Abstract: A method of heating a catalytic converter of an internal combustion engine, wherein the method comprises the steps of: igniting the gas charge in one of the cylinders in a range from 10° CA before ignition top dead center to 20° CA after ignition top dead center; and opening the exhaust valve of the cylinder exhaust of the cylinder in a range from 30° CA to 55° CA after ignition top dead center. The method allows the catalytic converter of the internal combustion engine to quickly reach operating temperature and thus contributes to the reduction of pollutant emissions. An internal combustion engine is also provided that is designed to carry out the method of the invention for heating a catalytic converter.

Abstract: An ignition control device controls the alternate grounding of magnetos, or other ignition systems, in internal combustion engines utilizing two spark plugs per cylinder. The ignition control device can include two separate ignition systems to control each magneto. The ignition control device can alternate arcing of opposing spark plugs for each combustion cycle of the internal combustion engine.

Abstract: An ignition device for an internal combustion engine includes: an ignition plug; a primary coil; a secondary coil magnetically linked to the primary coil and connected to the ignition plug; a main ignition circuit causing a spark discharge to occur in the ignition plug; an energy supply circuit that supplies and stops electrical energy to the predetermined winding of the primary coil to accordingly cause the spark discharge to continue; a recirculation circuit that permits and prohibits current recirculation through a recirculation path including the predetermined winding; and a controller configured to: control the main ignition circuit, and determine a start time of a permission of the current recirculation by the recirculation circuit using, as a trigger, the interruption signal which causes the main ignition circuit to interrupt the current through the primary coil, and end the permission after a predetermined time period has elapsed since the start time.

Abstract: An engine system is provided, which includes a main combustion chamber, a subchamber, an injector that injects fuel into the main combustion chamber, a main spark plug that ignites a mixture gas inside the main combustion chamber, a subspark plug that ignites the mixture gas inside the subchamber, an exhaust gas recirculation (EGR) device and a control device. In a specific range where EGR is performed, the ignition devices are controlled so that a subignition timing is retarded from a main ignition timing, and an ignition phase difference that is a retard amount of the subignition timing from the main ignition timing becomes larger under a high EGR condition than a low EGR condition, the EGR conditions being conditions in the specific range where engine speeds are the same and EGR rates are different, and the high EGR condition being larger in the EGR rate than the low EGR condition.

Abstract: An engine system is provided, which includes a cylinder block, a cylinder head, a piston, a main combustion chamber, a subchamber, an injector that injects fuel into the main combustion chamber, a main spark plug that ignites a mixture gas inside the main combustion chamber, a subspark plug that ignites the mixture gas inside the subchamber, and a controller electrically connected to the injector and the main spark plug and the subspark plug. In a low-load range where an engine load is below a given reference load, the controller controls the main spark plug and the subspark plug so that the subignition is performed after performing the main ignition, and the controller retards the timing of the subignition in a high-speed range where an engine speed is above a given reference engine speed, compared with a low-speed range below the reference engine speed.

Abstract: An engine system is provided, which includes a cylinder block, a cylinder head, a piston, a main combustion chamber, a subchamber, an injector that injects fuel into the main combustion chamber, a main spark plug that ignites a mixture gas inside the main combustion chamber, a subspark plug that ignites the mixture gas inside the subchamber, and a control device. In a low-speed high-load range, a fuel injection timing is set in compression stroke and the main ignition and the subignition are performed after the fuel injection timing, and the fuel injection timing under a low-speed condition becomes later than that under a high-speed condition, and the ignition devices are controlled so that the subignition timing is retarded from the main ignition timing and an ignition phase difference that is the retard amount of the subignition timing becomes larger under the low-speed condition than under the high-speed condition.

Abstract: A method for operating an exhaust gas burner (3) downstream of an internal combustion engine (1) and upstream of an exhaust gas catalytic converter (4), comprising controlling an ignition device (12) of the exhaust gas burner (3) during a predeterminable preheating phase without supplying fuel (11) to the exhaust gas burner (3) during the preheating phase and, after completion of the preheating phase, supplying fuel (11) to the exhaust gas burner (3) and burning the supplied fuel (11) in the exhaust gas burner (3). A processor unit and a computer program product for carrying out such a method are furthermore proposed.

