JPS6088869A - Ignition timing control method for spark ignition engine employing optical fiber - Google Patents
Ignition timing control method for spark ignition engine employing optical fiberInfo
- Publication number
- JPS6088869A JPS6088869A JP58194404A JP19440483A JPS6088869A JP S6088869 A JPS6088869 A JP S6088869A JP 58194404 A JP58194404 A JP 58194404A JP 19440483 A JP19440483 A JP 19440483A JP S6088869 A JPS6088869 A JP S6088869A
- Authority
- JP
- Japan
- Prior art keywords
- ignition timing
- ignition
- timing
- engine
- combustion chamber
- 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.)
- Pending
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
- F02P5/1551—Analogue data processing by determination of elapsed time with reference to a particular point on the motor axle, dependent on specific conditions
-
- 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)
- Ignition Installations For Internal Combustion Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Testing Of Engines (AREA)
Abstract
Description
【発明の詳細な説明】
火花点火機関の燃焼を適正に行うためには燃料の着火開
始時期をクランク角度でみた最適位置に合致させるよう
に火花を点火をすることが必要なことは広く知られてい
る。しかし、高温高圧の燃焼室内で行われる実際の着火
開始時期を直接検知することは困難なため、多くの場合
燃料の着火開始時期は点火時期と同一、又は、着火まで
の遅れは一定と見做し、着火開始時期が適値となるよう
点火時期を進角装置等によシ制御するものである。しか
し、ここで零又は一定と見做される着火おくれは実際に
は燃料室内の環境及び噴射条件等により多様に変化する
ため、このような制御では着火開始時期が全てのモード
で必ずしも適値に設定されるとは限らない。[Detailed Description of the Invention] It is widely known that in order to achieve proper combustion in a spark-ignition engine, it is necessary to ignite the spark so that the timing of starting the ignition of the fuel matches the optimum position in terms of the crank angle. ing. However, since it is difficult to directly detect the actual timing of ignition in a high-temperature, high-pressure combustion chamber, in many cases the timing of fuel ignition is assumed to be the same as the ignition timing, or the delay until ignition is assumed to be constant. The ignition timing is controlled by an advance device or the like so that the ignition start timing is at an appropriate value. However, the ignition delay, which is assumed to be zero or constant here, actually changes in a variety of ways depending on the environment inside the fuel chamber and injection conditions, so with this type of control, the ignition start timing may not necessarily be set to the appropriate value in all modes. It doesn't necessarily have to be set.
出願者は最近、高温、高圧の往復動内燃機関燃焼室内に
その隔壁を貫通して耐熱用の光ファイバを挿入し、燃焼
室内における着火開始時期及び燃焼状況を検知すること
に成功した。燃焼室内での燃焼に伴って発生する高温ガ
スは輝度を有する火炎像であって、しかも、レベルの高
い赤外線を放射するので光ファイバを燃焼室へ挿入しそ
の先端の受光部が受光したこれらの火炎像または赤外線
を外部へ伝播させ、光フアイバ他端部に火炎像、又は赤
外線検知用の公知の素子を設け、電気的に変換すれば着
火開始時期等は容易に検知できるからである。The applicant has recently succeeded in detecting the ignition start timing and combustion status in the combustion chamber by inserting a heat-resistant optical fiber through the partition wall of the combustion chamber of a high-temperature, high-pressure reciprocating internal combustion engine. The high-temperature gas generated as a result of combustion in the combustion chamber is a flame image with brightness, and it also emits high-level infrared rays. This is because the timing of starting ignition can be easily detected by propagating the flame image or infrared rays to the outside, providing a known element for detecting the flame image or infrared rays at the other end of the optical fiber, and converting the flame image or infrared rays electrically.
なお、ここで用いられる光ファイバは芯線たるコアの外
周にクラッドを被覆させた公知のいわゆるＳ工、又はＧ
エファイバなどの使用が一般には考えられるが、光ファ
イバの長さが短かく、シかも、そのファイバを曲げたシ
、横方向への荷重が生ずる状態で使用することがない場
合には、その光ファイバにその断面がおおむね／〜３ｍ
ｍｆｌ程度となる公知の細長の耐熱ガラス俸を用い、あ
るいは、そのガラスの先端たる受光端、又は受光用素子
接続端を曲面として集光機能を併せ有する細長の耐熱ガ
ラス俸からなる公知のロッドレンズ、又はドラムレンズ
等を用いることとしてもよい。The optical fiber used here is a well-known so-called S-type fiber, in which the outer periphery of the core is coated with a cladding, or a G-type fiber.
