terminal connected to the second fuel valve assembly () to acquire a signal corresponding to a current state of the second fuel valve assembly, a third signal input terminal for receiving a generator engine start and/or stop signal, and an output terminal connected to an ignition device () of a generator engine; and'}{'b': 4', '3, 'a power supply unit () for ...

Intoxicated Vehicle Driver Accident Reduction System

A sobriety ignition interlock system including an engine control device and a method for managing available vehicle engine power using the sobriety ignition interlock system. The engine control device includes an engine control processor (ECP) that is electronically connected in between an engine control unit (ECU), an engine sensor assembly, and a sobriety processor. The sobriety processor determines a sobriety level of a vehicle driver and sends a corresponding sobriety signal to the ECP. The ECP intercepts an engine signal transmitted from the engine sensor assembly to the ECU and manipulates the engine signal according to the sobriety signal, in order to manage the available power of the vehicle engine. 1. A method of managing available vehicle engine power , the method comprises the steps of:providing a vehicle engine, an engine control processor (ECP), a sobriety processor, an engine control unit (ECU), and an engine sensor assembly;calculating, by the sobriety processor, a sobriety level for a vehicle driver;comparing, by the sobriety processor, the sobriety level to a sobriety threshold in order to produce a sobriety signal;sending, by the sobriety processor, the sobriety signal to the ECP;intercepting, by the ECP, an engine signal transmitted from the engine sensor assembly to the ECU; andmanipulating, by the ECP, the engine signal according to the sobriety signal.2. The method of managing available vehicle engine power claim 1 , the method as claimed in further comprises the step of:terminating, by the ECP, the engine signal, if the sobriety level is above the sobriety threshold.3. The method of managing available vehicle engine power claim 1 , the method as claimed in further comprises the step of:sending, by the ECP, the engine signal to the ECU, if the sobriety level is below the sobriety threshold.4. The method of managing available vehicle engine power claim 1 , the method as claimed in further comprises the steps of:transforming, by the ECP, the ...

Gas Fuel Engine Spark Plug Failure Detection

A system for detecting spark plug failures in an engine is provided. The system may include one or more sensor devices coupled to the engine and configured to measure engine data, a controller in communication with the sensor devices, and an output device. The controller may be configured to determine at least a misfire count, a secondary transformer voltage, and an exhaust port temperature based on the engine data, identify a fault condition based on one or more of the misfire count, the secondary transformer voltage, and the exhaust port temperature, and perform a corrective action responsive to the fault condition. The output device may be configured to generate a notification corresponding to the fault condition. 1. A system for detecting spark plug failures in an engine , comprising:one or more sensor devices coupled to the engine and configured to measure engine data;a controller in communication with the sensor devices and configured to determine at least a misfire count, a secondary transformer voltage, and an exhaust port temperature based on the engine data, identify a fault condition based on one or more of the misfire count, the secondary transformer voltage, and the exhaust port temperature, and perform a corrective action responsive to the fault condition; andan output device configured to generate a notification corresponding to the fault condition.2. The system of claim 1 , wherein the sensor devices are configured to measure engine data corresponding to one or more of engine speed claim 1 , engine oil temperature claim 1 , turbine inlet temperature claim 1 , turbine exhaust temperature claim 1 , the misfire count claim 1 , the secondary transformer voltage claim 1 , the exhaust port temperature claim 1 , and in-cylinder pressure.3. The system of claim 1 , wherein the controller is configured to determine the misfire count claim 1 , the secondary transformer voltage claim 1 , and the exhaust port temperature once one or more data trap conditions have ...

HIGH FREQUENCY GENERATING DEVICE AND HIGH FREQUENCY GENERATING METHOD USED IN PLASMA IGNITION APPARATUS

A high frequency generating device used in a plasma ignition apparatus according to embodiments includes an output unit and a control unit. The output unit outputs a high frequency to an antenna that irradiates the high frequency into a combustion chamber of an internal-combustion engine. The control unit instructs the output unit to output the high frequency on the basis of an ignition signal that controls a spark discharge by an ignition plug and a control signal that controls output of the high frequency. Moreover, the control unit determines, when one of the ignition signal and the control signal is input, whether or not the other signal is input within a predetermined detection period, and detects abnormality in an input path of the ignition signal or in an input path of the control signal when the other signal is not input within the predetermined detection period. 1. A high frequency generating device used in a plasma ignition apparatus , the high frequency generating device comprising:an output unit that outputs a high frequency to an antenna that irradiates the high frequency into a combustion chamber of an internal-combustion engine; anda control unit that instructs the output unit to output the high frequency on a basis of an ignition signal that controls a spark discharge by an ignition plug and a control signal that controls output of the high frequency, whereinthe control unit determines, when one of the ignition signal and the control signal is input, whether or not another signal is input within a predetermined detection period, and detects abnormality in an input path of the ignition signal or in an input path of the control signal when the other signal is not input within the predetermined detection period.2. The high frequency generating device used in the plasma ignition apparatus according to claim 1 , wherein the control unit detects the abnormality in the input path of the ignition signal or in the input path of the control signal when a ...

VENTED SPARK PLUG TUBE WITH FLAME ARRESTOR

A venting apparatus for combustion gas is provided, comprising a port formed in a valve cover having an inlet in flow communication with an enclosed volume within a spark plug tube that receives combustion gas build up, a check valve having an inlet in flow communication with an outlet of the port, and a flame arrestor having an inlet in flow communication with an outlet of the check valve, and a plurality of outlets. Combustion gas in the volume is vented through the check valve and the flame arrestor but a flame from ignition of the combustion gas in the volume is prevented from propagating through the flame arrestor to an outside environment. 1. A venting apparatus for combustion gas , comprising:a port formed in a valve cover having an outlet and an inlet in flow communication with an enclosed volume within a spark plug tube that receives combustion gas build up;a check valve having an inlet in flow communication with the outlet of the port and an outlet; anda flame arrestor having an inlet in flow communication with the check valve outlet, and a plurality of outlets;wherein combustion gas in the volume is vented through the check valve and the flame arrestor but a flame from ignition of the combustion gas in the volume is prevented from propagating through the flame arrestor to an outside environment.2. The venting apparatus of claim 1 , wherein the port includes a first drilling extending from an outer surface of the valve cover to the inlet adjacent an upper opening of the spark plug tube claim 1 , and a second drilling extending from the outlet at an inner surface of the valve cover to the first drilling.3. The venting apparatus of claim 2 , further including a plug disposed in the first drilling to prevent gas flow through the outer surface of the valve cover.4. The venting apparatus of claim 2 , wherein the second drilling includes a threaded bore extending into the valve cover from the outlet claim 2 , the threaded bore configured to receive a threaded ...

Vehicle Kill Switch Assembly

A vehicle kill switch assembly includes a switch that is coupled to a vehicle. The switch is positioned beneath a driver's seat of the vehicle and the switch is electrically coupled to the ignition system of the vehicle. The ignition system is turned off when the switch is disengaged. A biasing unit is coupled to the vehicle and the driver's seat is coupled to the biasing unit. The biasing unit biases the driver's seat upwardly in the vehicle and the biasing unit is compressed when the driver sits in the driver's seat. The switch is engaged when the biasing unit is compressed to facilitate the vehicle to be driven. Conversely, the switch is disengaged when the biasing unit biases the driver's seat upwardly to inhibit the vehicle from being driven. 1. A vehicle kill switch assembly being configured to turn off the engine of a vehicle when the driver falls out of the driver's seat , said assembly comprising:a switch being coupled to a vehicle, said switch being positioned beneath a driver's seat of the vehicle, said switch being electrically coupled to the ignition system of the vehicle, said ignition system being turned off when said switch is disengaged; anda biasing unit being coupled to the vehicle, said biasing unit having the driver's seat being coupled thereto, said biasing unit biasing the driver's seat upwardly in the vehicle, said biasing unit being compressed when the driver sits in the driver's seat, said switch being engaged when said biasing unit is compressed wherein said switch is configured to facilitate the vehicle to be driven, said switch being disengaged when said biasing unit biases the driver's seat upwardly wherein said switch is configured to inhibit the vehicle from being driven.2. The assembly according to claim 1 , wherein said biasing unit comprises a lower mounting plate being coupled to the vehicle claim 1 , said lower mounting plate being positioned beneath the driver's seat claim 1 , said lower mounting plate having a top side claim 1 ...

Failure diagnosis device for ignition circuit

A failure diagnosis device for an ignition circuit, comprising: an ignition plug; an ignition coil; a capacitor series connection including a high side capacitor and a low side capacitor; a switching-element series connection including a high side switching element and a low side switching element; an inter-terminal voltage detection unit for detecting an inter-terminal voltage of the capacitor series connection; an intermediate voltage detection unit for detecting an intermediate voltage at the connection point of the high side capacitor and the low side capacitor; and a determination unit for determining a failure location of the ignition circuit based on at least one of the inter-terminal voltage and the intermediate voltage.

INTERNAL COMBUSTION ENGINE CONTROL APPARATUS

An internal combustion engine control apparatus includes: an ignition coil including a primary coil and a secondary coil that are magnetically coupled to each other; a first switch element for turning on and off a current to the primary coil; and a spark plug, for igniting an air-fuel mixture in an internal combustion engine by using a spark discharge caused by switching the first switch element from the ON state to the OFF state. The internal combustion engine control apparatus is configured to: determine occurrence of one of an abnormality in a discharge voltage and a misfire of the spark plug, when the calculated time duration in which a voltage of the primary coil after the switching of the first switch element from the ON state to the OFF state is above a predetermined comparison reference voltage does not fall within an allowable range. 1. An internal combustion engine control apparatus , comprising:an ignition coil including a primary coil and a secondary coil that are magnetically coupled to each other;a first switch element for turning on a current to the primary coil when the first switch element is brought into an ON state, and turning off the current to the primary coil when the first switch element is brought into an OFF state;a control computing section for controlling switching between the ON state and the OFF state of the first switch element; anda spark plug, which is to be driven by a current-interruption type ignition circuit, for igniting an air-fuel mixture in an internal combustion engine by using a spark discharge caused by a magnetically induced voltage generated in the secondary coil by switching of the first switch element from the ON state to the OFF state, calculate, as a time duration for determination, a time duration in which a voltage of the primary coil after the switching of the first switch element from the ON state to the OFF state is above a predetermined comparison reference voltage; and', 'determine occurrence of one of an ...

