US3739758A - Regulator mechanism for fuel injection apparatus - Google Patents

Regulator mechanism for fuel injection apparatus Download PDF

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Publication number
US3739758A
US3739758A US00192849A US3739758DA US3739758A US 3739758 A US3739758 A US 3739758A US 00192849 A US00192849 A US 00192849A US 3739758D A US3739758D A US 3739758DA US 3739758 A US3739758 A US 3739758A
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United States
Prior art keywords
air
membrane
fuel
sensor
intake tube
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Expired - Lifetime
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US00192849A
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English (en)
Inventor
H Knapp
R Schwartz
K Eckert
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • F02M69/22—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 comprising a member movably mounted in the air intake conduit and displaced according to the quantity of air admitted to the engine
    • 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
    • F02M69/26—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 varying fuel pressure in a fuel by-pass passage, the pressure acting on a throttle valve against the action of metered or throttled fuel pressure for variably throttling fuel flow to injection nozzles, e.g. to keep constant the pressure differential at the metering valve
    • 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
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • F02M69/36—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines having an enrichment mechanism modifying fuel flow to injectors, e.g. by acting on the fuel metering device or on the valves throttling fuel passages to injection nozzles or overflow passages
    • F02M69/38—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines having an enrichment mechanism modifying fuel flow to injectors, e.g. by acting on the fuel metering device or on the valves throttling fuel passages to injection nozzles or overflow passages using fuel pressure, e.g. by varying fuel pressure in the control chambers of the fuel metering device
    • F02M69/386—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines having an enrichment mechanism modifying fuel flow to injectors, e.g. by acting on the fuel metering device or on the valves throttling fuel passages to injection nozzles or overflow passages using fuel pressure, e.g. by varying fuel pressure in the control chambers of the fuel metering device variably controlling the pressure of the fuel by-passing the metering valves, e.g. by valves responsive to signals of temperature or oxygen sensors