Abstract: An engine system is provided, which includes a cylinder block, a cylinder head, a piston, a main combustion chamber, a subchamber, an injector that injects fuel into the main combustion chamber, a main spark plug that ignites a mixture gas inside the main combustion chamber, a subspark plug that ignites the mixture gas inside the subchamber, and a controller electrically connected to the injector, the main spark plug and the subspark plug. When an engine load is above a given reference load, the controller controls, in a low-speed range below a given reference engine speed, the ignition devices so that the subignition is performed after the main ignition, and the controller controls, in a high-speed range exceeding the reference engine speed, the ignition devices so that only the subignition is performed, or so that the main ignition is performed at the same timing as or after the subignition.

Abstract: Systems and methods for starting and operating a direct injection engine are described. In one example, the air and fuel are injected into a pre-chamber of a cylinder of an engine while the engine is not rotating. The air and fuel are combusted in the pre-chamber to improve ignition of an air and fuel mixture in the cylinder.

Abstract: An ignition device for a combustion chamber of an internal combustion engine includes a first electrode and a second electrode, which is movable with the aid of an actuator. The ignition device is configured to generate a first ignition spark when a contact between the first and second electrode is interrupted. To accomplish this, the second electrode is moved away from the first electrode. A third electrode is also provided, which is spaced apart from the first electrode. With the aid of the third electrode, a second ignition spark can be generated by moving the second electrode away from the other two electrodes. With the three electrodes, the ignition unit is configured to allow the two ignition sparks to pass through a volume formed between the electrodes in the direction transverse to the longitudinal extension of the ignition sparks in the course of the movement of the second electrode.

Abstract: An ignition system for a combustor of a gas turbine engine is disclosed. The ignition system may include an igniter operatively associated with the combustor, and an electrode operatively associated with the combustor and spaced from the igniter, wherein an electrical potential is created between the igniter and the electrode to produce an electric arc therebetween.

Abstract: A device may receive a first type of measurement associated with a vehicle and receive a second type of measurement associated with a power source connected to the vehicle. The second type of measurement may be different than the first type of measurement. The device may determine a key-on or a key-off status of the vehicle based on the first type of measurement and the second type of measurement without communicating with a vehicle diagnostic system associated with the vehicle. The key-off status may correspond to an engine of the vehicle being powered off and the key-on status may correspond to the engine of the vehicle being powered on. The device may initiate communications with the vehicle diagnostic system based on determining the key-on status.

Abstract: A method of igniting a mixture of oxidant and fuel in a combustion chamber of a combustion engine using a spark plug arranged so that it protrudes into the combustion chamber of the engine. The method includes powering the spark plug using a first alternating electrical signal of a frequency higher than 1 MHz, and second powering the spark plug using a second alternating electrical signal of a frequency higher than 1 MHz, the second power taking place after the first powering following a time delay.

Abstract: An engine having cylinders capable of combusting gaseous fuel includes at least one spark plug per cylinder, a gaseous fuel injector extending into each cylinder and having at least one nozzle cluster containing a one or more nozzles positioned to direct gaseous fuel only toward a spark gap of an associated spark plug, and a control system operating each spark plug and each injector to deliver gaseous fuel directly to the cylinder and initiate combustion. A method for controlling an engine capable of operating with gaseous fuel includes injecting the gaseous fuel directly into each cylinder through a centrally located injector having a plurality of clusters of nozzles, each cluster associated with one of at least two spark plugs positioned closer to a cylinder wall than to the injector, each cluster directing the gaseous fuel toward an associated spark plug gap.

Abstract: A bottom face of a cylinder head (3) defining a combustion chamber (1) is formed substantially in a shape of a spherical shell, and ignition points (21) are arranged in three or more on a concentric circle of 55 to 70% of a diameter of a cylinder block (30) or the vicinity thereof, and combustion is performed with an air excess ratio of the combustion chamber (1) of 1.5 or more.