INTERNAL-COMBUSTION-ENGINE CONTROLLER

The objective is to provide an internal-combustion-engine controller that can diagnose a smolder state in a subsidiary combustion chamber of a subsidiary-chamber-type internal combustion engine at low cost and in real time and that can perform control so as to securely produce a spark discharge. The controller controls an internal combustion engine in which a fuel-air mixture in the main combustion chamber is ignited with combustion gas to be injected through an orifice provided in a subsidiary combustion chamber; the controller includes an ignition plug and a detection probe arranged in the subsidiary combustion chamber, an ignition coil, a fuel injector, a smolder detector, and a smolder diagnosis device, and controls at least one of the ignition coil and the fuel injector in accordance with a diagnostic result in the smolder diagnosis device. 1. An internal-combustion-engine controller that is provided with a main combustion chamber and a subsidiary combustion chamber for igniting a fuel-air mixture in the main combustion chamber with combustion gas to be injected through an orifice provided between the main combustion chamber and itself and that controls an internal combustion engine , the internal-combustion-engine controller comprising:a fuel injector that injects a fuel into the main combustion chamber;an ignition plug that is disposed in the subsidiary combustion chamber and generates a spark discharge between an electrode to which a high voltage is applied and a reference electrode so as to combust a fuel-air mixture;an ignition coil that supplies a high voltage to the ignition plug;a control device that controls the fuel injector and the ignition coil;a detection probe that is disposed in the subsidiary combustion chamber;a smolder detector that detects a smolder state caused by soot deposited on the ignition plug by use of the detection probe; anda smolder diagnosis device that diagnoses a smolder state in the subsidiary combustion chamber in accordance ...

Internal combustion engine igniter

An internal combustion engine igniter of the present invention includes a current limiting circuit that limits current flowing to the IGBT by controlling a gate voltage of the IGBT in accordance with the current flowing to the IGBT, a waveform-shaping circuit that suppresses an oscillation of the current flowing to the IGBT by applying to the gate voltage of the IGBT an auxiliary voltage generated from a collector voltage of the IGBT when current is being limited by the current limiting circuit, and, in addition, a heat-generation suppressing circuit that obtains an intermediate voltage by resistively dividing the auxiliary voltage generated by the waveform-shaping circuit when current is being limited by the current limiting circuit, and that suppresses IGBT heat generation by increasing the current flowing to the IGBT in accordance with the intermediate voltage.

IGNITION APPARATUS FOR INTERNAL COMBUSTION ENGINE

A maximum value of a discharge current from a capacitor , detected by a primary-side current detection means disposed at a grounded end of the capacitor , is controlled such as not to exceed a predetermined first control value Y. The first control value Y is derived based on magnetic saturation of a primary winding , with the control being performed by controlling the on-off state of an energy injection switching means . As a result, magnetic saturation of the primary winding can be prevented, and the reliability of an ignition apparatus which incorporates an energy injection circuit can be increased. 1. An ignition apparatus for an internal combustion engine , comprising:a main ignition circuit which produces a spark discharge in a spark plug by controlling current flow in a primary winding of an ignition coil; andan energy injection circuit which, after a spark discharge has commenced to be generated by operation of the main ignition circuit, supplies electrical energy into the primary winding such as to produce a flow of a secondary current through a secondary winding of the ignition coil in an unchanged direction of flow, to thereby continue the spark discharge that is produced by operation of the main ignition circuit, wherein:the energy injection circuit comprises:a step-up circuit which steps up a battery voltage;a capacitor which stores electrical energy that has been subjected to voltage step-up by the voltage step-up circuit;a primary-side current detection means which detects a capacitor discharge current that is supplied from the capacitor to the primary winding; anda first protection means which controls the electrical energy that is supplied into the primary winding from the capacitor, based on the capacitor discharge current that is detected by the primary-side current detection means, to thereby limit a maximum value of the capacitor discharge current detected by the primary-side current detection means to be less than a specific first control value. ...

Intoxicated Vehicle Driver Accident Reduction System

A sobriety ignition interlock system including an engine control device and a method for managing available vehicle engine power using the sobriety ignition interlock system. The engine control device includes an engine control processor (ECP) that is electronically connected in between an engine control unit (ECU), an engine sensor assembly, and a sobriety processor. The sobriety processor determines a sobriety level of a vehicle driver and sends a corresponding sobriety signal to the ECP. The ECP intercepts an engine signal transmitted from the engine sensor assembly to the ECU and manipulates the engine signal according to the sobriety signal, in order to manage the available power of the vehicle engine. 1. A method of managing available vehicle engine power , the method comprises the steps of:providing a vehicle engine, an engine control processor (ECP), a sobriety processor, an engine control unit (ECU), and an engine sensor assembly;calculating, by the sobriety processor, a sobriety level for a vehicle driver;comparing, by the sobriety processor, the sobriety level to a sobriety threshold in order to produce a sobriety signal;sending, by the sobriety processor, the sobriety signal to the ECP;intercepting, by the ECP, an engine signal transmitted from the engine sensor assembly to the ECU;manipulating, by the ECP, the engine signal according to the sobriety signal;transforming, by the ECP, the engine signal into a modified engine signal, if the sobriety level is above the sobriety threshold;sending, by the ECP, the modified engine signal to the ECU; anddirecting, by the ECU, a plurality of sudden and unexpected, hard and momentary losses of power in the vehicle engine in response to the modified engine signal.2. The method of managing available vehicle engine power claim 1 , the method as claimed in further comprises the step of:terminating, by the ECP, the engine signal, if the sobriety level is above the sobriety threshold.3. The method of managing available ...

DISCHARGE STOPPING DEVICE

Provided is a discharge stopping device for stopping a spark discharge during discharge, including an ignition plug, an ignition coil, a power source device, a first switch, and a controller which causes a spark discharge to be generated by controlling the switching of the first switch, the discharge stopping device further including a second switch which is disposed in a current circulation path connecting both ends of a primary coil of the ignition coil and switches the current circulation path between connected and disconnected states, wherein the controller includes a re-energization control process unit which switches the first switch to a connected state and re-energizes the primary coil with current during occurrence of the spark discharge, and a circulation control process unit which switches a second switch to a connected state and sets a current circulation path to a connected state during occurrence of the spark discharge. 1. A discharge stopping device for stopping a spark discharge , during discharge , in an ignition device for an internal combustion engine , the discharge stopping device comprising:an ignition plug which has a first electrode and a second electrode opposing each other via a gap, and which ignites a combustible air mixture in a combustion chamber of an internal combustion engine by generating a spark discharge in the gap;an ignition coil including a primary coil and a secondary coil which is magnetically coupled with the primary coil;a power source device which supplies current to the primary coil;a first switch which is disposed between the primary coil and the power source device and which switches the current supplied from the power source device between a connected state and a disconnected state; anda controller which causes the primary coil to be energized with current by switching the first switch to a connected state such that energy for causing the ignition plug to generate the spark discharge sufficient to ignite the ...

ANTI-THEFT AUTOMOTIVE DEVICE

An anti-theft automotive device is a solid state electronic circuit disabler, a transreceiver, and a dashboard visual display each having inputs and outputs that are wired into a vehicle's GPS and starting circuits that together will disable the vehicle starting circuit in the event that the GPS unit is disabled and/or an attempt to start the vehicle without the key is made. The system may be adapted to connect into any vehicle utilizing GPS tracking technology for effective theft deterrence. 1. An anti-theft automotive device comprising: 'wherein said global positioning system transceiver is adapted to be attached to a vehicle;', 'a global positioning system transceiver;'} 'wherein said global positioning system display is adapted to be attached to a dashboard of said vehicle and display global positioning of said vehicle in real time;', 'a global positioning system display;'} 'wherein said power supply is electrically connected to and supplies electric power to said global positioning system transceiver and said global positioning system display;', 'a power supply;'} wherein one of said plurality of electrical wires is connected between said global positioning system transceiver and said global positioning system display;', 'wherein one of said plurality of electrical wires is adapted to be connected between said global positioning system transceiver and an ignition relay of said vehicle;', 'wherein one of said plurality of electrical wires is connected between said global positioning system transceiver and said power supply; and', 'wherein one of said plurality of electrical wires is adapted to be connected between said global positioning system transceiver and a chassis of said vehicle; and, 'a plurality of electrical wires;'} wherein said kill switch is electrically connected to said global positioning system transceiver via one of said plurality of electrical wires, and is adapted to be electrically connected to said ignition relay via one of said plurality of ...

IGNITION APPARATUS AND IGNITION CONTROL METHOD

Provided are an ignition apparatus and an ignition control method capable of suppressing occurrence of a defect caused by a charge unit, which may occur when ignition of a combustible mixture in a combustion chamber of an internal combustion engine needs to be stopped. When a stop condition for stopping ignition of a combustible mixture in a combustion chamber () of an internal combustion engine () is satisfied, supply of plasma generation energy to an ignition plug () is stopped, and DC energy charged in a charge unit () is discharged. 1. An ignition apparatus , comprising:an ignition plug configured to generate plasma so as to ignite a combustible mixture in a combustion chamber of an internal combustion engine; a DC/DC boost unit configured to boost a DC voltage supplied from a DC power supply;', 'a charge unit configured to be applied with the DC voltage boosted by the DC/DC boost unit so as to charge DC energy; and', 'a discharge unit configured to discharge the DC energy charged in the charge unit; and, 'an energy supply unit comprisinga control unit configured to determine whether or not a stop condition for stopping the ignition of the combustible mixture is satisfied, and control the energy supply unit in accordance with a determination result, wherein:the energy supply unit is configured to generate, from the DC energy charged in the charge unit, plasma generation energy for generating the plasma by the ignition plug, and supply the plasma generation energy to the ignition plug; andthe control unit is configured to, when determining that the stop condition is satisfied, control the energy supply unit so that the supply of the plasma generation energy to the ignition plug is stopped and the DC energy charged in the charge unit is discharged by the discharge unit.2. An ignition apparatus according to claim 1 , wherein:the energy supply unit further comprises a DC/AC conversion unit configured to convert the DC energy to AC energy; andthe energy supply unit ...

ELECTRONIC DEVICE AND CONTROL SYSTEM OF AN IGNITION COIL IN AN INTERNAL COMBUSTION ENGINE

An electronic device for controlling an ignition coil of an internal combustion engine includes a high voltage switch, a driving unit and a control unit. The driving unit controls the closure of the switch during charging energy in the primary winding and the opening of the switch during transferring energy from the primary winding to a secondary winding. A current measuring circuit is connected in series to a second terminal of the secondary winding to detect current generated on the secondary winding during the charging step and generate a signal representative of the detected current. The control unit receives the signal representative of the current detected by the measuring circuit, compares a relevant value of such signal with a predefined first reference value and activates a mode for detecting a soiling of the spark plug when the relevant value of the signal exceeds said predefined first reference value. 3. The electronic device according to claim 2 , wherein said control unit is configured to:compare a value representative of the current stored in the integrating capacitor with said predefined first reference value;activate said mode for detecting a soiling of the spark plug when said representative value exceeds said predefined first reference value.4. The electronic device according to claim 1 , wherein said first reference value is between 80 μA and 8000 claim 1 , preferably between 100 μA and 2000 μA.6. The ignition system according to claim 5 , wherein the control unit is configured to send an alarm signal to the electronic control unit following the activation of said mode for detecting a soiling of the spark plug and wherein the electronic control unit is configured to start a spark plug cleaning procedure upon receiving said alarm signal. The present invention relates in general to the field of electronic ignition of an internal combustion engine, such as an engine of a motor vehicle.More in particular, the present invention relates to a method for ...

