JPS608346B2 - How to ignite a two-stroke internal combustion engine - Google Patents
How to ignite a two-stroke internal combustion engineInfo
- Publication number
- JPS608346B2 JPS608346B2 JP50080418A JP8041875A JPS608346B2 JP S608346 B2 JPS608346 B2 JP S608346B2 JP 50080418 A JP50080418 A JP 50080418A JP 8041875 A JP8041875 A JP 8041875A JP S608346 B2 JPS608346 B2 JP S608346B2
- Authority
- JP
- Japan
- Prior art keywords
- speed
- internal combustion
- ignition
- coil
- combustion engine
- 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.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/155—Analogue data processing
- F02P5/1553—Analogue data processing by determination of elapsed angle with reference to a particular point on the motor axle, dependent on specific conditions
- F02P5/1555—Analogue data processing by determination of elapsed angle with reference to a particular point on the motor axle, dependent on specific conditions using a continuous control, dependent on speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/155—Analogue data processing
- F02P5/1553—Analogue data processing by determination of elapsed angle with reference to a particular point on the motor axle, dependent on specific conditions
- F02P5/1556—Analogue data processing by determination of elapsed angle with reference to a particular point on the motor axle, dependent on specific conditions using a stepped control, dependent on speed
-
- 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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
本発明は２サイクルの高速用の内燃機関における点火方
法に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an ignition method for a two-stroke high-speed internal combustion engine.
従釆の高速用の２サイクル内燃機関の点火時期はし低速
時は始動性の向上などにより中、高速時に対し遅らせ、
かつ中、高速時では回転に対いまぼ固定のもの或は徐々
に少し遅角するものが一般的であった。The ignition timing of two-stroke internal combustion engines for high-speed operation is delayed at low speeds compared to medium and high speeds to improve startability.
At medium to high speeds, it was common to have a fixed angle of rotation or one that gradually retarded the angle slightly.
ところで、レース用などの高速使用の内燃機関では、設
定回転数で出力（馬力）を最も高くするようクランク室
容積、ボートタイミング或は吸、排気系の圧力変動をマ
ッチングさせ、機関性能を改善することが行なわれてい
る。By the way, in internal combustion engines used for high speeds such as racing, engine performance is improved by matching crank chamber volume, boat timing, or pressure fluctuations in the intake and exhaust systems to maximize output (horsepower) at a set rotation speed. things are being done.
ところが、この場合、機関回転数が設定回転数以上にな
るとボートタイミング、吸、排気管系の圧力変動などの
マッチングがとれなくなり、出力が急激に低下し始める
という問題がある。このため、従来の点火方法では回転
が高速迄のびず、乗りごこちが悪くなるという欠点があ
る。ここで、最高出力を越した時点より急激に出力が減
少する理由を考察すると、例えば排気管の吸い出し圧力
渡のマッチングがずれると排気が不充分となり新しい混
合気の割合がへり、高温の残留ガスの割合が多くなる。However, in this case, there is a problem in that when the engine speed exceeds the set speed, boat timing, pressure fluctuations in the intake and exhaust pipe systems, etc. cannot be matched, and the output begins to drop rapidly. For this reason, the conventional ignition method has the drawback that the rotation does not extend to high speeds, resulting in poor riding comfort. Now, if we consider the reason why the output decreases rapidly after exceeding the maximum output, for example, if the exhaust pipe's suction pressure transition is mismatched, the exhaust becomes insufficient and the proportion of the new mixture decreases, causing the high-temperature residual gas to The proportion of
そうすると、シリンダ内の平均温度が上がり「ガスの活
生化が行なわれ「着火しやすくなって着火時間が短くな
ると考えられる。この場合、シリンダの圧力が上死点前
でピークとなってピストンを押しもどすことになり、こ
れによって出力が低下するし「ピストンが過熱してリン
グ油の潤滑が阻害され、ピストン損傷を起こしやすい。
即ち、表面着火による週早着火と同じ現象が表われる。
このことは、従来の点火方法での我々のテスト時に高速
時にチリ、チリ音を生じることを確認していることによ
り裏付けることができる。そこで、エンジン出力最高と
なる付近の回転数より高い回転数範囲について着火時間
が短くなると考えられる分のみ点火時期で遅らせて正常
な燃焼に戻すことが必要である。この発明は上記の点に
鑑み、回転数上昇とともに着火時間が短くなると考えら
れることから、エンジン出力最高付近の回転数より点火
時期を回転上昇と共に連続的に蓮角させることにより、
回転を高速まで安定的に延すことのできる２サイクル内
燃機関の点火方法を提供することを目的とするものであ
る。This increases the average temperature inside the cylinder and activates the gas, making it easier to ignite and shortening the ignition time.In this case, the pressure in the cylinder peaks before top dead center, pushing the piston. This causes the output to drop and the piston overheats, inhibiting the lubrication of the ring oil and causing piston damage.