Abstract: A method of transitioning between homogeneous charge compression ignition and spark ignition in a combustion chamber of an engine that is configured for homogeneous charge compression ignition under at least some engine operating conditions and for spark ignition under at least some engine operating conditions, the method comprising heating contents of the combustion chamber with a glow plug prior to transitioning between homogeneous charge compression ignition and spark ignition.

Abstract: An internal combustion engine includes a main combustion chamber, an auxiliary combustion chamber, a partition wall that separates the main and auxiliary combustion chambers, a first igniter disposed in the auxiliary combustion chamber, a second igniter disposed in the main combustion chamber, and a controller electrically coupled to the first and second igniters. The auxiliary combustion chamber has a capacity smaller than that of the main combustion chamber. The partition wall includes a communication passage. The controller is adapted to send an auxiliary combustion chamber ignition timing signal to the first igniter and is adapted to send a main combustion chamber ignition timing signal to the second igniter. Further, the controller is adapted to send the auxiliary and main combustion chamber ignition timing signals such that, in response to at least one engine operating condition, ignition in the auxiliary combustion chamber occurs after ignition in the main combustion chamber.

Abstract: Disclosed is an upper structure of an engine having three or more cylinders arranged in a row. A first one of a pair of adjacent cylinders among at least three of the cylinders serially arranged in a cylinder row direction is provided with a second spark plug at a position on an opposite side of a second one of the pair of adjacent cylinders, and the second one of the pair of adjacent cylinders is provided with a second spark plug at a position on an opposite side of the first one of the pair of adjacent cylinders. The present invention can provide enhanced flexibility in design of a head cover of the engine.

Abstract: An engine system includes two spark plugs in a cylinder of an engine. The two spark plugs have different heat ranges in order to address pre-ignition, where only a first spark plug operates during a first condition, and only a second spark plug operates during a second condition.

Abstract: A method of transitioning between homogeneous charge compression ignition and spark ignition in a combustion chamber of an engine that is configured for homogeneous charge compression ignition under at least some engine operating conditions and for spark ignition under at least some engine operating conditions, the method comprising heating contents of the combustion chamber with a glow plug prior to transitioning between homogeneous charge compression ignition and spark ignition.

Abstract: A system and method for operating a multiple cylinder internal combustion engine having at least two spark plugs per cylinder include selectively isolating all but one spark plug associated with the cylinder at least during an ionization current sensing period to reduce or eliminate interference among ionization current signals flowing through more than one spark plug.

Abstract: An engine system, comprising of a combustion chamber; a first spark plug configured to perform a spark within the combustion chamber, said first plug configured to have a first heat range; a second spark plug configured to produce a spark within the combustion chamber, said second plug configured to have a second heat range different from said first heat range of said first plug; and a delivery system configured to deliver a hydrocarbon fuel and a fluid including an alcohol to the combustion chamber in varying resulting ratios.

Abstract: An ignition apparatus which allows for an accurate diagnosis of a spark plug in an internal combustion engine provided with plural spark plugs for each cylinder is provided for an internal combustion engine. The ignition apparatus is for an internal combustion engine provided with plural spark plugs for each cylinder, and includes an input port which receives fail signals S3 and S4 generated corresponding to each of the plural spark plugs for diagnosis of the spark plugs. An input timing of the fail signal to the input port is made different for each of the plural fail signals. Ignition timings S1, S2 of the plural spark plugs are set to different times.

Abstract: A method of operating an internal combustion engine having at least one combustion chamber including a first spark plug and a second spark plug, wherein the first spark plug is configured to operate at a higher temperature than the second spark plug, the method comprising of varying at least a resulting ratio of an amount of a fuel and an amount of a fluid delivered to the combustion chamber responsive to a first condition, and selectively using at least one of the first spark plug and the second spark plug to ignite at least one of the fuel and the fluid delivered to the combustion chamber.

