US3168084A - Tachometric carburettors - Google Patents

Tachometric carburettors Download PDF

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US3168084A
US3168084A US260021A US26002163A US3168084A US 3168084 A US3168084 A US 3168084A US 260021 A US260021 A US 260021A US 26002163 A US26002163 A US 26002163A US 3168084 A US3168084 A US 3168084A
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engine
fuel
pressure
speed
calibrated
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Simonet Jocelyn Elie Louis
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Societe du Carburateur Zenith SA
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Societe du Carburateur Zenith SA
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/16—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors
    • F02M69/18—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air
    • F02M69/20—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air the device being a servo-motor, e.g. using engine intake air pressure or vacuum
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/16—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors
    • F02M69/18—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air

Definitions

  • This invention relates to so-called tachometric carburettors comprising a volumetric pump which delivers a supply or flow of fuel proportional to the speed of rotation of the engine and a device dividing this flow into two parts, one of which goes to the engine while the other returns upstream of the pump.
  • the device comprises two calibrated fuel passages at least one of which is controlled by the inlet pressure of the engine, one of these passages delivering the useful fuel supplied to the engine while the other delivers the return fuel.
  • a pressure balancer equalises the pressures downstream of the two passages so that the rates of flow through these passages are proportional to their cross sections.
  • the useful flow is then that fraction of the total flow which is equal to the ratio of the cross-section of the passage delivering the useful flow to the sum of the crosssections of the two passages.
  • the member controlling the said fuel passages which member is controlled by the inlet pressure, is designed so that the useful flow, with constant speed of rotation of the engine, varies in accordance with a certain law as a function of the inlet pressure, thi law in practice being close to proportionality.
  • the member regulating the ratio of the cross-sections of the jets maintains a fixed position and consequently the flow delivered by the carburettor is proportional to the speed of rotation of the engine.
  • One of the objects of the invention is to adapt the flow delivered by the tachometric carburettor more precisely to the requirements of the engine at the maximum inlet pressure, Whether these requirements are a flow increasing more quickly, or possibly less quickly, than the linear law, as a function of the speed of rotation.
  • the object of the invention is an arrangement enabling the ratio of the cross-sections of the fuel passages which is established by the control member sensitive to the inlet pressure to be corrected as a function of the speed of rotation.
  • this correction is obtained by a displacement of the said control member as a function of the speed of rotation of the engine, this displacement being effective in such manner that the ratio of the cross-section of the useful flow passage to the total cross-section of the passages varies in the desired direction and by the desired amount when the speed of rotation increases.
  • the correction is obtained by the operation of a supplementary calibrated passage located in parallel with one or other of the main passages and controlled by a member such as a needle, the movements of which are controlled as a function of the speed of rotation, in such manner that the ratio of the cross-section of the useful flow passage to the total cross-section varies in the desired direction and by the desired amount when the speed of rotation increases.
  • this displacement can be obtained either by the action of a centrifugal regulator or preferably by the action of a manometric member (plunger or similar means) subjected to a pressure varying with the speed of rotation.
  • the said manometric member is advantageously subjected to the pressure of the fuel downstream of the pump; in practice the actuating pressure will then be the loss of pressure in the injection duct and in the injector itself.
  • the injector is generally of the open type, that is to say it has a constant cross-section as opposed to closed injectors in which the outlet of the injector is controlled by a valve. Under these conditions, for a given value of the fuel passages, the loss of pressure varies as the square of the speed of the engine and constitutes a measure of the latter.
  • the piston or other manometric member which can be provided in the carburettor in order to effect control of the delivery of fuel as a function of the back pressure at the exhaust of the engine, this piston or like member in fact being connected to the control member of the carburettor which is normally actuated by the inlet pressure of the engine and which controls the delivery of fuel by way of the two systems of orifices or calibrated passages.