INTOXICATED VEHICLE DRIVER ACCIDENT REDUCTION SYSTEM

An Apparatus, method and system that blocks vehicle engine starting and reduces engine power when a driver's blood alcohol content is above a pre-set limit. The invention receives an electronic signal from at least one electronically controlled engine sensor and modifies the at least one signal such that the electronically controlled engine is not allowed to start or engine power is reduced, as relating to driver intoxication. 1. An apparatus for the control of vehicle engine operation , as determined by the driver's blood alcohol concentration comprising;at least one electronic sensor that monitors an operational condition of said engine; anda processor that receives a signal from the at least one sensor, said processor programmed to modify the signal from the at least one sensor; anda driver breath alcohol measurement system to provide driver blood alcohol content to the said processor; andan ECU to receive at least one electronic signal from a sensor equipped engine to control operation of said engine;wherein said processor is in communication with said ECU so as to reduce said engine's power and ability to start.2. The apparatus of claim 1 , comprising; a modified electronic signal to the ECU such that said ECU retards engine ignition timing.3. The apparatus of claim 1 , comprising; a modified electronic signal to the ECU that reduces the quantity of fuel supplied by the fuel injectors.4. The apparatus of claim 1 , comprising; a signal that monitors the rotation of said engine claim 1 , wherein the processor modifies this electronic signal to the ECU claim 1 , wherein said ECU provides no ignition energy to spark plugs claim 1 , such that said engine will not start.5. The apparatus of claim 1 , comprising; a signal that monitors the rotation of said engine claim 1 , wherein the processor modifies this electronic signal to the ECU such that said engine power is reduced.6. The apparatus of claim 1 , comprising; A modified signal generated from the ECP that ...

HIGH-FREQUENCY DISCHARGE IGNITION DEVICE

A high-frequency discharge ignition device includes a current supply device which supplies an AC current to a spark discharge path formed in a gap of an ignition plug, a control device which controls the operation of the current supply device, and a voltage detection device which outputs a signal of a section where a magnetic induction voltage of a primary coil generated after a switch element of an ignition coil device is placed in a shutoff state exceeds a predetermined voltage, and the control device determines the timing when the spark discharge path has been formed in the gap of the ignition plug according to an output signal of the voltage detection device and operates the current supply device based on the timing when the spark discharge path has been formed in the gap of the ignition plug to supply the AC current to the spark discharge path. 1. A high-frequency discharge ignition device comprising:an ignition coil device which has an ignition coil unit having a magnetically coupled primary coil and secondary coil, and a switch element conducting the current of the primary coil and shutting off the current after the conduction, when the switch element is placed in a conduction state, flows a current in the primary coil to generate and accumulate a magnetic flux, when the switch element is placed in a shutoff state, generates a predetermined high voltage in the secondary coil, and supplies the generated predetermined high voltage to an ignition plug, which generates a spark discharge between electrodes with a gap to ignite a combustible air-fuel mixture in a combustion chamber of an internal combustion engine, to form a spark discharge path in the gap;a current supply device which supplies a high-frequency AC current to the spark discharge path formed in the gap of the ignition plug;a filter which is provided on the output side of the high-frequency AC current of the current supply device, passes the high-frequency AC current to permit the high-frequency AC ...

DETERMINATION OF ENGINE PARAMETER BASED ON DETERMINING A METRIC OVER THREE OR MORE CYLINDER COMBUSTION CYCLES

A method, system, and engine are configured to determine a parameter based on rotational speeds of a crankshaft, over at least three cylinder combustion cycles. The method, system, and engine determine two or more estimated crankshaft rotational speeds at two or more positions in a leading cylinder combustion cycle, two or more estimated crankshaft rotational speeds at two or more positions in a middle cylinder combustion cycle, and two or more estimated crankshaft rotational speeds at two or more positions in a following cylinder combustion cycle. The method, system, and engine are configured to determine a calculated metric based on each of the determined leading estimated crankshaft rotational speeds, the determined middle estimated crankshaft rotational speeds, and the determined following estimated crankshaft rotational speeds. An engine parameter, such as misfire, is then determined based on the calculated metric. 1. A method for determining an engine parameter of an engine of a motor vehicle based a plurality of rotational speeds of a crankshaft , the method comprising:determining a first leading estimated crankshaft rotational speed at a first leading crankshaft position in a leading cylinder combustion cycle;determining a second leading estimated crankshaft rotational speed at a second leading crankshaft position in the leading cylinder combustion cycle;determining a first middle estimated crankshaft rotational speed at a first middle crankshaft position in a middle cylinder combustion cycle;determining a second middle estimated crankshaft rotational speed at a second middle crankshaft position in the middle cylinder combustion cycle;determining a first following estimated crankshaft rotational speed at a first following crankshaft position in a following cylinder combustion cycle;determining a second following estimated crankshaft rotational speed at a second following crankshaft position in the following cylinder combustion cycle;determining an calculated ...

METHOD FOR OPERATING AN IGNITION SYSTEM AND A CORRESPONDING IGNITION SYSTEM

An ignition system and a method for suppressing an ignition spark discharge at a spark gap at an unsuitable time are provided. The method includes a recognition of a spark breakaway and/or a failed ignition and, in response thereto, by producing a conductive path via an ignition spark at the spark gap at a suitable time. 113-. (canceled)14. A method for operating an ignition system for an internal combustion engine , the ignition system including a voltage generator and a spark gap for producing an ignition spark , the method comprising:recognizing at least one of a spark breakaway and a failed ignition; andproducing, in response thereto, a conductive path via an ignition spark at the spark gap in a suitable working stroke of the internal combustion engine or at a suitable ignition time.15. The method of claim 14 , wherein the suitable working stroke includes a working stroke claim 14 , wherein at least one of the following is satisfied:(i) in which at least one of a combustion and an ejection of fluid from a combustion chamber containing the spark gap occurs; and(ii) in which at least one of an intake and a compression occurs, and in which the residual energy stored in at least one electrical energy storage device of the ignition system is below a specified threshold value.16. The method of claim 14 , wherein the production of the conductive path occurs via the ignition spark at the spark gap following each ignition time of an operating state under consideration claim 14 , or of all operating states.17. The method of claim 14 , wherein the recognizing and producing tasks include the following:ascertaining a secondary-side current,ascertaining whether an exceeding condition is met by ascertaining whether a change in the secondary-side current exceeds a specified first threshold value,ascertaining whether an ignition condition is met by ascertaining whether no ignitable mixture is present in a combustion chamber of an internal combustion engine, andproducing a ...

Ignition device

In an ignition device, at a timing of a control signal provided by a control device to control an ignition coil device or at a timing prior to the control signal in order that a high voltage is applied to an ignition plug to initiate a spark discharge, a control circuit of an AC power source unit in response to the control signal controls switching elements composing a bridge circuit in the AC power source unit for a DC-AC inversion to thereby short-circuit a winding of a transformer device on the side of the AC power source unit, connected between a boosting device including a capacitor device and the bridge circuit for the circulation of a capacitance discharging current from the boosting device to the transformer device.

Control apparatus and ignition apparatus

In a control apparatus, a discharge control unit controls an igniter unit so that a flow of current from a primary coil towards a ground side is blocked, thereby generating a high voltage in a secondary coil, and controls a spark plug so that the spark plug generates electric discharge. An energy input control unit controls an energy input unit so as to input electrical energy to an ignition coil after the start of control of the spark plug by the discharge control unit. A control unit and an abnormality detecting unit detects an abnormality in the igniter unit or the ignition coil based on a first threshold and a first current value that is a value corresponding to a current detected by a current detection circuit at this time, when a first predetermined period elapses after the start of control of the spark plug by the discharge control unit.

Engine ignition shutdown module

An engine ignition shutdown module includes a voltage regulator circuit connected to a key switch, and a pair of isolated MOSFET driver circuits connected to the voltage regulator circuit. Each MOSFET driver circuit charges a capacitor while the key switch is in a run position and the interlock switches are closed, and each capacitor discharges through a resistor for a time delay period once the key switch is moved from the run position to an off position or at least one of the interlock switches are opened. A pair of high voltage output MOSFET transistors are switched on while the capacitors discharge and provide an output to a magneto ignition for the time delay period.

METHOD FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE DURING UNCONTROLLED COMBUSTION THEREIN

The present invention relates to a method, system, and computer program product for controlling an internal combustion that comprises a cylinder having a space arranged to receive air and fuel, a piston disposed in the cylinder, and a crankcase being in fluid communication with the cylinder. The method comprises determining an uncontrolled behavior due to fluid flow between said crankcase and said cylinder space and combustion of such fluid. The step of determining an uncontrolled behavior comprises the steps of: determining whether a powertrain of the vehicle is disengaged; determining whether the engine speed is increasing; and determining whether said cylinder space is receiving fuel. The method further comprises determining that an uncontrolled behavior is occurring if the conditions that: said powertrain is disengaged, the engine speed is increasing and said cylinder space is not receiving any fuel, are fulfilled. 1. A method for controlling an internal combustion engine of a vehicle , the combustion engine comprising a cylinder having a space arranged to receive air and fuel , a piston disposed in the cylinder , a crankcase being in fluid communication with the cylinder , comprising: determining whether the vehicle is in a safe position;', 'if the vehicle is in a safe position, performing an emergency stop; and', 'if the vehicle is not in a safe position, operating the engine in order to reposition said vehicle by controlling the exhaust brake of the vehicle by intermittently activating and deactivating said exhaust brake., 'determining an uncontrolled behavior due to fluid flow between said crankcase and said cylinder space and combustion of such fluid, and if an uncontrolled behavior has been determined, said method comprising2. A method according to claim 1 , wherein operating the engine by controlling the exhaust brake of the vehicle by intermittently activating and deactivating said exhaust brake is performed by activating said exhaust brake at a certain ...

ENGINE CONTROL DEVICE

An engine control device includes an electronic control unit. The electronic control unit is configured to perform a spark discharge with an ignition plug for each cylinder by cutting off energization after elapse of a predetermined period from start of energization to an ignition coil for each cylinder of the engine, to stop the spark discharge caused by the ignition plug for each cylinder after supply of fuel to the engine is stopped when operation of the engine is stopped, and to control an ignition plug so as to stop the spark discharge caused by the ignition plug from a cylinder after a rotation speed of a crankshaft decreases gradually and the rotation speed of the crankshaft reaches a preset threshold value or less, after the stop of the supply of fuel to the engine. 1. An engine control device comprising an electronic control unit configured toperform a spark discharge with an ignition plug for each cylinder by cutting off energization after elapse of a predetermined period from start of energization to the ignition coil for each cylinder of the engine,stop the spark discharge caused by the ignition plug for each cylinder of the engine after supply of fuel to the engine is stopped when operation of the engine is stopped, andretard an energization start timing to the ignition coil as a rotation speed of a crankshaft becomes lower when the rotation speed of the crankshaft decreases gradually after the stop of the supply of fuel to the engine.2. The engine control device according to claim 1 , wherein the electronic control unit is configured to retard the energization start timing to the ignition coil until after a compression top dead center of a cylinder when the rotation speed of the crankshaft becomes equal to or lower than a preset threshold value. This application is a division of U.S. patent application Ser. No. 15/895,110 filed Feb. 13, 2018, which claims the benefit of priority from prior Japanese Patent Application No. 2017-026602 filed Feb. 16, 2017 ...

