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GB2313157A - Ignition system with auxiliary pulses, for gasoline i.c. engine - Google Patents

Ignition system with auxiliary pulses, for gasoline i.c. engine Download PDF

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Publication number
GB2313157A
GB2313157A GB9624107A GB9624107A GB2313157A GB 2313157 A GB2313157 A GB 2313157A GB 9624107 A GB9624107 A GB 9624107A GB 9624107 A GB9624107 A GB 9624107A GB 2313157 A GB2313157 A GB 2313157A
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GB
United Kingdom
Prior art keywords
engine
water
gasoline
car
present
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB9624107A
Other versions
GB9624107D0 (en
Inventor
Chih-Cheng Hsu
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to US08/646,765 priority Critical patent/US5694908A/en
Priority claimed from GB9610296A external-priority patent/GB2302042A/en
Priority to GB9624107A priority patent/GB2313157A/en
Priority to GB9624106A priority patent/GB2313156A/en
Priority to CA002176839A priority patent/CA2176839A1/en
Priority to GB9610297A priority patent/GB2313155B/en
Priority claimed from GB9610297A external-priority patent/GB2313155B/en
Priority claimed from CA002176839A external-priority patent/CA2176839A1/en
Priority claimed from GB9624106A external-priority patent/GB2313156A/en
Application filed by Individual filed Critical Individual
Priority to ZA964421A priority patent/ZA964421B/en
Priority to DE19622836A priority patent/DE19622836C2/en
Priority to DE29610016U priority patent/DE29610016U1/en
Priority to ES009601514A priority patent/ES2131447B1/en
Priority to RU96115363A priority patent/RU2125169C1/en
Priority to JP8229180A priority patent/JP3068470B2/en
Priority to BE9600719A priority patent/BE1010481A6/en
Priority claimed from BE9600719A external-priority patent/BE1010481A6/en
Publication of GB9624107D0 publication Critical patent/GB9624107D0/en
Publication of GB2313157A publication Critical patent/GB2313157A/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0227—Control aspects; Arrangement of sensors; Diagnostics; Actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/36—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for adding fluids other than exhaust gas to the recirculation passage; with reformers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

A plurality of cyclic auxiliary high voltage igniting pulses are added between each pair of conventional pulses to improve combustion efficiency. The ignition system may be used in an engine in which water and EGR gases are added to the intake.