  • this pressure can be applied to the said piston or manometric member in place of the inlet pressure.
  • FIGURE 1 is a diagramamtic view partly in elevation and partly in section of a first constructional form of carburettor according to the invention in which the correction sought is obtained by action on the member controlling the fuel passages, this action resulting from the pressure of the fuel which pressure is itself a function of the speed of rotation of the engine,
  • FIGURE 2 illustrates an embodiment of the same kind as that shown in FIGURE 1 but applied to the case where the carburettor comprises a device for correcting the back pressure at the engine exhaust,
  • FIGURE 3 shows a modified form of construction in which the displacement of the control member as a function of the speed is controlled by a centrifugal regulator
  • FIGURE 4 illustrates another modified constructional form comprising a supplementary calibrated orifice provided with its own control member
  • FIGURE 5 shows another modification based on FIG- URE 2.
  • the constructional form of carburettor illustrated in FIGURE 1 comprises a fuel pump 1 of the volumetric type driven by the engine (not shown), a metering device 2 for the fuel and an injector 3 opening into the inlet manifold 65 of the engine.
  • This inlet manifold 65 rewith a cylindrical bore 21in which there is a sleeve 22;
  • The, fuel duct 18 whichis connected to the delivery, side of the pump 1 is in communication through an' annular groove 29 and radial passages 36 with a chamber; 28,,having two different outlets for the .fuel which are constituted by the calibrated orifices26iand 27.
  • the calibrated orifice 2'7 delivers the useful fuel to the injector 3 throughducts 31 and 32 between which there may be interposed a calibrated passage 31a the function of which will be explained hereinafter.
  • the calibrated orifice 26 serves for the return of thesurplus fuel to the suction side of the pump.
  • a slide valve 37 which controls communication between a caamber, 36 connected to the calibrated orifice 26 by radial bores 34 and an annular groove in the sleeve 22v on the one hand and a chamber SS cQmmunicating through a pipe 39 with the suction side of the pump 1 or the fuel tank on thepther hand;
  • the aforesaid slide valve 37 is coupled to a'piston 4i movable in a cylinder 40.
  • a chamber 42 located-above this piston is in-commu-nication through a duct 44 with the duct 31 conveying the useful flow delivered through thecalibrated orifice 27, while a chamber 45 located below the said piston il'is connectedby a ductd to the chamber 36' communicating with thecalib'rated orifice- 26;
  • the piston 41 is thus subjected to the'opposing actions of the fuel pressures-which prevail downstream of'the return'orifice 26-and of theuseful flow orifice 27; re-: spectively. It regulates the opening of the-slide valve 37 in such manner that these pressures are substantially equal;
  • the flow cross-sections of the orifices 26I'and Z'T' are adjustedby a control member sliding along its axis.
  • This member comprises a cylindrical portion h guided in the sleeve 22 and a .portion of varying cross-section in the form of a needle 59ath'e profiled surfaces o'fzwhich coe operate With the calibrated orifices 26' and 2'7 respectively:
  • These surfaces are designed in such manner .as 'to obtain the desired law of'variationof the flow as. a function .of the position of the needle'59a, through. the annular Cross-.- sections left free betweenthe needle and the respective edges-of the aforesaid orifices 26and27'.
  • the cylindrical portion 59 of the: control member is coupledto the movable'end: or backportion- 61a 'of'a manometric capsule 61'theother 'endfilbof "which is connected to a screw efifenablingthe initial position of the said capsule, andconsequentlyof the needle 59a, to be adjusted.
  • the cylindrical body -59 of the control member has a face SQb-disposed in'the -chamber-S3, the said face 5% being subjected to the pressure of the fuel contained in the said chamber33 downstream of the calibrated orifice 26.
  • This pressure is equal, as has already been 1116111 tioned, torthat of the useful fuel in the conduit 31 downstream of the calibrated orifice 27;
  • the'pump 1 delivers a quantity of fuel into the chamberZSproportional to the speed of the rotation of the engine; 'The' fuel leaves this chamber 28divide'd intotwo streams; one of which-passes through the orifice 2'7 towards the in jector 3 while theother, passing through th'e'orifice'26; enters the chambers 33 and 36m arrive through the pipe 39 at the suction side of thepumpv
  • the regulating slide valve 37 maintains the pressures in the injecting duct 31 and return chamber 36 equal, the losses in pressure through the calibratedorifices 27 and 26 are also equal, so that the rates of flow of fuel through these two orifices are proportional to theuseful cross-sections of the orifices which are controlled. by the needle. 59a.
