179results about "Generator generated ignition energy" patented technology

A multi-mode internal combustion engine and method of operating the engine is provided which is capable of operating in a variety of modes based on engine operating conditions to enhance fuel efficiency and reduce emissions. The multi-mode engine include a fuel delivery system and control system for permitting the engine to operate in a diesel mode, a homogeneous charge dual fuel transition mode, a spark ignition or liquid spark ignition mode and/or a premixed charge compression ignition mode. The control system and method permits the engine operation to transfer between the various modes in an effective and efficient manner by controlling one or more fuel delivery devices or other engine components so as to move along a continuous transfer path while maintaining engine torque at a substantially constant level.

An engine rotation information detection device including: a generator that rotates in synchronization with an engine to output an AC voltage; a pulse signal generator that detects reluctors of a rotor having many reluctors and one reluctor missing portion to generate a pulse; counting means that counts the number of detections of a zero point of a waveform of the AC voltage in each detection section, the detection section being a section between a crank angle position where the pulse signal generator detects an edge of each reluctor and a crank angle position where the pulse signal generator detects a next reluctor; and reference crank angle position identification means that specifies a detection section including the reluctor missing portion from a count value counted by the counting means and identifies a pulse generated at a reference crank angle position based on the specified detection section.

A generating device that includes an AC/DC conversion unit having a rectifier circuit that rectifies an output of a magneto rotor and applies the output to a battery, and an inverter circuit that converts a voltage of the battery into an AC control voltage and applies the AC control voltage to an armature coil of the magneto generator, performs chopper control that controls switch elements of the inverter circuit so as to interrupt an output current of the magneto generator to control the output of the magneto generator when a rotational speed of the magneto generator is lower than a set speed, and performs drive control that applies the AC control voltage from the battery through the inverter circuit to the armature coil when the rotational speed becomes higher than the set speed, and changes a phase angle of the AC control voltage to control the output of the magneto generator.

A charge air intake system for a diesel engine (10) includes a first duct (24) and second bypass duct (30) having its upstream and downstream ends connected to the first duct and bypassing a charge air cooler (28) mounted in line with the first duct (24). An EGR conduit (38) leads from the exhaust manifold to the bypass duct (30). A turbo charger furnished charged air to the ducts where a proportioning valve (26) proportions air between the charge air cooler and the bypass duct.

In one aspect, the invention provides a steam generation apparatus that is liquid fuel fired and addresses conversion of gaseous fuel SIB units to operate with liquid fuel. The invention also relates to a conversion unit for a steam injection boiler, a method for converting a steam injection boiler from gas firing to possible liquid fuel firing and a method for generating steam from a liquid fuel source. The invention employs a fired heater for heating the liquid fuel to a temperature suitable for firing and preheats the water to compensate for the shortfall in heat liberation when a gas boiler is converted to use liquid fuel. In another aspect of the invention, production of steam is achievable consistently by employing step-up heaters with a steam injection boiler. The heaters being connected in parallel to continue heating the water/steam to achieve a higher quality steam over that produced in the boiler while minimizing consideration as to the adverse effects of coil fouling in the boiler.

PCT No. PCT/SE97/01022 Sec. 371 Date Dec. 10, 1998 Sec. 102(e) Date Dec. 10, 1998 PCT Filed Jun. 11, 1997 PCT Pub. No. WO97/47875 PCT Pub. Date Dec. 18, 1997A method for generation of a low test voltage is used for the purpose of detecting an ionization current in the spark gap of an internal combustion engine. The voltage is generated by a controllable ignition magneto (5) arranged in order to charge (2) an ignition capacitor (4). The voltage is applied (3) to the primary side of the ignition device after generation of a spark and after the decay of the spark, after which the ionization current is detected (11) on the secondary side of the ignition device.

A firetube boiler furnace having two combustion sections and an in-line intermediate tubular heat transfer section between the two combustion sections and integral to the pressure vessel. This design provides a staged oxidant combustion apparatus with separate in-line combustion chambers for fuel-rich primary combustion and fuel-lean secondary combustion and sufficient cooling of the combustion products from the primary combustion such that when the secondary combustion oxidant is added in the secondary combustion stage, the NO_x formation is less than 5 ppmv at 3% O₂.

A capacitive discharge ignition (CDI) system that can be used with a variety of light-duty internal combustion engines, including those typically employed by lawn, garden, and other outdoor equipment. According to one embodiment, the CDI system includes an ignition module having a first switching device that shorts a charge coil during an initial portion of a charge cycle. Subsequently, the first switching device is turned ‘off’ so that a flyback charging technique charges an ignition capacitor. A second switching device is then used to discharge the ignition capacitor and initiate the combustion process.