ENGINE CONTROL DEVICE

An engine control device includes an electronic control unit. The electronic control unit is configured to perform a spark discharge with an ignition plug for each cylinder by cutting off energization after elapse of a predetermined period from start of energization to an ignition coil for each cylinder of the engine, to stop the spark discharge caused by the ignition plug for each cylinder after supply of fuel to the engine is stopped when operation of the engine is stopped, and to control an ignition plug so as to stop the spark discharge caused by the ignition plug from a cylinder after a rotation speed of a crankshaft decreases gradually and the rotation speed of the crankshaft reaches a preset threshold value or less, after the stop of the supply of fuel to the engine. 1perform a spark discharge with an ignition plug for each cylinder by cutting off energization after elapse of a predetermined period from start of energization to an ignition coil for each cylinder of the engine,stop the spark discharge caused by the ignition plug for each cylinder of the engine after supply of fuel to the engine is stopped when operation of the engine is stopped, andcut off the energization to the ignition coil even before the elapse of the predetermined period in a case where a crankshaft is reversely operated after the start of energization to the ignition coil.. An engine control device comprising an electronic control unit configured to This application is a division of U.S. patent application Ser. No. 15/895,110 filed Feb. 13, 2018, which claims the benefit of priority from prior Japanese Patent Application No. 2017-026602 filed Feb. 16, 2017, the entire contents of each of which is incorporated herein by reference.The present disclosure relates to a control device that stops the supply of fuel to an engine and ignition of the fuel to stop the operation of the engine, and particularly, to a spark discharge caused by an ignition plug for each cylinder.Generally, a system ( ...

IGNITION TIMING CONTROL DEVICE AND IGNITION TIMING CONTROL SYSTEM

An ignition timing control device has a knocking detection unit and an ignition timing adjustment unit. In a condition that the operation state of the internal combustion engine is suitable for adjustment of the ignition timing, the ignition timing control device outputs to an igniter an adjusted ignition signal as adjusted (corrected) by an adjusted ignition timing determination process. The ignition timing control device outputs to the igniter a reference ignition signal as it is outputted from an internal combustion engine control unit without adjustment (correction) in a condition that the operation state of the internal combustion engine is not suitable for adjustment of the ignition timing. 1. An ignition timing control device for an internal combustion engine , comprising:a knocking detection unit that detects a knocking state of the internal combustion engine; andan ignition timing adjustment unit that adjusts an ignition timing of the internal combustion engine based on a knocking signal outputted from the knocking detection unit and an ignition timing signal outputted from an external electronic control unit, the knocking signal indicating the knocking state of the internal combustion engine, the ignition timing signal relating to the ignition timing of the internal combustion engine,wherein the ignition timing control device has:a rotation speed-related information determination portion that determines rotation speed-related information based on the ignition timing signal, the rotation speed-related information including at least one of a rotation speed of the internal combustion engine and a rotation speed variation amount of the internal combustion engine; anda signal switching portion that:judges whether the rotation speed-related information determined by the rotation speed-related information determination portion falls within a predetermined adjustment permission range;when the rotation speed-related information falls within the adjustment ...

Automotive carbon monoxide detector with ability to alert driver or turn off ignition

A driver alert arrangement for a motor vehicle includes a sensor detecting a level of carbon monoxide associated with the motor vehicle and transmitting a signal indicative of the detected level of carbon monoxide. An engine ignition has an ON state in which the engine ignition enables operation of an engine of the motor vehicle, and an OFF state in which the engine ignition disables operation of the engine of the motor vehicle. An electronic processor is communicatively coupled to the sensor and to the engine ignition. The electronic processor receives the signal from the sensor and controls whether the engine ignition is in the ON state or the OFF state dependent upon the signal.

INTERNAL COMBUSTION ENGINE HAVING A SPARK PLUG

Methods and systems are provided for an internal combustion engine having at least one combustion chamber for burning a fuel mixture and a spark plug for performing spark ignition of the fuel mixture in the combustion chamber. The spark plug includes electrodes for generating an ignition spark at a location within the combustion chamber. Furthermore, the internal combustion engine includes an adjustment device for reducing a distance between the location of the ignition spark and an edge of the combustion chamber in the case of an increase in temperature of the internal combustion engine during operation. 1. A system , comprising:a combustion chamber of an internal combustion engine with a spark plug having electrodes to generate an ignition spark at a location within the combustion chamber; andan adjustment device including an expansion element coupled the spark plug that displaces the spark plug along a longitudinal axis of the spark plug to control a distance between the location of the ignition spark and an edge of the combustion chamber.2. The system of claim 1 , wherein the ignition spark ignites a mixture of air and fuel in the combustion chamber.3. The system of claim 1 , wherein the distance between the edge of the combustion chamber and the location of the spark is decreased when the engine is above a threshold temperature and increased when the engine is below the threshold temperature.4. The system of claim 3 , wherein the expansion element includes a material with a density anomaly.5. The system of claim 1 , wherein the adjustment device includes a running sleeve displaceably arranged in a housing of the internal combustion engine claim 1 , the running sleeve accommodating the spark plug.6. The system of claim 5 , wherein the expansion element is arranged between the running sleeve and the housing of the internal combustion engine.7. The system of claim 1 , wherein a spring element is provided for prestressing the adjustment device into a predefined ...

Method for Enhancing the Safety of a Mobile Occupant Carrier In a Motor Vehicle

A system is disclosed to provide voice messages to alert users when a mobile occupant carrier such as a wheelchair is improperly secured in a motor vehicle, and to provide instructions to correct potentially dangerous situations. The system substantially improves user compliance with proper procedures, and significantly enhances safety. 1. A method for enhancing the safety of a passenger in a mobile occupant carrier , wherein the carrier is inside a motor vehicle; wherein the motor vehicle optionally has a driver; wherein the passenger and the driver may be the same or different individuals; and wherein the motor vehicle comprises an ignition system; said method comprising:(a) securely and reversibly latching, or attempting to latch, the mobile occupant carrier to a docking base, wherein the docking base is rigidly attached to the motor vehicle; wherein the docking base comprises a latching mechanism capable of securely holding the mobile occupant carrier; wherein the latching mechanism is actuated and deactuated by a solenoid;(b) detecting the status of the ignition system, detecting the status of the latching mechanism, and detecting the status of the solenoid;(c) inputting the detected status of the ignition system, the detected status of the latching mechanism, and the detected status of the solenoid to a voice notification circuit;(d) processing the detected status of the ignition system, the detected status of the latching mechanism, and the detected status of the solenoid by the voice notification circuit;(e) outputting at least one audible, verbal signal by the voice notification circuit; wherein the audible signal comprises a voice message to alert the passenger, the driver, or both when the mobile occupant carrier is improperly secured to the latching mechanism, or when another potentially dangerous condition is detected; wherein the voice message also advises the passenger, the driver, or both, of an appropriate remedial action to be taken when the mobile ...

ENGINE KNOCKING DETECTION APPARATUS

Provided is an engine knocking detection apparatus capable of reasonably implementing necessary measures for water and dust proofing and against breaking of a cable, and the like at low cost as well as precisely detecting and effectively suppressing or avoiding knocking while suppressing cost and weight increases as much as possible. The engine knocking detection apparatus is adapted to detect knocking in an engine that adopts a flywheel magneto ignition system with an ignition coil unit securely attached to a cylinder, the ignition coil unit including an iron core, a coil wound around the iron core, and a control circuit board attached to the coil, and has an accelerometer for knocking detection attached to the iron core of the ignition coil unit. 1. An engine knocking detection apparatus adapted to detect knocking in an engine , the engine adopting a flywheel magneto ignition system with an ignition coil unit securely attached to a cylinder , the ignition coil unit including an iron core , a coil wound around the iron core , and a control circuit board attached to the coil , wherein an accelerometer for knocking detection is attached to or mounted on the iron core or the control circuit board of the ignition coil unit.2. The engine knocking detection apparatus according to claim 1 , wherein the accelerometer is in a plate or a sheet form and is disposed in parallel with a plane orthogonal to a crank shaft of the engine.3. The engine knocking detection apparatus according to claim 1 , wherein the accelerometer is attached to or mounted on a surface on a side opposite to a cylinder side of the iron core or the control circuit board.4. The engine knocking detection apparatus according to claim 1 , wherein the accelerometer is disposed on a lateral side of a microcomputer mounted on the control circuit board.5. The engine knocking detection apparatus according to claim 1 , wherein the coil claim 1 , the control circuit board claim 1 , and the accelerometer are covered ...

IGNITION SYSTEM

An ignition system of a combustion engine has a start-up adjustment curve with a maximum rotational speed, an operating adjustment curve and a switch-over device for switching between curves. The start-up adjustment curve is selected in the case of a start-up of the combustion engine. A rotational speed curve is divided into adjacent cycles. The start of the first cycle is the point in time of the second ignition after the start-up and the start of the subsequent cycles is in each case the point in time of ignition at which the rotational speed is less than in the case of the subsequent point in time of ignition. The criterion for switching to the operating adjustment curve is whether the average of the rotational speeds of successive cycles differs by less than a first tolerance value. 18-. (canceled)9. An ignition system of a combustion engine , the ignition system comprising:a start-up adjustment curve including a maximum rotational speed, an operating adjustment curve, and a switch-over device for switching over between the start-up adjustment curve and the operating adjustment curve, and wherein:the start-up adjustment curve is selected on occasion of a start-up of the combustion engine;a rotational speed curve of the combustion engine is divided into adjacent cycles, including a first cycle and a subsequent cycles;a start of the first cycle is a second point in time of ignition after the start-up of the combustion engine and a start of subsequent cycles is in each case a point in time of ignition at which the rotational speed is less than at a following point in time of ignition; anda criterion for switching over into the operating adjustment curve is whether a difference between the averages of the rotational speeds of successive cycles is less than a first tolerance value.10. The ignition system according to claim 9 , wherein the combustion engine is specifically configured for a portable working device.11. The ignition system according to claim 9 , wherein ...

Ignition apparatus for internal combustion engine

An ignition apparatus for an internal combustion engine is provided which includes a state-of-discharge determiner working to determine whether a center and a ground electrode of a spark plug are electrically conducting with each other or insulated from each other. When the center and ground electrodes are determined to be conducted with each other, the ignition apparatus alters controlled conditions of a high-frequency power supply which supplies a high-frequency power to the spark plug so as to decrease an average of a primary voltage outputted from the high-frequency power supply to the spark plug, thereby reducing an actual current flowing between the center and ground electrodes of the spark plug. This eliminates the risk of mechanical wear of the center and ground electrodes which usually arises from the flow of high current between the center and ground electrodes, thus resulting in an increase in service life of the spark plug.

