EP0030979A1 - Brennstoff-einspritzvorrichtung - Google Patents

Brennstoff-einspritzvorrichtung Download PDF

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Publication number
EP0030979A1
EP0030979A1 EP80901125A EP80901125A EP0030979A1 EP 0030979 A1 EP0030979 A1 EP 0030979A1 EP 80901125 A EP80901125 A EP 80901125A EP 80901125 A EP80901125 A EP 80901125A EP 0030979 A1 EP0030979 A1 EP 0030979A1
Authority
EP
European Patent Office
Prior art keywords
fuel
air
valve
solenoid valve
voltage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP80901125A
Other languages
English (en)
French (fr)
Other versions
EP0030979B1 (de
EP0030979A4 (de
Inventor
Kei Kimata
Tsugito Nakazeki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NTN Corp
Original Assignee
NTN Corp
NTN Toyo Bearing Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by NTN Corp, NTN Toyo Bearing Co Ltd filed Critical NTN Corp
Publication of EP0030979A1 publication Critical patent/EP0030979A1/de
Publication of EP0030979A4 publication Critical patent/EP0030979A4/de
Application granted granted Critical
Publication of EP0030979B1 publication Critical patent/EP0030979B1/de
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0015—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using exhaust gas sensors
    • F02D35/0046—Controlling fuel supply
    • F02D35/0092—Controlling fuel supply by means of fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1474—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method by detecting the commutation time of the sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
    • 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