Definitions

  • This invention relates to a regulator mechanism incorporated in a fuel injection apparatus which injects fuel continuously into the air intake tube of an externallly ignited internal combustion engine.
  • the fuel injection apparatus is of the type that has, in a series arrangement, an air sensor and an arbitrarily operated butterfly valve. The sensor is moved as a function of the throughgoing air quantities against a constant resetting force generated by a pressurized liquid which continu' ously and normally under constant pressure actuates at least indirectly the movable member of a quantity distributor valve situated in the fuel line for the metering of fuel quantities proportionately to the air quantities.
  • a fuel injection apparatus of the aforenoted type is that for any operational conditions of the internal combustion engine a favorable fuel-air mixture ratio is automatically obtained in order to ensure a total combustion of the fuel. In this manner the highest possible output of the internal combustion engine is ensured with the smallest possible fuel combustion and thus the generation of poisonous exhaust gases is avoided or at least very substantially reduced. Consequently, the fuel quantity has to be metered very accurately corresponding to the requirements of each operational condition of the internal combustion engine and the proportionality between the air quantities and fuel quantities has to be varied as a function of the engine variables, such as rpm, load and temperature.
  • the variation of the aforenoted proportionality between fuel and air is effected as a function of the engine variables by changing the return force to which the air sensor is exposed.
  • the sensor is exposed, on the one hand, to the force of a spring and, on the other hand, to a fuel pressure which is throttled according to the operational conditions of the internal combustion engine.
  • the throttling of the fuel pressure is effected by a pressure control valve which is actuated by a membrane box responsive to the difference between the total pressure in the intake tube upstream and downstream of the sensor, while taking into consideration the pressure drop across the butterfly valve.
  • the disadvantage of such an arrangement is to be regarded in the fact that, in order to obtain a'sufficiently large setting force of the pressure control valve, the counterpressure in the return conduit leading to the suction side of the fuel delivery pump, is effective in the chamber which forms part of the membrane box constituted of two relatively large-area membranes and which contains the pressure control valve.
  • the aforenoted counter-pressure has a value larger than the atmospheric pressure and, in addition, strongly fluctuates.
  • one membrane which is situated in the membrane box and which is exposed on the one side to the vacuum downstream of the sensor and, on the other side, to the counterpressure is loaded in a direction opposite to the load on the other membrane which is exposed to the differential pressure between the counterpressure and the atmospheric pressure.
  • the two membranes are rigidly connected to one another by means of a connecting member, the position of which determines the flow passage section of the pressure control valve.
  • the opposed loads on the membranes cause, due to their rigid interconnection, a tensioning of the membranes with the result that the shifting of the pressure control valve and thus also the shifting of the sensor and the fuel metering valve no longer corresponds to the operational conditions of the internal combustion engine.
  • the use of a spring for the supply of the resetting force is disadvantageous in that the spring should be relatively soft and long (i.e., it should have a relatively flat spring characteristic) in order to exert a substantially constant return force which is substantially independent of the extent of compression.
  • the regulator mechanism is formed as a flat seat valve and is displaced against the force of a spring as a function of the pressure difference across the sensor and upon a comprison with the pressure difference in the return circuit.
  • the regulator mechanism has a first membrane exposed to fuel pressure and functioning as the movable member of the flat seat valve.
  • a second, larger membrane which is exposed to the pressure difference across the sensor and which is connected with the first membrane by means of a spacer pin.
  • a regulator mechanism permits a substantial amplification of even the smallest changes in the pressure difference across the sensor. These changes may be caused, for example, by the friction of the sensor or the movable part of the quantity distributor valve. According to the invention, by an immediate transitory change of the resetting force the excursion of the sensor is corrected. Further, the aforeoutlined regulating mechanism not only effects a compensation of the pressure drop across the air filter, but is also insensitive to the fluctuating fuel tank counterpressure.
  • FIG. 1 is a longitudinal sectional view illustrating, partly schematically, a fuel injection apparatus incorporating a first embodiment of the invention and FIGS. 2, 3 and 4 are fragmentary longitudinal sections ofa fuel injection apparatus showing three further embodiments of the invention.
  • FIG. 1 there is shown an air intake tube 1 in which fresh combustion air flows in the direction of the arrow.
  • the air impinges on and passes around a suspended sensor 2 and an arbitrarily operated butterfly valve 3 and then flows to the cylinders of an internal combustion engine.
  • the sensor 2 is formed as a plate arranged normal to the direction of air flow and is at its central portion secured to a pivotal lever 4 which is movable in a plane about the pivotal point 5.
  • the sensor may also be formed as a piston displaceable normal to the direction of air flow. In either case, the sensor 2 moves in the intake tube 1 according to a predetermined manner, i.e., as an approximately linear function of the air quantities flowing through the intake tube. In case of a constant return force affecting the sensor 2 as well as a constant air pressure upstream of the sensor 2, the pressure between the sensor 2 and the butterfly valve 3 also remains constant.
  • the sensor 2 transmits its motion through the pivotal lever 4 directly to a control plunger 6 of a fuel metering and quantity distributor valve 7.
  • the radial face 9 of the control plunger 6 remote from the pivotal lever 4 is exposed to a liquid of constant pressure which serves as the return or resetting force urging the sensor 2 against the force exerted thereon by the air flow in the suction of air intake tube 1.
  • Fuel supply is effected by means of a fuel delivery pump 10 which, driven by an electromotor 11, draws the fuel from a tank 12 and forces it through a conduit 13 to the quantity distributor valve 7. From the conduit 13 there extends a return conduit 14 in which there is disposed a pressure limiting valve 15. From the conduit 13 the fuel is admitted into a channel 16 provided in the housing of the fuel quantity distributor valve 7.
  • the channel 16 is in continuous, unthrottled communication with each chamber 18, so that one side of the membrane 20 is continuously exposed to the fuel pressure as generated by the pump 10.
  • the channel 16 also communicates with a circumferential annular groove 17 of the control plunger 6.
  • the control edge 6a bounding the annular groove 17 covers to a greater or lesser extent the control slots 21 each communicating through a channel 22 with a chamber 19 separated from the associated chamber 18 by the membrane 20. From each chamber 19 the fuel is admitted through a channel 23 to the associated individual fuel injection valve, not shown, which is situated in the air intake tube adjacent its engine cylinder.
  • the membrane 20 serves as the movable member of flat seat valves, each being maintained in an open position by means ofa spring 24 when the fuel injection apparatus is not in operation.
  • the membrane boxes each comprising a chamber 18 and 19 ensure that independently from the extent of overlap between the annular groove 17 and the control slots 21, that is, independently from the fuel quantities admitted to the fuel injection valves, the pressure drop at each fuel metering valve 17, 21 remains substantially constant. In this manner it is ensured that the extent of displacement of the control plunger 6 and the metered fuel quantities are proportionate to one another.
  • the pressurized liquid which is used as a constant resetting force affecting the control plunger 6 is fuel.
