US3929114A - Fuel injector arrangement for compressive mixture internal combustion engines - Google Patents

Fuel injector arrangement for compressive mixture internal combustion engines Download PDF

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Publication number
US3929114A
US3929114A US497148A US49714874A US3929114A US 3929114 A US3929114 A US 3929114A US 497148 A US497148 A US 497148A US 49714874 A US49714874 A US 49714874A US 3929114 A US3929114 A US 3929114A
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United States
Prior art keywords
control
arrangement
valve
fuel
differential pressure
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Expired - Lifetime
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US497148A
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English (en)
Inventor
Asoke Chattopadhayay
Karl Schmidt
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Deutsche Vergaser GmbH and Co KG
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Vergaser Gmbh & Co Kommanditge
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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
    • F02M69/26—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
    • F02M69/16—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
    • F02M69/18—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
    • F02M69/24—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 for transmitting the movement of the air throttle valve actuated by the operator to the valves controlling fuel passages
    • 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

  • the fuel quantity control arrangement is carried out through the intermediary of a differential pressure producer which measures the airflow rate, and which includes connected thereto a pneumatic control power amplifier.
  • the present invention relates to a fuel injector ar rangement for compressive mixture internal combustion engines having a fuel quantity control arrangement, and with an air intake passageway within which there is located a variably actuatable throttle valve.
  • the controlling force provided for by the airflow rate gauge is inadequate to satisfactorily actuate the fuel quantity control arrangement of the control valve of a servomotor.
  • the foregoing object is attained in that the actuation of the fuel quantity control arrangement is carried out through the intermediary of a differential pressure producer which measures the airflow rate, and which includes connected thereto a pneumatic control power amplifier.
  • the differential pressure producer be provided with a variable cross-section restriction located in the air intake passageway.
  • the differential pressure producer consists of a baffle valve which is eccentrically positioned in the air intake passageway upstream of the throttle valve, and is mounted on a shaft and mechanically connected with the control power amplifier.
  • control power amplifier consists of a spring-loaded control pressure piston which is located within a control cylinder, and which is subjected to the prevailing pressure in the air intake passageway upstream and downstream of the differential pressure producer.
  • the differential pressure producer and the control power amplifier are provided with a common return or resetting installation, and particularly, a return spring.
  • a shaft is located in the rotational axis of the differential pressure producer, by means of which the rotational movement of the latter is transmissible to the fuel quantity control arrangement, and wherein a toothed gear segment is fastened onto the shaft and adapted to cooperatively engage a gear rack which is connected with the control pressure piston of the control power amplifier.
  • the measured values of the differential pressure producer and any of the particular settings of the throttle valve, or a measured value of the engine rotational speed is suitably converted by means of a rotatable and axially displaceable three-dimensional cam into an integrated signal, and through which there'is controlled a fuel quantity distributor.
  • a fuel quantity distributor the latter of which is provided with a sensing roller.
  • the surface of the cam is profiled in accordance with the characteristic data of the engine.
  • the differential pressure producer and control power amplifier are so oriented whereby the directions of movement of their movable parts are not directed in a parallel relationship.
  • the quantity of the injected fuel be dependent upon the engine temperature.
  • a differential pressure valve which includes a control membrane, and with the latter being subjected to a control pressure which is received from a control conduit through the intermediary of a temperature-sensitive control pressure valve from a constant pressuremaintained portion of the fuel supply conduit upstream of the fuel quantity distributor.
  • the fuel injection valve itself is in conformance with the usual type of construction, with or without addition of air.
  • the advantages which are achieved through the invention consist also in particular that, upon a sudden opening of the throttle valve (acceleration cycle), the differential pressure producer, as well as the control power amplifier, will immediately act more strongly in an opening sense on the fuel quantity control installation due to the sudden increase in differential pressure as would be the actual airflow rate.
  • additional fuel is released for the acceleration cycle, without the need for any special accelerating pump.
  • the differential pressure producer and control power amplifier return into the position corresponding to the increased airflow rate, which is determined by the spring constants of the return spring.