Definitions

  • the invention relates to a fuel injection device of the type which maintains the pressure difference on either side of a control valve (or air flow detection valve) mounted in a pipe at a predetermined value. , thereby detecting the air flow drawn into a motor from the degree of opening of this regulating valve, while simply establishing a unique correspondence between the degree of opening of the regulating valve and the area d opening of a fuel measurement valve, and maintaining the pressure difference on either side of the fuel measurement valve at a predetermined value, this predetermined value being adjusted by opening and closing a solenoid valve, so as to compensate for the air-fuel ratio.
  • a control valve or air flow detection valve
  • the prevailing pressure is varied in the bellows of a servomechanism detecting the air flow, by means of a heater, so as to correct the basic air-fuel ratio, determined by the servomechanism, to maintain the time ratio at a predetermined value thereby maintaining the air-fuel ratio at a desired constant value, while reducing the time required to perform the air-fuel ratio compensation, so as to adapt to engine operating conditions and to improve the response characteristics of this one.
  • the invention aims to overcome these disadvantages by creating an improved apparatus.
  • the heating device mounted in the bellows of the servomechanism of the conventional device described above is replaced by a second solenoid valve mounted in the fuel pressure control circuit, in parallel with the first solenoid valve, so that the on-off operation of this second solenoid valve corrects the basic air-fuel ratio. It is then possible, thanks to this arrangement, to eliminate the drawbacks of the conventional device without losing its advantages.
  • the reference 1 designates an air flow measurement block comprising a servomechanism A and a valve opening mechanism B; reference 2 designates a fuel flow measurement block; and reference 3 designates a pressure difference adjustment device.
  • the servomechanism A detects the pressure difference P 1 - P 2 on either side of a control valve 5 (or air flow detection valve) mounted in a suction pipe 4, by means of a diaphragm 6, and operates in such a way that if P1 - P 2 deviates from the basic setting value, this servomechanism modifies the opening surface of a variable orifice 7 and modifies, in the opening mechanism of valve B, a control pressure P n which varies between P 1 and P 2 in proportion to the opening surface, following a law of correspondence with the deviation, and delivers this pressure to an operating member 8 so as to correct the degree of opening of the flow detection valve 5 in a direction making it possible to keep the pressure difference P1 - P 2 constant, so that the opening surface of this flow detection valve 5, that is i.e.
  • the air flow measurement block 1 is of the so-called variable surface type.
  • the changes in the opening surface of the air flow measurement block 1 are proportional to the axial displacements of a rod 9.
  • the fuel flow measuring block 2 operates in association with the rod 9 so that the air flow and the fuel flow measured by the measuring block 2 are kept proportional, thereby giving an air-to-air ratio. constant fuel.
  • this is determined by the basic setting value of the servomechanism A, i.e. by the relation existing between the elastic forces of the springs 10, 11 and of a bellows 12, and the pressure force with which a gas at pressure and nominal temperatures (for example 1 atm.
  • the fuel flow measurement block 2 operates in proportion to the degree of opening of the air flow detection valve 5.
  • the fuel flow measurement block 2 comprises a ball 14 housed in a conical hole 13, and the clearance formed between the surface of this ball 14 and the interior surface of the hole 13 constitutes an increasing fuel measurement valve, the aperture varies linearly.
  • the position of the ball 14 inside the hole 13 is controlled by the rod 9 moving in the axial direction in proportion to the degree of opening of the air flow detection valve 5.
  • the surface the opening of the measurement valve 15 is proportional to the degree of opening of the air flow detection valve 5, that is to say the air flow drawn into the motor 16.
  • the pressure difference P L - P F on either side of the measurement valve 15 is maintained at a predetermined value by the pressure difference adjusting device 3, whereby the fuel flow through the measurement valve 15 is proportional to the opening surface thereof, which makes it possible to obtain a predetermined air-fuel ratio.
  • the pressure difference adjusting device 3 comprises chambers a, b and c separated from each other by diaphragms 17 and 18, and springs 19 and 20 are mounted respectively in chambers a and c.
  • the chamber a receives the pressure P F prevailing downstream of the fuel measurement valve 15 and communicates with a vaporizer 21 mounted in the suction pipe.
  • a pressure line P L (at the pressure prevailing on the upstream side of the measurement valve 15) maintained at a predetermined value by a safety valve 23, is connected to the chamber b by means of a first solenoid valve 22 mounted in a pressure control circuit d.
  • the reference 24 designates an orifice placed in the fuel pressure control circuit d, on the downstream side of the chamber b.
  • the pressure line P L is connected to the chamber c via a second solenoid valve 25 mounted in parallel with the first solenoid valve 22 in the fuel pressure control circuit d, and via an orifice 26 short-circuiting the second solenoid valve 25.
  • the reference 27 designates an orifice placed in the pressure control circuit d on the downstream side of the chamber c.
  • the fuel pressure control circuit d constitutes a circuit passing through a tank 28, a pump 29, the safety valve 23, the first solenoid valve 22, the second solenoid valve 25, the orifice 26, the pressure difference adjusting device 3, and the orifices 24 and 27, to return to the reservoir 28.
