EP0811763A2 - Ignition system with generator voltage distribution control - Google Patents
Ignition system with generator voltage distribution control Download PDFInfo
- Publication number
- EP0811763A2 EP0811763A2 EP97630031A EP97630031A EP0811763A2 EP 0811763 A2 EP0811763 A2 EP 0811763A2 EP 97630031 A EP97630031 A EP 97630031A EP 97630031 A EP97630031 A EP 97630031A EP 0811763 A2 EP0811763 A2 EP 0811763A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- electric generator
- battery
- ignition
- circuit
- voltage
- 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.)
- Granted
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Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
- H01T13/00—Sparking plugs
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
- F02P15/12—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having means for strengthening spark during starting
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- 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
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P1/00—Installations having electric ignition energy generated by magneto- or dynamo- electric generators without subsequent storage
- F02P1/08—Layout of circuits
Definitions
- the present invention relates to an ignition system, in particular to an ignition system comprising a CDI circuit in which a capacitor charged by a supply voltage from an electric generator is selectively discharged at an appropriate ignition timing so that ignition current is supplied to an ignition unit of an internal combustion engine.
- Various types of ignition systems are used for internal combustion engines for automobiles.
- DCCDI DC-DC converter
- a DC-DC converter is used to raise the supply voltage so as to obtain a voltage required for a CDI-type ignition unit.
- FIG. 4 schematically shows a circuit configuration of a conventional DCCDI-type ignition system.
- An AC generator 1 is connected via a regulator circuit 12 to a battery 3, a stop lamp 4 and a lamp 5 for a meter such as a speedometer or the like, as well as to one end of a primary winding 7a of a transformer 7 in a DC-DC converter 6.
- the other end of the primary winding 7a is selectively connected to the ground via a switching transistor T which is controlled by a DC-DC converter control circuit 8.
- the secondary winding 7b of the transformer 7 in the DC-DC converter 6 is connected to an ignition unit 9.
- the battery 3 when the battery 3 is disconnected or is not charged sufficiently, it may be even more difficult or sometimes impossible to start the engine by operating a kickstarter of the motorcycle.
- the AC generator 1 When the AC generator 1 is rotated by operating the kickstarter, the electric power generated by the AC generator 1 is consumed by the electrical loads. Further, the battery 3 may also absorb electrical current when it is undercharged. In such a case, the AC generator 1 may be unable to generate a sufficiently high voltage required for the DC-DC converter 6 to operate properly. As a result, the output voltage of the DC-DC converter 6 may be insufficiently low or sometimes the DC-DC converter 6 cannot operate at all, failing to charge the capacitor Cc in the ignition unit 9 to a sufficiently high voltage level to produce an ignition spark.
- a primary object of the present invention is to provide an ignition system which, in case the battery is not properly functioning, can distribute the power from the electric generator preferentially to the CDI circuit so that the power is prevented from being consumed by the electrical loads other than the ignition unit, to thereby ensure proper starting of the engine.
- a second object of the present invention is to provide such an ignition system as a simple circuit with minimum additional cost.
- the present invention provides an ignition system for an internal combustion engine of a vehicle comprising: an electric generator; an ignition circuit connected to the electric generator for producing a spark voltage for a spark plug; a battery having an end connected to the electric generator via switching means, and another end connected to the ground; and an electrical load connected in parallel with the battery, wherein the switching means includes a voltage detector for detecting an output voltage of the electric generator, and a switching element for disconnecting the battery and the electrical load from the electric generator when the output voltage detected by the voltage detector is below a prescribed value.
- the present invention is suitable for an ignition- system for an internal combustion engine of a motorcycle in which a kickstarter is used to start the engine. More specifically, the present invention is particularly beneficial when the ignition circuit comprises a CDI circuit, especially when the ignition circuit comprises a DCCDI circuit in which a DC-DC converter is used to raise the output voltage from the generator so as to obtain a voltage required for a CDI-type ignition unit.