Generally, it is considered to use an optical fiber, but if the length of the optical fiber is short and the fiber is not used with bending or lateral loads, the light The cross section of the fiber is approximately /~3m
A known rod lens made of a known elongated heat-resistant glass bale of about mfl, or a elongated heat-resistant glass bale that also has a light-concentrating function with the light receiving end as the tip of the glass or the light receiving element connection end being a curved surface. Alternatively, a drum lens or the like may be used.
燃焼ガスが放射する赤外線のスペクトルは燃焼ガス温度
に応じ変化するので、前記赤外線受光用の素子Ｃ以下こ
れをし素子］という）の種類を選択し、又は、素子前面
に所要の赤外線フィルターを設置することによって検知
すべき主たる赤外線の波長、すなわち燃焼ガスの温度も
設定可能である。従って、例へば、燃焼開始直後の燃焼
ガス温度が比較的低い時期を検知するのか、あるいは燃
焼が拡大し、高温ガスが発生した時期を検知するのかも
、前記手段を、選択することよシ選定可能である。The spectrum of infrared rays emitted by combustion gas changes depending on the temperature of the combustion gas, so select the type of infrared receiving element C (hereinafter referred to as "element") or install the required infrared filter in front of the element. By doing so, it is also possible to set the main wavelength of infrared rays to be detected, that is, the temperature of the combustion gas. Therefore, for example, it is possible to select whether to detect the period when the combustion gas temperature is relatively low immediately after the start of combustion, or whether to detect the period when combustion has expanded and high-temperature gas is generated by selecting the above-mentioned means. It is.
一方良好な燃焼状態を得るために燃料の着火開始時期を
クランク角度でみてどの位置に合致さすべきかは、合致
さすべき着火開始時期の燃焼がどのような状態にあるか
によシ異なる。例へば、前記手段により燃焼開始直後の
燃焼ガスが低い時を着火開始時期として検知し、この検
知時期をクランク角度でみて最適位置に合致させるので
あれば合、燃嫂の終了直前、あるいは燃焼が終了した直
後の時期を検知して（この時期の検知は火炎像の消滅、
あるいは特定波長の赤外線のレベルが低下した時点をも
ってその旨と見做すことができる。〕その時期を最適位
置に合致させるなら、その位置は上死点のはるは後方と
いうことになる。On the other hand, the position at which the ignition start timing of the fuel should match in terms of crank angle in order to obtain a good combustion condition depends on the state of combustion at the ignition start timing to be matched. For example, if the above-mentioned means detects the time when the combustion gas is low immediately after the start of combustion as the ignition start time, and this detection time is matched to the optimum position by looking at the crank angle, then the ignition start time may be just before the end of the combustion or when the combustion has ended. (detection at this time is when the flame image disappears,
Alternatively, the moment when the level of infrared rays of a specific wavelength decreases can be regarded as such. ] If we match that timing to the optimal position, that position will be far behind top dead center.
このように実際の着火開始時期を検知し、この時期を点
火時期を変更することによって、クランク角度でみて最
適位置に合致させ、これにより最良の燃焼状態が得られ
るように制御する場へ合致させるべき位置は検知すべき
燃焼の内容によってかなシ変ってくる。In this way, by detecting the actual ignition start timing and changing the ignition timing, this timing is matched to the optimum position in terms of crank angle, thereby matching the control position to obtain the best combustion condition. The desired position will vary depending on the content of the combustion to be detected.
しかし、燃料が着火した直後の燃焼ガスが低温状態であ
って真の意味での着火開始時期ばかりでなく、例えば、
かなり燃焼が進行した時点を着火特開昭ＧＯ−８８８６
９（３）
開始時期と見做した検知を行った場合でも、検知した時
期に応じた最適位置に合致させφよう火花の斉火開始時
期を変更する制御を実施すれば、やはシ、最良の状態で
燃焼制御が実施できることになる。However, immediately after the fuel ignites, the combustion gas is in a low temperature state, and it is not only the time when the ignition starts in the true sense.