That is, the same phenomenon as early ignition due to surface ignition appears.
This can be supported by the fact that during our tests with the conventional ignition method, it was confirmed that a rattling noise was produced at high speeds. Therefore, it is necessary to restore normal combustion by delaying the ignition timing by an amount that is considered to shorten the ignition time in a rotation speed range higher than the rotation speed near the maximum engine output. In view of the above points, this invention is considered to shorten the ignition time as the engine speed increases, so by changing the ignition timing continuously from the engine speed near the maximum output as the engine speed increases,
It is an object of the present invention to provide an ignition method for a two-stroke internal combustion engine that can stably extend rotation up to high speeds.
以下本発明を図に示す実施例について説明する。The present invention will be described below with reference to embodiments shown in the drawings.
第１図は２サイクルモトクロス用内燃機関の性能例で、
最高出力となる回転数を越す高速になると各回転時の出
力およびトルクがピークとなる点火時期が急激に遅角す
ることがわかった。そこで「点火時期特性を始動性を考
慮して各回転時の最高出力（馬力）または最高トルクと
なる点をつなぎ合せると「第２図の実線で示すように破
線で示す従来特性に対しエンジン出力最高時より連続的
な急激遅角となる。この結果ｔエンジン性能を第３図の
実線で示すように破線の従来性能に対しｔ高速時の出力
ダウンをもち上げることができ、機関回転数に対するト
ルクも或は馬力変化を小さくし、高速時の回転数ののび
を改善することができる。なお、第葺図中の破線は理想
点火時期特性を示すものである。次いで「本発明方法に
適用する点火装置の−実施例について説明する。Figure 1 shows an example of the performance of a two-stroke motocross internal combustion engine.
It has been found that at high speeds exceeding the maximum output speed, the ignition timing at which the output and torque peak at each rotation is rapidly retarded. Therefore, if we connect the points that result in the maximum output (horsepower) or maximum torque at each revolution by considering the ignition timing characteristics and startability, we can see that the engine output is This results in a continuous rapid retardation from the maximum speed.As a result, as shown by the solid line in Figure 3, it is possible to increase the output reduction at high speeds, as shown by the solid line in Figure 3, compared to the conventional performance shown by the broken line. It is possible to reduce the change in torque or horsepower and improve the increase in rotational speed at high speeds.The broken line in the diagram shows the ideal ignition timing characteristics. An example of an ignition device will be described.
第略図においてし 亀；２な２サイクル内燃機関のクラ
ンク軸によって回転する永久磁石式交流発電機のコンデ
ンサ充電コィで、１は巻数が少なくしてあって高速で大
出力を発生する高速用コンデンサ充電コイル「 ２は巻
線や多くしてあって低速で大出力を発生する低速用コン
デンサ充電コイルである。３‘まダイオードト４はコン
デンサ、５はダィオードら ６‘ま点火コイルで８ａは
その１次コイル、６ｂはその２次コイルである。In the diagram, 2 is a capacitor charging coil for a permanent magnet alternator that is rotated by the crankshaft of a 2-stroke internal combustion engine. 1 is a high-speed capacitor charging coil that has a small number of turns and generates high output at high speed. Coil 2 is a low-speed capacitor charging coil that has many windings and generates high output at low speeds. 3' is a diode, 4 is a capacitor, 5 is a diode, etc. 6' is an ignition coil, and 8a is part 1 The secondary coil 6b is its secondary coil.
７は点火栓で２サイクル内燃機関のシリンダヘッドも項
己設してある。7 is a spark plug, and the cylinder head of a two-stroke internal combustion engine is also installed.
８は半導体スイッチング素子としてのサィリスタ「９は
トランスで、９ａはその１次コイルもｇｂはその２次コ
イルである。8 is a thyristor as a semiconductor switching element; 9 is a transformer, 9a is its primary coil, and gb is its secondary coil.
１８，１１，翼３はダイオード、１４はトランスで、１
４ａはその１次コイル、１４ｂはその２次コイルである
。18, 11, wing 3 is a diode, 14 is a transformer, 1
4a is its primary coil, and 14b is its secondary coil.
