Approval Details

Valid E.O.

Validity

This Executive Order approved the specified parts on on December 2, 1974.
As of Monday, January 20th, 2025 this Executive Order has not been overturned or superceeded.

Approved Parts

Part NumberModels
RAC : 796 ROC : 77101974 and older, EXCEPT: (1) Vehicles with OE electronic ignition (2) Mazda rotary engine

This Executive Order may be listed as:
  • C.A.R.B.E.O. D-46
  • Executive Order 46 / D46
  • ARB # D-46
  • Executive Order No: D-46
  • C.A.R.B. No. D-46
  • Resolution D-46
For Free CARB Executive Order Status verification, email an image of the device Executive Order label as well as the Year/Make/Model and Test Group # of the vehicle to [email protected]

Download: Executive Order D-46 PDF

D-46 Document:

CARB_D-46

a C i State of California AIR RESOURCES BOARD EXECUTIVE ORDER D~—46 Relating to Exemptions under Section 27156 of the Vehicle Code TANNER ELECTRONIC SYSTEMS TECHNOLOGY, INC. "TEST ELECTRONIC IGNITION®" "HURST/AIRKEART SCR ELECTRONIC IGNITION, PN 41—12127" "RAC ELECTRONIC IGNITION, MODEL NO. 796" "ROCKET RACING PRODUCTS, MODEL NO. 7710" "SCR IMPULSE IGNITION" "GOLDSPARK ELECTRONIC IGNITION" Pursuant to the authority vested in the Air Resources Board by Section 27156 of the Vehicle Code; and Pursuant to the authority vested in the undersigned by Section 39023 of the Health and Safety Code; IT. IS QORDERED AND RESOLVED: That the installation of silicon controlled rectifier operated breaker—points isolators manufactured by Tanner Electronic Systems Technology, Inc. (T.E.S.T., Inc.) and marketed as indicated below have been found to not reduce the effectiveness of required motor vehicle polliution control devices and, therefore, are exempt from the prohibitions of Section 27156 of the Vehicle Code for 1974 and older model—year vehicles equipped with the standard Kettering— type ignition system consisting of an ignition coil, breaker points, condenser and powered by a 6 or 12 volt battery with a negative ground. This system is applicable to Kettering—type systems retrofitted with Carter or Dana 1966—70 NOx devices with electronic speed sensors. This system is not applicable to such non—standard systems as: capacitive discharge, transistorized, breakerless, or the "leading" ignition of a Mazda rotary engine. The following is a list of each device manufactured by T.E.S.T., Inc. and marketed as indicated; each device consists of a sealed case con— taining the electronic components (two resistors, one silicon controlled rectifier, one diode, and one capacitor) and four wire leads from the case that are connected to the ignition coil terminals, distributor coil lead, and engine ground.

TANNER ELECTRONIC SYSTEMS TECHNOLOGY, INC. "TEST ELECTRONIC IGNITION® "HURST/AIRKEART SCR ELECTRONIC IGNITION, PN 41—12127" "RAC ELECTRONIC IGNITION, MODEL NO. 796" "ROCKET RACING PRODUCTS, MODEL NO. 7710" "SCR IMPULSE IGNITION" "GOLDSPARK ELECTRONIC IGNITION®" EXECUTIVE ORDER D—46 TEST Electronic Ignition Tanner Electronic Systems Technology, Inc. 19428 Londelius Street Northridge, Ca. 91324 Hurst/Airheart SCR Hurst/Airheart Products, Inc. Electronic Ignition, 20235 Bahama Street PN 41—12127 Chatsworth, Ca. 91311 RAC Electronic Ignition Rite Autotrontcs: Corporation Model No. 796 3485 S. La Cienega Blvd. Los Angeles, Ca. 90016 Rocket Racing Products, Rocket Racing Products Model No. 7710 9935 Beverly Blvd. Pico Rivera, Ca. 90660 SCR Impulse Ignition Cannon Industries, Inc. 9073 Washingaton Blvd. Culver City, Ca. 90230 Goldspark Electronic Mr. Gasket Company Ignition 4566 Spring Road Cleveland, OMo 44131 This Executive Order is valid provided that installation instructions for this device will not recommend tuning the vehicle to specifications different than those listed by the vehicle manufacturer. Changes made to the design or operating conditions of the device as originally submitted to the Air Resources Board for —evaluation that adversely affect the performance of the vehicle‘s pollution control devices shall invalidate this Executive Order. Marketing of this device using an identification other than that shown in this Executive Order or marketing of this device for an application other than those listed in this Executive Order shall be prohibited unless prior approval is obtained from the Air Resources Board. This Executive Order does not constitute any opinion as to the effect that the use of this device may have on any warranty either expressed or implied by the vehicle manufacturer.