  • thesflow of air drawn in by the engine is proportional to the speed of rotation of the latter and to the absolute pressure prevailing in the inlet manifold 65;
  • the flow of fuel delivered to theenginemust be proportional to the speed of rotation and to the pressure prevailing in the inlet manifold65z-
  • The-proportionality'of'thedlow of fuel to the-speed of rotation is obtained by means of the volumetric pump -1 the speed of which depends on that of the engine.
  • the manometric-capsule 61 which is subjected to the pressure prevailing in the section i9of the air intake pipe downstream of the throttle 101 'dis'places the needle 5% and consequently modifies-the useful cross-sections of the calibrated orifices 27 and 26 when the inlet'pressure varies. If the cylindrical portion'59 isreduced to a simple connecting rod between the capsule 61" and the profiled needleL SQr and-has across-sectionsufficiently small for the.
  • this correction of the law of 'flow asa-fun'ction of the: speed is such that, at highspeeds, the'supply to the. engine increases more rapidly than that'resulting from a linear-relation between mellow and the speed 'of rotalZlOIl'.
  • Thecylindrical--plunger-59, 59b is given a cross-section suitable for the pressure of the fuel *in the chamber 33,
  • this pressure through the action of the slidevalve 37 and the-piston-41, is equal to the pressure of the" useful fuel whichhas passed through the orifice 27 and travels therefrom through-the duct v3:1 towards the .injector 3.-'
  • the lossin pressure ofthefuelon passing through'this injector varies,- fora given value of the :inlet pressure and ofthegusefulsection of the calibrated fuel passages, as the squareofthe speed of rota tion of the engine, so that this loss in pressure, that is to .saythecpressure-at-31 and 33, constitutesameasure of the speedof rotation of the-engine.
  • the effect of thepressure of the fuel on the face 5% is a displacement of the needle 59asuch that the .ratio--.of the useful cross-section of-:tl1e' orifice 2'7 to the total cross-section: of the orifices 27 and 26 increases --Wh6ll the speed: of rotationof the engineincreases, at constant inlet pressure.
  • a suitable'choice of the crosssection of the plunger 59 enablesthe variation of the said ratio as a function of the variation in the speed of rotation to be adjusted at the desired value.
  • a supplementary calibrated passage 31a introduced upstream of the injector, between the two duct sections 31 and 32, permits precise regulation of the increase in flow when the speed of rotation increases. Thisincrease in flow which is produced by the displacement of the needle 5% is a function both of the cross-section of the plunger 59, on which cross-section the pressure of the fuel is exerted, and of this pressure itself.
  • the loss of pressure through the calibrated passage 31a is added to the loss of pressure through the injector and thus increases the pressure of the fuel acting on the face 59b.
  • the calibrated orifice 31a is preferably formed in a removable part 31]) so that it is easy to modify the cross-section of this passage for adaptation of the carburettor.
  • FIGURE 2 differs from that already described only by the presence of a device intended to take account, in the regulation of the flow of fuel, of the back pressure prevailing at the engine exhaust.
  • This back pressure can be likened for all practical purposes to atmospheric pressure.
  • the chamber 62 which contains the manometric capsule 61 and which isin communication through the pipe 67 with the air intake pipe 190 moreover communicates through a duct 7 t) with one end of a cylinder 71 in which a piston '72 is slidably arranged.
  • the other end of the cylinder 71 communicates through a duct '75 with the atmosphere, preferably through the medium of a filter 76 intended to prevent the passage of dust.
  • the piston '72 is thus subjected on one of its faces (the left-hand face in the drawing) to the inlet pressure of the engine and on its other face (the right-hand face in the drawing) to atmospheric pressure. It is moreover subjected to the action of a return spring 73. Finally, it is coupled to a rod 74 which forms an extension of the fuel regulating needle 5% at the end remote from the cylindrical portion 59 previously described.
  • the correction of the flow is obtained by the action of the pressure of the fuel which has passed through the calibrated orifices 26 and 27, but this time the useful cross-section on which the pressure acts is the difference between the area of the face 5% and that of the face 74a, since the pressure acts in opposition on these two areas.
  • the rod 74 has in general the simple function of connecting the piston '72 and the needle 59a and it is of small cross-section.
  • the pressure exerted by the fuel on the cross-section of the rod 74 is therefore negligible or slight with respect to that exerted on the cross-section of the plunger 59.
  • the rod 74 would be given a considerable cross-section, while the plunger 59 would be replaced by a simple connecting rod of small cross-section.