亀５はツェナーダイオ−ド、１６はダイオード、４０Ｇ
ま抵抗である。そして、トランス９とダイオード１０，
１３とにより１つの信号変換回路を構成し、トランス１
４とダイオード１０，１６とツエナーダイオ−ド１５と
によりもう１つの信号変換回路を構成する。次に、上記
構成においてその作動を説明する。上記構成において、
永久磁石式交流発電機として、１回転に１サイクルの交
流出力を発生する２極のものを用いた場合について説明
する。主に〜高速でコンデンサ４を充電する比較的巻数
の少ない高速用コンデンサ充電コイル１とト主に低速で
コンデンサ４を充電する比較的巻数の多い低速用コンデ
ンサ充電コイル２とには「１回転１サイクルの交流電圧
が発生し「内燃機関の低速時では〜各コンデンサ充電コ
イルＩ，２に正方向電圧が発生し始めると「低速用コン
デンサ充電コイル２→高速用コンデンサ充電コイル亀→
ダイオード３→コンデンサ２一＜′貴史事才′じ毒の．
次コイル６ａ＞→アースの回路で各コンデンサ充電コイ
ル亀，２より電流が流れてコンデンサ４を充電する。そ
して〜コンデンサ充電コイル竃９ ２の発生電圧が反転
し負方向になると「低速用コンデンサ充電コイル２の発
生電圧はダイオード１１により短絡され「高速用コンデ
ンサ充電コイル軍の発生電圧は、低速用コンデンサ充電
コイル２→トランス９の１次コイルｇａ→トランス１４
の１次コイル亀亀ａ→ダイオード溝鼠の回路により短絡
され、トランス９の２次コイルｇａの出力がサィリスタ
８のゲートもカソード間に印加される。このとき、トラ
ンス可鰭の２次コイル富母ｂの出力は４・さくッェナー
ダィオード電馬のッェナー電圧以下であるので〜点火位
置に何ら影響を与えない。そして「トランス９によるサ
ィリス夕８のゲート電圧がこのサィリスタ蚤のトリガレ
ベルに達すると「サィリスタ韓が導通しもコンデンサ４
の充電電荷は、コンデンサ亀すサィリス夕８→アース→
点火コイル６の１次コイル６ａの回路で放電しへ点火コ
イル６の２次コイル６ｂに高電圧を発生し、点火栓７に
点火火花を得る。このとき「ダイオード６は点火コイル
６の１次コイル６ａに電流を流し続けて点火栓７のアー
ク持続時間を長くするためのものである。また、内燃機
関高速時のコンデンサ４の充電は、主に高速用コンデン
サ充電コイル言一ダイオード３一コンデンサ４一＜篤友
≧才′Ｅ６の・次コイル６ａ＞→アース→ダイオード１
８の回路で高速用コンデンサ充電コイル１より電流が流
れることによりコンデンサ４を充電する。そして、コン
デンサ充電コィルで９ ２の出力が反転したときはトラ
ンス１４の２次コイル１４ｂの発生出力がッェナーダイ
オード１５のッェナ−電圧以上となり、２次コイル竃４
ｂ→アース→＜ダ手ンス９の２次コイル９ｂ＞→抵抗４
０→ダイオーオード１３ド翼６→ッェナーダィオード１
５の回路で電流が流れてトランス９の２次コイル９ｂの
出力の立上り部分を打消す。Turtle 5 is a Zener diode, 16 is a diode, 40G
Well, it's resistance. And transformer 9 and diode 10,
13 constitute one signal conversion circuit, and the transformer 1
4, diodes 10 and 16, and Zener diode 15 constitute another signal conversion circuit. Next, the operation of the above configuration will be explained. In the above configuration,
A case will be described in which a two-pole permanent magnet alternator that generates one cycle of alternating current output per rotation is used as the permanent magnet alternator. A high-speed capacitor charging coil 1 with a relatively small number of turns that mainly charges the capacitor 4 at a high speed and a low-speed capacitor charging coil 2 with a relatively large number of turns that mainly charge the capacitor 4 at a low speed are connected to each other. When the alternating current voltage of the cycle is generated and the positive direction voltage starts to be generated in each capacitor charging coil I and 2 at low speed of the internal combustion engine, "Low speed capacitor charging coil 2 → High speed capacitor charging coil turtle →
Diode 3 → Capacitor 21 <'Takashiji Sai' is poisonous.