- the switching means comprises: a thyristor connected between the electric generator and the battery; a thyristor control circuit having an output terminal connected to a gate of the thyristor; a zener diode having a cathode connected to the anode of the thyristor; and a transistor having a base connected to an anode of the zener diode, a collector connected to the anode of the thyristor via a resistor, and an emitter connected to the thyristor control circuit.
- the zener diode does not conduct electrical current, and the transistor is kept in the off state. This prevents the output voltage of the electric generator from being applied to the thyristor control circuit, and hence the thyristor is kept in the off state, electrically disconnecting the battery and the electrical load from the generator. Because the electric power generated by the electric generator is not consumed by the battery or the electric load, the output voltage of the electric generator can go up to a sufficiently high voltage level to produce a spark from the spark plug, to thereby ensure proper starting of the engine.
- FIG. 1 is a schematic circuit diagram of an embodiment of an ignition system for an internal combustion engine of a motorcycle to which the present invention is applied.
- an AC generator 1 is connected via a regulator circuit 2 to one end of a battery 3, the other end of which being connected to the ground.
- electrical loads including a stop lamp 4 and a meter lamp 5 in this embodiment.
- the generator 1 is also connected to one end of a primary winding 7a of a transformer 7 in a DC-DC converter 6 via a well known rectification/overvoltage protection circuit.
- the secondary winding 7b of the transformer 7 is connected to a CDI-type ignition unit 9.
- the other end of the primary winding 7a is selectively connected to the ground through a switching transistor T which is controlled by a DC-DC converter control circuit 8.
- the regulator circuit 2 comprises (i) a thyristor SCR connected between the AC generator 1 and the battery 3, (ii) a thyristor control circuit 2a connected to a gate terminal of the thyristor SCR to provide a trigger signal to the gate terminal so as to turn on the thyristor SCR, and (iii) a disconnecting circuit 2b consisting of a zener diode ZR, a transistor TR and a resistor for, according to the output voltage from the AC generator 1, stopping power feed to the thyristor control circuit 2a selectively so as to electrically disconnect the battery 3 and the electrical loads including the stop lamp 4 and meter lamp 5 in the downstream of the thyristor SCR.
- the AC generator 1 can generate a sufficient voltage to power the DC-DC converter. After the battery 3 has been sufficiently charged, the stop lamp 4 and meter lamp 5 can also function properly.
- the output voltage (at terminal CH) of the AC generator 1 fluctuates when the electric generator 1 is rotated by operating a kickstarter in order to start the engine.
- the output voltage of the generator 1 cannot go up to a sufficient level due to the electrical current which flows through the various electrical loads (i.e., the stop lamp 4, meter lamp 5, and the like) other than the ignition unit.
- the voltage applied to the DC-DC converter 6 may be about 3V due to a regulator circuit between the DC-DC converter 6 and the AC generator 1. At such a voltage, the DC-DC converter 6 is virtually unable to operate and cannot generate a sufficient voltage.
- the zener diode ZR does not conduct electrical current, and the transistor TR is kept in the off state.
- a prescribed value e.g. 7V
- the zener diode ZR does not conduct electrical current, and the transistor TR is kept in the off state.
- the output voltage from the AC generator 1 is applied to the input of the DC-DC converter 6 substantially without any loss.
- Such a voltage is enough to power the DC-DC converter 6 so that the capacitor Cc is charged to an adequately high voltage above a threshold level to produce a spark from the spark plug.
- FIG 3 shows another embodiment of the ignition system according to the present invention. This embodiment is similar to that shown in Figure 1 except that the battery 3 is also connected to the rectification/overvoltage protection circuit via a diode A having an anode connected to the battery 3 and a cathode connected to the rectification/overvoltage protection circuit, and the electric generator 1 is connected to the rectification/overvoltage protection circuit via another diode B having an anode connected to the generator 1 and a cathode connected to the rectification/overvoltage protection circuit.
- a diode A having an anode connected to the battery 3 and a cathode connected to the rectification/overvoltage protection circuit
- the electric generator 1 is connected to the rectification/overvoltage protection circuit via another diode B having an anode connected to the generator 1 and a cathode connected to the rectification/overvoltage protection circuit.