  • Reference 30 designates an electronic control unit which controls all or nothing, on the basis of their logic, the first and second solenoid valves 22 and 25, by signals from an O 2 detector 31, a cooling water temperature detector 32 and a negative suction pipe pressure detector 33 detecting the operating conditions of the engine. If it is assumed that the first and second solenoid valves 22 and 25 are both in the open state, the chambers b and c of the pressure difference adjusting device 3 are subjected to the pressure P L prevailing on the upstream side of the fuel measurement valve 15, and at the pressure acting on the diaphragm 17, that is to say that the pressure difference P L - P F on either side of the fuel measurement valve 15 is determined by the elastic forces of the springs 19 and 20 for adjusting the pressure difference.
  • the opening-closing (on-off) of the first solenoid valve 22 is controlled by the electronic control unit 30 and if, for example, the duration of closing (stopping) of this first solenoid valve, 22 becomes longer, the pressure P L in the chamber b decreases, so that the elastic forces of the springs adjustment 19 and 20 increase the opening surface of the variable orifice 36 constituted by a self-centered valve 34 and a valve seat 35 placed in the chamber a, so that the pressure difference P L - P F between the chambers a and b are adjusted to a predetermined value thereby reducing the pressure in chamber a.
  • the pressure P F downstream of the fuel measurement valve 15 decreases at the same time as the pressure in the chamber b.
  • the air-fuel ratio is compensated towards the fuel-rich values according to the operating conditions of the engine.
  • the air-fuel ratio is compensated towards the fuel-poor values by reversing the above process, according to the operating conditions of the engine.
  • the magnitude of the elastic forces of the pressure difference adjusting springs 19 and 20 is adjusted to the fuel-poor values.
  • the air-fuel ratio can be compensated towards the fuel-poor values.
  • the compensation of the air-fuel ratio by the second solenoid valve 25 uses the ratio of the times of presence of the rich and poor signals as a control factor. It can thus be considered that it is the compensation of the basic air-fuel ratio determined by the servomechanism A. Consequently, the air-fuel ratio can be maintained at the desired constant value and the time necessary to compensate for the air ratio. -fuel so as to adapt it to the operating conditions of the engine, can be reduced, which means that the response characteristic of the control is thus improved. This will be described in more detail below.
  • FIG. 2 is a circuit diagram of the electronic control unit 30.
  • the reference 32 designates a water temperature detector intended to detect the temperature of the engine cooling water.
  • the voltage at the junction 63 between this water temperature detector 32 and a fixed resistor 41 varies with the temperature of the water temperature detector 32. When the temperature rises, the resistance decreases and the voltage increases. In the opposite case, the voltage decreases.
  • the voltage at junction 63 is applied to the non-inverted input of a comparison block 57 via a resistor 42, while a signal from a triangular wave generator 56 is applied to the reverse input of comparison block 57.
  • the output of the water temperature detector 32 is connected, via a diode 43, to a voltage divider comprising the resistors 44, 45 and 47.
  • the reference 31 designates a 0 2 detector placed in the system exhaust to detect the components of gases exhaust in order to provide electrical signals, this 0 2 31 detector being connected to a resistor 53 and to the inverted input of a comparison block 90.
  • the output signal of the comparison block 90 is applied to the base of a transistor 48 via a resistor 91, while a constant voltage coming from a voltage divider comprising the resistors 92 and 93 is applied to the non-inverted input of the comparison block 90.
  • the collector of transistor 48 is connected to resistor 47.
  • the output signal from comparison block 57 is applied to the base of a transistor 59 via a resistor 58, so as to supply the first solenoid valve 22 connected to the collector of transistor 59.
  • Reference 61 designates a diode connected in parallel to the first solenoid valve 22; reference 62 designates a power source; and the reference 60 designates an amplifier transistor whose base is connected to the emitter of the transistor 59.
  • the maximum value of the voltage at the input of the comparison block 57, at the location of the junction 50, is determined by the voltage appearing at a junction 49 constituting a voltage divider.
  • the operation of diode 43 causes the application of the voltage at junction 63 as the input voltage of the comparison block 57.
  • this input voltage is determined by the voltage at junction 49.
  • This voltage at junction 49 is determined by conduction or breaking of transistor 48 and this conduction or cut-off of transistor 48 are determined by the output signal from comparison block 90.
  • the detector temperature of 0 2 31 is low and that its resistance is high, or that this temperature is high and that a rich mixing signal is emitted.
  • the voltage at the inverted input of the comparison block 90 (that is to say the voltage at the junction 54) is higher than the voltage at the non-inverted input (constant voltage), so that comparison block 90 does not supply not transistor 48. Consequently, the voltage at junction 49 is determined by resistors 44 and 45 and becomes high.
  • the voltage at the junction 54 is low and the output of the comparison block 90 becomes positive thereby supplying the transistor 48. In in this case, therefore, the voltage at junction 49 is determined by resistors 44, 45 and 47 and becomes low.
  • the voltage at junction 49 provides a pulse (rectangular voltage), the amplitude of which is determined by resistors 44, 45 and 47 depending on the temperature and the signal ⁇ (rich or poor signal) coming from the detector of 0 2 3 1 .
  • the voltage appearing at the junction 50 is controlled by the water temperature detector 32 and by the detector of 0 2 31, as shown in FIG. 3.
  • the voltage at junction 50 is applied to the non-inverted input of the comparison block 57, and compared to a triangular wave of constant amplitude and constant period produced by the wave generator triangular 56 at the inverted input of the comparison block 57. If the control voltage at the junction 50 is higher than the voltage of this triangular wave, the output of the comparison block 57 becomes positive. Consequently the transistor 59 becomes conductive as well as the transistor 60 so that the current of the source 62 can pass to come to put in "start" the first solenoid valve 33. On the contrary if the control voltage at the junction 50 is lower at the voltage of the triangular wave, the output of the comparison block 57 is negative so that the transistors 59 and 60 are switched off and that the first solenoid valve 22 is "off".