  • the correction is again obtained by the displacement of the control needle 59a but this displacement is controlled by a centrifugal regulator N2, the plate of which is rotationally driven by the engine by means of a shaft 103.
  • the counter- Weights 1M of this regulator transmit to the needle 5%, through a rod 1&5, a force which increases with the speed of the engine and causes a corresponding displacement of the said needle.
  • the plunger 59 shown in FIGURES l and 2 is replaced by a rod 590 of small cross-section the sole function of which is to connect the capsule 61 to the needle 5%.
  • the correction is .obtainedby the action of a supplementary calibrated orifice 106 supplied by the pump in parallel with the return orifice 26, already described, said return orifice communicating with the chamber 33.
  • the orifice 106 is controlled by a needle 167. This needleisitself actuatedby a plunger 1% which is subjected on one sideto the pressure of the fuel downstream of the orifice 106 and on the other side totbe pressure in the chamber 62 and to that of a return springlltl.
  • the needle 197 controlled by the plunger 108 could equally well control an orifice in parallel with the feed orifice 27 of the injector.
  • the pressure acting on the plunger of the correction device is the pressure downstream of the calibrated orifices 26 and 27.
  • This plunger could equally well be subjected to the pressure upstream of the said orifices.
  • the loss of pressure on passing through the calibrated orifices is relatively small in comparison with the loss of pressure on passing through the injector and the law of variation of the pressure upstream of the calibrated passages is almost the same as that of the pressure downstream of the said passages.
  • the correction of the flow of fuel varies in relative value as the inlet pressure in the engine.
  • the flow at constant speed is proportional to this inlet pressure p.
  • the fuel pressure varies as the square of the flow and therefore as 2
  • the movements of the needle and finally the correction flow also vary as p so that the relative correction varies in fact as p.
  • the correction flow is independent of the inlet pressure and the relative correction therefore varies as:
  • the profile of the metering needle may be determined in order to obtain the desired rates of flow on a curve chosen in advance-a so-called utilisation curve of the engine-and defined by the relation between the speed of rotation of the engine and the inlet pressure.
  • FIGURE 2 The modified embodiment of FIGURE is based on that of FIGURE 2.
  • the parts already described with reference to FIGURE 2 are identified by the same reference numerals.
  • the piston 72 is coupled to the rod 74 which extends from the control surfaces 59a in the opposite direction to the cylindrical rod 59 and is exposed at one of its faces (the right-hand face in the drawing) to the back pressure of the exhaust or like variable pressure by way of a conduit 39a.
  • the conduit 39a can be connected, for example, either to the atmosphere or to the fuel reservoir as will be explained hereinafter.
  • Such an embodiment has the advantage over those which have been described with reference to FIGURES 1 and 2 of enabling the rod 59 to have a small cross-section (equal to that of the rod 74) and thus of reducing to the minimum the losses of fuel which may occur through the guide for this rod.
  • the losses through the guide for the piston 72 do not give rise to any difiiculty and, as shown, the conduit 39a can be connected to the conduit 39 which provides the return to the fuel reservoir 111, since atmospheric pressure is usually maintained in the interior of the latter.
  • a tachometric carburettor for internal combustio engines comprising in combination means for dividing a flow of fuel delivered by a volumetric pump driven at a speed proportional to that of the engine into two streams through two calibrated passage means, duct means for supplying one of said streams to the engine, duct means for returning the other stream to the suction side of the pump, means for equalising the pressures of the fuel downstream of said calibrated passage means, control means for modifying the relative useful cross-sections of said calibrated passage means, and means responsive to both the inlet pressure of the engine and the engine speed for actuating said control means.
  • a tachometric carburettor for internal combustion engines comprising in combination means for dividing a flow of fuel delivered by a volumetric pump driven at a speed proportional to that of the engine into two streams through two calibrated orifices and supplying one of said streams to the engine and returning the other to the suction side of the pump, means for equalising the pressures of the fuel downstream of said calibrated orifices, a control member actuated by the inlet pressure of the engine for modifying the relative useful cross-sections of said calibrated orifices in such manner that the flow supplied to the engine varies in accordance with a predetermined law as a function of the inlet pressure, means providing a supplementary calibrated orifice supplied with fuel by the pump in parallel with one of said two calibrated orifices, and a movable member, the movements of which are controlled as a function of the speed of rotation of the engine,