TANNER ELECTRONIC SYSTEMS TECHNOLOGY, INC. "TEST ELECTRONIC IGNITIQN®" "HURST/AIRKEART SCR ELECTRONIC IGNITION, PN 41—12127" "RAC ELECTRONIC IGNITION, MODEL NO. 79%6" "ROCKET RACING PRODUCTS, MODEL NO. 7710" "SCR IMPULSE IGNITION" "GOLDSPARK ELECTRONIC IGNITION®" EXECUTIVE ORDER D—46 THIS EXECUTIVE ORDER DOES NOT CONSTITUTE A CERTIFICATION, ACCREDITATION, APPROVAL, OR ANY OTHER TYPE OF ENDORSEMENT BYTHE AIR RESOURCES BOARD OF ANY CLAIMS OF THE APPLICANT CONCERNING ANTI—POLLUTION BENEFITS OR ANY ALLEGED BENEFITS OF THE TANNER ELECTRONIC SYSTEMS TECHNOLOGY, INC., "TEST ELECTRONIC IGNITION®", "HURST/AIRKEART SCR ELECTRONIC IGNITION, PN 41+—12127", "RAC ELECTRONIC IGNITION, MODEL NO. 796", "ROCKET RACING PRODUCTS, MODEL NO. 7710", "SCR IMPULSE IGNITION®", OR "GOLDSPARK ELECTRONIC IGNITION®" DEVICES. No claim of any kind, such as— "Approved by Air Resources Board" may be made with respect to the action taken herein in any advertising or other oral or written communication. ’ — Section 17500 of the Business and Professions Code makes unlawful, untrue or misleading advertising, and Section 17534 makes violation punishable as a misdemeanor. Sections 39130 and 39184 of the Health and Safety Code provide as follows: "39130. No person shall install, sell, offer for sale, or advertise, or, except in an application to the board for certification of a device, represent, any device as a motor vehicle pollution control device unless that device has been certified by the board. No person shall sell, offer for sale, advertise, or represent any motor vehicle pollution control device as a certified device which, in fact, is not a certified device. Any violation of this section is a misdemeanor." "39184. (a) No person shall install, sell, offer for sale, or adver— tise, or, except in an application to the board for accreditation of a dev!ce, represent, any device as a motor vehicle pollution control device for use on any used motor vehicle unless that device has been accredited by the board. No person shall sell, offer for sale, adver— tise, or represent any motor vehicle pollution control device as an accredited device which, in fact, is not an accredited device. Any violation of this subdivision is a misdemeanor."

TANNER ELECTRONIC SYSTEMS TECHNOLOGY, INC. "TEST ELECTRONIC IGNITION® "HURST/AIRHEART SCR ELECTRONIC IGNITION, PN 41—12127" "RAC ELECTRONIC IGNITION, MODEL NO. 796" "ROCKET RACING PRODUCTS, MODEL NO. 7710" "SCR IMPULSE IGNITION®" "GOLDSPARK ELECTRONIC IGNITION® EXECUTIVE ORDER D—46 ‘Any apparent violation of the conditions of this Executive Order will be sub— m;tted to the Attorney General of California for such action as he deems advisable. Executed at Sacramento, California, this EZ day of‘gl%%%éff 1974. WILLIAM SIMMONS Executive Officer

State of California AIR RESOURCES BOARD November 20, 1974 Staff Report Evaluation of the Tanner Electronic Systems Technology, Incorporated‘s "TEST. Electronic Ignition", "Hurst/Air— Heart SCR Electronic Ignition, PN 41—12127", "RAC Electron— ic Ignition, Model No: 796", "Rocket Racing Products, Model No. 7710", "SCR Impulse Ignition", and "Goldspark Electronic Ignition" for Exemption from the Prohibitions of Section 27156 of the California Motor Vehicle Code Introduction Tanner Electronic Systems Technology (T.E.S.T.), Inc., of 19428 Londelius Street, Northridge, California 91324 has applied for an exemption from the prohibitions of Section 27156 of the California Motor Vehicle Code for the "TEST —Electronic Ignition" device. In addition, T.E.S.T., Inc. has applied for exemptions for the following devices manufactured by them under private label: Hurst/Airheart SCR Hurst/Airheart Products, Inc. Electronic Ignition, 20235 Bahama Street PN 41—12127 Chatsworth, CA 91311 RAC Electronic Ignition Rite Autotronics Corporation Model No. 796 3485 S. La Cienega Blvd. Los Angeles, CA 90016 Rocket Racing Products, Rocket Racing Products Model No. 7710 9935 Beverly Bivd. Pico Rivera, CA 90660 SCR Impulse Ignition Cannon Industries, Inc. 9073 Washington Blvd. Culver City, CA 90230 Goldspark Electronic ~Mr. Gasket Company Ignition 4566 Spring Road Cleveland, OKH 44131

