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The spark-Optimizer is a closed-loop type electronic control device that continuously corrects the ignition timing; in effect it re-tunes the engine some ten times every second. In contrast to the better known pre-programmed controls, the Optimizer is an adaptive type system, in which the output influences the input. By providing the correct spark timing all the time, the Optimizer reduces fuel consumption considerably. This paper describes the spark-Optimizer in its advanced version including recent improvements, like biasing. A comparison with other electronic spark control devices show its superiority in accuracy, flexibility, simplicity, and production costs. Samples of test results show considerable fuel savings with the Optimizer.

The spark-Optimizer is a closed-loop type electronic control device that continuously corrects the ignition timing; in effect it re-tunes the engine some ten times every second. In contrast to the better known pre-programmed controls, the Optimizer is an adaptive type system, in which the output influences the input. By providing the correct spark timing all the time, the Optimizer reduces fuel consumption considerably. This paper describes the spark-Optimizer in its advanced version including recent improvements, like biasing. A comparison with other electronic spark control devices show its superiority in accuracy, flexibility, simplicity and production costs. Samples of test results show considerable fuel savings with the Optimizer.

The Optimizer is an electronic control system that keeps the engine in tune all the time by adjusting its setting continuously for best fuel economy several times each second. In contrast to the conventional programmed controls, the Optimizer works on the closed-loop principle in which the output influences the input. It has been applied to setting the spark timing and air-fuel ratio in otto engines and injection timing in diesel engines. Optimizer control is applicable to the adjustment of any setting in any prime mover: right-left, up-down, clockwise-counter clockwise, which influences the power output. The dramatic advance in microelectronics in the last few years permits the application of Optimizer controls to conventional automobile engines at an amazingly low manufacturing cost.

This paper presents a novel type of combustion engine that was invented only seven years ago and has been perfected over the last few years. The Braun linear engine is eminently suited to drive reciprocating compressors, pumps, and other machinery which accept linear power input. The unconventional starting is an important asset. An engine compressor of this design weighs less than one-third of the conventional machine and has only two major moving parts. It is more durable, reliable, uses less fuel, and is completely balanced.

A proposed set of modifications, which, in combination with a mixture-Optimizer, enables a spark-ignition engine to accept air-fuel mixtures as lean as 22 - 23-1/2:1 without impairment of drivability, will permit the simultaneous reduction of all pollutant exhaust emissions, HC, CO, and NOx, to a very low level. Under such circumstances, the true best economy mixture largely coincides with the mixture ratio that minimizes the exhaust emissions. The mixture-Optimizer is a feedback type of electronic control device which automatically selects for a carburetor or fuel injection system the air-fuel ratio that yields the minimum fuel consumption for any given power output. For all driving conditions, other than idling and coasting, the minimum fuel consumption occurs at mixture ratios close to the borderline misfire limit. Therefore the mixture-Optimizer, by seeking these mixture ratios, tends to reduce all pollutant exhaust emissions that are under legal control.

Customary and refined methods used for the calibration of carburetors and fuel injection systems are evaluated. A widely used method of calibration for best economy mixture was found defective. Experimental technique for correct calibration is described. Graphical analysis is presented to obtain correct results from improper data.

The objective of this paper is to change a prevailing view on what is a correct mixture ratio for otto engines and to correct a malpractice that grew out of it. Differentiation between “best power” and “best economy” mixtures were found illusory. The wedge charts proved very useful for a clear understanding of the intricate relations. The origin of the misconceptions is traced in the history of the internal combustion engine.

“Hybrid” is defined as “anything of heterogeneous origin or composition” and “derived from unlike sources.” Considering reciprocating, piston-type engines as an example, engineering features characteristic of the otto and diesel engines are well known and are significantly different. When one or more features of the otto engine are combined with or replace significant features of the diesel engine, the result is a “hybrid.” The major objective of such hybridization today is to attempt to achieve the improved low-load fuel economy of the compression ignition engine without sacrificing lightness, smoothness, quietness, and clear exhaust of the spark ignition, carbureted engine.