  • tion side of the pump means for equalising the pressures of the fuel downstream of said calibrated orifices, a control member actuated by the inlet pressure of the engine for modifying the relative useful cross-sections of said calibrated orifices in such manner that the flow supplied to the engine varies in accordance with a predetermined law as a function of the inlet pressure, means providing a supplementary calibrated orifice supplied with fuel by the pump in parallel with one of said two calibrated orifices, a movable member, the movements of which are controlled as a function of the speed of rotation of the engine, to control said supplementary calibrated orifice in such manner as to adjust the flow supplied to the engine at constant inlet pressure, and a manometric member connected to said movable member and acted on by said pressure.
  • a tachometric carburettor for internal combustion engines comprising in combination means for dividing a flow of fuel delivered by a volumetric pump driven at a speed proportional to that of the engine into two streams through two calibrated orifices and supplying one of said streams to the engine and returning the other to the suction side of the pump, means for equalising the pressures of the fuel downstream of said calibrated orifices, a control member actuated by the inlet pressure of the engine for modifying the relative useful cross-sections of said calibrated orifices in such manner that the flow supplied to the engine varies in accordance with a predetermined law as a function of the inlet pressure, and a correcting device'responsive to the pressure of the fuel downstream of the pump in such manner as to adjust, as a function member and acted on by said inlet pressure.
  • a tachometric carburettor comprising a plunger connected to said control member and having a face subjected to the pressure of the fuel, said plunger constituting at the same time a connecting member between said control member and said manometric member.
  • a tachometric carburettor for internal combustion engines comprising in combination means for dividing a flow of fuel delivered by a volumetric pump driven at a speed proportional to that of the engine into two streams through two calibrated orifices and supplying one of said streams to the engine and returning the other to the suction side of the pump, means for equalising the pressures of the fuel downstream of said calibrated orifices, a control member actuated by the inlet pressure of the engine for modifying the relative useful cross-sections of said calibrated orifices in such manner that the flow supplied to the engine varies in accordance with a predetermined law as a function of the inlet pressure, a centrifugal device rotationally driven by the engine, and a correcting device responsive to said centrifugal device in such manner as to adjust the flow supplied to the engine at constant inlet pressure.
  • a tachometric carburettor tor internal combustion engines comprising in combination means for dividing a flow of fuel delivered by a volumetric pump driven at a speed proportional to that of the engine into two streams through two calibrated passage means, duct means for supplying one of said streams to the engine, duet means for returning the other stream to the suction side of the pump, means for equalising the pressures of the fuel down stream of said calibrated passage means, control means for modifying the relative useful cross-sections of said calibrated passage means, a piston like member responsive to atmospheric pressure and connected to said control means, means responsive to the inlet pressure of the engine for actuating said control means, and means responsive to the engine speed for actuating said member.
  • a device comprising means for subjecting the said piston like member to the opposing actions of, on the one hand, a pressure which is a function of atmospheric pressure and, on the other hand, the fuel pressure at the delivery of the pump.
  • a device wherein the first named pressure is led by pipe means into the fuel reservoir of the engine.
  • a tachometric carburettor for internal combustion engines comprising in combination means for dividing a flow of fuel delivered by a volumetric pump driven at a speed proportional to that of the engine into two streams through two calibrated passage means, duct means for supplying one of said streams to the engine, duct means for returning the other stream to the suction side of the pump, means for equalising the pressures of the fuel downstream of said calibrated passage means, a control member for modifying the relative useful cross-section of said calibrated passage means, means responsive to the inlet pressure of the engine, operatively connected to said control member, and means responsive to the engine speed, operatively connected to said control member.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US260021A 1962-02-21 1963-02-20 Tachometric carburettors Expired - Lifetime US3168084A (en)