According to the applicant, the private label devices are e]ectrofiicdl]y identical to the "TEST Electronic Ignitipn" and differ only in packaging and labeling (See Exhibit III). Section 27156 prohibits the sale, advertising, or installation of any device or mechanism which reduces the effectiveness of the required motor vehicle emissions control system. The applicant is requesting the exemption be granted for 1974 and older—model vehicles equipped with the standard Kettering—type ignition system consistifig of an ignition coii, breaker points, condenser and powered by a 6 or 12 volt battery with a negative ground. This system is not applicable to such non—standard systems as: cap— acitive discharge, transistorized, breakerless, or the "leading" ignition of Mazda rotary engines. II. Device Description and Function The "TEST Electronic Ignition" is composed of a sealed cése con— taining the electronic components (two resistors, one silicon controlled rectifier, one diode, and one capacitor) and four wire leads from the caée to be connected to the ignition coil terminals, distributor coil lead, and engine ground., The case is mounted in a convenient location in the engine compartment with coil and distributor leads as short as possible (refer to Exhibit I—Installation instructions}. If the SCR should fail by shorting (applicant claims this is the most likely failure mode) the ignition system will continue to operate as a normal Kettering system (Refer to Exhibit II—U.S. Patent 3,741,184 and Device Specification).

wWhen the points close, the current flows through the dfode and two resistors as well as the SCR {see circuit diagram Exhibit I1I, page 5). The pointg' opening initiates the collapse of the primary coil‘s magnetic field and the capacitor‘s charging. When the capacitor reaches its maximum charge and begins to discharge back into the primary coil, the reverse current flow switches the SCR to its blocking state and the points are then removed from the circuit elect— ronically. When the points close agdin, the capacitor discharges and the SCR switches back to its conducting mode and the cycle repeats. This action allows the energy previously lost in continued point arcing to be made available to the system for increased coil—capacitor ringing. _According to the applicant, the "TEST Ignition System" will increase point life, spark plug life, and increase available firing volitage. III. Device Evaluation The applicant did not submit any emission data showing the effects of the device on the OEM emission control system. In order to evaluate the device, the electrical output characteristics of an ignition system with and without the device were compared. The tests were conducted on the Air Resources Board‘s ignition system simulator which consists of a Sun distributor tester, Tektron— ix oscilloscope, Sun ignition analyzer, and associated auxiliaries. The ARB evaluation consisted of measuring the spark advance, spark duration , available secondary voltage, secondary voltage rise time, and actuation RPM of the NOx retrofit device vacuum controlling valve.

The test coflfigurations are as follows: Baseline I Simulator with Carter CER NOx retrofit device Device I Simulator, Carter CER Kit, and Hurst/Airheart SCR Electronic Ignition Baseline I I : Simulator with Dana Retronox electonic speed sensor Device II Simulator, Dana Retronox, and TEST Electronic Ignition _Table Centrifugal Spark Advance in Crankshaft Degrees RPM Baseline I Device I Baseline II Device II 600 0.0 0.0 0.0 0.0 ‘ 1000 . 3.0 3.0 3.0 3.0 1500 19.0 19.0 19.0 19.0 2000 21.0 21.0 21.0 21.0 2500 24.0 24.0 24.0 24.0 3000 25.0 25.0 25.0 25.0 — Spark Duration in Microseconds RPM Baseline I Bevice I Baseline 11 Device iI 600 2200 2000 2400 1900 2000 1700 1600 1800 1600 Secondary Voltage Rise Time in Microseconds RPM Baseline I Device I Baseline 11 Device 11 600 30 35 30 30 2000 30 35 30 30

NOx Retrofit Device Valve Actuation Points in RPM Configuration Valve Opens Valve Closes Baseline I 1180 j 1000 Device I 1180 1000 Baseline II 2000 1800 Device II 2000 1800 Table I shows the results of the test. The installation of the devices did not significantly change the output characteristics of the OEM ignition system. Conclusion and Recommendation Based on the ARB test results, the installation of the "TEST Electronic Ignition" or any of the other five identical devices listed in the Introduction would not adversely affect the performénce or operation of the OEM emission control system. The staff recommends that Tanner Electronic Sygtems Technology, Inc. be fssued an exemption from the prohibitions of Section 27156 of the Vehicle Code for its "TEST Electronic Ignition" and the other five devices manufactured by them and lTisted with their marketing firms in the Introduction for the following:

Any 1974 and older model—year vehicles equipped with the standard Kettering— type ignition system consisting of an ignition coil, breaker points, condenser and powered by a 6 or 12 volt battery with a negative ground. This system is not applicable to such non—standard systems as: capacitive discharge, transistorized, breakerless, or the "leading" ignition of a Mazda rotary engine. This system is applicable to Kettering—type systems retrofitted with Carter or Dana 1966—70 NOx devices with electronic speed sensors.