An ignition device for an internal combustion engine has a spark plug, an ignition coil, a housing and a mounting portion. The spark plug is for discharging a current to ignite an air-fuel mixture in a combustion chamber of the internal combustion engine. The ignition coil is for supplying the current to the spark plug. The housing encloses the spark plug and the ignition coil therein. The housing has a mounting portion to be disposed in a mounting hole provided in a cylinder head of the internal combustion engine. The mounting portion includes a screw portion a non-screw portion. The screw portion is to be screw-fastened to the mounting hole. The non-screw portion is not to be screw-fastened to the mounting hole.

An ignition coil for an internal combustion engine includes a magnetically-permeable core extending along a core longitudinal axis, the core having a pair of end surfaces on axially-opposite ends thereof. The ignition coil also includes a primary winding disposed outward of the core, a secondary winding disposed outward of the primary winding, and a structure comprising magnetically-permeable steel laminations having a base and a pair of legs, the structure defining a magnetic return path. The core is disposed between the pair of legs such that the core longitudinal axis extends through the legs and the end surfaces face toward the legs and at least one of the end surfaces of the core is spaced apart from a respective one of the legs to define an air gap. The structure is over-molded with an over-molding material such that the over-molding material fills at least a portion of the air gap.

A method and system for operating an engine wherein ignition of the engine is activated according to a predetermined timing schedule that references engine speed, and the ignition is suppressed above a predetermined engine speed threshold to allow engine speed to fall below the predetermined engine speed threshold. Thereafter, ignition is reactivated according to timing that is retarded relative to the predetermined timing schedule for a predetermined number of engine revolutions substantially when the engine speed has fallen below the predetermined engine speed threshold, thereby mitigating undesirable spikes in combustion chamber maximum pressure.

A mounting structure on motorcycle for protecting a capacitor from vibration and heat. In an engine having an upright cylinder a throttle body is connected to an intake path of the cylinder via an insulator, and the throttle body is connected to an air cleaner via a connecting tube. The throttle body is thereby elastically supported relative to the engine and a vehicle body frame via the insulator and the connecting tube. A capacitor is disposed at a position downward of the throttle body. The capacitor is supported integrally with the throttle body using a lower portion of a throttle body cover that covers both left and right sides of the throttle body. A vibration isolating support structure is thus achieved for the capacitor by using the throttle body that is elastically supported.

A method for controlling an ignition system of an internal combustion engine having a primary firing pulse generator for charging a capacitor. An electronic switch is included for discharging the capacitor via an ignition coil to generate an ignition voltage. A microcomputer operates the switch to control the ignition timing of the generator. The microcomputer is in communication with a speed sensor that detects the rotational speed of the engine and a speed limitation control that limits the engine speed to a limitation speed below the clutch-in speed of an included centrifugal clutch. The speed limitation control is active or activated when one of either starting the engine or an operating problem of the power tool is detected. The speed limitation control is deactivated when a low speed state of the engine is detected.

An object of the present invention is to provide an ignition coil which has a structure to make it possible to connect the ignition coil to a spark plug directly and in which an installation space need not be changed largely when the ignition coil is mounted in a cylinder head, and an internal combustion engine ignition system having the ignition coil.

In the present invention, a protection metal pipe (31) of an ignition coil (9) is formed so that a rear end side portion of a spark plug (11) in the rear of a rear end surface (23b) of a collar portion (23) in a metal shell (19) can be received in the inside of the protection metal pipe (31) from a front end (31b). The ignition coil (9) has a structure in which the ignition coil (9) is directly connected to the spark plug (11). The protection metal pipe (31) of the ignition coil (9) is formed to serve also as a plughole pipe, so that the outer diameter of the protection metal pipe (31) can be enlarged up to the outer diameter of a conventional plughole pipe. As a result, a space for installing a coil body portion (37) can be secured largely in the inside of the protection metal pipe (31), so that the installation space need not be changed largely when the ignition coil is mounted in a cylinder head.

A capacitor-discharge-type ignition device for an internal combustion engine, comprising: an exciter coil that generates an AC voltage having a positive half-wave voltage and first and second negative half-wave voltages present before and after the positive half-wave voltage synchronously with rotation of the engine; ignition-position detection time data calculating means that arithmetically operates as ignition position detection time data, the time period that is required for the engine to rotate from the generating position of the second negative half-wave voltage to an ignition position suitable in starting period, at the rotational speed of the engine that is obtained from time period from generation of the first negative half-wave voltage to the generation of the second negative half-wave voltage, and from an angle between the generating position of the first negative half-wave voltage and that of the second negative half-wave voltage, wherein a crank angle position when the measurement of the arithmetically operated ignition position detection time data is completed is determined as an ignition position at a low speed operation of the engine.