JP-A-Sho GO-8886 ignites when combustion has progressed considerably.
9 (3) Even if the detection is performed with the timing considered as the start time, if control is implemented to change the start time of the spark salvo so that it matches the optimal position according to the detected time, it is still possible to achieve the best result. Combustion control can be performed in this state.
本発明の特長はこのように広い意味での着火開始時期Ｃ
以下これをし着火時期］というフを光ファイバを用いて
検出し、かく検出した着火時期と、その着火時期が本来
あるべき最適着火時期との時態で運転させることにある
。The feature of the present invention is that, in a broad sense, the ignition start timing C
The purpose of this is to detect the ignition timing (hereinafter referred to as ignition timing) using an optical fiber, and to operate the engine in a state where the ignition timing thus detected and the ignition timing are the ideal ignition timing.
つぎに本発明の一実施例を第１図に示すブロック図に基
づいて述べてみよう。図において機関ＩＮの図示しない
燃料供給装置から行程毎に供給される燃料が燃焼する燃
焼室ＯＯの隔壁を貫通して設置された耐熱性の光ファイ
バＯＦの先端にある受光部ＯＤは燃焼室ａＯ内の火炎発
生の状況を検知しやすい箇所を選んで設置されている。Next, one embodiment of the present invention will be described based on the block diagram shown in FIG. In the figure, the light receiving part OD at the tip of the heat-resistant optical fiber OF installed through the partition wall of the combustion chamber OO, where fuel supplied for each stroke from the fuel supply device (not shown) of the engine IN is combusted, is connected to the combustion chamber aO. They are installed at locations where it is easy to detect flame outbreaks inside the building.
ル以上の赤外線を公知の手段によシミ気的なレベルに変
換する機能を有し、光ファヘバｏ−Ｅから入力される前
記の赤外線を電気信号に変換して、着火検知器ｌに出力
する。公知の増巾器及び比較器を内蔵する着火検知器／
は、前記素子ＯＫから電気信号が出力された場合にはそ
のレベルが一定値に達したことをもって、動作となシ、
燃焼室内における燃焼がある定められたレベルに達した
旨の着火開始情報を着火時点検知器ダに出力する。なお
、本実施例では燃焼があるレベルに達したことの検知す
る手段として燃焼室ａＣ内における燃焼ガスから放射さ
れる特定波長の赤外線を光ファイバぜ他の手段として燃
焼がかなシ進展した段階で発生するところの可視光線か
らなる火炎像を受光素子で捕えることとしてもよく、要
は検知すべき燃焼レベルに応じて、検知すべき光の波長
とこれに対応した検知手段としての素子の仕様が定めら
れることになる。It has the function of converting the infrared rays of more than 200 yen to a light level by known means, and converts the infrared rays inputted from the optical fiber O-E into an electrical signal and outputs it to the ignition detector 1. . Ignition detector with built-in known amplifier and comparator/
When the electric signal is output from the element OK, the level reaches a certain value and the operation is stopped.
Ignition start information indicating that combustion in the combustion chamber has reached a certain predetermined level is output to the ignition point detector. In this embodiment, as a means of detecting that combustion has reached a certain level, infrared rays of a specific wavelength emitted from the combustion gas in the combustion chamber aC are used to connect optical fibers with other means to detect when the combustion has progressed to a certain level. It is also possible to use a light receiving element to capture the flame image made up of visible light that is being generated.In short, depending on the combustion level to be detected, the wavelength of the light to be detected and the corresponding specifications of the element as a detection means are determined. It will be determined.