Nt Page 1 MAINVTENANCE ANB TROUBLE SHOOTING The Electronic Ignition System requires no periodic maintenance. If the unit should fail, its unique fail—safe design will automatically revert the cir— n cuitry back to the conventional ignition system, No indication of this fail—safe m e mode is visible. To determine if your system is functioning properly, stop ev the engine, disconnect the Red wire from the coil and hold it away from ground. Attempt to restart the engine. If it runs, then the Electronic Igmtlon System is in the fail—safe mode and should be replaced. ri e d m\ ' \f\r\ r\ « ( \ ““ - Cl cce& s EXHIBIT—L . /Q Mosr 2l e _-1‘<::.‘"“’Q T11EL/ j Th \OT\J’\J\J\J\J\ \P-igNTED Incorporetec NORTHRIDGE, CALIFO®EMRRNIA [ vear »\@ waArbatuty Cenennninisinunntion \_0 _/ e \__ [DRioe o clomon olenenementith Ancemiennnctobrnstomacs ntas ce ie mmenn on n

/.eELENAL BESCRIPTION Page 2 [CouRLLATIGL ~ YOUR NEW ELECTRONIC IGNITION SYSTEM The Electronic Ignition System should be mounted in the engine room as ® Increases ignition breaker point life close as possible to the distributor and coil. Do not mount directly on the * Increases spark plug life engine as direct engine heat may damage the unit. Refer to Figure 1. e Increases time between tune—ups e Improves gasoline mileage e Features fail—safe design * Improves starting especially in damp weather TO SPARK e Improves ignition efficiency especially under heavy load and at high RPM. PLUGS _ FEATURES EROM!‘ icnition + —— SWITCH APPLICATION The Electronic Ignition System attaches in minutes to any engine with a engive .| conventional (Kettering) type ignition, 6 or 12 volt negative ground. Works GROUND T on engines with any number of cylinders. PUBPLE WIRE BROWN WIRE (SPLICED To DISTRIBUTOR DISTRIBUTOR — IGNITION BLACK WIRE —CoIL LEAD) EXHIBIT—I WATERPROOF e The Electronic Ignition System is a sealed waterproof unit connected directly to the ignition‘s primary or low voltage circuit. Figure 1—WIRING DIAGRAM SAFETY — j . The Electronic Ignition System contains no moving parts and produces no 1. Mount electronic ignition securely in place. Select the location so the sparks or arcs in operation. It is connected only to the primary ignition cir— leads may be cut as short as possible. Note: long leads may increase cuit thus presents no additional shock hazard. Its fail—safe design provides the effect of existing sources of radio interference. for automatic switching back to the conventivnal ignition system in case of failure of the system. This feature provides engine power under all conditions. 2. Connect the Black lead to either the ignition coil mounting bracket or a good engine ground. TECHNICAL ‘ 3, Add the Red lead to the coils (+) terminal. The Electronic Ignition System is a new approach to improving the perfor— mance of an engines ignition system. Using the time proven reliable com— 4. Remove the distributor lead from the coils (—) terminal and splice it to ponents of the conventional, Kettering design ignition system a space—age the units purple wire. Tape connection securely with electrical tape. solid state device is added which switches the heavy current during the critical point closing and opening periods. This minimizes point deteriora— 5. Connectthe Brown wire to the coils (~—) terminal, tion and burning which is the major reason for the need of frequent tune—ups. Additional circuitry increases primary circuit ringing while the spark plug 6. For maximum point life, the standard ignition condenser in the distributor is firing, thus increasing the power delivered to the plug. The result is a may be disconnected or removed and discarded, The Electronic Ignition hotter spark which burns off harmful deposits before they reduce plug life. System will provide full arc suppression under all conditions; including The design features a fail—safe mode, which instantly and automatically the fail—safe mode. Note: if condenser is disconnected be sure to tape reverts back to a conventional ignition, in case of system malfunction. \e and secure its pigtail lead.

Page 3 hROT RImHERRT GSUCTE, l-:m 2023 Bahoma S Chatsworth; Cai. 91311 a 213— 6826500 fed Vize Hromn cire ani Purple Wire (Spiteed to vmfl €Bete.) C{- . ——|(Dter.) Distributar= Corl lead) Iznttton j, Mlack fire toil q t Engine Cround ~ THIS UNIT GUARANTEED FOR 5 YEARS. Keep your sales shp as proof of date of purchase. 1 ;1 INSTALLATION: _ . t EXHIBIT—I The Hurst/Airheart SCR Electronic Ignition quickly attaches to any engine YOUR NEW HURST/AIRKEART ELECTRON!C IGNIHON PROV IDES: with a conventional § or 12 volt negative ground type ignition. (not for use Easier and quicker starts ," , with dual ignition or magnetos). o+ Increased point and plug life 1 ® 1. Mount Hurst/Airheart SCR Electronic Ignition securely to fender well, Increased time between tuns—ups o# firewall or other convenient location as close to the distributor as practical. Improved ignition efficiency (especially under heavy load and at high RPM’S) & Long leads may increase the effect of existing sources of radia interference. Better gas mileage {due to maintaining * tuned"" condmon longer and * increasing point and plug life) . 2. Connect the Black lead (ground) to a good engine ground such as the Increased power to plugs ignition coil mounting bracket. * * Waterproof design (completely sealed, unit) * Failsafe design (automatically switches back to conventional ignition system 3. Connect (add) the Red lead to the coil‘s battery [+) terminal. if a failure should occur) 4. Remove the distributor .l‘ead from the coil‘s distributor (—) terminal and How your new HURST/AIRHEART ELECTRONIC IGNITION works: splice it to the Purple wire. Tape splice well with electrical tape. The Hurst/Airheart SCR Electronic Ignition uses the seliable, proven compon— 5. Connect Brown wire to the coil‘s distributor (—) terminal. ents of your conventional ignition and adds a solid state module to perform the switching of heavy current during the periods of opening and closing the points, 6, Disconnect or remove the standard ignition condenser in the distributor. If this minimizing point deterioration and burning, and increaging point life. condenser is disconnected and not removed, be sure to tape and secure its While each spark plug is firing, additional c rcuitry provides increased primary pigtail lead. Removal of the standard condenser (or its disconnection) is «ircuit ringing, increasing the power deliveied to the plug. This results in a not necessary for the electroni¢ ignition‘s operation; however it is tec— Sotter spark to butn up harmful deposits before they damagé plugs, increasing ommended to maximize point life. The Electronic Ignition w orovide full ‘lug life. arc suppression under all cdtm'fiions, even in the fail—safe