Abstract: An ignition coil apparatus for an internal combustion engine with a cylinder having first and second spark plugs can reliably detect an ionic current without discharging a bias voltage even at the start of supplying a primary current. The apparatus includes a coil member with primary and secondary coils. The secondary coil has first and second ends connected to the spark plugs through high voltage output terminals, respectively. A first diode has its anode connected to a capacitor, and its cathode connected between the first end of the secondary coil, at which a high positive voltage is generated upon interruption of the primary current, and a high voltage output terminal at a secondary coil first end side. A second diode has its anode connected to the secondary coil first end, and its cathode connected to a junction between the first diode and the high voltage output terminal.

Abstract: An ignition control apparatus for an engine; in particular, an engine having two or more igniter plugs per cylinder energized by a electric power source, comprises a voltage detector for detecting a voltage of the electric power source, and a controller configured to effect initial combustion using both igniter plugs, to determine whether the voltage is lower than a first threshold voltage, and to effect further combustion using one of the igniter plugs when the voltage detected by the voltage detector is determined to be lower than the first threshold voltage.

Abstract: An internal combustion engine 10 has a cylinder head 11 slideably supporting one or more poppet valves 30. At least a portion of one of the poppet valves 30 in each combustion chamber of the engine 10 forms in combination with one or more secondary electrodes 35, 133, 233, 333, 433 a number of electrode pairs between each of which an electrical discharge is selectively caused to flow so as to initiate combustion in the respective combustion chamber. The electrode pairs may be formed at differing locations within each combustion chamber so as to improve combustion efficiency.

Abstract: Respective heat values of a plurality of electrode pairs P1 to P8 are set individually such that the temperatures of all of the plurality of electrode pairs (P1 to P8) are kept within an appropriate temperature range in which a temperature no lower than a self-cleaning temperature is set as a lower limit temperature and a lower temperature than a pre-ignition temperature is set as an upper limit temperature.

Abstract: The ignition device for an internal combustion engine includes two spark plugs provided for each cylinder, ignition coils arranged independently to each of the spark plugs, an ignition power source circuit for supplying electrical energy to first coils which constitute the ignition coils, and an ignition transistor circuit for switching on and off the electrical supply from the ignition power source circuit to the first coils. In the ignition device, the first coils corresponding to spark plugs that are provided to the same cylinder are connected in parallel with the ignition transistor circuit that is arranged to each cylinder. The ignition power source circuit is a circuit including an energy storage condenser for storing electrical energy supplied to the first coil. The electrical supply circuit is a circuit including an MOS-type field effect transistor.

Abstract: Staggered firing of first and second spark plugs in a dual-plug spark ignition engine is achieved by apparatus that fires the first spark plug based on an output signal produced by an engine control module and firing the second plug based on the output of a delay control circuit responsive to the output signal produced by the engine control module. The delay control circuit additionally detects engine speed based on the firing frequency of the first spark plug, and selects a delay time so that the firing of the second spark plug is delayed with respect to the firing of the first spark plug by a calibrated angle of engine rotation.

Abstract: There is provided an ignition coil alleviating an insulating load between output terminals and at inside of the ignition coil and stabilizing insulating performance by constituting two outputs from the ignition coil by the same output electrode. Specifically, the invention is characterized in arranging two ignition plugs at a single cylinder, providing a center tap terminal at a secondary coil, regularly winding the secondary coil until reaching the center tap terminal and inversely winding the secondary coil from a regular winding direction to an inverse winding direction after reaching the center tap.

Abstract: The ignition device for an internal combustion engine includes two spark plugs provided for each cylinder, ignition coils arranged independently to each of the spark plugs, an ignition power source circuit for supplying electrical energy to first coils which constitute the ignition coils, and an ignition transistor circuit for switching on and off the electrical supply from the ignition power source circuit to the first coils. In the ignition device, the first coils corresponding to spark plugs that are provided to the same cylinder are connected in parallel with the ignition transistor circuit that is arranged to each cylinder. The ignition power source circuit is a circuit including an energy storage condenser for storing electrical energy supplied to the first coil. The electrical supply circuit is a circuit including an MOS-type field effect transistor.

Abstract: A combustion state during the initial stage after ignition is detected, and based on the detected combustion state, it is judged whether or not incomplete combustion has occurred, and when it is judged that incomplete combustion has occurred, an ignition signal is output so as to perform the re-ignition immediately.