SEMICONDUCTOR DEVICE

A first clamp circuit () clamps a voltage between a gate and a first terminal of a switching device (Q) to equal to or lower than a first clamp voltage. A control circuit () controls the switching device (Q) and includes a driving unit () driving the switching device (Q), an abnormality detecting unit () stopping the driving unit () upon detection of an abnormality in operation, and a second clamp circuit (). The second clamp circuit () clamps the voltage between the gate and the first terminal to equal to or lower than a second clamp voltage which is lower than the first clamp voltage when the abnormality detecting unit () stops the driving unit (). 1. A semiconductor device comprising:a switching device having a gate, a first terminal connected to a load, and a second terminal;a first clamp circuit clamping a voltage between the gate and the first terminal to equal to or lower than a first clamp voltage; anda control circuit controlling the switching device,wherein the control circuit includesa driving unit driving the switching device,an abnormality detecting unit stopping the driving unit upon detection of an abnormality in operation, anda second clamp circuit clamping the voltage between the gate and the first terminal to equal to or lower than a second clamp voltage which is lower than the first clamp voltage when the abnormality detecting unit stops the driving unit.2. The semiconductor device according to claim 1 , wherein the second clamp circuit includes a Zener diode having a cathode connected to the first terminal and an anode connected to the gate claim 1 , and a transistor connected to the Zener diode in series claim 1 , andthe abnormality detecting unit turns on the transistor upon detection of the abnormality in operation.3. The semiconductor device according to claim 2 , wherein gate capacity of the transistor is smaller than gate capacity of the switching device.4. The semiconductor device according to claim 2 , further comprising a delay timer ...

CONTROL AND COMMUNICATION MODULE FOR LIGHT-DUTY COMBUSTION ENGINE

—In at least some implementations, a control and communication system for a light-duty combustion engine includes a circuit card, an ignition circuit carried by the circuit card and configured to control an ignition timing of the engine, and a short range wireless communication circuit carried by the circuit card. The communication circuit may include a Bluetooth Low Energy antenna. The ignition circuit may include an ignition capacitor that when drained induces an ignition pulse adapted to fire a spark plug. The system may further include a microprocessor that is coupled to and controls the ignition and communication circuits, and/or a clocking circuit adapted to provide a clocking frequency associated with the timing of the ignition circuit and associated with the communication circuit via a short range wireless communication protocol. The clocking circuit may include a crystal oscillator. 1. A control and communication system for a light-duty combustion engine , comprising:a circuit card;an ignition circuit carried by the circuit card and configured to control an ignition timing of the engine; anda short range wireless communication circuit carried by the circuit card.2. The system of claim 1 , wherein the communication circuit includes a Bluetooth Low Energy antenna.3. The system of claim 1 , wherein the ignition circuit includes an ignition capacitor that when drained induces an ignition pulse adapted to fire a spark plug.4. The system of claim 1 , further comprising a microprocessor that is coupled to and controls the ignition and communication circuits.5. The system of claim 1 , further comprising a clocking circuit adapted to provide a clocking frequency associated with the timing of the ignition circuit and associated with the communication circuit via a short range wireless communication protocol.6. The system of wherein the clocking circuit includes a crystal oscillator.7. The system of wherein the ignition circuit includes an ignition capacitor that when ...

SYSTEM AND APPARATUS FOR APPLYING AN ELECTRIC FIELD TO A COMBUSTION VOLUME

A combustion system is provided, in which respective waveforms are applied to each of a plurality of electrodes positioned in a combustion volume, producing periodic electric fields between pairs of the electrodes. A safety circuit is configured to reduce or eliminate danger by grounding each of the plurality of electrodes or otherwise driving each of the electrodes to a safe state upon detection of a safety condition. 126.-. (canceled)27. An apparatus for supporting and controlling a combustion reaction within a combustion volume , comprising:an electronic controller including an input terminal and a plurality of output terminals, the electronic controller being configured to produce, at each of the plurality of output terminals, a respective modulation waveform corresponding to a voltage modulation pattern at a respective one of a plurality of electrodes positioned proximal to a burner, and further configured to receive a safety signal at the input terminal; anda safety circuit configured to drive the output modulation waveform at each of the plurality of output terminals to a safe state responsive to a safety condition signal at the input terminal terminal.28. The apparatus of claim 27 , wherein the safe state corresponds to substantially ground voltage each of the plurality of electrodes.29. The apparatus of claim 27 , wherein the controller is configured to produce claim 27 , at each of the plurality of output terminals claim 27 , is a low voltage modulation signal corresponding to a high-voltage modulation pattern at the respective electrode.30. The apparatus of claim 27 , wherein the output controller is configured to produce claim 27 , at each of the plurality of output terminals claim 27 , a high voltage modulation signal corresponding to the modulation pattern at the respective electrode.31. The apparatus of claim 27 , further comprising a detection circuit coupled to the input terminal and configured to detect a potential danger condition at any of the ...

INTERNAL COMBUSTION ENGINES HAVING SUPER KNOCK MITIGATION CONTROLS AND METHODS FOR THEIR OPERATION

According to one or more embodiments presently described, a method of operating an internal combustion engine that includes injecting fuel into a combustion chamber to form an air-fuel mixture, where the combustion chamber includes a cylinder head, cylinder sidewalls, and a piston that reciprocates within the cylinder sidewalls. The method may also include detecting pre-ignition of the air-fuel mixture during a detected intake or compression stroke of the piston, determining that a super knock condition could occur, and mitigating formation of a super knock condition by deploying a super knock countermeasure within the detected compression stroke. 1. A method of operating an internal combustion engine , the method comprising:injecting fuel into a combustion chamber to form an air-fuel mixture, the combustion chamber comprising a cylinder head, cylinder sidewalls, and a piston that reciprocates within the cylinder sidewalls;detecting pre-ignition of the air-fuel mixture during a detected intake or compression stroke of the piston;determining that the internal combustion engine is operating at a condition at which a super knock condition could occur; andmitigating formation of a super knock condition by deploying a super knock countermeasure within the detected compression stroke.2. The method of claim 1 , wherein the super knock countermeasure comprises advancing spark timing.3. The method of claim 2 , wherein spark timing is advanced to a set point at which the air-fuel mixture is burned prior to the cylinder reaching top dead center.4. The method of claim 1 , wherein the super knock countermeasure comprises opening an exhaust valve to pass burned and unburned air-fuel mixture from within the combustion chamber to outside of the combustion chamber.5. The method of claim 4 , wherein the super knock countermeasure further comprises interrupting a spark plug that is positioned within the combustion chamber from normal discharging during the detected compression stroke. ...

Method and Device for Identifying and Distinguishing a Cause of at Least One Misfire of an Internal Combustion Engine

The present disclosure relates to a method for detecting and distinguishing a cause of at least one combustion misfire of an internal combustion engine. The internal combustion engine has several cylinders, at least one exhaust gas tract, and an exhaust gas sensor which is arranged in the exhaust gas tract. The method includes the following steps: acquisition of a measurement signal with the exhaust gas sensor over a certain first period of time gas tract; subdivision of the measurement signal into measurement signal sections; assignment of the measurement signal sections to the corresponding cylinders, whereby cylinder-selective measurement signal profiles are produced that are characteristic of the respective oxygen content downstream of the respective cylinders over the determined first period of time of time; and evaluation of the cylinder-selective measurement signal profiles to detect at least one combustion misfire of the internal combustion engine.

IGNITION CONTROL SYSTEM FOR A HIGH-VOLTAGE BATTERY SYSTEM

In an implementation, a circuit can include a switch circuit configured to be electrically connected to an ignition circuit, a high-side path control circuit electrically connected between the switch circuit and a battery terminal, and a low-side path control circuit electrically connected between the switch circuit and a ground terminal. The circuit can include a control circuit configured to detect an abnormal condition associated with the ignition circuit where the control circuit can be configured to activate the high-side path control circuit in response to the detected abnormal condition. 1. A circuit , comprising:a switch circuit configured to be electrically connected to an ignition circuit;a high-side path control circuit electrically connected between the switch circuit and a battery terminal;a low-side path control circuit electrically connected between the switch circuit and a ground terminal; anda control circuit configured to detect an abnormal condition associated with the ignition circuit, the control circuit configured to activate the high-side path control circuit in response to the detected abnormal condition.2. The circuit of claim 1 , wherein the high-side path control circuit defines a looped path including the switch circuit claim 1 , the battery terminal claim 1 , and terminals configured to be electrically connected with the ignition circuit when the high-side path control circuit is activated and the low-side path control circuit is deactivated.3. The circuit of claim 1 , wherein the low-side path control circuit defines a grounded path including the switch circuit claim 1 , the ground terminal claim 1 , terminals configured to be electrically connected with ignition circuit when the low-side path control circuit is activated and the high-side path control circuit is deactivated.4. The circuit of claim 1 , wherein the abnormal condition is detected in response to at least one of a current limit through the ignition circuit being exceeded or ...

Self-diagnosis method for ignition coil, electronic control unit for performing the self-diagnosis, and self-diagnostic signal generator for the self-diagnosis

A self-diagnosis method for an ignition coil includes receiving and confirming a current flag (C/F) signal through monitoring of primary current of an ignition coil; monitoring secondary current of the ignition coil upon receiving the C/F signal and confirming whether a fault flag (F/F) signal for determining whether misfire of the ignition coil occurs is input; and determining whether an abnormal signal of the ignition coil is generated based on the result of confirming the C/F signal and the F/F signal respectively.

SPARK PLUG

A connection portion connecting a center electrode and a terminal metal fixture together in a through hole of the insulator includes a resistor and a magnetic substance structure including a magnetic substance and a conductor The connection portion further includes a first conductive sealing portion, a second conductive sealing portion and a third conductive sealing portion. The first conductive sealing portion is disposed on a leading end side of a first member and is in contact therewith. The second conductive sealing portion is disposed between the first member and a second member and is in contact with the first member and the second member. The third conductive sealing portion is disposed on a rear end side of the second member and is in contact therewith. 1. A spark plug comprising:an insulator having a through hole extending in a direction of an axial line;a center electrode, at least a part of which is inserted into a leading end side of the through hole;a terminal metal fixture, at least a part of which is inserted into a rear end side of the through hole; anda connection portion connecting the center electrode and the terminal metal fixture together in the through hole, a resistor; and', 'a magnetic substance structure including a magnetic substance and a conductor and being disposed on a leading end side or a rear end side of the resistor while being positioned away from the resistor, and, 'wherein the connection portion includes a first conductive sealing portion that is disposed on a leading end side of the first member and is in contact with the first member;', 'a second conductive sealing portion that is disposed between the first member and the second member and is in contact with the first member and the second member; and', 'a third conductive sealing portion that is disposed on a rear end side of the second member and is in contact with the second member,, 'wherein, among the resistor and the magnetic substance structure, when a member disposed on ...