EXHIBIT—I Page 4 October 11, 1974 The device is not suitable for other than standard Kettering Ignition systems such as capacitive discharge syétems (CD), Transistorized systems, Breakerless systems, thé "Leading" Ignition of Mazda engines or similar aprrangements That deviate from the basic structions to read: Disconnect or remove the standard ignition condenser in the distributor, The Electronic Ignition will provide full arc suppression und%g‘all conditions, including the fail—safe mode, . Note: If Condenser is disconnected be sure to tape and secure its pigtail lead. Revised October 16, 1974 uno Vice President/Engineering

EXHIBIT—I1I ~ Page 1 SPECIFICATIONS — 1IGNITION SYSTZK I. Product Description _ . SCR TEST Electronic Manufacturer T.E.S.T. INC. Name & Hocsl No. Irnition Address 19428 Londelius St., Telephone (213) 3h9—246 3 Northridge, California Mounting Position _ any Type of Ignition Kettering Capacitive Discharge €1 c+ 5 C fo 0 3 7 & Other scR II. Input Requirement System input voltage and current (volts and amps — XPM curve) Same as stock I11I. OUTPUT Characteristics A. Primary System 1. System output voltage and current (volts and amps — RPM curve) Same as stock ~B. Secondary System 1. Available output secondary voltage ({specify RPM or submit voltage— rpm curve) tou Same as stock

© EXHIBIT—II Page 2 2. Secondary voitage rise time Same stock 3. Secondary output enercy (at iinout voitage) t Increased degfrec ouLpLg d¢, nds o ariables Such as sparkplugs 1 : manudfacturer. "./ engine RM) ;.:c‘ s;;'rf\' gap) Inm«w IV. Design details Storage capacitor capacitance (uf) and stored voltage Hotapplicahle C—D unit inductance (uH) Not applicable Pulse triggering source Not applicable Type of transformer in C—D and turn ratio Not applicable Transient voltage protection (open circuits and voltage surges) Inherent in SCR and diode by avalanche phenomcnon Close point time limit _ Same as stock Maximum point current and ground circuit resistance Same as stock Oscillator frequency Not applicable Number and type.of power transistor Not applicable Ballast resistOrs required? Yes _X No Resistor Type Resistor Size (ohms) Stock 0 Switch back to stock system? Yes __X No — Describe methods Automatic—Details in attached patc t.

EXHIBIT~—ILI Moisture and Vibration Protection Potted Operating Temperature Range ~45° to plus 212°F Humidity Range Not affected by humidity existing under the hood due to potting. Modifications from 0.E.M. a Ignition timing modivied? Yes Ro _X State modifications from O.E.M. Ignition System Chaructsristics None Engine Setting Changes? Yes No x Describe Changes None Specify any other changes from O.E.M. None VI.. Device information Please attach circuit diagram, O.E.M. and device spark advance curves and photograph of spark line produced by device. Description of operating principle Attached

EXHIBIT—IL Page 4 United States Patent 191 tit} 3,741,184 _ Tanner et al. {45] June 26, 1973 [54] ELECTRO—MECHANICAL SWITCHING 24,805 4/1966 Japan............ «. 123/148 E SYSTEM OTHER PUBLICATIONS {75} Inventors: James L. Tanner, Reseda; Bruno A. Westinghouse SCR Handbook, 4/64, pages 104—116, Rist, Northridge, both of Calif. Robert Murray. {73] Assignee: Tanmer Electronic Systems Technology Inc., Northridge, Calif. Primary Examiner—Laurence M. Goodridge [22] Filed: Nov. 8, 1971 Assistant Examiner—Ronald B. Cox Attorney—Richard Morganstern [21} Appl. No.: 196,438 (571 ABSTRACT [52) U.8. CL.. 123/148 E, 123/148 R An electronic switching system having particular utility {51] lnt. CL.. ... FO2p 1/00 in ignition systems for internal combustion engines is‘ {58] Field of Search ... «. 123/148 E disclosed. A silicon controlled rectifier in series with the inductor coil and breaker points is utilized to isolate (56] References Cited the breaker points from the ignition coil and to carry © UNITED STATES PATENTS out the make and break functions. Should the SCR fail 3,306,274 2/1967 Motto et al. ... 123/148 E as by shorting, the ignition system will continue to op— FOREIGN PATENTS OR APPLICATIONS erate as a conventional ignition system. 984,137 2/1965 Great Britain . . 123/148 E 5 Clains, 1 Drawing Figure 2+