公知のバタン発生器からなる着火時期検知器コは機関Ｋ
Ｎに直結駆動される回転計ＴＧからの機関回転数清報Ｎ
を入力し、回転数をクランク角度でみた最適の燃料の着
火時期を検知し、これを着火時差検知器ダ、及び後述す
る機能を有する点火時差補正器３を経由して点火指令器
５へ出力する。公知の比較器を有する点火指令器Ｓには
前記の出力に併せ、機関のクランク角度を検知するクラ
ンク角度検知器ＣＡＤからの出力情報が逐次入力され、
これら２つの情報を内蔵の比較器を用い公知の手段で比
較し、逐次入力されるクランク角度位置情報が最適着火
時期情報に一致した時点、すなわち、機関のクランク角
度がその回転数に応じた最適の着火時期に一致した時点
で動作となって、その旨を点火指令として点火コイル、
コンデンサ、スイ燃焼室ＯＯの燃料を着火させる。The ignition timing detector consisting of a known bang generator is engine K.
Engine speed information from tachometer TG directly connected to N
is input, the optimum fuel ignition timing is detected based on the rotation speed in terms of the crank angle, and this is output to the ignition command unit 5 via the ignition time difference detector and the ignition time difference corrector 3, which has a function to be described later. do. In addition to the above-mentioned output, output information from a crank angle detector CAD that detects the crank angle of the engine is sequentially input to the ignition command device S having a known comparator.
These two pieces of information are compared by a known means using a built-in comparator, and when the sequentially input crank angle position information matches the optimum ignition timing information, that is, the engine crank angle is at the optimum position according to its rotation speed. When the ignition timing matches the ignition timing of the
Ignite the fuel in the condenser and combustion chamber OO.
このような状況の下で燃焼室ＯＣ内の燃焼がある定めら
れたレベルに達した旨の着火開始情報を入力した着火時
差検知器ｌは併せ入力する着火時期検知器２からの最適
着火時期情報、及びクランク角度検知器ＯＡＤから逐次
出力されるクランク角度位置情報に基づいて着火開始情
報と最適着火情報とのクランク角度上での差異、すなわ
ち、最適着火位置と実際の着火時期とのずれを内蔵の公
知指令を応分だけ操シ上げる補正を行う。カムような方
法によシ点火指令器Ｓの指令は補正され、これによシ燃
焼”４ｏａの燃焼は、燃焼開始時期を変更させる多くの
因子の影響を排除してたえず最適のタイミングで行われ
、これにより機関を良好な燃焼状態で運転させることが
できる。Under these circumstances, the ignition time difference detector 1, which inputs the ignition start information indicating that the combustion in the combustion chamber OC has reached a certain level, also receives the optimal ignition timing information from the ignition timing detector 2, which is also input. , and the difference in crank angle between the ignition start information and the optimal ignition information, that is, the difference between the optimal ignition position and the actual ignition timing, based on the crank angle position information sequentially output from the crank angle detector OAD. The publicly known command will be revised accordingly. The command of the ignition controller S is corrected using a method similar to that of a cam, so that the combustion of 4 oa is constantly carried out at the optimum timing, eliminating the influence of many factors that change the combustion start timing. This allows the engine to operate in a good combustion state.
なお、本実施では着火時差の補正をクランク角度を基準
にして行う例について述べたが、時差の検知及び、その
補正を時間を基準にして行う方法も考えられる。しかし
、この方法も実際の着火時期と最適時期の差異に応じ、
火花点火時期を補正制御するという考え方においては前
述の方法と同得るので、構成をよシ簡易にし得る。これ
と反対に最適時期が回転数のみならず、他の可変因子、
例えば、燃焼供給値によｐ変動する場合、さらには、こ
れに加え、他の附加因子、例えば、吸気温度などによっ
ても変動する場合が考えられる。かような場合にはそれ
らの因子に応じた多重バタン又は多重バタン群発生器を
予め作成する等の措置によシ、因子群に応じた最適時期
を検知し得る記憶手段をとることとすればよい。In this embodiment, an example has been described in which the ignition time difference is corrected based on the crank angle, but a method of detecting the time difference and correcting it based on time may also be considered. However, this method also depends on the difference between the actual ignition timing and the optimal timing.
Since the idea of correcting and controlling the spark ignition timing is the same as the method described above, the configuration can be made much simpler. On the contrary, the optimum timing depends not only on the rotation speed but also on other variable factors,
For example, p may vary depending on the combustion supply value, or may also vary depending on other additional factors such as intake air temperature. In such cases, it is possible to take measures such as creating multiple bangs or multiple bang group generators in advance according to those factors, and to take storage means that can detect the optimal timing according to the factor group. good.