  • a conduit 27 communicating with a chamber 28 into which extends the control plunger 6 with its radial face 9 that is remote from the pivotal lever 4.
  • an advance throttle 29 by means of which the supply circuit 13 of the metering valve 7 is separated from the control pressure circuit 27, 32 of the regulator mechanism 33 to be described hereinafter.
  • the regulator mechanism 33 corrects the setting errors caused, for example, by the friction of the control plunger 6 and the pivotal lever 4.
  • the pressure in the chamber 28 that is, the normally constant resetting force exerted on the control plunger 6 and the sensor 2 is increased or decreased in a transitory manner.
  • the regulator mechanism 33 is formed as a flat seat valve having a stationarily supported valve seat 36 and a movable member formed as a first membrane 37.
  • the latter is, in the opening direction, exposed to pressurized liquid introduced into the chamber 34 through the conduit 32 and to the fuel tank counterpressure introduced through the return conduit 35.
  • the first membrane 37 is urged into a closed position by a spring 40 exerting its force on a spacer pin 38 secured to the first membrane 37 and to a larger, second membrane 39.
  • the spring 40 which is situated in a chamber 45 of the regulator mechanism 33, engages with one end aspring seat disc 41 which is affixed to the second membrane 39 and is, with its other end, in engagement with a spring seat disc 42.
  • One side of the second membrane 39 bounds a chamber 44 in which prevails, by virtue of a connecting conduit 43, the air pressure in the suction tube 1 between an air filter (not shown) and the sensor plate 2.
  • the other side of the second membrane 39 bounds the chamber 45 in which prevails, by virtue of a connecting conduit 46, the normally constant air pressure in the suction tube 1 between the sensor plate 2 and the butterfly valve 3.
  • the second membrane 39 is exposed to a normally constant pressure difference of the air pressure upstream and downstream of the sensor plate 2.
  • the sensor station 47 associated with the air conduit 46 is arranged in the intake tube 1 immediately downstream of the sensor 2.
  • A designates the area of the second membrane 39 which is exposed to the pressure difference of the air across the sensor 2
  • A designates that portion of the first membrane 37 which is exposed to the counterpressure in the return conduit 35.
  • the force of the spring 40 of the regulator mechanism 33 is variable by means of the shiftable spring seat disc 42.
  • the displacement of the latter is effected by means of a temperature-responsive member 50 which is, for example, a heat-expandable regulator.
  • a temperature-responsive member 50 which is, for example, a heat-expandable regulator.
  • the liquid pressure is applied to the chamber 28 through a dampening throttle 30.
  • the latter effects a substantially temperature-independent dampening of the motion of sensor plate 2 since the dampening liquid is fuel, the viscosity of which varies very little as the temperature changes. This dampening is necessary for limiting an over-shot of sensor 2 during acceleration to control the travelling behavior of the vehicle and to limit the effect of the suction thrusts of the engine.
  • the bias of the spring 40 is variable by means of magnitudes which, in turn, are a function of engine variables other than the engine temperature.
  • a three-dimensional cam 53 which is rotatable in unison with the butterfly valve 3 and which is displaceable in an axial, direction as a function of the vacuum prevailing downstream of the butterfly valve 3, exerts a force on the spring seat disc 42 associated with the spring 40.
  • the three-dimensional cam 53 is axially displaceably secured on the shaft 54 of the butterfly valve 3.
  • the rotary motion of the shaft 54 is transmitted to the three-dimensional cam 53 by means of a coupling member 55.
  • the three-dimensional cam 53 is at one end rotatably secured to a membrane 56 of a vacuum chamber 57.
  • the latter is connected by means of a conduit 58 with a location in the suction tube which is downstream of the butterfly valve 3.
  • the three-dimensional cam 53 is axially displaced by means of the membrane 56 against the force of a resetting spring 59.
  • the three-dimensional cam 53 is in contact with a follower pin 60, the setting motion of which is transmitted through the spring seat disc 42 to the spring 40.
  • the bias of the latter determines the pressure of the resetting force applied to the sensor 2.
  • Magnitudes characterizing the load and rpm are the angular position of the butterfly valve 3 and the vacuum in the suction tube. Consequently, the return force exerted on the control plunger 6 is expediently varied by these magnitudes. Accordingly, the force of the spring 40 is varied as a function of the position of the butterfly valve 3 and the magnitude of the pressure in the suction tube by a corresponding rotation or, respectively, an axial shift of the three-dimentional cam 53. if, for example, in case of full load conditions the butterfly valve 3 is in a position in which the suction tube l is fully open, then a highest output and thus a relatively rich mixture is desired.
  • the return force affecting the sensor 2 has to be slightly decreased so that the control plunger 6 can be shifted into a position in which the control slots 21 are opened to a greater extent and thus correspondingly larger fuel quantities are injected.
  • a relatively higher pressure on the radial face 9 of the control plunger 6 a relatively smaller excursion of the sensor member 2 takes place and, as a result, the air-fuel mixture will be leaner.
  • the bias of the spring 40 of the regulator mechanism 33 is varied by a cam plate 63 which is displaced only by the pressure prevailing in the suction tube downstream of the butterfly valve 3.
  • the cam plate 63 is supported on rollers 64.
  • the setting motion is again transmitted to the spring seat disc 42 by means of the follower pin which is in engagement with the cam plate 63.
  • the butterfly valve 3 is in no way connected with the mechanism that affects the bias of spring 40.
  • the follower pin 60 is displaced by a cam disc 66 which is affixed to the shaft 54 of the butterfly valve 3, so that when the latter is adjusted by means of rotating the shaft 54, the pin 60 is shifted by the cam disc 66. In this manner there is effected only a load-dependent change of the resetting force exerted on the sensor 2.
  • a regulator mechanism for a fuel injection apparatus supplying fuel to an internal combustion engine having an air intake tube provided with an arbitrarily operable butterfly valve, said fuel injection apparatus being of the type that has (a) an air sensor disposed in said air intake tube in series with said butterfly valve and displaceable by the air flow in said intake tube to an extent proportionate to the throughgoing air quantities, (b) a fuel metering and distributor valve including a control plunger connected to said air sensor to be displaced thereby for the metering of fuel quantities in proportion to the air quantities passing through said intake tube, (c) means for applying a normally constant return force to said air sensor, said return force opposiing the force of air flow exerted on said air sensor, said return force being exerted by pressurized fuel, said means incuding a chamber containing said pressurized fuel, comprising A. a conduit communicating with said chamber for discharging pressurized fuel from said chamber,
  • valve seat a relatively small movable membrane cooperating with said valve seat to vary the flow passage section thereof for throttling to a greater or lesser extent the discharge of pressurized fuel from said chamber through said conduit
  • G means for applying the air pressure prevailing in said intake tube downstream of said sensor to the other side of said relatively large membrane and H. a spring urging said relatively small membrane into a closed position towards said valve seat.
  • said device includes A. a cam plate
  • B. means for rotatably and axially displaceably supporting said three-dimensional cam.
  • D. means for axially displacing said threedimensional cam as a function of the air pressure in said intake tube downstream of said butterfly valve and a follower in engagement with said threedimensional cam and in contact with said spring.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
US00192849A 1970-11-07 1971-10-27 Regulator mechanism for fuel injection apparatus Expired - Lifetime US3739758A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19702054911 DE2054911A1 (de) 1970-11-07 1970-11-07 Regelorgan für eine Kraftstoffeinspritzanlage