Abstract: An ignition system for an internal combustion engine. At least one of a plurality of spark plugs 4 and 5 attached to each of cylinders 2A, 2B, 3B, and 3A is a self-cleaning spark plug A.

Abstract: A cylinder injection engine includes a fuel injector for injecting a fuel into a combustion chamber formed between a cylinder head and a piston, an intake port opening to the combustion chamber, an intake valve disposed in the intake port, a plurality of spark plugs provided for each cylinder for effecting ignition of a mixture formed within the combustion chamber, an external EGR valve having a function of EGR amount control to the cylinder, and a gas flow control valve. The engine has air/fuel ratio mode setting and ignition mode setting.

Abstract: An engine operating region in which two ignition plugs ignite at different ignition timings is restricted to a region (phase-difference ignition region) where the effect of different ignition timings is remarkably achieved. In the operating region other than the above region, simultaneous ignition is performed. A basic ignition timing IGMAPIN of the intake ignition plugs 8I is calculated by searching a map (S11). In the phase-difference ignition region, a basic ignition timing IGMAPEX of exhaust ignition plugs 8E is calculated by searching a map (S13). By contrast, in the operating region where simultaneous ignition is to be performed, the basic exhaust ignition timing IGMAPEX is set as the basic intake ignition timing IGMAPIN (S14).

Abstract: A combustion state during the initial stage after ignition is detected, and based on the detected combustion state, it is judged whether or not incomplete combustion has occurred, and when it is judged that incomplete combustion has occurred, an ignition signal is output so as to perform the re-ignition immediately.

Abstract: An ignition device sets a total discharge period, each discharge period and each intermittent period of a multiple discharge are set by a control map in addition to the setting of a throttle opening, fuel injection timing, fuel injection period and ignition timing for the range of non-stratified charge combustion, when a direct injection-type engine operates in the range of stratified charge combustion. Ignition signals including a plurality of rises and falls are outputted in time with a specific ignition timing after fuel injection. Thus a plurality of sparks are generated from the spark plug, ensuring reliable ignition in response to changes in the concentration of sprayed fuel within the operation range for stratified charge combustion.

Abstract: An engine operating region in which two ignition plugs ignite at different ignition timings is restricted to a region (phase-difference ignition region) where the effect of different ignition timings is remarkably achieved. In the operating region other than the above region, simultaneous ignition is performed. A basic ignition timing IGMAPIN of the intake ignition plugs 8I is calculated by searching a map (S11). In the phase-difference ignition region, a basic ignition timing IGMAPEX of exhaust ignition plugs 8E is calculated by searching a map (S13). By contrast, in the operating region where simultaneous ignition is to be performed, the basic exhaust ignition timing IGMAPEX is set as the basic intake ignition timing IGMAPIN (S14).

Abstract: An ignition system for an internal combustion engine. At least one of a plurality of spark plugs 4 and 5 attached to each of cylinders 2A, 2B, 3B, and 3A is a self-cleaning spark plug A.

Abstract: An ignition system for internal combustion engines has two spark plugs per cylinder. The spark plugs are connected in a parallel circuit with the same end of an ignition coil.

Abstract: A four-stroke cycle internal-combustion engine having two large- and small-diameter intake valves and two large- and small-diameter exhaust valves in one cylinder and mounted with a valve-operating mechanism on either of the intake valve side and the exhaust valve side. Each valve-operating mechanism comprises a first valve-operating cam of a narrow total valve-opening angle and a low lift, a second valve-operating cam of a wide total valve-opening angle and a high lift, a rocker arm for the small-diameter valve in direct engagement with the first valve-operating cam, a rocker arm for the large-diameter valve, and a connecting means capable of simultaneously operatively connecting the second valve-operating cam with the rocker arm for the small-diameter valve and the rocker arm for the large-diameter valve. In each cylinder at least three spark plugs are mounted. The combustion chamber is formed high on one side and low on the other side.