- the DC-DC converter 6 can be supplied with power from the battery 3 via the rectification/overvoltage protection circuit when the battery 3 is properly functioning, with the result that a more stable voltage can be applied to the DC-DC converter 6 compared with when the power is supplied from the electric generator 1 alone.
- the power is supplied from the generator 1 in a similar way to that described in the first embodiment, except that the output voltage of the electric generator 1 is decreased by a voltage drop across the diode B.
- the present invention has been described in terms of specific embodiments thereof, it is possible to modify and alter details thereof without departing from the spirit of the present invention.
- a single-phase AC generator was used in the above embodiments, but the present invention is also applicable to ignition systems which comprise an AC generator of a three-phase type. In such a case, a similar effect can be obtained by changing at least one diode in the regulator circuit to a thyristor and applying the present invention in a similar manner to that described above.
- a DCCDI system was used as an ignition system of an engine in the above embodiment, the present invention is also applicable to a CDI system which does not use a DC-DC converter.
- the electrical loads can include, besides those mentioned above, a fuel meter, a starter motor or, in some circuit configurations, a tale lamp, a head lamp or the like.
- the ignition unit even when the battery is not properly functioning, it is possible to provide the ignition unit with a sufficient voltage from the electric generator by operating the kickstarter of the motorcycle, to thereby ensure proper starting of the engine.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
- The present invention relates to an ignition system, in particular to an ignition system comprising a CDI circuit in which a capacitor charged by a supply voltage from an electric generator is selectively discharged at an appropriate ignition timing so that ignition current is supplied to an ignition unit of an internal combustion engine.
- Various types of ignition systems are used for internal combustion engines for automobiles. For example, there are those for motorcycles known as DCCDI in which a DC-DC converter is used to raise the supply voltage so as to obtain a voltage required for a CDI-type ignition unit.
- Figure 4 schematically shows a circuit configuration of a conventional DCCDI-type ignition system. An
AC generator 1 is connected via aregulator circuit 12 to abattery 3, astop lamp 4 and alamp 5 for a meter such as a speedometer or the like, as well as to one end of aprimary winding 7a of atransformer 7 in a DC-DC converter 6. The other end of theprimary winding 7a is selectively connected to the ground via a switching transistor T which is controlled by a DC-DCconverter control circuit 8. Thesecondary winding 7b of thetransformer 7 in the DC-DC converter 6 is connected to anignition unit 9. - In such conventional ignition systems, it may be difficult to start the engine in a condition where various electrical loads are connected, because the output of the AC generator is limited at such a time. For example, when the engine is started, the brake is often engaged to prevent the motorcycle from abruptly starting off, and therefore the
stop lamp 4 is often turned on. Moreover, the switch for themeter lamp 5 may be closed at the starting of the engine. - In particular, when the
battery 3 is disconnected or is not charged sufficiently, it may be even more difficult or sometimes impossible to start the engine by operating a kickstarter of the motorcycle. When theAC generator 1 is rotated by operating the kickstarter, the electric power generated by theAC generator 1 is consumed by the electrical loads. Further, thebattery 3 may also absorb electrical current when it is undercharged. In such a case, theAC generator 1 may be unable to generate a sufficiently high voltage required for the DC-DC converter 6 to operate properly. As a result, the output voltage of the DC-DC converter 6 may be insufficiently low or sometimes the DC-DC converter 6 cannot operate at all, failing to charge the capacitor Cc in theignition unit 9 to a sufficiently high voltage level to produce an ignition spark. - The above problem also exists in CDI systems in which the DC-DC converter is not used and/or the AC generator is a three-phase type.
- In view of such problems of the prior art, a primary object of the present invention is to provide an ignition system which, in case the battery is not properly functioning, can distribute the power from the electric generator preferentially to the CDI circuit so that the power is prevented from being consumed by the electrical loads other than the ignition unit, to thereby ensure proper starting of the engine.