  • Part D of FIG. 2 is the control circuit for the second solenoid valve 25.
  • a comparison block 96 compares the voltage at junction 54, the value of which is changed by the 0 2 31 detector, with a constant voltage supplied by a voltage divider comprising resistors 94 and 95.
  • a comparison block 81 applies the voltage from junction 49 to the input not inverted, via a resistor 77 and a capacitor 78, and also applies the voltage of a junction 88 comprised between a resistor 79 and a variable resistor 80, at the inverted input, so as to compare these two tensions.
  • the transistor 48 is supplied by the comparison block 90, the voltage at junction 49 having a low value determined by resistors 44, 45 and 47, a ° _ so that this voltage applied to the non-inverted input of the comparison block 81 and damped by resistance 77 and capacitor 78, is lower than the voltage at junction 88 , the comparison block 81 then providing a voltage corresponding to "0".
  • the comparison block 81 Conversely if the detector of 0 2 31 is at high temperature and emits a rich signal, the voltage at the non-inverted input of the comparison block 81 becomes higher than the voltage at the inverted input, and the comparison block 81 provides a voltage corresponding to "1".
  • This output voltage of the comparison block 81 is filtered by an integrator circuit consisting of a resistor 82 and a capacitor 83, and applied to the non-inverted input of a comparison block 104.
  • the inverted input of the block comparator 104 receives the output voltage of the triangular wave generator 56.
  • the comparison block 104 provides a positive output and supplies the transistors 84 and 85 so that they activate (ie open) the solenoid valve 25. In the opposite case, the transistors cut (close) the second valve to solenoid 25.
  • the period of this opening and closing operation is determined by the period of the triangular wave voltage produced by the triangular wave generator.
  • the ratio of opening-closing times is determined by the voltage at the non-inverted input of the comparison block 104.
  • the reference 105 designates a diode mounted in parallel on the solenoid valve 25.
  • the output signal of the comparison block 81 lasts longer than the voltage corresponding to "O", so that the voltage applied to the non-inverted input of the comparison block 104 is averaged by the resistor 82, and that the capacitor 83 has a value of "0.5" or less.
  • the cut-off time (closing) of the second solenoid valve 25 is longer than its running time (opening).
  • the output signal of the comparison block 81 lasts longer than the voltage corresponding to a "0", so that the voltage applied to the non-inverted input of the comparison block 104 is averaged, by the resistor 82 and the capacitor 83, to a value of "0.5" or less.
  • the cut-off time (closing) of the second solenoid valve 25 is longer than its running time (opening).
  • the air-fuel ratio can be compensated for the entire operating time, so as to remain equal to the theoretical air-fuel ratio, by decoction of the engine operating conditions, and moreover the response characteristics can be improved by shortening the operating valve 22 cycle necessary for compensation.
  • control circuit D of the second solenoid valve 25 is mounted so that the 0 2 detector detects the instant of start of normal operation to compensate for the basic air-fuel ratio, c that is to say the case simply where the temperature of the cooling water is higher than the set temperature and where the 0 2 detector is in the active position so as to compensate for the basic air-fuel ratio for carrying out the compensation for the basic normal air-fuel ratio.
  • the output of the cooling water temperature detector 32 is applied to the inverted input of a comparison block 100 via a resistor 99 while the voltage between the resistors 97 and 98 constituting a divider. voltage, is applied to the non-inverted input so as to compare these voltages, and if the voltage at junction 63 is less than the setting value, i.e. if the temperature of the cooling water is lower than the set temperature, the comparison block 100 provides a positive output signal supplying a transistor 103 via a resis tance 101.
  • the collector of transistor 103 is connected to the power source via a resistor 102 as well as to the power source circuit of the comparison block 81, and cuts, when energized, the passage of current to the power source circuit of the comparison block 81.
  • the comparison block 100 makes the transistor 103 nonconductive and allows an electric current to pass from the power source to the power source circuit of the block comparator 81 via resistor 102.
  • control factors of the electronic control unit 30 have been limited to the signals from the 0 2 sensor 31 and the cooling water temperature sensor 32, but if others control factors, such as acceleration and full throttle parameters, are added to terminals 64 and 65 of FIG. 2, the air-fuel ratio can be adapted more precisely to the operating conditions of the engine.
  • control factors such as acceleration and full throttle parameters
  • the arrangement makes it possible to apply a triangular wave voltage to the inverted input of the comparison block 57, and a voltage signal varying with the operating conditions of the motor, to the non-inverted input of this block 57.
  • Reference 25 above designates a solenoid valve operating intermittently in all-or-nothing.
  • the operating control making it possible to equalize the lean signal presence time of the detector with the rich signal presence time of the latter, can also be obtained by replacing the second solenoid valve 25 by a variable orifice designed in a manner that its degree of opening varies as a function of the signals coming from the electronic control unit 30.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP80901125A 1979-06-25 1981-01-12 Brennstoff-einspritzvorrichtung Expired EP0030979B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP80605/79 1979-06-25
JP8060579A JPS566031A (en) 1979-06-25 1979-06-25 Fuel injection system