Current flows from each capacitor charging coil 2 to charge the capacitor 4 in the next coil 6a>→ground circuit. Then, when the voltage generated by the capacitor charging coil 92 is reversed and becomes negative, the voltage generated by the low-speed capacitor charging coil 2 is short-circuited by the diode 11, and the voltage generated by the high-speed capacitor charging coil is changed to the low-speed capacitor charging coil. Coil 2 → Primary coil ga of transformer 9 → Transformer 14
The primary coil a is short-circuited by a diode groove circuit, and the output of the secondary coil ga of the transformer 9 is applied between the gate and cathode of the thyristor 8. At this time, since the output of the secondary coil ferrule b of the transformer fin is less than the energizing voltage of the four ignition diode electric horse, it does not affect the ignition position in any way. Then, ``When the gate voltage of thyristor 8 caused by transformer 9 reaches the trigger level of this thyristor, ``even though thyristor 9 conducts, capacitor 4
The charging charge of the capacitor Kamisirisu 8 → Earth →
A high voltage is generated in the secondary coil 6b of the ignition coil 6 by discharging in the circuit of the primary coil 6a of the ignition coil 6, and an ignition spark is obtained at the ignition plug 7. At this time, the diode 6 is used to keep current flowing through the primary coil 6a of the ignition coil 6 to prolong the arc duration of the ignition plug 7.Furthermore, when the internal combustion engine is running at high speed, the capacitor 4 is mainly charged. High-speed capacitor charging coil 1 diode 3 capacitor 4 <Atsutomo ≧ Sai'E6's next coil 6a> → ground → diode 1
A current flows from the high-speed capacitor charging coil 1 in the circuit 8 to charge the capacitor 4. When the output of the capacitor charging coil 92 is reversed, the output of the secondary coil 14b of the transformer 14 becomes higher than the Jenner voltage of the Jenner diode 15, and the secondary coil
b→Earth→<Secondary coil 9b of Damance 9>→Resistance 4
0 → Diode 13 Wing 6 → Jenner diode 1
A current flows through the circuit 5 and cancels the rising portion of the output of the secondary coil 9b of the transformer 9.
これによって、サィリスタ８のゲート、カソード間の電
圧はその立上り部分が打消されて「点火時期を連続的に
遅らせることができる。従って、この点火時期が連続的
に遅れる時点を、ッェナーダィオード１５のッェナー電
圧、抵抗４０の抵抗値等を調整することによって内燃機
関の最高発生回転数付近とすることにより、第２図の実
線で示すごとき点火時期特性が得られ、これによって高
速用の２サイクル内燃機関高速時における出力の減少が
少なくなって機関回転数に対するトルクおよび馬力変化
が小さくなって高速時の回転数ののびを改善することが
できた。As a result, the rising part of the voltage between the gate and cathode of the thyristor 8 is canceled out, making it possible to continuously delay the ignition timing. By adjusting the engine voltage of 15, the resistance value of resistor 40, etc., the ignition timing characteristics shown by the solid line in FIG. The decrease in the output of the cycle internal combustion engine at high speeds is reduced, and the changes in torque and horsepower relative to the engine speed are reduced, making it possible to improve the speed increase at high speeds.
なお、上述した実施例においては「トランス９，１４を
用いて各信号変換回路を構成したが、単なるダィオード
もこよって各信号変換回路を構成することも可能であり
、その他どのような信号変換回路を用いるようにしても
よい。In addition, in the above-mentioned embodiment, each signal conversion circuit was constructed using transformers 9 and 14, but it is also possible to configure each signal conversion circuit using simple diodes, and any other signal conversion circuit may be used. You may also use it.
以上述べたように本発明方法によれば、レース用、モト
クロス用などの高速用の２サイクル内燃機関において、
その最高出力発生回転数付近よりそれ以上の回転数に対
し点火時期を急激にかつ連続的に遅角させるから、高速
用の２サイクル内燃機関高速時における出力の減少が少
なくなり、機関回転数に対するトルクおよび馬力変化を
小さくすることができて機関の回転数に対するトルクお
よび馬力変化を小さくすることができ、これによって高
速時の回転数ののびを改善することができるという優れ
た効果がある。As described above, according to the method of the present invention, in a two-stroke internal combustion engine for high-speed use such as racing or motocross,
Since the ignition timing is rapidly and continuously retarded from around the maximum output generating rotation speed to higher rotation speeds, the decrease in output at high speeds of high-speed two-stroke internal combustion engines is reduced, and It is possible to reduce changes in torque and horsepower, thereby reducing changes in torque and horsepower with respect to engine rotational speed, which has the excellent effect of improving rotational speed expansion at high speeds.