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US3739758A true US3739758A (en) 1973-06-19

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US00192849A Expired - Lifetime US3739758A (en) 1970-11-07 1971-10-27 Regulator mechanism for fuel injection apparatus

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US (1) US3739758A (fr)
AT (1) AT309902B (fr)
DE (1) DE2054911A1 (fr)
ES (1) ES396757A1 (fr)
FR (1) FR2113004A5 (fr)
GB (1) GB1374444A (fr)
IT (1) IT940485B (fr)
SE (1) SE363375B (fr)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3796200A (en) * 1972-01-26 1974-03-12 Heinrich Knapp Fuel injection apparatus
US3809036A (en) * 1972-01-22 1974-05-07 Bosch Gmbh Robert Fuel injection apparatus
US3868819A (en) * 1971-11-24 1975-03-04 Bosch Gmbh Robert Exhaust gas purifying apparatus
US3915138A (en) * 1973-09-22 1975-10-28 Bosch Gmbh Robert Fuel injection system
US3919992A (en) * 1973-09-28 1975-11-18 Bosch Gmbh Robert Fuel injection system
US3942496A (en) * 1973-10-03 1976-03-09 Robert Bosch Gmbh Fuel injection system
US3951121A (en) * 1973-08-03 1976-04-20 Robert Bosch G.M.B.H. Fuel injection system
US3951119A (en) * 1973-06-09 1976-04-20 Robert Bosch G.M.B.H. Fuel injection system
US3994267A (en) * 1973-06-30 1976-11-30 Robert Bosch G.M.B.H. Fuel injection system for mixture-compressing, externally ignited, stratified charge, internal combustion engines
US4182298A (en) * 1976-06-25 1980-01-08 Robert Bosch Gmbh Warm-up control apparatus for a fuel supply system
US4404947A (en) * 1981-03-10 1983-09-20 Swanson Wayne A Vapor/air control system
US4523568A (en) * 1982-10-13 1985-06-18 Dr. Ing. H.C.F. Porsche A.G. Continuously operating fuel injection system
US5711901A (en) * 1996-06-05 1998-01-27 Walbro Corporation Carburetor having temperature-compensated purge/primer
US6755076B1 (en) * 1999-06-18 2004-06-29 Efs Sa Device for instantaneous ad hoc analysis of an injection flow provided by an injection system used in a heat engine