Publications (3)

Publication Number Publication Date
EP0030979A1 true EP0030979A1 (de) 1981-07-01
EP0030979A4 EP0030979A4 (de) 1981-12-10
EP0030979B1 EP0030979B1 (de) 1986-01-29

Family

ID=13722952

Family Applications (1)

Application Number Title Priority Date Filing Date
EP80901125A Expired EP0030979B1 (de) 1979-06-25 1981-01-12 Brennstoff-einspritzvorrichtung

Country Status (6)

Country Link
US (1) US4373490A (de)
EP (1) EP0030979B1 (de)
JP (1) JPS566031A (de)
DE (1) DE3049662C2 (de)
GB (1) GB2064650B (de)
WO (1) WO1981000020A1 (de)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5920827U (ja) * 1982-07-29 1984-02-08 神鋼電機株式会社 電磁撹拌装置
DE3314633A1 (de) * 1982-12-28 1984-06-28 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzanlage
DE3312758A1 (de) * 1983-04-09 1984-10-11 Robert Bosch Gmbh, 7000 Stuttgart Vorrichtung zur einblasung von fluessiggas
DE3902284A1 (de) * 1989-01-26 1990-08-02 Vdo Schindling Vorrichtung zur korrektur der gemischzusammensetzung bei einer aenderung des belastungszustandes eines verbrennungsmotors
US5059222A (en) * 1990-09-25 1991-10-22 Smith Daniel R Engine air precleaner
US5355856A (en) * 1992-07-23 1994-10-18 Paul Marius A High pressure differential fuel injector
AUPO937297A0 (en) * 1997-09-23 1997-10-16 Transcom Engine Corporation Limited Gas pressure modulation
US6067962A (en) * 1997-12-15 2000-05-30 Caterpillar Inc. Engine having a high pressure hydraulic system and low pressure lubricating system
DE102006062213B4 (de) * 2006-12-22 2018-07-26 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Aufladeeinrichtung eines Verbrennungsmotors im Aufladebetrieb
DE102012220491A1 (de) * 2012-11-09 2014-05-15 Robert Bosch Gmbh Brennstoffeinspritzventil und Brennstoffeinspritzanlage mit einem Brennstoffeinspritzventil

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US2493587A (en) * 1943-09-28 1950-01-03 Niles Bement Pond Co Carburetor
US2493582A (en) * 1943-10-20 1950-01-03 Niles Bement Pond Co Control apparatus for internal-combustion engines
DE2423109A1 (de) * 1974-05-13 1975-12-04 Bosch Gmbh Robert Kraftstoffeinspritzanlage
JPS51124734A (en) * 1975-04-22 1976-10-30 Nissan Motor Co Ltd A fuel supplying apparatus in combustion engines
JPS539919A (en) * 1976-07-14 1978-01-28 Ntn Toyo Bearing Co Ltd Fuel injecting device
JPS5444132A (en) * 1977-09-13 1979-04-07 Ntn Toyo Bearing Co Ltd Fuel feeding system
GB2001129B (en) * 1977-07-12 1982-08-04 Ntn Toyo Bearing Co Ltd FUEL FEEDING APPARATUS FOR air fuel combustion mixture
JPS5444131A (en) * 1977-09-14 1979-04-07 Ntn Toyo Bearing Co Ltd Fuel injection device
JPS5548003A (en) * 1978-09-21 1980-04-05 Om Ltd Molding conveying device of packing machine
JPS55114861A (en) * 1979-02-27 1980-09-04 Ntn Toyo Bearing Co Ltd Fuel injection device

Non-Patent Citations (1)

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Title
See references of WO8100020A1 *

Also Published As

Publication number Publication date
US4373490A (en) 1983-02-15
DE3049662T1 (de) 1982-02-25
GB2064650A (en) 1981-06-17
JPS566031A (en) 1981-01-22
GB2064650B (en) 1983-04-20
DE3049662C2 (de) 1985-03-21
WO1981000020A1 (en) 1981-01-08
EP0030979B1 (de) 1986-01-29
EP0030979A4 (de) 1981-12-10

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