Description

An Auxiliary Water-supply System for An Internal Combustion Engine This invention relates to an auxiliary water-supply system for an internal combustion engine, and particularly to an auxiliary watersupply system for a gasoline internal combustion engine.
Normally, air comprises about 20% of oxygen and 80% of nitrogen. If an engine can have a complete combustion, the gas exhaust out of an engine would be converted into water (hydrogen oxide, H2O) and carbon dioxide, (CO2) completely; however, the combustion in an engine is usually an incomplete combustion, i.e., the gasoline vapor in an engine can not be converted into C02 and H20 completely; the gas exhausted out of an engine usually contains CO and HC; CO is a poisonous gas, which can cause a person to die.
The combustion in an engine is usually at a high temperature, and therefore the waste gas exhausted usually contains nitrogen oxide (not), which usually converts into a photochemical smog.
In brief, the aforesaid pollution waste, such as CO, HC and NOX, not only are harmful to human health, but also harinflil to environment; therefore, every government in the world has tried to reduce the density of the pollution waste exhausted out of cars.
Usually, there are three methods for controlling the waste exhausted out of a car, i.e., (1) a crankcase emission control system; (2) an evaporative emission control system; and (3) an exhaust emission control system. The present invention is to improve the combustion condition of the conventional engine system so as to reduce the density of the pollution waste exhausted thereof; the theory of the present invention is described in detail in the following paragraphs.
Referring to FIG. 1, it shows the relation between the driving speed of a typical car and the air/fuel ratio. When a car is started, the gas vapor thereof is low because the initial temperature is low.
Therefore, the engine thereof requires a lower air/fuel ratio (i.e., the gasoline should have a higher supply). However, the combustion efficiency in the cylinder is not good, and large amount of CO and HC will be exhausted. When a car is running at a mid-speed (20 km/h to 113 km/h), the engine has a better combustion efficiency; then, the amount of CO and HC exhausted will be reduced. When the engine is rllnning at a high speed, the engine requires a higher air/fuel ratio; at this time, the engine has a higher temperature, and therefore it is prone to having a spark knock or detonation, and consequently a higher NOx will be exhausted.
In order to reduce the density of the pollution waste, such as HC, CO and NOx, the inventor deems that the ignition device may be improved by reducing the engine temperature, increasing the contact area of the gasoline vapor so as to improve the combustion efficiency, and to increase the supply of oxygen, or to improve the ignition time.
According to the present invention, the improvement is done by improving the contact area of the gasoline vapor, increasing the supply of oxygen, and reducing the combustion temperature of engine.
The technical method to obtain the aforesaid results will be described in the following paragraphs.
Generally, a car running in a dry area, such as in a desert would consume more gasoline. On the contrary, a car running in a wet area, such as a sea coast area, would consume less gasoline. In other words, the humidity or water vapor will affect the combustion efficiency of an engine because of the specific gravity of gasoline is different from that of water, i.e., the specific gravity of gasoline is lower than that of water, and therefore they can not be compounded together. Before the vaporized gasoline and water entering the combustion chamber, the particles of the gasoline vapor having light specific gravity are attached to the surface of the water particles. After the water particles entering into the cylinder, the water particles will expand under high temperature and high pressure, and the gasoline particles attached to the water particles will be divided, or become smaller, i.e., the contact area between the gasoline and the air will be increased (i.e., the mixed efficiency is increased). The oxygen contained in water will augment the combustion effect to provide a complete combustion. Fn other words, the horsepower of the engine will be augmented, and at the same time a fuel-saving result will be obtained, and carbon deposit in the cylinder will be reduced; as a result, the serviceable life of the engine will be increased, while maintenance cost thereof will be reduced; the HC and CO exhausted will be reduced, too. Since water can lower the engine temperature, the NOx exhausted will be reduced, and then the waste exhausted will have less hamiflil impact to the environment.
The auxiliary water-supply system for an internal combustion engine according to the present invention is developed and designed in accordance with the aforesaid theory and the characteristics of the gasoline engine. When the engine is rinining at a high speed or a high temperature, a suitable amount of water can be added therein so as to augment the combustion efficiency, and to reduce the HC, CO, and NOx exhausted. In order to flirther augment the combustion efficiency of an engine, the present invention uses a continuous ignition method, i.e., a plurality of cyclic auxiliary ignition pulses being inserted between two original ignition pulses so as to augment the combustion efficiency of engine (particularly when the engine is started cold), and to reduce the HC and CO exhausted.
Furthermore, the present invention has another advantageous i.e., the present invention can be simply installed in a car which has been rolled out of a factory so as to improve the combustion efficiency thereof; and to reduce the HC, CO and NOx exhausted. Other advantageous of the present invention will be described in details with the accompanying drawings in the following paragraphs.
The prime object ofthe present invention is to provide an internal combustion engine system so as to improve the combustion efficiency of the engine, and to reduce the density of the pollution waste exhausted thereof.
Another object of the present invention is to provide an auxiliary water-supply system for an internal combustion engine, which can be installed in a car already rolled out of a factory so as to improve the combustion efficiency of the engine and to reduce the density of the pollution waste exhausted thereof.
Still another object of the present invention is to provide an improve ignition method, which can provide a plurality of cyclic auxiliary ignition pulses between two original ignition pulses so as to augment the combustion efficiency of an engine, and to reduce the pollution waste exhausted thereof.
FIG. 1 illustrates the relation between the car speed and the air/filel ratio.
FIG. 2 is a diagram of the present invention, showing an auxiliary water-supply system for an internal combustion engine.
FIG. 3 is a block diagram of the present invention, showing a control method of the auxiliary water-supply system of an internal combustion engine.
FIG. 4 is a control flow chart of a computer control unit for the auxiliary water-supply system of an internal combustion engine according to the present inveiltion.
FIG. 5A illustrates an ignition pulse diagram of a conventional igniter.
FIG. 5B illustrates an ignition method for an internal combustion engine according to the present invention.
Detailed Description: Referring to FIG. 2, it illustrates an auxiliary water-supply system for an internal combustion engine according to the present invention.