第１図は本発明方法を適用する２サイクル高速用内燃機
関の性能例を示す特性図、第２図は本発明方法による点
火時期特性図、第３図は２サイクル高速用内燃機関にお
ける従来方法と本発明方法との比較性能特性図、第４図
は本発明方法に適用する点火装置の一実施例を示す電気
回路図である。
１，２……コンデンサ充電コイル、４……コンデンサ「
６・・・・・・点火コイル、７…・・・点火栓、８・
・・…サイリスタ「９，１４……トランス、１５……ツ
ヱナーダイオード。
第１図
第２図
第３図
第４図Fig. 1 is a characteristic diagram showing a performance example of a two-stroke high-speed internal combustion engine to which the method of the present invention is applied, Fig. 2 is an ignition timing characteristic diagram according to the method of the present invention, and Fig. 3 is a conventional method for a two-stroke high-speed internal combustion engine. FIG. 4 is an electric circuit diagram showing an embodiment of an ignition device applied to the method of the present invention. 1, 2...Capacitor charging coil, 4...Capacitor
6...Ignition coil, 7...Ignition plug, 8.
...Thyristor "9, 14...Transformer, 15...Zener diode. Figure 1 Figure 2 Figure 3 Figure 4
Claims (1)
内燃機関において、内燃機関の最高出力発生回転数付近
よりそれ以上の回転数に対し、点火時期を急激にかつ連
続的に遅角させることを特徴とする２サイクル内燃機関
の点火方法。1. In two-stroke internal combustion engines for high-speed applications such as racing and motocross, the ignition timing is rapidly and continuously retarded from around the engine's maximum output engine speed to higher engine speeds. Ignition method for a two-stroke internal combustion engine.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP50080418A JPS608346B2 (en) | 1975-06-28 | 1975-06-28 | How to ignite a two-stroke internal combustion engine |
| US05/696,848 US4075989A (en) | 1974-12-09 | 1976-06-16 | Method for operating 2-cycle internal combustion engine |
| DE19762628461 DE2628461A1 (en) | 1975-06-28 | 1976-06-25 | Two stroke IC engine operation system - controls spark advance over speed range to give optinum power output |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP50080418A JPS608346B2 (en) | 1975-06-28 | 1975-06-28 | How to ignite a two-stroke internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS523940A JPS523940A (en) | 1977-01-12 |
| JPS608346B2 true JPS608346B2 (en) | 1985-03-02 |
Family
ID=13717731
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP50080418A Expired JPS608346B2 (en) | 1974-12-09 | 1975-06-28 | How to ignite a two-stroke internal combustion engine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPS608346B2 (en) |
| DE (1) | DE2628461A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0448294Y2 (en) * | 1988-02-23 | 1992-11-13 |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE29609404U1 (en) * | 1996-05-25 | 1996-08-14 | Alpha Technik GmbH & Co. KG, 93342 Saal | Device for limiting the power and / or speed of internal combustion engines of motorized two-wheelers |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4212899Y1 (en) * | 1965-07-10 | 1967-07-21 | ||
| JPS4719144U (en) * | 1971-04-05 | 1972-11-02 | ||
| JPS4917973A (en) * | 1972-06-07 | 1974-02-16 | ||
| JPS4919235A (en) * | 1972-06-16 | 1974-02-20 | ||
| JPS504432A (en) * | 1972-11-20 | 1975-01-17 | ||
| US3875912A (en) * | 1971-08-16 | 1975-04-08 | Aurelio Bullo | Automatic electronic regulator of spark advance in otto engines |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5042207Y1 (en) * | 1969-06-28 | 1975-11-29 | ||
| JPS5042206Y2 (en) * | 1971-02-06 | 1975-11-29 | ||
| JPS5319313Y2 (en) * | 1972-05-02 | 1978-05-23 | ||
| JPS5312360Y2 (en) * | 1973-04-17 | 1978-04-04 | ||
| JPS5420525Y2 (en) * | 1975-01-27 | 1979-07-24 | ||
| JPS51120418U (en) * | 1975-03-28 | 1976-09-30 |
-
1975
- 1975-06-28 JP JP50080418A patent/JPS608346B2/en not_active Expired
-
1976
- 1976-06-25 DE DE19762628461 patent/DE2628461A1/en not_active Ceased
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4212899Y1 (en) * | 1965-07-10 | 1967-07-21 | ||
| JPS4719144U (en) * | 1971-04-05 | 1972-11-02 | ||
| US3875912A (en) * | 1971-08-16 | 1975-04-08 | Aurelio Bullo | Automatic electronic regulator of spark advance in otto engines |
| JPS4917973A (en) * | 1972-06-07 | 1974-02-16 | ||
| JPS4919235A (en) * | 1972-06-16 | 1974-02-20 | ||
| JPS504432A (en) * | 1972-11-20 | 1975-01-17 |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0448294Y2 (en) * | 1988-02-23 | 1992-11-13 |
Also Published As
| Publication number | Publication date |
|---|---|
| DE2628461A1 (en) | 1977-05-18 |
| JPS523940A (en) | 1977-01-12 |
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