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2544810C2 (de) * 1975-10-07 1982-04-15 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzanlage
DE2544800A1 (de) * 1975-10-07 1977-04-21 Bosch Gmbh Robert Kraftstoffeinspritzanlage
GB8709773D0 (en) * 1987-04-24 1987-05-28 Collins Motor Corp Ltd Fuel delivery systems

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2937858A (en) * 1957-04-11 1960-05-24 Acf Ind Inc Injection system
US2997036A (en) * 1958-07-30 1961-08-22 Chrysler Corp Fuel injection system
US3013545A (en) * 1959-06-01 1961-12-19 Chrysler Corp Fuel injection system
US3589384A (en) * 1968-01-05 1971-06-29 Bosch Gmbh Robert Flow rate-responsive fuel mixture control device with servomechanism
US3628515A (en) * 1969-12-01 1971-12-21 Bosch Gmbh Robert Measuring device for a fuel injection system
US3680535A (en) * 1969-12-01 1972-08-01 Bosch Gmbh Robert Fuel injection system for combustion engines

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2937858A (en) * 1957-04-11 1960-05-24 Acf Ind Inc Injection system
US2997036A (en) * 1958-07-30 1961-08-22 Chrysler Corp Fuel injection system
US3013545A (en) * 1959-06-01 1961-12-19 Chrysler Corp Fuel injection system
US3589384A (en) * 1968-01-05 1971-06-29 Bosch Gmbh Robert Flow rate-responsive fuel mixture control device with servomechanism
US3628515A (en) * 1969-12-01 1971-12-21 Bosch Gmbh Robert Measuring device for a fuel injection system
US3680535A (en) * 1969-12-01 1972-08-01 Bosch Gmbh Robert Fuel injection system for combustion engines

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3868819A (en) * 1971-11-24 1975-03-04 Bosch Gmbh Robert Exhaust gas purifying apparatus
US3809036A (en) * 1972-01-22 1974-05-07 Bosch Gmbh Robert Fuel injection apparatus
US3796200A (en) * 1972-01-26 1974-03-12 Heinrich Knapp Fuel injection apparatus
US3951119A (en) * 1973-06-09 1976-04-20 Robert Bosch G.M.B.H. Fuel injection system
US3994267A (en) * 1973-06-30 1976-11-30 Robert Bosch G.M.B.H. Fuel injection system for mixture-compressing, externally ignited, stratified charge, internal combustion engines
US3951121A (en) * 1973-08-03 1976-04-20 Robert Bosch G.M.B.H. Fuel injection system
US3915138A (en) * 1973-09-22 1975-10-28 Bosch Gmbh Robert Fuel injection system
US3919992A (en) * 1973-09-28 1975-11-18 Bosch Gmbh Robert Fuel injection system
US3942496A (en) * 1973-10-03 1976-03-09 Robert Bosch Gmbh Fuel injection system
US4182298A (en) * 1976-06-25 1980-01-08 Robert Bosch Gmbh Warm-up control apparatus for a fuel supply system
US4404947A (en) * 1981-03-10 1983-09-20 Swanson Wayne A Vapor/air control system
US4523568A (en) * 1982-10-13 1985-06-18 Dr. Ing. H.C.F. Porsche A.G. Continuously operating fuel injection system
US5711901A (en) * 1996-06-05 1998-01-27 Walbro Corporation Carburetor having temperature-compensated purge/primer
US6755076B1 (en) * 1999-06-18 2004-06-29 Efs Sa Device for instantaneous ad hoc analysis of an injection flow provided by an injection system used in a heat engine

Also Published As

Publication number Publication date
AT309902B (de) 1973-09-10
FR2113004A5 (fr) 1972-06-23
SE363375B (fr) 1974-01-14
IT940485B (it) 1973-02-10
DE2054911A1 (de) 1972-05-10
GB1374444A (en) 1974-11-20
ES396757A1 (es) 1974-04-16

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