第２図は、前記の如き一つの因子が附加された場合の最
適着火時期を検知する手段として、公知の多重バタン群
発生器を用いた例を示す。図において、図示しない吸気
温度検知器からの温度情報ｔ１及び同じく図示しない燃
料供給装置からの燃料供給情報ｔに応じたバタン群を選
択するとともに、かく選択したＱＩ、Ｑ２、Ｑｓ・・・
からなる燃料供給量に応じた。＜タン群のうち、入力燃
料供給情報Ｑに応じた唯一の、＜タンを選別し、第１図
の照合コと同一の方法で最適着火時期を検知するととも
に、これを着火時差検知器ダ、及び点火時期補正器３へ
出力するとすれば、多くの因子による影響を排除して、
常に最適着火時期で機関を良好な状態で運転できる。FIG. 2 shows an example in which a known multiple bang group generator is used as means for detecting the optimum ignition timing when one factor as described above is added. In the figure, a group of buttons is selected according to temperature information t1 from an intake temperature sensor (not shown) and fuel supply information t from a fuel supply device (also not shown), and the thus selected QI, Q2, Qs...
Depending on the amount of fuel supplied. Among the <tans group, select the only << tongue according to the input fuel supply information Q, and detect the optimum ignition timing using the same method as the collation shown in Fig. 1. and output to the ignition timing corrector 3, eliminating the influence of many factors,
The engine can always be operated in good condition with optimal ignition timing.
第１図は本発明の一実施例を示すブロック図であって第
一図は最適着火時期が多くの因子の影響を受ける場合の
最適着火時期検出手段の一実施例を示すパターン発生器
の概念図である。
ＩＮ・・・機関、００・・・燃焼室、Ｐ・・・点火プラ
グ、Ｔ（）−・・回転計、ＯＡＤ・・・クランク角度検
知器、ＯＦ・・・光ファイバ、ＯＤ・・・受光部、ＯＥ
・・・素子、！・・・着火検知器、コ・・・着火時期
検知器、３・・・点火時期補正器、ダ・・・着火時差検
知器、Ｓ・・・点火指令器、６・・・点火装置指定代理
人 日本国有鉄道総裁室法務課氏本間達三
Ｘ１図
第２図FIG. 1 is a block diagram showing an embodiment of the present invention, and FIG. 1 is a concept of a pattern generator showing an embodiment of an optimum ignition timing detection means when the optimum ignition timing is influenced by many factors. It is a diagram. IN...engine, 00...combustion chamber, P...spark plug, T()...tachometer, OAD...crank angle detector, OF...optical fiber, OD...light receiving Department, OE
···element,! ...Ignition detector, K...Ignition timing detector, 3...Ignition timing corrector, D...Ignition time difference detector, S...Ignition command device, 6...Ignition device designation agent Person Mr. Tatsuzo Honma, Legal Affairs Division, Office of the President of Japanese National Railways
Claims (1)
火時期を最適に保持するために、燃焼室の隔壁を貫通し
た光ファイバの燃焼室内にある受光端で受光した火炎像
を燃焼室外部へ伝播させることによって燃料の着火時期
を検出し、かく検出した着火時期と当該火花点火機関の
最適着火時期との差異に応じ火花点火時期を補正制御す
ることによって、着火時期を最適着火時期に一致させ、
これによって機関を良好な燃焼状態で運転させることを
特長とする光ファイバを用いた火花点火機関の燃料点火
時期制御方法。 、２）光ファイバの燃焼室内にある受光端で受光項記載
の太珪。 火花点火機関の点火制御装置において、燃料の着火時期
を最適に保持するために、燃焼室の隔壁を貫通した光フ
ァイバの燃焼室内にある受光端で受光した火炎像を燃焼
室外部へ伝播させることによって燃焼の着火時期を検出
し、かく検出した着火時期と当該機関の最適着火時期と
の差異に応じ１火花点火時期を補正制御することによっ
て燃料の着火時期を最適着火時期に一致させるに際し、
前記最適着火時期が機関回転数に応じて定められる場合
、当該因子に応じた最適着火時期を予め記憶した記憶装
置に機関回転数を入力させｇことにより得られる最適着
火時期情報を用い、これによって機゛関口転数に応じた
最良の燃焼状態で運転料の着火時期を最適に保持するた
めに、燃焼室の隔壁を貫通した光コアイノくの燃焼室内
にある受光端で受光した火炎像を燃−焼室外部へことに
よって燃料の着火時期を最適着火時期に一致させるに際
し、前記最適着火時期が機を用い、これによって機関を
機関回転数に＋ｄじた最良の燃焼状態で運転させること
を特長とする光ファイバを用いた火花点火機関の１憶し
たことを特徴とする特許請求の範囲第ダ[Scope of Claims] /) In an ignition control device for a spark ignition engine, in order to optimally maintain the ignition timing of fuel, a flame image received by a light receiving end in the combustion chamber of an optical fiber that has passed through the partition wall of the combustion chamber is used. The ignition timing of the fuel is detected by propagating it to the outside of the combustion chamber, and the ignition timing is optimized by correcting and controlling the spark ignition timing according to the difference between the detected ignition timing and the optimum ignition timing of the spark ignition engine. Match the ignition timing,