  • the differential pressure producer Upon a sudden throttling of the air inlet, the differential pressure producer, as well as the control power amplifier, advantageously act in a considerably stronger closing sense on the fuelquantity control arrangement, as with the actual reduced airflow rate. This causes the occurrence of a desired leaning, by means of which there are avoided all of the undesirable side effects of an excessively enriched mixture, as for example, unnecessary air pollution due to insufficient combustion. Subsequently, the differential pressure producer and control power amplifier in this case also move again into the position corresponding to the reduced airflow rate.
  • FIG. 1 illustrates an air intake passageway of an internal combustion engine including a fuel control arrangement according to the present invention
  • FIG. 2 illustrates the fuel control circuit in further detail
  • FIG. 3 shows the detail of the three-dimensional cam of the fuel control arrangement
  • FIG. 4 shows an enlarged sectional detail view of the valve structure for the fuel control arrangement.
  • FIG. 1 illustrates an air intake passageway 11 of an internal combustion engine (not shown) through which aspirated air flows in the direction indicated by the arrow.
  • the variably adjustable throttle valve 12 By means of the variably adjustable throttle valve 12 there is regulated the quantity of the throughflowing air.
  • a differential pressure producer 13 Upstream of the throttle valve 12, the latter of which may be replaced by any other suitably constructed throttle element, there is provided a differential pressure producer 13, which consists of a baffle valve 15 mounted on a shaft 14 eccentrically located in the air intake passageway 11.
  • the control power amplifier 18 consists of a control cylinder 20, the control pressure piston 17, a return spring 21, a piston rod 22, the gear rack 19 which is fastened to the piston rod, and control pressure conduits 23 and 24.
  • the control pressure conduit 23 terminates upstream of the baffle valve 15, and the control pressure conduit 24 terminates downstream thereof.
  • the air intake passageway 11 which, in the region of the baffle valve 15, is formed into a rectangular cross-section, is provided with a recess downstream of the baffle valve 15 which is illustrated in the closed operative position, adapted to receive a profile in conformance with the characteristics of the internal combustion engine.
  • Toothed gear segment 16 and gear rack 19, as shown, are preferably located exteriorly of the air intake passageway 11.
  • a three-dimensional profile cam 25 is mounted on shaft 14 which is axially displaceable, but is not rotatable relative to the shaft due to a not illustrated groove-spring arrangement.
  • a lever 27 which is pivotable about rotational axis 26 extends with one end thereof into a circumferential groove 28 in the sectionally illustrated cam 25, while the other lever end is rigidly connected with the shaft 30 of the throttle valve lever 31 of throttle valve 12, through the linkably connected rod 29. In this manner, oscillation of the throttle valve 12 leads to a longitudinal displacement, and pivoting of the baffle valve 15 to a central rotation of the three-dimensional cam 25.
  • the fuel quantity control arrangement 32 consists of a quantity distributing housing 33 having distributing bores 34, 35, 36, 37 which lead through a fuel conduit 40, a differential pressure valve 41, a fuel conduit 42, and an injector valve 43 of standard construction to the suction conduit section above the inlet valves of the four engine cylinders which are illustrated in this example.
  • the quantity distributor 38 is rotatably supported within the fuel quantity distributing housing 33.
  • the latter includes a central bore 39 through which the fuel is introduced, and four radial bores which lead to the distributing bores of the quantity distributing housing 33.
  • the quantity distributor 38 is rotatable through the intermediary of a lever 44. At the end of the lever 44 there is located a sensing roller 45 which lies on the profiled surface of the cam 25. In accordance with the position of the cam 25, the distributing bores of the quantity distributing housing are more or less offset with respect to the radial bores of the quantity distributors.
  • the fuel inlet to the quantity distributor is effected through the fuel pump 46 from the fuel receptacle 47 through the fuel conduit 48, the fuel filter 49, the pressure resistance or return valve 61, and the fuel conduits 50 and 51.
  • a return conduit 53 branches off from the conduit connection 52 for the fuel conduits 50 and 51, and is again connected with the fuel receptacle 47 through a pressure control valve 54, conduit 55, a valve 56, and a conduit 57.
  • the pressure control valve 54 is so adjusted, so that a constant pressure is maintained in the fuel conduit 51 upstream of the quantity distributor 38 with respect to atmosphere.
  • a further return conduit 58 branches off from conduit connection 52, and which is also connected with the fuel receptacle 47 through a control pressure valve 59, and a conduit 60 with the conduit 55, and from there through the valve and the conduit 57.
  • a control conduit 62 leads from the control pressure valve 59 to the control pressure chamber of the differential pressure valve 41.
  • the pressure drop of the fuel flowing back through the return conduit 58 and the conduit through the control pressure valve 59 is of significance with respect to the magnitude of the pressure which is present in the control conduit 62.
  • FIG. 4 of the drawings there is illustrated in section a compact construction for a pressure differential valve 41, a return pressure valve 61, control pressure valve 59, control pressure valve 54, and valve 56, together with all associated conduit connections.
  • the valve construction is built into a housing including an upper portion 63 and a lower portion 64, which are screwed together. In the breach plane between the portions, as far as applicable, there are located the membranes for the valves.