- A second object of the present invention is to provide such an ignition system as a simple circuit with minimum additional cost.
- To achieve the above objects, the present invention provides an ignition system for an internal combustion engine of a vehicle comprising: an electric generator; an ignition circuit connected to the electric generator for producing a spark voltage for a spark plug; a battery having an end connected to the electric generator via switching means, and another end connected to the ground; and an electrical load connected in parallel with the battery, wherein the switching means includes a voltage detector for detecting an output voltage of the electric generator, and a switching element for disconnecting the battery and the electrical load from the electric generator when the output voltage detected by the voltage detector is below a prescribed value.
- The present invention is suitable for an ignition- system for an internal combustion engine of a motorcycle in which a kickstarter is used to start the engine. More specifically, the present invention is particularly beneficial when the ignition circuit comprises a CDI circuit, especially when the ignition circuit comprises a DCCDI circuit in which a DC-DC converter is used to raise the output voltage from the generator so as to obtain a voltage required for a CDI-type ignition unit.
- In one embodiment of the ignition system according to the present invention, the switching means comprises: a thyristor connected between the electric generator and the battery; a thyristor control circuit having an output terminal connected to a gate of the thyristor; a zener diode having a cathode connected to the anode of the thyristor; and a transistor having a base connected to an anode of the zener diode, a collector connected to the anode of the thyristor via a resistor, and an emitter connected to the thyristor control circuit.
- In this manner, when the output voltage of the electric generator is below a prescribed value, the zener diode does not conduct electrical current, and the transistor is kept in the off state. This prevents the output voltage of the electric generator from being applied to the thyristor control circuit, and hence the thyristor is kept in the off state, electrically disconnecting the battery and the electrical load from the generator. Because the electric power generated by the electric generator is not consumed by the battery or the electric load, the output voltage of the electric generator can go up to a sufficiently high voltage level to produce a spark from the spark plug, to thereby ensure proper starting of the engine.
- Other and further objects, features and advantages of the invention will appear more fully from the following description.
- Now the present invention is described in the following with reference to the appended drawings, in which:
- Figure 1 is a schematic circuit diagram of an embodiment of an ignition system for a motorcycle engine to which the present invention is applied;
- Figure 2 is a timing chart showing voltage waveforms at essential points of the control circuit in Figure 1;
- Figure 3 is a schematic circuit diagram of another embodiment of an ignition system for a motorcycle engine to which the present invention is applied; and
- Figure 4 is a schematic circuit diagram of a conventional ignition system.
- Figure 1 is a schematic circuit diagram of an embodiment of an ignition system for an internal combustion engine of a motorcycle to which the present invention is applied. As shown in the drawing, an
AC generator 1 is connected via aregulator circuit 2 to one end of abattery 3, the other end of which being connected to the ground. Connected in parallel with thebattery 3 are electrical loads including astop lamp 4 and ameter lamp 5 in this embodiment. Thegenerator 1 is also connected to one end of aprimary winding 7a of atransformer 7 in a DC-DC converter 6 via a well known rectification/overvoltage protection circuit. Thesecondary winding 7b of thetransformer 7 is connected to a CDI-type ignition unit 9. The other end of theprimary winding 7a is selectively connected to the ground through a switching transistor T which is controlled by a DC-DCconverter control circuit 8. - The
regulator circuit 2 comprises (i) a thyristor SCR connected between theAC generator 1 and thebattery 3, (ii) athyristor control circuit 2a connected to a gate terminal of the thyristor SCR to provide a trigger signal to the gate terminal so as to turn on the thyristor SCR, and (iii) a disconnectingcircuit 2b consisting of a zener diode ZR, a transistor TR and a resistor for, according to the output voltage from theAC generator 1, stopping power feed to thethyristor control circuit 2a selectively so as to electrically disconnect thebattery 3 and the electrical loads including thestop lamp 4 andmeter lamp 5 in the downstream of the thyristor SCR. - Now, the operation of this circuit is described in the following. In the case where the
battery 3 is properly functioning or the engine has already started properly, theAC generator 1 can generate a sufficient voltage to power the DC-DC converter. After thebattery 3 has been sufficiently charged, thestop lamp 4 andmeter lamp 5 can also function properly. - As shown in Figure 2, in the case where the