EXHIBIT—ILI Page 5 ~ PATENTEDJuK 26 973 * . 3.741.184

| EXHIBIT~—IL Page 6 ?e — 1 ELECTRO—MECHANICAL SWITCHING SYSTEM BACKGROUND OF THE INVENTION 3,741,184 2 pulse amplifiers to control the output transistor. These systems, however, require the transistor switch to be 1 operated at high voltage and current levels. Transistors 1. Field of the Invention capable of mecting such criteria are extremely expen— +1 This invention relates in general to a solid state as— 5 sive and require elaborate compensation techniques sisted switching system in which a switch makes and such as special coils, diode protection, etc. breaks a ringing inductive load and, more particularly, Another, alternate, approach is exemplified by the to a new and useful ignition system for internal com— so—called "capacitor discharge ignition systems." In this bustion engines and the like. type of system, the battery voltage is typically stepped 2. Description of the Prior Art 10 up to several hundred valts by a DC to DC converted The standard ignition system of the automotive in— and stored in a capacitor. The capacitor is discharged dustry utifizes an ignition coil which has a primary into the primary of the ignition coil, at the appropriate winding and a secondary winding. The ignition coil sec— time, by an electronic switch, The capacitor energy is ondary winding is connected via a suitable distribution thus converted to a high voltage pulse in the secondary means to the engine‘s spark plugs. The ignition coil pri— 15 winding of the ignition coil. In this approach too, the mary winding is connected in series with a source of points typically carry only control current. Capacitive DC power, typically the automobile battery, and a set discharge systems suffer from the disadvantage that of breaker contacts. The breaker contacts open and they are generally extremely complex and costly. Fur— close in synchronism with the motor in accordance ther, a common disadvantage of most known alternate with a pretermined sequence typically controlled by a 20 electronic schemes is that upon failure of any compo— mechanical means such as a breaker cam. nent the entire ignition system fails. In such an ignition system the spark energy for the plugs is supplied by the DC battery which is storedand SUMMARY OF THE INVENTION subsequently released by the ignition coil, at an appro— An electronic switching system is disclosed having priate voltage level, to jump the spark gap. In opera— 25 particular utility in ignition systems for internal com— tion, closure of the points causes current to flow in the bustion engines. The system obviates many of the defi— a* primary of the ignition coil and results in the build up ciencies of the prior art systems while remaining un— of a magnetic field. Opening of the points causes the complicated and economical, sudden collapse of the field which results in a high in— In accordance with a preferred embodiment of the duced voltage in the secondary winding of the ignition 30 present invention a silicon controlled rectifier is uti— coil. A capacitor is typically connected across the lized to isolate the breaker points from the ignition coil points to limit the rate of the field collapse to limit arc— and to carry out the make and break functions. The ing of the contacts to an acceptable level, Frequently anode and cathode of the silicon controlled rectifier a ballast resistor is connected in series with the configu— are connected in series with the DC power source, pri— ration thus described to limit the saturation current of 35 mary coil and breaker points of a standard ignition sys— the ignition coil primary. tem and located between the primary of the ignition The basic ignition system above described has proven coil and the points. extremely useful and has remained substantially un— Means are provided for turning the SCR "on" re— changed in form and function for many years. Among sponsive to the closing ofthe points. With the SCR con— its advantages are its extreme simplicity of design, reli— 40 ducting and the points closed the ignition coil primary ability and economy. current is carried by both the SCR and the points. The basic ignition system, however, has several im— Means are provided for turning the SCR "off" respon— portant disadvantages. For example, substantial volt— sive to the opening of the points. The Ay—back voltage ages appearing across the breaker contacts result in ox— generated by the ignition coil primary is thus sustained idation, erosion, and pitting of the contacts. The con— 45 by the SCR and not by the points, Arcing of the points tacts thus require frequent maintenance and replace— and the resultant energy dissipation and spark plug ment to enable continued efficient performance of the wear is minimized. Substantial additional energy is ignition circuit. Arcing of the points also reduces avail— made available for application to the plugs which re— able spark energy because it acts as a load on the tuned sults in faster starts, more complete combustion of the 50 circuit formed by the ignition coil primary and the ca— fuel, lower gas consumption and a reduction in emitted pacitor connected across the points. The dissipation of pollutants. . available energy, while important at all engine speeds As another unique feature of the present invention becomes most significant at higher engine RMP‘s. This should the SCR fail, the ignition system will continue To ~ is so since at high engine speeds the contacts are closed 55 to operate as a conventional ignition system. The sys— for only a relatively short time period. Current build up tem circuitry results in a decrease in the wear charac— through the ignition coil primary does not normally teristics of the points and an increase in the energy reach full saturation value before the points are available for application to the plugs. opened. Thus, the available output voltage is reduced from its optimum value. Any further dissipation of en— so BRIEF DESCRIPTION OF THE DRAWING ergy as by arcing of the points further reduces available FIG. 1 is a circuit diagram of a preferred form ofithe spark energy. . invention as incorporated in an ignition system for an Numerous and varied attempts have been made to internal combustion engine. eliminate the deficiencies of the standard ignition sys— tem. In one approach transistor switching circuits are £, DESCRIPTION OF THE PREFERRED employed with the points carrying only control or bias EMBODIMENT current. Some systems do away with the breaker points Referring now to FIG. 1, there is shown a circuit completely and use magnetic or optical pick—ups and schematic of a preferred form of the invention as incor—