  • the fuel flows from the fuel receptacle 47 through the fuel conduit 48, the fuel filter 49, and the fuel pump 46, into the inlet connections 65 of the return pressure valve 61.
  • the return pressure valve 61 essentially consists of control membrane 66 having valve plate 67 fastened thereto, the valve seat 68, the valve spring 69, and the actuator 70.
  • the return pressure valve 61 At too low a fuel pressure, for example, when the fuel pump is inactive, the return pressure valve 61, as shown, is closed. Consequently, the fuel cannot flow back into the fuel receptacle 47. At a running fuel pump, the return pressure valve 61 is, however, opened and the fuel flows through the fuel conduit 50. From there a connection to the pressure regulating valve 54 is formed through the return conduit 53.
  • the pressure regulating valve 54 consists essentially of a cylinder bore 71, a piston 72 adapted to slide therein, a piston spring 73, and an adjusting screw 74 which includes a vent opening 75 to atmosphere.
  • piston spring 73 is pretensioned by means of the adjusting screw 74 so that, upon achieving a desired system pressure, the outlet of conduit 55 is released or opened i valve plate 77 which a thereto fastened guide rod 78,
  • valve spring 79 and closure cap 80 The valve 56 which is closed in the resting position, is opened by means of actuator 70 as soon as the return pressure valve 61 opens. This will release a limited, adjustable opening cross-section. During the resting or inoperative position of the fuel pump 46, the closed valve 56 prevents return flow of the fuel through the conduit 57.
  • a further return conduit 58 leads to the control pressure valve 59, the latter of which essentially consists of a control member 81, a thereto fastened valve plate 82, a valve seat 83, an upper valve spring 84, a lower valve spring 85, and through an expanding material element 86, an adjustable plate spring 87.
  • bypass conduit 89 which is calibrated through a nozzle 90, leads to the control pressure chamber 91 which is located above the control membrane 81.
  • the throttling provided by the nozzle 90 effects an additional engine start fuel enrichment.
  • a bypass bore 92 located in valve seat 83 further facilitates provision of a definite minimum quantity during operation the return flow.
  • the elastic material element 86 is dependent upon engine temperature. At a low engine temperature, the plate spring 87 is consequently pulled downwardly so as to reduce the load on the lower membrane spring 85. This has the result that a larger opening cross-section is provided at valve seat 83 so that the pressure drops in the control pressure chamber 91. Since by means control conduit 62 there is provided a connection to the control pressure chamber 93 of the differential pressure valve 41, the pressure therein also drops so that the membrane 94 is downwardly deflected, and thereby takes along a dosing needle 95 which is fastened to the membrane which, in turn, forms a larger opening crosssection for the fuel dosage aperture 97 which is located in a valve housing cover 96. Consequently, through the fuel conduit 40, for a cold engine, there may be advantageously conveyed a larger fuel quantity into the fuel conduit 42, and from there into the injector valve 43, than for a warmer engine (cold start fuel enrichment).
  • an air pump 99 which is driven in dependence upon rotational speed, and which is in the position to provide an air quantity in dependence upon rotational speed, or respectively, to produce a rotational speed dependent operating pressure.
  • the operating pressure of the pump comes into effect through the conduit 100 in the control pressure chamber 101 of cylinder 102.
  • the piston 103 located in cylinder 102 is downwardly displaced against the force of return spring 104.
  • the piston rod 1 05 v therebypivots, through the intermediary of a linkage rod98, downwardly towards the right end of thelever 27 so that, ina desired manner, the cam is upwardly displaced.
  • advantage ofthe invention lies in the ready availability of a sufficiently large control force also in the idle and low-loadoper'ating ranges of the engine without the need for an additional measure of "valve, in conjunction with th e differential pressure valve, provides a simple cold start fuel enrichment, and in which the elimination of any external energy provides for a compact and unhindered construction.
  • a fuel injector arrangement for compressive mixture internal combustion engines including a fuel quantity control installation, and an air intake passageway having a variably actuatable throttle valve disposed therein, the improvement comprising a shaft eccentrically located in said air passageway upstream of said throttle valve, differential pressure producing means for actuating said fuel quantity control installation mounted on said shaft and including a baffle valve, said differential pressure producing means being adapted to measure the air flow rate through said passageway, pneumatic control power amplifier means, and means for mechanically connecting said baffle valve and said control power amplifier means.
  • control power amplifier means including a control cylinder and a control cylinder piston slidably located in said control cylinder, said piston being subjected to the pressure in said air intake passageway upstream and downstream of said differential pressure producing means.
  • said fuel quantity distributor including a sensing roller in contact with said profiled cam for transmitting the measured value of said differential pressure producing means in response to rotation of said cam and the particular position of said throttle valve.
  • An arrangement as claimed in claim 1, comprising a fuel injector valve; a differential pressure valve being connected intermediate said fuel injector valve and said fuel quantity distributor, said differential pressure valve including a control membrane subjected to a of said cam.