battery 3 is not properly functioning due to some defect, the output voltage (at terminal CH) of theAC generator 1 fluctuates when theelectric generator 1 is rotated by operating a kickstarter in order to start the engine. In the conventional system, as mentioned before, the output voltage of thegenerator 1 cannot go up to a sufficient level due to the electrical current which flows through the various electrical loads (i.e., thestop lamp 4,meter lamp 5, and the like) other than the ignition unit. Typically the voltage only goes up to as high as 4V in the conventional system as shown by the dotted line in Figure 2. Accordingly, the voltage applied to the DC-DC converter 6 may be about 3V due to a regulator circuit between the DC-DC converter 6 and theAC generator 1. At such a voltage, the DC-DC converter 6 is virtually unable to operate and cannot generate a sufficient voltage. - On the contrary, according to the present invention, when the output voltage of the
AC generator 1 is below a prescribed value (e.g., 7V), the zener diode ZR does not conduct electrical current, and the transistor TR is kept in the off state. This prevents the supply voltage from being applied to thethyristor control circuit 2a, and hence the thyristor SCR is kept in the off state, electrically disconnecting thebattery 3 and the electrical loads in the down stream of the thyristor SCR from theAC generator 1, with the result that the output voltage of theAC generator 1 goes up to for example 7V or higher as shown by a solid line in Figure 2. Without being transmitted via theregulator circuit 2, the output voltage from theAC generator 1 is applied to the input of the DC-DC converter 6 substantially without any loss. Such a voltage is enough to power the DC-DC converter 6 so that the capacitor Cc is charged to an adequately high voltage above a threshold level to produce a spark from the spark plug. - Figure 3 shows another embodiment of the ignition system according to the present invention. This embodiment is similar to that shown in Figure 1 except that the
battery 3 is also connected to the rectification/overvoltage protection circuit via a diode A having an anode connected to thebattery 3 and a cathode connected to the rectification/overvoltage protection circuit, and theelectric generator 1 is connected to the rectification/overvoltage protection circuit via another diode B having an anode connected to thegenerator 1 and a cathode connected to the rectification/overvoltage protection circuit. In this ignition system, the DC-DC converter 6 can be supplied with power from thebattery 3 via the rectification/overvoltage protection circuit when thebattery 3 is properly functioning, with the result that a more stable voltage can be applied to the DC-DC converter 6 compared with when the power is supplied from theelectric generator 1 alone. In the case where thebattery 3 is not properly functioning, the power is supplied from thegenerator 1 in a similar way to that described in the first embodiment, except that the output voltage of theelectric generator 1 is decreased by a voltage drop across the diode B. - Although the present invention has been described in terms of specific embodiments thereof, it is possible to modify and alter details thereof without departing from the spirit of the present invention. For example, a single-phase AC generator was used in the above embodiments, but the present invention is also applicable to ignition systems which comprise an AC generator of a three-phase type. In such a case, a similar effect can be obtained by changing at least one diode in the regulator circuit to a thyristor and applying the present invention in a similar manner to that described above. Moreover, although a DCCDI system was used as an ignition system of an engine in the above embodiment, the present invention is also applicable to a CDI system which does not use a DC-DC converter. The electrical loads can include, besides those mentioned above, a fuel meter, a starter motor or, in some circuit configurations, a tale lamp, a head lamp or the like.
- Thus according to the present invention, even when the battery is not properly functioning, it is possible to provide the ignition unit with a sufficient voltage from the electric generator by operating the kickstarter of the motorcycle, to thereby ensure proper starting of the engine.
Claims (7)
- An ignition system for an internal combustion engine of a vehicle comprising:an electric generator;an ignition circuit connected to the electric generator for producing a spark voltage for a spark plug;a battery having an end connected to the electric generator via switching means, and another end connected to the ground; andan electrical load connected in parallel with the battery,wherein the switching means includes a voltage detector for detecting an output voltage of the electric generator, and a switching element for disconnecting the battery and the electrical load from the electric generator when the output voltage detected by the voltage detector is below a prescribed value.