An auxiliary water-supply system 10 of an internal combustion engine and a gasoline engine 100 are assembled together. The engine can be any type of the kind. The auxiliary water-supply system 10 includes a water-supply device having a small water tank 14, the water of which is supplied from a large water tank 12. A small tank sensor 30 is installed in the small water tank 14. As soon as the water in the small water tank 14 is lower than a given level, a water pump 32 will be started to pump water out of the large water tank 12 to the small water tank 14. The small water tank 14 is connected with a water pipe 16, in which a control valve 18 such as a solenoid valve is installed. The control valve 18 is controlled by a relay 40 which is controlled by a control unit 50. The unit 50 will be described in detail in following paragraph. The water pipe 16 is also being furnished with a manual water regulator 20 for controlling the water flow. One end of the water pipe 16 is connected with a three-way joint 22, of which the second end is connected with an exhaust manifold; the third end of the threeway joint 22 is connected with an EGR (exhaust-gas recirculation) device 24, which is connected with the gasoline engine 100. The object of using the EGR device is to lower the exhausting volume of NOX. Water can flow through the EGR device 24, and enter the gasoline engine 100 with a portion of exhausted gas simultaneously so as to increase the combustion efficiency of the engine, while reducing reduce the density of the pollution waste (i.e., CO, HC and NQ).
Referring to FIG. 3, the control unit 50 includes: (a) input port L, which can receive signals transmitting from a water-level sensor 60 of the large water tank, an engine speed sensor 64, an engine water jacket temperature sensor 62, an engine speed sensor 64, an engine temperature setting circuit E and an engine speed setting and regulating circuit F; (b) a CPU I, which receives information from the input port L, performs a control program J according to the contents of a data bank K so as to make a logical judgment before sending out a control instruction; (c) an output port M, which receives instructions of the CPU I and converts the instructions to an electrical signal to control a relay 40 and a pulse generator 42. The relay 40 can send out an electrical signal to the control valve 18, such as a solenoid valve; the control valve control the water flow in the water pipe 16 so as have a suitable amount of water flowed into the EGR device 24. An electrical signal from the pulse generator 42 will be sent to an amplifier circuit 44, which is connected with the lugh voltage coil 46 of an igniter.
As shown in FIGs. 5A and 5B, the pulse generator 42 can add extra igniting pulses between two igniting pulses of a conventional igniter so as to increase the combustion efficiency of the engine, and to reduce the density of the pollution waste exhausted.
Referring to FIG. 4, it is a control flow chart of the control unit 50 as shown in FIG. 3. when the CPU I of the control unit 50 detects the following conditions from sensors, CPU I will send out an electrical signal to actuate the relay 40 to turn on the control valve 18 so as to have water flowed through the small water tank 14, and entered into EGR device 24 in order to have water and exhaust gas entering into the cylinder simultaneously.
(a) water-level sensor 60 detects water level of large water tank being larger than a preset valve; (b) waterjacket temperature sensor 62 detects the engine temperature being higher than a preset engine temperature; and (c) engine speed sensor 64 detects engine speed being higher than a preset value.
The aforesaid preset values of water level, engine temperature and engine speed depend on the car model and engine displacement, and those data are stored in the aforesaid data bank K.
The auxiliary water-supply system according to the present invention may also include a linear control valve, which can appropriately control the opening size of the valve in accordance with tile engine temperature and the engine speed so as to supply a suitable amount of water to the EGR device, and to increase the combustion efficiency of the engine and to reduce the density of the pollution waste.
A report of exhaust test and energy consuming test for a car is provided by the Automotive Research of Testing Center in Taiwan as follows: (a) Exhaust test: Gasoline Car Pollution Test Report Product Identification: Toyota Corona Model: EXSIOR AT2EPN GL1 1.6 A4 four door gasoline car Engine Family: G4A-FE-94 (no engine family applied).
Engine Model: Four cylinders installed in front part.
Fuel supply: Injection Car Body No.: AT2-8018870 Engine No.: 4AF 742631 Tire Model: 185/65R 14 85H Transmission Model: Automatic, four speeds Mileage Gauge: 30237 Km Conditions Tested: Ambient Temperature: 23.3or Atmospheric Pressure: 753.4 inhg Fuel: Gasoline 95 without lead CarWeight: 1344kg Tire Pressure: 2.5kgf7cm2 Relative Moisture: 51% Idle Speed: 800 rpm Stend still Time: hours Road Resistance: 446.9N at 80 km/hr Time: 8.35sec (85-75km/hr) Transmission Time: Test Standards and Procedures: 1. The tests of car running condition, idle condition, fuel tank and EEC exhaust are done in accordance with the procedures and methods as prescribed in" Request for test certificate and new car spot check summary for gasoline car and substitute fuel car of second exhaust control standards".
2. Crank Case (PCV): In accordance with the test procedures and methods as prescribed in CNS 11496 D3166.
Test Instruments: Car Body Dynamic Gauge: SCHENCK KOMEG EMDY 48 SHED Test: Vaporization Hermetic Room: ETC PJ-101394 Fuel Processing Machine: WEISS KT 100/200+5-40 DU-EX HC Analyzer: PIERBURG FID PM-2000 METHANE Waste Gas Sampling System: HORIBA-9100S Waste Gas Analysis System: HORIBA MEXA-9300 CO Analyzer: HORIBA FLA-120 NOx Analyzer: HORIBA CLA-150 Idle Speed Analyzer: HORIBA MEXA 574GE Gasoline Car pollution Test Report Test Results: Pollution Test Results
Items Tested HC CO Weight Value tested 0. 15g/km 0.061g/km O.46g/km method Deteriorated coefficient O.15g/km Results 0.15g/km 0.061g/km 0.46g/km Idle speed Value tested 8ppm 0.00% Density Value 8ppm 0.00% Amended (b) Energy-consuming test: Energy-consuming Test Report of Sedan Model: TOYOTA CORONA EXSIOR AT 2EPN GL 1 1.6 Engine Model: Four cylinders installed in front part Engine No.: 4AF 742631 Transmission Model: Automatic, four speeds Ignition Timing: B.l.D.C.
Fuel used: Gasoline 95 without load Idle Speed: 820rpm Ambient Temperature: 22.40 C Tire Pressure: 2.5 kgf7cm2 Relative Moisture: 54% Car Weight: 1344 kg Atmospheric Pressure: 100.97 K Pa Transmission Time: Mileage Gauge: 30159 km Energy-consuming Test Result
Items Tested Energy- Energy- Average Judgment Consuming consuming Energy in City at High Consuming Speed Standards Values 13.0 km/l 17.1km/l 14.6km/l Tested The following table is a comparison between the values tested of an engine with the auxiliary water-supply system according to the present invention and the exhaust pollution criteria as prescribed by Taiwan Provincial Govermnent; it is apparent that the present invention can effectively reduce the density of the pollution waste exhausted.
Sedan, CO HC Travel Wagon Value Car driven2.11 0.255g/cm 0.62 Prescribed normally Value tested Idle speed 1.0 200ppm with the present invention After Test 0.46 0.061 g/km 0.15 The auxiliary water-supply system for an internal combustion engine according to the present invention can easily be installed in any car that has been moved out of a factory, i.e., it can be mounted on the EGR device of a car so as to increase the combustion efficiency, to reduce the density of the pollution waste exhausted and to increase the serviceable life of an engine.
In brief; the auxiliary water-supply system for an internal combustion engine according to the present invention has the following advantageous: (a). The present invention can be installed easily in a car having rolled out of a factory so as to increase the combustion efficiency, to reduce the density of the pollution waste exhausted and to increase the serviceable life of an engine.
(b). The internal combustion system according to the present invention can effectively increase the combustion efficiency, reduce the density of the pollution waste, and increase the serviceable life of an engine.
(c). The ignition method according to the present invention enables a car engine to have completed combustion, and a low density of exhausting HC and CO.
The aforesaid description is the preferred embodiment according to the present invention, and the present invention is not limited with the aforesaid embodiment. Any modification similar thereto by a person skilled in the art will be deemed within the scope of the present invention.