METHOD TO PREVENT PARASITIC CURRENT DRAIN OF A VEHICLE BATTERY

A method to prevent parasitic current drain of a vehicle battery includes shutting off the vehicle ignition to initiate a power down sequence of electronic control units, and detecting an excessive current draw condition from the vehicle battery after the vehicle ignition is shut off for a predetermined period of time. After verifying that an excessive current draw condition exists by analyzing data collected from the vehicle, the method continues with powering up the electronic control units on a vehicle communications network and broadcasting a system state equals run, and broadcasting a system state equals off on the vehicle communications network after the electronic control units have reached steady state operation. 1. A method to prevent parasitic current drain of a vehicle battery comprising:shutting off the vehicle ignition to initiate a power down sequence of electronic control units;detecting an excessive current draw condition from the vehicle battery after the vehicle ignition is shut off for a predetermined period of time;verifying the excessive current draw condition based on data collected from the vehicle following shutting off the vehicle ignition and expiration of the predetermined period of time;andbroadcasting a system state equals off on the vehicle communications network.2. The method of wherein detecting further comprises using an intelligent battery sensor.3. The method of wherein verifying further comprises collecting data in a body control module from the intelligent battery sensor and sending the collected data to a remote office.4. The method of wherein verifying further comprises analyzing the collected data at the remote office to determine if remedial action software should be enabled by the remote office due to the excessive current draw condition.5. The method of further comprising enabling the remedial action software on the vehicle from the remote office when it is verified that the excessive current draw condition exists.6. The ...

APPARATUS AND SYSTEM FOR DUAL IGNITION SOURCES FOR A VEHICLE

Apparatuses, methods, and systems for igniting fuel for an internal combustion engine, an ignition system include a first ignition device associated with a pre-combustion chamber of a cylinder and a second ignition device associated with a main combustion chamber of the cylinder. An engine control unit is operably connected to both the engine and the ignition system to ignite fuel for the cylinder with the first ignition device independently of igniting fuel with the second ignition device. The engine control unit determines an occurrence of a combustion condition and in response thereto (i) ignites fuel for combustion with both the first and the second ignition devices or (ii) ignites fuel for combustion only with the second ignition device. The engine control unit determines a second combustion condition and in response thereto ignites fuel only with the first ignition device. 1. A method comprising:determining a first combustion condition of an internal combustion engine including an ignition system including a first ignition device for igniting fuel in a pre-combustion chamber of a cylinder and a second ignition device for igniting fuel in a main combustion chamber of the cylinder, and an engine control unit configured to initiate ignition with the first ignition device independently of the second ignition device; andin response to the first combustion condition, (i) igniting fuel with the first ignition device and the second ignition device or (ii) igniting fuel with the second ignition device without igniting fuel with the first ignition device, to operate the engine.2. The method of claim 1 , further comprising:determining an occurrence of a second combustion condition associated with operation of the internal combustion engine; andin response to the second combustion condition, igniting fuel with only the first ignition device to operate the engine.3. The method of claim 2 , wherein the first combustion condition includes at least one of a cold engine start ...

DUAL COIL IGNITION SYSTEM

A method of responding to a detected blowout in a coil ignition system is provided in this disclosure. The method includes receiving a characteristic regarding operation of a coil ignition system; determining a blowout condition exists for the coil ignition system based on the characteristic; and providing a command to the coil ignition system based on the determination that the blowout condition exists, wherein the command is structured to reduce a residual charge amount in the coil ignition system. 1. An apparatus , comprising:a coil signal generator module structured to alternate a leading coil in a multi-coil ignition system; anda charging module structured to determine whether a coil of the multi-coil ignition system is operational based on operation data regarding the coil relative to an operational threshold when the coil is the leading coil.2. The apparatus of claim 1 , wherein the operational threshold is a time threshold for reaching a charging current threshold and the operation data is a time duration to reach the charging current threshold.3. The apparatus of claim 2 , wherein the charging module is structured to determine the coil is non-operational based on the time duration being greater than or equal to the time threshold.4. The apparatus of claim 2 , wherein the charging module is structured to determine the coil is operational based on the time duration being less than the time threshold.5. The apparatus of claim 2 , wherein the charging current threshold includes at least one of a voltage and a current suitable for causing a spark from an ignitor of the multi-coil ignition system.6. The apparatus of claim 1 , wherein the coil signal generator module is structured to alternate the leading coil each engine cycle.7. The apparatus of claim 1 , wherein the coil ignition system includes a first set of primary and secondary coils claim 1 , a second set of primary and secondary coils claim 1 , and an ignitor electrically coupled to each of the first and ...

IGNITION CONTROL APPARATUS

An ignition control apparatus of the present embodiment controls operation of an ignition plug provided so as to ignite an air-fuel mixed gas. The ignition control apparatus is characterized in that the ignition control apparatus includes: an ignition coil provided with a primary winding which allows a current to pass as a primary current therethrough and a second winding connected to the ignition coil, an increase and a decrease in the primary current generating a secondary current passing through the secondary winding; a DC power supply provided with a non-ground side output terminal, the non-ground side output terminal being connected to one end of the primary winding so that the primary current is made to pass through the primary winding; a first switching element configured of a semiconductor switching element provided with a first control terminal, a first power side terminal, and a first ground side terminal, the semiconductor switching element controlling on and off states of current supply between the first power side terminal and the first ground side terminal based on a first control signal inputted to the first control terminal, the first power side terminal being connected to the other end side of the primary winding, the first ground side terminal being connected to a ground side; a second switching element configured of a semiconductor switching element provided with a second control terminal, a second power side terminal, and a second ground side terminal, the semiconductor switching element controlling on and off states of current supply between the second power side terminal and the second ground side terminal based on a second control signal inputted to the second control terminal, the second ground side terminal being connected to the other end side of the primary winding; a third switching element configured of a semiconductor switching element provided with a third control terminal, a third power side terminal, and a third ground side terminal, ...

Electronic ignition system for a generator engine

A standby generator includes an alternator to produce electricity for distribution to an electrical system, and an air-cooled internal combustion engine driving the alternator. The air-cooled internal combustion engine includes one or more cylinders, one or more spark plugs each configured to initiate combustion in a corresponding cylinder, and one or more ignition coils each coupled to a respective spark plug of the one or more spark plugs to provide a voltage to the respective spark plug. The standby generator also includes a battery system electrically coupled to the one or more ignition coils to provide power thereto, and a digital ignition module wiring the battery system to each of the one or more ignition coils to control operation of the one or more spark plugs.

Method for testing a supply circuit, and a corresponding supply circuit for at least one ignition circuit

In a method for testing a supply circuit for an ignition circuit having at least one energy accumulator, a first conversion circuit that raises a supply voltage to a specified voltage level and charges the at least one energy accumulator, a controllable discharging circuit that discharges the at least one energy accumulator as needed, the energy accumulator is connected via a first coupling diode to the ignition circuit, and the supply voltage is applied via a second coupling diode to the at least one ignition circuit. Following the system start-up, a state of charge of the at least one energy accumulator is ascertained and compared to the at least one specified threshold value, and as a function of the comparison, a faultless supply circuit or at least one fault is recognized.

METHOD FOR DETERMINING A NEED FOR CHANGING A SPARK PLUG

Disclosed is a method for determining a need for changing a spark plug of a combustion engine, comprising the following steps: monitoring a current flowing through the spark plug, analyzing the current and thereby determine a time interval that is indicative for the time between application of a voltage to the spark plug and formation of an arc discharge between electrodes of the spark plug, creating a signal indicative of the need to change the spark plug if the duration of the determined time interval is outside predefined bounds. 1. A method for determining a need for changing a spark plug of a combustion engine , comprising:monitoring a current flowing through the spark plug;analyzing the current and thereby determining a time interval indicative of the elapsed time between application of a voltage to the spark plug and formation of an arc discharge between electrodes of the spark plug; andcreating a signal indicating a need to change the spark plug if the duration of the determined time interval is larger than a predefined threshold value.2. Method according to claim 1 , wherein the voltage is supplied to the spark plug by switching off a primary voltage that is applied to a transformer claim 1 , the transformer providing a secondary voltage to the spark plug.3. Method according to claim 2 , wherein the switching off of the primary voltage defines the start of the time interval.4. Method according to claim 1 , wherein the start of the time interval is defined by the current surpassing a predefined threshold value.5. Method according to claim 1 , wherein the end of the time interval is defined by the current surpassing a predefined end threshold.6. Method according to claim 1 , wherein the end of the time interval is defined by a maximum of a time derivative of the current.7. Method according to claim 1 , wherein the end of the time interval is defined by a global maximum of a time derivative of the current8. Method according to claim 1 , wherein the end of the ...

SAFETY SYSTEM FOR ENGINE SHUTDOWN, AND METHODS OF IMPLEMENTING THE SAME

A method for manufacturing engine powered machinery having a fuel cut functionality to promote more rapid shutdown of the rotating parts of the engine powered machinery. In one aspect, the method is implemented by assembling a wiring harness disposed exclusively on the engine which are configured to simultaneously disable one or more ignition coils and prevent a fuel-air mixer from supplying a mixture of air and fuel to the engine upon activation of a safety switch. In alternate aspects, the method further comprises a stator brake which is activated by the safety switch to provide additional braking torque on the engine. These features bring the machinery to a rapid halt, further enhancing safety. 1. A method of manufacturing an engine powered machine , the method comprising: an engine having a shaft;', 'a fuel-air mixer fluidly coupled to the engine to provide a mixture of fuel and air;', 'an ignition coil operatively connected to the engine to provide a plurality of sparks;', 'a fuel solenoid operatively connected to the fuel-air mixer to control fuel flow to the fuel-air mixer, the fuel solenoid movable between an open position in which fuel is free to flow through the fuel solenoid and an open position in which the fuel solenoid prevents fuel flow through the fuel solenoid;', 'an engine side wiring harness coupled to the engine and operatively connected to the ignition coil and the fuel solenoid; and', 'a first coupler, the first coupler operatively connected to the engine side wiring harness;, 'a) providing an engine unit, the engine unit comprisingb) providing a machine, the machine comprising a chassis, a safety switch, a working tool comprising a shaft, a fuel supply, a machine side wiring harness, and a second coupler, wherein the fuel supply, the working tool, and the machine side wiring harness are coupled to the chassis and the machine side wiring harness is operatively connected to the safety switch and the second coupler; operatively connecting the ...