- An ignition system according to claim 1, wherein the vehicle consists of a motorcycle.
- An ignition system according to claim 2, wherein the ignition circuit comprises a CDI circuit.
- An ignition system according to claim 3, wherein the ignition circuit further comprises a DC-DC converter connected between the electric generator and the CDI circuit to raise the output voltage of the electric generator to obtain a voltage required for the CDI circuit to operate.
- An ignition system according to claim 1, wherein the switching element consists of a thyristor.
- An ignition system according to claim 1, wherein the switching means comprises:a thyristor connected between the electric generator and the battery;a thyristor control circuit having an output terminal connected to a gate of the thyristor;a zener diode having a cathode connected to the anode of the thyristor; anda transistor having a base connected to an anode of the zener diode, a collector connected to the anode of the thyristor via a resistor, and an emitter connected to the thyristor control circuit.
- An ignition system according to claim 1, wherein the battery is also connected to the ignition circuit via a first diode having an anode connected to the battery and a cathode connected to the ignition circuit, and a second diode is connected between the electric generator and the ignition circuit, the second diode having an anode connected to the electric generator and a cathode connected to the ignition circuit.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP16530396 | 1996-06-05 | ||
JP165303/96 | 1996-06-05 | ||
JP16530396A JP3525010B2 (en) | 1996-06-05 | 1996-06-05 | Ignition control device |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0811763A2 true EP0811763A2 (en) | 1997-12-10 |
EP0811763A3 EP0811763A3 (en) | 1999-12-15 |
EP0811763B1 EP0811763B1 (en) | 2002-10-30 |
Family
ID=15809776
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP97630031A Expired - Lifetime EP0811763B1 (en) | 1996-06-05 | 1997-06-03 | Ignition system with generator voltage distribution control |
Country Status (9)
Country | Link |
---|---|
EP (1) | EP0811763B1 (en) |
JP (1) | JP3525010B2 (en) |
KR (1) | KR100268957B1 (en) |
CN (1) | CN1071843C (en) |
ES (1) | ES2184051T3 (en) |
ID (1) | ID17443A (en) |
IN (1) | IN192325B (en) |
MY (1) | MY119183A (en) |
TW (1) | TW328556B (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2348057A (en) * | 1999-02-05 | 2000-09-20 | Ind Tech Res Inst | An electrical system for an electronic fuel injection motorcycle |
CN100532828C (en) * | 2004-06-04 | 2009-08-26 | 株式会社三国 | Power supply device |
US7764052B2 (en) * | 2006-04-17 | 2010-07-27 | Yamaha Hatsudoki Kabushiki Kaisha | Voltage adjusting circuit, and motorcycle including voltage adjusting circuit |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3949854B2 (en) * | 1999-10-01 | 2007-07-25 | キッコーマン株式会社 | Method for measuring glycated protein |
EP2711632A4 (en) * | 2011-05-20 | 2014-10-22 | Bosch Corp | Glow plug, method of determining new glow plug, and glow plug drive control device |
JP6069337B2 (en) * | 2012-09-26 | 2017-02-01 | 本田技研工業株式会社 | Engine starter |
CN108278173B (en) * | 2018-02-12 | 2024-01-05 | 芜湖长捷航空动力科技有限责任公司 | Engine circuit control system |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS59183078A (en) * | 1983-04-04 | 1984-10-18 | Nissan Motor Co Ltd | Ignition device for internal-combustion engine |