Claims (1)

1. An ignition method for a gasoline engine which can generate a cyclic and high-voltage ignition pulse to ignite a mixture of fuel and air in the engine the method comprising the step of providing a plurality of cyclic auxiliary pulses between two consecutive high-voltage pulses so as to increase the combustion efficiency of the engine.
GB9624107A 1996-05-08 1996-05-16 Ignition system with auxiliary pulses, for gasoline i.c. engine Withdrawn GB2313157A (en)

Priority Applications (12)

Application Number Priority Date Filing Date Title
US08/646,765 US5694908A (en) 1996-05-08 1996-05-08 Auxiliary water-supply sytem for an internal combustion engine
GB9624107A GB2313157A (en) 1996-05-16 1996-05-16 Ignition system with auxiliary pulses, for gasoline i.c. engine
GB9624106A GB2313156A (en) 1996-05-16 1996-05-16 Controlling supply of auxiliary water to the intake of an i.c. engine
CA002176839A CA2176839A1 (en) 1996-05-08 1996-05-16 Auxiliary water-supply system for an internal combustion engine
GB9610297A GB2313155B (en) 1996-05-08 1996-05-16 An auxiliary water supply system for an internal combustion engine
ZA964421A ZA964421B (en) 1996-05-08 1996-05-30 An auxiliary water-supply system for an internal combustion engine
DE29610016U DE29610016U1 (en) 1996-05-08 1996-06-07 Additional arrangement for supplying water for an internal combustion engine
DE19622836A DE19622836C2 (en) 1996-05-08 1996-06-07 Arrangement for supplying water for an internal combustion engine
ES009601514A ES2131447B1 (en) 1996-05-08 1996-07-08 AUXILIARY WATER SUPPLY SYSTEM FOR AN INTERNAL COMBUSTION ENGINE.
RU96115363A RU2125169C1 (en) 1996-05-08 1996-07-16 Internal combustion engine system and water supply auxiliary system for internal combustion engine
JP8229180A JP3068470B2 (en) 1996-05-08 1996-07-29 Auxiliary water supply for internal combustion engine
BE9600719A BE1010481A6 (en) 1996-05-08 1996-08-27 Auxiliary water supply system for internal combustion engine