EXHIBIT—II Page 7 3,741,184 3 4 porated for use in an ignition system for internal com— it will be apparent that the points 30 are discon— bustion engines or the like. A DC battery 10 is posi— nected or isolated from the high fly—back coil voltages tioned in series electrical configuration with an ignition after the— initial quarter cycle of the inductive— switch 11, a ballast resistor 12, primary winding 17 of capacitive ringing circuit. This is so since after SCR 25 a transformer 1§ and a make—break switch (breaker 5. is turned off it will revert to its forward blocking state points) 30. and isolate the high inductor voltages from the points The secondary 16 of transformer 15 supplies current 30. at high voltage to the spark plugs of the internal com— In this manner the high fly—back voltages do not bustion engine in a manner well known in the art. A ca— cause significant dissipation of stored ignition coil en— pacitor 32 is connected across the breaker points 30 as 10 ergy via arcing across the points, as is experienced in is also known in the art, The configuration thus de— standard ignition systems. A significantly higher per— scribed comprises the standard automotive ignition sys— centage of the available energy thus finds its way to the tem. spark plugs. The breaker points tend to last an appre— In accordance with the present invention, a silicon ciably longer time! controlled rectifier or similar switching device 25 is 15 The system of the present invention has a further ad— connected with its anode and cathode terminals 26 and vantage in that a unique fail—safe feature is provided. 28 respectively between the primary of the transformer This fail—safe feature stems from the typical failure and the breaker points. From the other end of the pri— mode of an SCR. It is known that should an SCR be mary winding 17 a diode 18 and resistor 21 are con— subjected to cither excessive current or temperature nected to the gate terminal 27 of the SCR. An optional . 20 levels the SCR exhibits a tendency to short‘between its resistor 22 is connected between the gate and the cath— anode and cathode terminals rather than open. Should ode of SCR 25. Resistor 22 reduces the sensitivity of the SCR 25, as incorporated in the present system, ex— the gate to voltage spikes in a manner well known in the perience such a failure mode the ignition system as a art. A capacitor 33 is connected between the SCR whole would still continue to operate since the remain— anode and ground, as shown. 25 ing components would function as a standard ignition The system thus described operates as follows: system. Although the preferred embodiment of the present With the ignition switch closed, and the breaker invention has been described in connection with an ig— points initially open, closure of the breaker points 30 nition system for use in an internal combustion engine allows gate current to flow from the battery 10 through 30 it is not so limited. The principles above taught may be diode 18 and resistor 21. The gate current turns "on applied whenever a switch is required to make and 27 the SCR after a small turn on delay corresponding break a ringing inductive load. The system of the pres— to the time required to spread conduction and regener— ent invention, it will be appreciated, is characterized by ation through the solid—state device‘s junctions. Initially extreme simplicity and low cost of fabrication as well points 30 "see" only the SCR gate current and what— 35 as by unique fail—safe characteristics and improved per— ever charge may be contained in capacitor 32 at the in— formance. stant of point closure, We claim: With the SCR 25 conducting and the points 30 1. In a spark ignition system including a DC source, closed, ignition coil primary current is carried by both an energy storing ignition coil and a make—break switch the SCR and points up to the limit set by thesbailast re— 40 connected in series, the improvement which comprises: sistor 12 and the winding resistance of the ignition coil. a silicon controlled rectifier having anode, cathode The time period just described is referred to as dwell and gate terminals, said anode and cathode termi— time. The current flowing through primary coil 17 nals being connected in series configuration be— stores energy therein. This energy is subsequently dissi— tween the ignition coil and the make—break switch; pated through secondary winding 15 upon opening of 45 means responsive to the closing of the switch for ap— the breaker points 30 in a manner to be hereinafter de— plying a gate signal to said gate terminal to render scribed. said rectifier conductive, enabling current flow To initiate a spark the points 30 are opened causing through the ignition coil to store energy therein; a collapse of the magnetic field in the coil 17. Immedi— and ‘ ately ‘after opening of the points 30 the SCR remains 5° means responsive to the opening of the make—break conducting since the ignition coil will not allow an in— switch for rendering said rectifier non—conductive, stantaneous change of current flow. Capacitors 32 and whereby the make—break switch will be isolated 33 are thus charged until the magnetic field in the coil from the ignition coil thereby minimizing arcing is depleted. In a typical embodiment capacitor 32 and 55 across the switch and increase the efficiency of the 33 may be charged to approximately 300 to 350 volts. ignition system. After the capacitors reach their maximum charge, 2. The system of claim 1 wherein said gate signal ap— current will flow from capacitor 33 back into the coil plying means comprises: 17. This reverses current flow through the SCR and re— a diode connected between the DC source—ignition turns it to a blocking state. Capacitor 32, however, will coil junction and said gate terminal and poled to retain its charge and prevent gate turn on by keeping conduct gate current from the battery to said sili— diode 18 in the gate circuit reverse biased. Capacitor. con controlled rectifier gate terminal responsive to 33 and the ignition coif thereafter function as an iso— the closing of the make—break switch. lated tuned circuit. This results in dissipation of the 3. The system of claim 2 wherein the make—break stored energy in an oscillatory manner and induces a hopsczslzl zs switch has a first terminal connected to said cathode high voltage into the secondary winding 16. This volt— terminal and a second terminal connected to a refer— age is routed in the standard manner by distribution ence potential point, said means for rendering said rec« means, not shown, to the appropriate spark plug. tifier non—conductive comprises:

EXHIBIT—ILI 3,741,184 5 6 a first capacitor connected between said cathode ter— switch, whereby the make—break switch is electri— minal and the reference potential point; and ‘cally isolated from said inductor to prevent arcing " & second capacitor connected between said anode across said switch. terminal and the reference potential point whereby 5. An electronic ignition system for internal combus— said first and second capacitors will be charged 5. tion engines, said system comprising: subsequent to the opening of the make—break a DC battery; switch and thereafter back bias said silicon con— an ignition coil having primary and secondary wind— trolled rectifier to render it non—conductive, the ig— ings; nition coil and said second capacitor functioning as a silicon controlled rectifier having anode, cathode, an isolated tuned circuit after the silicon controlled 10 and gate terminals; rectifier is turned off. a pair of breaker points, said battery, ignition coil pri— 4. In a system which includes a DC source of power, mary winding, anode and cathode terminals, and an energy storing inductor means and a periodically breaker points being connected in series electrical opening and closing make—break switch in series elec— configuration with said anode and cathode termi— trical configuration, the combination comprising: nals being connected between said primary wind— a silicon controlied rectifier having anode, cathode ing and said breaker points, the breaker point re— and gate terminals, said rectifier anode and cath— mote from said cathode terminal being connected ode terminals being connected in series electrical to a point of reference potential; configuration between said inductor means and a first capacitor connected between said anode ter— said make—break switch; 20 minal and said reference point; means for turning said silicon controlled rectifier on a second capacitor connected between said cathode responsive to the closing of said make—break switch terminal and said reference potential point; and whereby energy from said source will be stored in a diode connected between the primary winding ter— said inductor; and minal remote from said anode terminal and said means for turning said silicon controlled rectifier off 25 gate terminal. responsive to the opening of said make—break # * * J * «* 30 35 40 45 50 w 55 60 65

EXHIBIT—III Page 1 27 .m__fi_.lil;p_._._“_fin~. ' “\\\ r m;d:(”jjwwn =kHAEL®) ajelahr=paineilets. copyii=elzlxirs ; ‘ suulia: quden:iqtile N@udiS MESLUELAOTU verbr Neimdsioe Oros. motinige Celflime tfi iouy friouen // JOHN GUEDEL Chairman of the Board ART LINKLETTER Vice Chairman JAMES L.TANNER ‘November 14, 1974 President BRUNO A. RIST Vice President/Enginearing Mp. G. C. Hass, Chief Division of Vehicle Emission Control Air Resources Board Laboratory 9528 Telstar Avenue El Monte, Calif. 91731 Dear Mr. Hass: TEST Incorporated hereby certifies that the Electronic Ignition systems manufactured under private label for Hurst/Airheart Products, Inc., 20235 Bahama Street, Chatsworth, California 91311 (Hurst/Airheart SCR Electronic ' Ignition, PN 41—12127); Rite Autotronics Corporation, 3485 South La Cienega Blvd,, Los Angeles, California 90016 (RAC Electronic Ignition, Model No. 79§); Rocket Racing Products, 9935 Beverly Blvd., Pico Rivera, California 90660 (Model Wo. 7710); Cannon Industries, Inc., 9073 Washington Blvd., Culver City, California 90230 (SCR Impulse Ignition); and Mr. Gasket Company, 4566 Spring Road, Cleveland, Ohio 44131 (Goldspark Electronic Ignition), are electrically identical to the TEST Electronic Ignition manufactured under Patent No, 3,741,184. Very truly yours, T.E,.S.T. INC. Bruno A. Rist, Vice President/Engineering BAR/mt


Document Created: 2005-09-01 12:45:51
Document Modified: 2005-09-01 12:45:51

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