US4687991A (en) * | 1985-08-30 | 1987-08-18 | Brunswick Corporation | Two and four cycle digital tachometer |
JPH04175466A (en) * | 1990-11-06 | 1992-06-23 | Kokusan Denki Co Ltd | Capacitor discharge type ignition system for internal combustion engine |
EP0642892A1 (en) * | 1993-08-30 | 1995-03-15 | Illinois Tool Works Inc. | Combined ignition and fuel system for combustion-powered tool |
EP0684381A2 (en) * | 1994-05-26 | 1995-11-29 | DUCATI ENERGIA S.p.A. | Selectively power feeding device for electrical loads and the ignition circuit of internal combustion engines, in motor-vehicles |
-
1996
- 1996-06-05 JP JP16530396A patent/JP3525010B2/en not_active Expired - Fee Related
-
1997
- 1997-05-30 KR KR1019970021945A patent/KR100268957B1/en not_active IP Right Cessation
- 1997-06-03 EP EP97630031A patent/EP0811763B1/en not_active Expired - Lifetime
- 1997-06-03 IN IN1033CA1997 patent/IN192325B/en unknown
- 1997-06-03 ES ES97630031T patent/ES2184051T3/en not_active Expired - Lifetime
- 1997-06-04 CN CN97112935A patent/CN1071843C/en not_active Expired - Fee Related
- 1997-06-04 MY MYPI97002478A patent/MY119183A/en unknown
- 1997-06-04 TW TW086107678A patent/TW328556B/en not_active IP Right Cessation
- 1997-06-05 ID IDP971917A patent/ID17443A/en unknown
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS59183078A (en) * | 1983-04-04 | 1984-10-18 | Nissan Motor Co Ltd | Ignition device for internal-combustion engine |
US4687991A (en) * | 1985-08-30 | 1987-08-18 | Brunswick Corporation | Two and four cycle digital tachometer |
JPH04175466A (en) * | 1990-11-06 | 1992-06-23 | Kokusan Denki Co Ltd | Capacitor discharge type ignition system for internal combustion engine |
EP0642892A1 (en) * | 1993-08-30 | 1995-03-15 | Illinois Tool Works Inc. | Combined ignition and fuel system for combustion-powered tool |
EP0684381A2 (en) * | 1994-05-26 | 1995-11-29 | DUCATI ENERGIA S.p.A. | Selectively power feeding device for electrical loads and the ignition circuit of internal combustion engines, in motor-vehicles |
Non-Patent Citations (2)
Title |
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PATENT ABSTRACTS OF JAPAN vol. 009, no. 042 (M-359), 22 February 1985 (1985-02-22) & JP 59 183078 A (NISSAN JIDOSHA KK), 18 October 1984 (1984-10-18) * |
PATENT ABSTRACTS OF JAPAN vol. 016, no. 480 (M-1321), 6 October 1992 (1992-10-06) & JP 04 175466 A (KOKUSAN DENKI CO LTD), 23 June 1992 (1992-06-23) * |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2348057A (en) * | 1999-02-05 | 2000-09-20 | Ind Tech Res Inst | An electrical system for an electronic fuel injection motorcycle |
GB2348057B (en) * | 1999-02-05 | 2001-05-30 | Ind Tech Res Inst | Electrical system for electronic fuel-injection motorcyle |
CN100532828C (en) * | 2004-06-04 | 2009-08-26 | 株式会社三国 | Power supply device |
US7764052B2 (en) * | 2006-04-17 | 2010-07-27 | Yamaha Hatsudoki Kabushiki Kaisha | Voltage adjusting circuit, and motorcycle including voltage adjusting circuit |
Also Published As
Publication number | Publication date |
---|---|
MY119183A (en) | 2005-04-30 |
ID17443A (en) | 1997-12-24 |
CN1071843C (en) | 2001-09-26 |
TW328556B (en) | 1998-03-21 |
JP3525010B2 (en) | 2004-05-10 |
EP0811763A3 (en) | 1999-12-15 |
CN1176344A (en) | 1998-03-18 |
EP0811763B1 (en) | 2002-10-30 |
ES2184051T3 (en) | 2003-04-01 |
KR100268957B1 (en) | 2000-10-16 |
JPH09324732A (en) | 1997-12-16 |
IN192325B (en) | 2004-04-10 |
KR980006676A (en) | 1998-03-30 |
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