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FR888735A FR1322954A (fr) 1962-02-21 1962-02-21 Perfectionnements aux carburateurs tachymétriques

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DE (1) DE1280003B (de)
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GB (1) GB1036403A (de)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3427980A (en) * 1965-03-22 1969-02-18 Rolls Royce Gear pump
US3710771A (en) * 1971-07-30 1973-01-16 V Cinquegrani Fuel injection apparatus in an internal combustion engine
US4038956A (en) * 1974-09-09 1977-08-02 Cummins Engine Company, Inc. Fluid pressure regulator
US4246879A (en) * 1976-08-27 1981-01-27 Volkswagenwerk Aktiengesellschaft Fuel injection apparatus
EP0152988A2 (de) * 1984-02-23 1985-08-28 ALFA LANCIA S.p.A. Druckregler für ein Benzineinspritzsystem

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1100370B (it) * 1978-11-23 1985-09-28 Montedison Spa Dispositivo a controllo pneumatico per la iniezione indiretta del carburante nei motori a combustione interna
JPS61149535A (ja) * 1984-12-25 1986-07-08 Honda Motor Co Ltd 過給機を備えた内燃エンジンの燃料供給制御方法

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US2456604A (en) * 1945-07-27 1948-12-14 Bendix Aviat Corp Fuel supply system
US2786460A (en) * 1953-08-31 1957-03-26 Bendix Aviat Corp Fuel injection system
US2803233A (en) * 1954-06-15 1957-08-20 Zenith Carburateur Soc Du Carburetors
US2893364A (en) * 1956-04-10 1959-07-07 Chrysler Corp Fuel injection system for an internal combustion engine
US2958320A (en) * 1959-09-03 1960-11-01 Chrysler Corp Fuel injection system
US3008460A (en) * 1959-11-12 1961-11-14 Gen Motors Corp Speed-density fuel metering device

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FR952501A (fr) * 1942-12-29 1949-11-18 Zenith Carburetter Company Ltd Perfectionnements aux dispositifs d'alimentation en combustible pour moteurs à combustion interne
DE914567C (de) * 1945-05-07 1954-07-05 Bendix Aviat Corp Brennstoffzufuehrsystem fuer Brennkraftmaschinen, Gasturbinen od. dgl. mit einer Brennstoffleitung, die eine Brennstoffquelle mit der Maschine verbindet und eine Dosieroeffnung oder -vorrichtung einschliesst
US2611595A (en) * 1947-03-15 1952-09-23 Clifford E Streed Carburetor
GB694387A (en) * 1950-03-09 1953-07-22 Carlo Gianini System of carburation in internal combustion engines, and a carburettor embodying the system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2456604A (en) * 1945-07-27 1948-12-14 Bendix Aviat Corp Fuel supply system
US2786460A (en) * 1953-08-31 1957-03-26 Bendix Aviat Corp Fuel injection system
US2803233A (en) * 1954-06-15 1957-08-20 Zenith Carburateur Soc Du Carburetors
US2893364A (en) * 1956-04-10 1959-07-07 Chrysler Corp Fuel injection system for an internal combustion engine
US2958320A (en) * 1959-09-03 1960-11-01 Chrysler Corp Fuel injection system
US3008460A (en) * 1959-11-12 1961-11-14 Gen Motors Corp Speed-density fuel metering device

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3427980A (en) * 1965-03-22 1969-02-18 Rolls Royce Gear pump
US3710771A (en) * 1971-07-30 1973-01-16 V Cinquegrani Fuel injection apparatus in an internal combustion engine
US4038956A (en) * 1974-09-09 1977-08-02 Cummins Engine Company, Inc. Fluid pressure regulator
US4246879A (en) * 1976-08-27 1981-01-27 Volkswagenwerk Aktiengesellschaft Fuel injection apparatus
EP0152988A2 (de) * 1984-02-23 1985-08-28 ALFA LANCIA S.p.A. Druckregler für ein Benzineinspritzsystem
EP0152988A3 (en) * 1984-02-23 1985-09-25 Alfa Romeo Auto S.P.A. Pressure regulator for a petrol injection system

Also Published As

Publication number Publication date
FR1322954A (fr) 1963-04-05
DE1280003B (de) 1968-10-10
GB1036403A (en) 1966-07-20

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