Abstract: Disclosed is an engine for an automotive vehicle designed such that a mixed gas supplied to the combustion is burned first in the periphery of the combustion chamber and then over the entire length in the peripheral direction of a cylinder, followed by burning the mixed gas in the center of the cylinder. Plural sources of ignition, i.e. ignition gaps of spark plugs, are so disposed at a peripheral end portion of the combustion chambers in spaced relationship with each other in a cylindrically peripheral direction as to allow the flame ignited by each of the spark plugs to coincide or collide with each other in the cylindrically peripheral direction and thereafter in the center of the cylinder. This arrangement can eliminate NOx and HC and perform dilute combustion, thereby improving fuel economy.

Abstract: An ignition system for an internal combustion engine that has at least two spark plugs for each of the cylinders. The number of spark plugs ignited is controlled in accordance with the operational condition of the engine. The system includes an ignition control means for controlling the ignition in such a manner that an all-point ignition in which all the spark plugs are ignited is carried out in a condition where the temperature of the engine is equal to or lower than a predetermined value, and so that a decreased number-point ignition in which the ignition of at least one of the spark plugs is discontinued is carried out in a condition where the temperature of the engine is higher than the predetermined value.

Abstract: A capacitor discharge ignition system (10) for an internal combustion engine has an ignition coil (22) with a magnetically permeable core (24) having an axially extending core bar (26), a primary winding (30) wound around the core bar, and a pair of secondary windings (32 and 34) axially spaced along the primary winding. A pair of spark plugs (42 and 44) are each energized by a respective one of the secondary windings. The output voltage rise time of each of the secondary windings is fast enough and of sufficient magnitude to cause the respective spark plug to ignite a combustible mixture. The output voltage rise time of each of the secondary windings remains fast enough and of sufficient magnitude to cause its respective spark plug to ignite the combustible mixture even if the spark plug of the other secondary winding becomes fouled and presents a low impedance. Each of the secondary windings dissipates substantially constant energy even if the spark plug of the other secondary winding becomes fouled.

Abstract: An ignition system for a motorcycle two cylinder internal combustion engine includes magnetically coupled primary and secondary coils, two spark plugs at each of the cylinders, a source of electrical current, contacts controlling electrical current flow to the primary coil for producing high voltage output from the secondary coils to be delivered to the spark plugs.

Abstract: The spark plugs (1a, 1b; 2a, 2b; 3a, 3b; 4a, 4b) associated with each cylinder (1, 2, 3, 4) are supplied by respective ignition coils (21, 22, 23, 24) preferably mounted on the plugs themselves.

Abstract: An ignition system for a motorcyle two cylinder internal combustion engine includes magnetically coupled primary and secondary coils, spark plugs at the cylinders, a source of electrical current, and first and second pairs of contacts respectively controlling electrical current flow to the primary coil for producing high voltage output from the secondary coil to be delivered to the spark plugs; the system includes a rotary cam driven by the engine for controlling opening of the contacts, the cam rotatable about a first axis; first and second carriers respectively carrying the first and second contacts, and adjustably rotatable about that axis; and non-rotary support structure to which the carriers may be connected, in adjusted positions of the first and second contacts about the first axis; whereby the timing of spark effected ignitions by the spark plugs may be controlled.

Abstract: The device comprises a control center arranged to control a first and second ignition coil and to operate the engine under double ignition during normal use and under single ignition during full induction; in this latter case, ignition by the spark plugs of a first set is alternated with ignition by the spark plugs of a second set, for predetermined numbers of engine cycles.

Abstract: The Ignition Performance Measuring Circut is intended for use with dual ignition systems, such as the dual-magneto ignition systems used on light aircraft. The circuit has a first and second channel. The first channel is dedicated to measuring the relative peak amplitude of amplitude difference signals, i.e. the algebraic difference between concurrent left and right conditioned ignition signals. Signal conditioning is performed by an input attenuator and a difference amplifier. The circuit operates without benefit of a positive synchronization. To any particular cylinder's ignition firing signals. The pilot of an aircraft using the invention circuit will be alerted to the presence of a degraded firing signal but will not be advised as to which cylinder or spark plug is contributing to the failure indication. The circuit has a peak detection network for selecting the largest amplitude difference signal from each series of firing signals.