CIRCUIT AND METHOD FOR CONTROLLING A COIL CURRENT DURING A SOFT SHUT DOWN

A current control circuit for an ignition system (i.e., igniter current limiter) is disclosed. The current control circuit can reduce a coil current over a soft shut down (SSD) period using an insulated gate bipolar transistor (IGBT) that is controlled by a negative feedback loop, which controls the current limit of the IGBT according to a SSD profile. In order to prevent an unwanted current rise during the soft shut down period, the current control circuit compares a gate voltage of the IGBT to a reference signal and based on the comparison can enable the SSD profile to include a fast ramp. The fast ramp quickly lowers the current limit of the IGBT so that the coil current equals the current limit and can be controlled by the negative feedback loop. 1. A coil current control circuit comprising:a transistor in series with a coil, the transistor controllable to conduct current at or below a coil current limit;a current sensing circuit configured to sense a coil current flowing through the transistor; anda current limit control circuit configured to compare a voltage from the current sensing circuit to a soft shut down (SSD) signal from a ramp generator circuit, and based on the comparison, control the coil current limit of the transistor to reduce the coil current over a SSD period according to a profile of the SSD signal, the profile of SSD signal being based on a gate voltage of the transistor.2. The coil current control circuit according to claim 1 , wherein the ramp generator circuit is coupled to a gate terminal of the transistor and is configured to compare the gate voltage to a threshold claim 1 , and based on the comparison claim 1 , make the profile of the SSD signal a fast ramp profile or a slow ramp profile.3. The coil current control circuit according to claim 2 , wherein when the gate voltage is above threshold when the coil current is below the coil current limit of the transistor and the gate voltage is below the threshold when the coil current is at ...

SWITCH CONTROL CIRCUIT AND IGNITER

A switch control circuit controls a switch element connected to a primary coil of an ignition coil in accordance with an ignition signal. The switch element includes a transistor and a protection element connected between a collector and gate of the transistor. The switch control circuit uses a voltage at a gate terminal controlling the transistor or a voltage corresponding to a collector current of the transistor as a detection voltage and generates a status detection signal corresponding to a change in the detection voltage. 1. A switch control circuit that controls a switch element connected to a primary coil of an ignition coil in accordance with an ignition signal , wherein the switch element includes a transistor and a protection element connected between a collector and gate of the transistor , the switch control circuit comprising:a status detection circuit that uses a voltage at a gate terminal controlling the transistor or a voltage corresponding to a collector current of the transistor as a detection voltage and generates a status detection signal corresponding to a change in the detection voltage.2. The switch control circuit according to claim 1 , whereinthe status detection circuit includes a first comparator that compares the detection voltage and a first reference voltage and a second comparator that compares the detection voltage and a second reference voltage, andthe status detection circuit generates the status detection signal based on output signals of the first comparator and the second comparator.3. The switch control circuit according to or claim 1 , wherein the detection voltage corresponding to the collector current is a voltage at a terminal connected between an emitter of the transistor and a resistor connected to the emitter.4. The switch control circuit according to claim 2 , wherein the status detection circuit includes a capacitor claim 2 , charges and discharges the capacitor with the output signals of the first comparator and the ...

Encoder arrangement for cylinder recognition in an internal combustion engine

Grass mowing machine with engine speed and voltage limiter

A grass mowing machine with an electric reel drive motor mounted to a cutting reel and connected to an electrical bus. An internal combustion engine drives an alternator to produce a voltage on the electrical bus. An engine speed and voltage limiter monitors the voltage on the electrical bus and, if the voltage exceeds a specified threshold, closes a kill switch to interrupt the ignition function of the engine driving the alternator.

Patent JPH0114423B2

コンデンサ放電式内燃機関点火装置

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

Ignition control system

Engine stopping circuit in ignition device for internal combustion engine

２サイクル内燃機関用無接点点火装置

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

Method of misfire detection for catalyst damage

본 발명은 점화시기 보정을 통한 촉매 손상 방지 방법에 관한 것으로서, 특히 엔진 회전수를 확인하는 단계와; 실화 발생 여부를 판단하는 단계와; 상기 단계에서 실화 발생 시 차량의 운전 조건을 확인하는 단계와; 상기 단계의 운전 조건을 통해 점화시기 보정 효율을 계산하는 단계와; 상기 단계에서 계산된 점화시기 보정 효율을 통해 실린더의 실화 영향도를 계산 및 확인하여 실화율을 산출하는 단계로 구성되어, 실화 발생 시 차량의 운전 조건을 통해 점화시기 보정 효율과 실린더의 실화 영향도를 계산하여 실화율을 검출함으로써 실화 발생 진단율이 저하되는 현상을 방지하고 실화 발생 진단에 대한 정확성 및 신뢰도를 향상시켜 촉매 손상을 방지하여 상품성을 증대시키는데 효과가 있도록 하는 것이다. The present invention relates to a method for preventing damage to a catalyst by correcting an ignition timing, comprising: checking an engine speed; determining whether a misfire has occurred; checking driving conditions of the vehicle when a misfire occurs in the step; calculating ignition timing correction efficiency based on the operating conditions of the step; It consists of calculating the misfire rate by calculating and confirming the misfire effect of the cylinder through the ignition timing correction efficiency calculated in the above step. By calculating the misfire rate and detecting the misfire rate, it is effective in preventing the deterioration of the misfire diagnosis rate and improving the accuracy and reliability of the misfire diagnosis to prevent damage to the catalyst and increase the marketability.

Igniter for internal combustion engine

Fitting equipment of internal combustion engine ignition timing regulator

Ignition device of internal combustion engine

본 발명의 과제는 내연기관의 점화 장치의 점화 플러그에 있어서 병렬 점화와 같은 점화 코일의 2차측에서 장해를 불화점(misfire)이 발생하기 전에 이미 검출할 수 있게 하는 것으로서, 그 해결 수단으로는 점화 코일(10)의 1차측(11)에 전달되는 2차 전압을 포착하는 수단(M1, M2)이 설치된다. 상기 수단에 의해 포착된 신호(U11, U12)는 평가 장치(16)로 안내된다. 평가 장치(16)에 의해서 스파크 종료 시점(t 2 ) 후의 전압 신호(U11, U12)에서 감쇠가 검출되고, 그 때 상기 감쇠가 2차측에서의 병렬 저항의 크기에 대한 기준 척도를 형성한다. A problem to be solved by the present invention is to make it possible to detect a fault in a secondary side of an ignition coil such as a parallel ignition in an ignition plug of an ignition device of an internal combustion engine before a misfire occurs, Means M1 and M2 for capturing the secondary voltage transmitted to the primary side 11 of the coil 10 are provided. The signals (U11, U12) captured by the means are guided to the evaluation device (16). The attenuation in the signal voltage (U11, U12) after the spark end time (t 2) is detected by the evaluation unit 16, then to the attenuation forms the standard measure for the size of the parallel resistance of the secondary side.

Internal combustion engine ignition device

Non-contact ignition device for internal combustion engine

Ignition device for internal combustion engine

Detection of misfire in internal-combustion engine

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

Tester for electronic ignition system of internal combustion engine

Engine control method and corresponding system

FIELD: control of internal combustion engines.SUBSTANCE: invention relates to detection and suppression of premature ignition in certain operating modes of engines with high compression ratio or in which supercharging is used. Said technical result is achieved by fact, that premature ignition at high rpm is detected by simultaneous or sequential changes of integrated output signal of detonation sensor in any detonation interval, as well as in a certain interval of premature ignition. Premature ignition at high rpm is eliminated by shutting off fuel feed into the cylinder and/or limiting engine load to reduce the risk of uncontrolled premature ignition.EFFECT: technical result is provision of effective detection and suppression of premature ignition at high rotation frequency.7 cl, 10 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (51) МПК F02D 41/14 F02D 41/22 F02P 11/06 F02D 35/02 (11) (13) 2 719 332 C2 (2006.01) (2006.01) (2006.01) (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F02D 35/027 (2019.08); F02D 41/0002 (2019.08); F02D 41/1401 (2019.08); F02D 41/22 (2019.08) (21)(22) Заявка: 2016132937, 10.08.2016 (24) Дата начала отсчета срока действия патента: Дата регистрации: (73) Патентообладатель(и): Форд Глобал Текнолоджиз, ЛЛК (US) 17.04.2020 21.08.2015 US 14/832,785 (43) Дата публикации заявки: 16.02.2018 Бюл. № 5 (56) Список документов, цитированных в отчете о поиске: US 2015204249 A1, 2015-07-23. RU 2297608 C2, 2007-04-20. US 2013179052 A1, 201307-11. RU 2011149222 A, 2013-06-10. US 2015159573 A1, 2015-06-11. (45) Опубликовано: 17.04.2020 Бюл. № 11 2 7 1 9 3 3 2 R U (54) СПОСОБ УПРАВЛЕНИЯ ДВИГАТЕЛЕМ И СООТВЕТСТВУЮЩАЯ СИСТЕМА (57) Реферат: Изобретение относится к управлению одновременным или последовательным двигателями внутреннего сгорания, в частности изменениям проинтегрированного выходного к выявлению и подавлению преждевременного сигнала датчика детонации в том или ином воспламенения в некоторых режимах работы ...

Engine operation method (versions), engine control system

FIELD: engine devices and pumps. SUBSTANCE: in one of the examples, the method of engine operation is disclosed comprising adjusting an actuator for the first time to automatically stop the engine; adjustment of the actuating mechanism for the second time before the engine reaches the zero rpm speed in response to the request to restart the engine; and adjusting throttle position of air intake at the time after closing the open intake valve of a cylinder having an open intake valve simultaneously with the request to restart the engine, and before closing the intake valve of the cylinder following in the combustion order in the engine in response to the request to restart the engine. EFFECT: acceleration of engine starting after shutting down, reduction of fuel and emissions. 20 cl, 5 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (51) МПК F02D 41/04 F02D 41/06 F02D 41/12 F02N 11/08 F02P 11/02 (11) (13) 2 640 146 C2 (2006.01) (2006.01) (2006.01) (2006.01) (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F02D 41/0002 (2017.08); F02D 41/042 (2017.08); F02D 41/065 (2017.08); F02D 41/126 (2017.08); F02N 11/0844 (2017.08); F02P 11/025 (2017.08) (21)(22) Заявка: 2013103833, 29.01.2013 29.01.2013 Дата регистрации: Приоритет(ы): (30) Конвенционный приоритет: (56) Список документов, цитированных в отчете о поиске: US 20110246046 A1, 06.10.2011. US 06.02.2012 US 13/367,074 (43) Дата публикации заявки: 10.08.2014 Бюл. № 22 (54) СПОСОБ РАБОТЫ ДВИГАТЕЛЯ (ВАРИАНТЫ), СИСТЕМА УПРАВЛЕНИЯ ДВИГАТЕЛЕМ (57) Реферат: Изобретение относится к способам и системам положения дросселя воздухозаборника в момент для управления двигателем, который может времени после закрытия открытого впускного автоматически останавливаться и запускаться. В клапана цилиндра, имеющего открытый впускной одном из примеров раскрыт способ работы клапан одновременно с запросом перезапустить двигателя, включающий регулирование двигатель, и перед закрытием впускного клапана ...