Applications Claiming Priority (11)

Application Number Priority Date Filing Date Title
GB9624107A GB2313157A (en) 1996-05-16 1996-05-16 Ignition system with auxiliary pulses, for gasoline i.c. engine
GB9610296A GB2302042A (en) 1995-06-13 1996-05-16 Filtration device with fluid tight seal
GB9624106A GB2313156A (en) 1996-05-16 1996-05-16 Controlling supply of auxiliary water to the intake of an i.c. engine
CA002176839A CA2176839A1 (en) 1996-05-08 1996-05-16 Auxiliary water-supply system for an internal combustion engine
GB9610297A GB2313155B (en) 1996-05-08 1996-05-16 An auxiliary water supply system for an internal combustion engine
ZA964421A ZA964421B (en) 1996-05-08 1996-05-30 An auxiliary water-supply system for an internal combustion engine
DE29610016U DE29610016U1 (en) 1996-05-08 1996-06-07 Additional arrangement for supplying water for an internal combustion engine
DE19622836A DE19622836C2 (en) 1996-05-08 1996-06-07 Arrangement for supplying water for an internal combustion engine
ES009601514A ES2131447B1 (en) 1996-05-08 1996-07-08 AUXILIARY WATER SUPPLY SYSTEM FOR AN INTERNAL COMBUSTION ENGINE.
RU96115363A RU2125169C1 (en) 1996-05-08 1996-07-16 Internal combustion engine system and water supply auxiliary system for internal combustion engine
BE9600719A BE1010481A6 (en) 1996-05-08 1996-08-27 Auxiliary water supply system for internal combustion engine

Publications (2)

Publication Number Publication Date
GB9624107D0 GB9624107D0 (en) 1997-01-08
GB2313157A true GB2313157A (en) 1997-11-19

Family

ID=27579014

Family Applications (1)

Application Number Title Priority Date Filing Date
GB9624107A Withdrawn GB2313157A (en) 1996-05-08 1996-05-16 Ignition system with auxiliary pulses, for gasoline i.c. engine

Country Status (1)

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GB (1) GB2313157A (en)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1468325A (en) * 1974-11-20 1977-03-23 Bosch Gmbh Robert High-tension capacitor ignition systems
GB1478431A (en) * 1974-04-24 1977-06-29 Ford Motor Co Capacitor discharge ignition system
US4162665A (en) * 1976-05-28 1979-07-31 Robert Bosch Gmbh Multi-spark ignition system for internal combustion engines
GB2038943A (en) * 1978-12-22 1980-07-30 Beyler R Spark Ignition Devices for Internal Combustion Engines
EP0070572A1 (en) * 1981-07-22 1983-01-26 Siemens Aktiengesellschaft Internal-combustion engine ingnition system
EP0387768A2 (en) * 1989-03-14 1990-09-19 Nippondenso Co., Ltd. Ignition system of multispark type
GB2235015A (en) * 1989-05-23 1991-02-20 Constantin Tanasov Engine multiple spark ignition circuit
EP0560775A1 (en) * 1991-09-23 1993-09-22 Cimacar, S.L. Electronic oscilator equipment for internal combustion engines

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1478431A (en) * 1974-04-24 1977-06-29 Ford Motor Co Capacitor discharge ignition system
GB1468325A (en) * 1974-11-20 1977-03-23 Bosch Gmbh Robert High-tension capacitor ignition systems
US4162665A (en) * 1976-05-28 1979-07-31 Robert Bosch Gmbh Multi-spark ignition system for internal combustion engines
GB2038943A (en) * 1978-12-22 1980-07-30 Beyler R Spark Ignition Devices for Internal Combustion Engines
EP0070572A1 (en) * 1981-07-22 1983-01-26 Siemens Aktiengesellschaft Internal-combustion engine ingnition system
EP0387768A2 (en) * 1989-03-14 1990-09-19 Nippondenso Co., Ltd. Ignition system of multispark type
GB2235015A (en) * 1989-05-23 1991-02-20 Constantin Tanasov Engine multiple spark ignition circuit
EP0560775A1 (en) * 1991-09-23 1993-09-22 Cimacar, S.L. Electronic oscilator equipment for internal combustion engines

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