A fuel ignition timing control method for a spark ignition engine using an optical fiber, which is characterized by operating the engine in a good combustion state. , 2) Thick silicon as described in the light receiving section at the light receiving end in the combustion chamber of the optical fiber. In the ignition control system of a spark ignition engine, in order to maintain the optimal ignition timing of the fuel, a flame image received by the light receiving end inside the combustion chamber of an optical fiber that penetrates the partition wall of the combustion chamber is propagated to the outside of the combustion chamber. When the ignition timing of combustion is detected by , and the ignition timing of the fuel is made to match the optimum ignition timing by correcting and controlling the 1-spark ignition timing according to the difference between the ignition timing thus detected and the optimum ignition timing of the engine,
When the optimum ignition timing is determined according to the engine rotation speed, the optimum ignition timing information obtained by inputting the engine rotation speed into a storage device that previously stores the optimum ignition timing according to the factor is used. In order to optimally maintain the ignition timing of the operating charge in the best combustion state according to the engine rotation speed, the flame image received at the light receiving end in the combustion chamber of the optical core that penetrates the partition wall of the combustion chamber is burned. -When the ignition timing of the fuel is matched with the optimum ignition timing by passing the fuel outside the combustion chamber, a mechanism is used to set the optimum ignition timing, thereby operating the engine in the best combustion state according to the engine speed +d. The second claim is characterized in that it is a spark ignition engine using an optical fiber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58194404A JPS6088869A (en) | 1983-10-19 | 1983-10-19 | Ignition timing control method for spark ignition engine employing optical fiber |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58194404A JPS6088869A (en) | 1983-10-19 | 1983-10-19 | Ignition timing control method for spark ignition engine employing optical fiber |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6088869A true JPS6088869A (en) | 1985-05-18 |
Family
ID=16324035
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58194404A Pending JPS6088869A (en) | 1983-10-19 | 1983-10-19 | Ignition timing control method for spark ignition engine employing optical fiber |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6088869A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5050556A (en) * | 1988-09-09 | 1991-09-24 | Lucas Industries Public Limited Company | Control system for an internal combustion engine |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5735157A (en) * | 1980-08-08 | 1982-02-25 | Nippon Denso Co Ltd | Ignition timing control system for internal combustion engine |
| JPS57108734A (en) * | 1980-11-11 | 1982-07-06 | Bosch Gmbh Robert | Sensor |
| JPS5750193B2 (en) * | 1978-08-31 | 1982-10-26 |
-
1983
- 1983-10-19 JP JP58194404A patent/JPS6088869A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5750193B2 (en) * | 1978-08-31 | 1982-10-26 | ||
| JPS5735157A (en) * | 1980-08-08 | 1982-02-25 | Nippon Denso Co Ltd | Ignition timing control system for internal combustion engine |
| JPS57108734A (en) * | 1980-11-11 | 1982-07-06 | Bosch Gmbh Robert | Sensor |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5050556A (en) * | 1988-09-09 | 1991-09-24 | Lucas Industries Public Limited Company | Control system for an internal combustion engine |
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