Patent JPS6138355B2

Reverse revolution preventing device for internal- combustion engine

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

Method and system for detecting deposits on ignition plug (versions)

Изобретение относится к управлению двигателем автомобиля, использующим повторное зажигание в системе зажигания автомобиля для обнаружения образования нагара на свече зажигания. Техническим результатом является обеспечение выдачи рекомендаций о необходимости замены свечи зажигания на основе сведений о неисправности или ухудшении состояния, а не в зависимости от предварительно заданного периода времени или степени использования автомобиля. Предложены способ и система обнаружения образования нагара на свече зажигания. Cпособ включает направление протекания тока в первичную обмотку катушки зажигания системы зажигания в течение периода протекания тока через первичную обмотку катушки зажигания в ответ на команду протекания тока через первичную обмотку катушки зажигания от контроллера, уменьшение протекания тока для разряда начальной искры зажигания, и разряд дополнительных искр зажигания. Способ может дополнительно включать выборочное генерирование индикации рекомендации о необходимости замены одной или более свечей зажигания системы зажигания на основе первичного тока, измеренного после периода протекания тока через первичную обмотку катушки зажигания. 3 н. и 17 з.п. ф-лы, 4 ил. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 691 115 C2 (51) МПК F02P 17/12 (2006.01) F02P 11/02 (2006.01) H01T 13/60 (2011.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F02P 17/12 (2018.08); F02P 11/02 (2018.08); H01T 13/60 (2018.08); G01M 15/042 (2018.08); F02P 3/04 (2018.08) (21)(22) Заявка: 2015148586, 12.11.2015 12.11.2015 (73) Патентообладатель(и): Форд Глобал Текнолоджиз, ЛЛК (US) Дата регистрации: 11.06.2019 18.11.2014 US 14/546,893 (43) Дата публикации заявки: 15.05.2017 Бюл. № 14 6236213 B1, 2001-05-22. US 2011144881 A, 201106-16. RU 2013105146 A, 2014-08-20. RU 2256091 C2, 2005-07-10. RU 2367813 C2, 200909-20. (45) Опубликовано: 11.06.2019 Бюл. № 17 2 6 9 1 1 1 5 R U (54) СПОСОБ И СИСТЕМА ОБНАРУЖЕНИЯ НАГАРА НА СВЕЧЕ ЗАЖИГАНИЯ ( ...

Patent RU2016132937A3

ВУ“? 2016132937” АЗ Дата публикации: 16.10.2019 Форма № 18 ИЗПМ-2011 Федеральная служба по интеллектуальной собственности Федеральное государственное бюджетное учреждение 5 «Федеральный институт промышленной собственности» (ФИПС) ОТЧЕТ О ПОИСКЕ 1. . ИДЕНТИФИКАЦИЯ ЗАЯВКИ Регистрационный номер Дата подачи 2016132937/07(051011) 10.08.2016 Приоритет установлен по дате: [ ] подачи заявки [ ] поступления дополнительных материалов от к ранее поданной заявке № [ ] приоритета по первоначальной заявке № из которой данная заявка выделена [ ] подачи первоначальной заявки № из которой данная заявка выделена [ ] подачи ранее поданной заявки № [Х] подачи первой(ых) заявки(ок) в государстве-участнике Парижской конвенции (31) Номер первой(ых) заявки(ок) (32) Дата подачи первой(ых) заявки(ок) (33) Код страны 1. 14/832,785 21.08.2015 05 Название изобретения (полезной модели): [Х] - как заявлено; [ ] - уточненное (см. Примечания) СПОСОБ (ВАРИАНТЫ) И СИСТЕМА ДЛЯ УМЕНЬШЕНИЯ ПРЕЖДЕВРЕМЕННОГО ВОСПЛАМЕНЕНИЯ Заявитель: Форд Глобал Текнолоджиз, ЛЛК, 05 2. ЕДИНСТВО ИЗОБРЕТЕНИЯ [Х] соблюдено [ ] не соблюдено. Пояснения: см. Примечания 3. ФОРМУЛА ИЗОБРЕТЕНИЯ: [Х] приняты во внимание все пункты (см. Примечания) [ ] приняты во внимание следующие пункты: [ ] принята во внимание измененная формула изобретения (см. Примечания) 4. КЛАССИФИКАЦИЯ ОБЪЕКТА ИЗОБРЕТЕНИЯ (ПОЛЕЗНОЙ МОДЕЛИ) (Указываются индексы МПК и индикатор текущей версии) Е020 41/14 (2006.01) Е020 41/22 (2006.01) Е02Р 11/06 (2006.01) Е020 35/02 (2006.01) 5. ОБЛАСТЬ ПОИСКА 5.1 Проверенный минимум документации РСТ (указывается индексами МПК) Е02035/00, 35/02, 41/00-41/34, Е02Р11/00-11/06 5.2 Другая проверенная документация в той мере, в какой она включена в поисковые подборки: 5.3 Электронные базы данных, использованные при поиске (название базы, и если, возможно, поисковые термины): СМГРА, РУУРТ, Езрасепек, ]-Р]а(Раь К-РТОМ, КТРКГ, РАТЕМТЗСОРЕ, Ра еагсв, ОЗРТО 6. ДОКУМЕНТЫ, ОТНОСЯЩИЕСЯ К ПРЕДМЕТУ ПОИСКА Кате- Наименование документа с ...

Spark plug control system (versions) and spark plug control procedure

FIELD: engines and pumps. SUBSTANCE: invention relates to automotive industry. It discloses the spark plug control and cleaning system. In compliance with one version, the determination of carbon-bearing soot amount on ceramics of the spark plug central electrode is executed subject to the voltage across the instrument resistor electrically connected with the spark plug. Said soot detected, claimed system can clean the spark plug to reduce the probability of engines misfires. EFFECT: decreased toxic emissions. 18 cl, 6 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (51) МПК F02P 3/00 (11) (13) 2 577 036 C2 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2013105146/07, 07.02.2013 (24) Дата начала отсчета срока действия патента: 07.02.2013 (72) Автор(ы): ХЬЮБЕРТС Гарлан Дж. (US), ЦЮЙ Цюпин (US) (73) Патентообладатель(и): Форд Глобал Технолоджис, ЛЛК (US) Приоритет(ы): (30) Конвенционный приоритет: (43) Дата публикации заявки: 20.08.2014 Бюл. № 23 R U 10.02.2012 US 13/371170 (45) Опубликовано: 10.03.2016 Бюл. № 7 2 5 7 7 0 3 6 R U (54) СИСТЕМА КОНТРОЛЯ СВЕЧИ ЗАЖИГАНИЯ (ВАРИАНТЫ) И СПОСОБ КОНТРОЛЯ (57) Реферат: Изобретение относится к системам зажигания зажигания производится в зависимости от двигателей внутреннего сгорания. Технический величины напряжения на измерительном результат - снижение токсичных выбросов резисторе, который электрически связан со свечой двигателя. Раскрыта система для контроля и зажигания. После обнаружения очистки свечи зажигания. Согласно одному углеродсодержащей сажи система может примеру, определение количества производить очистку свечи, так что может быть углеродсодержащей сажи на керамике уменьшена вероятность пропусков зажигания в центрального электрода искровой свечи двигателе. 3 н. и 15 з.п. ф-лы, 6 ил. Стр.: 1 C 2 C 2 Адрес для переписки: 197101, Санкт-Петербург, а/я 128, "АРСПАТЕНТ" 2 5 7 7 0 3 6 (56) Список документов, цитированных в отчете о поиске: RU 2267633 C2, 10.01.2006. RU ...

Patent JPS6332967B2

An engine

Transmitter arrangement for cylinder identification in an internal combustion engine

The invention relates to a transmitter arrangement for cylinder identification in an internal combustion engine, having a transmitter disc and at least one reference mark assigned to a fixed crankshaft angle, a pick-up assigned to the transmitter disc and a control device which evaluates the signal from the pick-up. In order to make interchanging the control device more difficult, it is proposed to select the angular position of the crankshaft assigned to the reference mark in a different manner and thus to produce an encoding of the control device by a control device corresponding to this reference mark being necessary for the operation of an internal combustion engine having a specific reference mark. If this control device is substituted by a control device which, although of identical construction, is set to another reference mark, the operation of the internal combustion engine is quite impossible or is possible only with considerable limitations.

MAGNETIC POSITION SENSOR WITH IDENTITY CODE AND SECURITY DEVICE USING THE SAME

Engine security system

An engine security system includes a security device adapted to receive a sequence of timing pulses which is generated in dependence on the rotation of the engine. The device generates an ignition pulse sequence synchronous with rotation of the engine from the sequence of timing pulses on receipt of an enabling code. The ignition pulse sequence is supplied to the ignition system of the engine for the generation of ignition sparks. The pulses in the timing pulse sequence occur at different times from pulses in the ignition pulse sequence. In preferred embodiments, the sequence of timing pulses includes an identity code encoded therein.

Safety interlock for a device

The safety interlock prevents the starting of a device if one or more safety switches is not first cycled through its operational cycle. Since the safety switches must be operated before starting, the device will not operate if the switches have been tampered with or have failed. The interlock includes a digital memory unit connected to the switch which stores information indicative of the cycling of the switch. The output of the memory unit is interconnected with the starting system of the device such that starting is prevented unless the stored information indicates that each switch has been cycled. In a preferrred embodiment the interlock includes a microprocessor.

Method (embodiments) and system for ignition control

FIELD: machine building.SUBSTANCE: invention relates to controlling a vehicle engine. Disclosed is a method for eliminating scale formation on an ignition plug, which includes alternating one or more combustion events at a combustion moment set with advance, with one or more combustion events at a nominal combustion torque. Nominal moment of ignition is provided for first number of combustion events and provides second early moment of ignition in cylinder for second number of combustion events. First early moment and the first number of combustion events are based on one of the following: output signal of ionisation sensor, temperature of supercharging air, temperature of ignition plug, engine load, octane number of fuel, air-fuel ratio, humidity, percentage of spent gas recirculation (EGR) and engine temperature. Second early moment and second number of combustion events are controlled based on one of following: ionisation sensor output signal, supercharging air temperature, spark plug end temperature, engine load, fuel octane number, percentage of EGR, air-fuel ratio, humidity and temperature of engine, after providing the first early moment of ignition and provision of rated ignition moment.EFFECT: technical result is reduced deposit on ignition plugs and reduced their overheating, as well as reduced detonation.18 cl, 7 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 702 901 C1 (51) МПК F02P 5/04 (2006.01) F02P 17/12 (2006.01) F02D 41/22 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F02P 5/1455 (2019.05); F02P 5/1512 (2019.05); F02P 17/12 (2019.05); F02D 35/021 (2019.05); F02D 41/22 (2019.05) (21)(22) Заявка: 2016129207, 18.07.2016 18.07.2016 Дата регистрации: (73) Патентообладатель(и): Форд Глобал Текнолоджиз, ЛЛК (US) 14.10.2019 (56) Список документов, цитированных в отчете о поиске: US 3788290 A, 1974-01-29. US 2014034012 A1, 2014-02-06. US 2015040938 A1, 2015-02-12. RU 2367813 C2, 2009-09-20. 30.07. ...