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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)
US497148A 1973-08-13 1974-08-12 Fuel injector arrangement for compressive mixture internal combustion engines Expired - Lifetime US3929114A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE2340834A DE2340834C2 (de) 1973-08-13 1973-08-13 Brennstoffeinspritzeinrichtung für gemischverdichtende Brennkraftmaschinen

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US3929114A true US3929114A (en) 1975-12-30

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US497148A Expired - Lifetime US3929114A (en) 1973-08-13 1974-08-12 Fuel injector arrangement for compressive mixture internal combustion engines

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US (1) US3929114A (it)
DE (1) DE2340834C2 (it)
FR (1) FR2282046A1 (it)
GB (1) GB1454855A (it)
IT (1) IT1018857B (it)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4058100A (en) * 1975-03-14 1977-11-15 Nippon Soken, Inc. Intake air flow rate measuring device for internal combustion engine
US4100904A (en) * 1973-09-28 1978-07-18 Robert Bosch Gmbh Fuel injection system
US4143102A (en) * 1975-12-22 1979-03-06 Pierburgh Gmbh & Co. Kg Control arrangement for mixture compressing combustion engines
US4154202A (en) * 1976-06-04 1979-05-15 Pierburg Gmbh & Co. Kg Fuel quantity distributor
US4266520A (en) * 1978-07-13 1981-05-12 Pierburg Gmbh & Co. Kg Fuel-air mixture arrangement with an air-compressing super-charger for a combustion engine
US4495115A (en) * 1981-12-12 1985-01-22 Daimler-Benz Ag Downdraft carburetor for internal combustion engines
ES2120876A1 (es) * 1994-12-09 1998-11-01 Bosch Gmbh Robert Dispositivo de alimentacion de combustible para un motor de combustion interna.

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE387410B (sv) * 1974-11-25 1976-09-06 Clean Air Co Anordning for insprutningsforgasare
GB1546074A (en) * 1975-05-15 1979-05-16 Tecalemit Ltd Fuel injection systems for internal combustion engine
DE2554725A1 (de) * 1975-12-05 1977-06-08 Bosch Gmbh Robert Kraftstoffeinspritzanlage
DE2758065A1 (de) * 1977-12-24 1979-07-05 Audi Nsu Auto Union Ag Kraftstoff-einspritz-anlage
DE2904976A1 (de) * 1979-02-09 1980-08-21 Audi Nsu Auto Union Ag Kraftstoff-einspritzanlage
DE2924056C2 (de) * 1979-06-15 1982-06-09 Pierburg Gmbh & Co Kg, 4040 Neuss Brennstoffeinspritzeinrichtung
JPS5656938A (en) * 1979-10-15 1981-05-19 Nissan Motor Co Ltd Apparatus for detecting opening of throttle valve
CN105317533A (zh) * 2015-11-12 2016-02-10 哈尔滨工程大学 一种相继增压***空气阀开启控制装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3284062A (en) * 1964-05-13 1966-11-08 Ford Motor Co Fuel metering control for a constant metering force carburetor
US3348824A (en) * 1965-06-10 1967-10-24 Inst Francais Du Petrole Automatic arrangement for a carburetor
US3539159A (en) * 1967-09-20 1970-11-10 Bosch Gmbh Robert Flow rate-responsive fuel mixture control device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3284062A (en) * 1964-05-13 1966-11-08 Ford Motor Co Fuel metering control for a constant metering force carburetor
US3348824A (en) * 1965-06-10 1967-10-24 Inst Francais Du Petrole Automatic arrangement for a carburetor
US3539159A (en) * 1967-09-20 1970-11-10 Bosch Gmbh Robert Flow rate-responsive fuel mixture control device

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4100904A (en) * 1973-09-28 1978-07-18 Robert Bosch Gmbh Fuel injection system
US4058100A (en) * 1975-03-14 1977-11-15 Nippon Soken, Inc. Intake air flow rate measuring device for internal combustion engine
US4143102A (en) * 1975-12-22 1979-03-06 Pierburgh Gmbh & Co. Kg Control arrangement for mixture compressing combustion engines
US4154202A (en) * 1976-06-04 1979-05-15 Pierburg Gmbh & Co. Kg Fuel quantity distributor
US4266520A (en) * 1978-07-13 1981-05-12 Pierburg Gmbh & Co. Kg Fuel-air mixture arrangement with an air-compressing super-charger for a combustion engine
US4495115A (en) * 1981-12-12 1985-01-22 Daimler-Benz Ag Downdraft carburetor for internal combustion engines
ES2120876A1 (es) * 1994-12-09 1998-11-01 Bosch Gmbh Robert Dispositivo de alimentacion de combustible para un motor de combustion interna.

Also Published As

Publication number Publication date
IT1018857B (it) 1977-10-20
FR2282046A1 (fr) 1976-03-12
GB1454855A (en) 1976-11-03
DE2340834B1 (de) 1974-07-18
DE2340834C2 (de) 1975-03-27
FR2282046B1 (it) 1981-05-29

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