EP0253483A2 - Luft-Kraftstoffregelung und Schlitzträger-Steurkolben für ein Kraftstoffsystem für eine Brennkraftmaschine - Google Patents

Luft-Kraftstoffregelung und Schlitzträger-Steurkolben für ein Kraftstoffsystem für eine Brennkraftmaschine Download PDF

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Publication number
EP0253483A2
EP0253483A2 EP87304852A EP87304852A EP0253483A2 EP 0253483 A2 EP0253483 A2 EP 0253483A2 EP 87304852 A EP87304852 A EP 87304852A EP 87304852 A EP87304852 A EP 87304852A EP 0253483 A2 EP0253483 A2 EP 0253483A2
Authority
EP
European Patent Office
Prior art keywords
fuel
air
plunger
barrel
engine
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.)
Withdrawn
Application number
EP87304852A
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English (en)
French (fr)
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EP0253483A3 (de
Inventor
Robin J. Bremmer
Roscoe A. Baker
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.)
Cummins Inc
Original Assignee
Cummins Engine Co Inc
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 Cummins Engine Co Inc filed Critical Cummins Engine Co Inc
Publication of EP0253483A2 publication Critical patent/EP0253483A2/de
Publication of EP0253483A3 publication Critical patent/EP0253483A3/de
Withdrawn legal-status Critical Current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
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/06—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on pressure of engine working fluid
    • F02D1/065—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on pressure of engine working fluid of intake of air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D7/00—Other fuel-injection control
    • F02D7/002—Throttling of fuel passages between pumps and injectors or overflow passages
    • F02D7/007—Throttling of fuel passages between pumps and injectors or overflow passages by fluid actuated means, e.g. slide valves
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/205—Quantity of fuel admitted to pumping elements being metered by an auxiliary metering device

Definitions

  • the present invention relates generally to air fuel control systems for internal combustion engines and specifically to a dual spring air fuel control for a compression ignition type internal combustion engine wherein fuel is supplied to the engine cylinders in response to intake manifold air pressure.
  • Fuel systems for internal combustion engines wherein the fuel supplied to the engine is controlled in response to intake manifold pressure are well known. Many such systems include a source of fuel under pressure, e.g., a fuel pump, and a mechanism for regulating the pressure of the fuel supplied to an injector located at each cylinder. To achieve optimum fuel/air ratios under all operating conditions, highly sophisticated refinements have been made in these basic components to permit a carefully scheduled pressure output as a function of operator demand and engine speed. US-A-4,187,817 and US-A-4,248,188, both to Wilson et al. are illustrative of such systems.
  • the air/fuel control systems described in these patents mechanically modulate the flow of fuel into the engine in response to the pressure of the air in the intake manifold, which varies from a "no air" condition below the rated pressure level to the full rated pressure.
  • Both systems employ a diaphragm or flexible bellows operator for a fuel flow modulating valve responsive to engine intake manifold air pressure as sensed through an air line connecting the diaphragm operator with the intake manifold.
  • the diaphragm is biased by a single spring selected and calibrated to provide modulation of the valve restriction to vary the fuel pressure in response to intake manifold pressure whereby the optimum air/fuel ratio can be maintained over a broad range of operating conditions.
  • a drain line is additionally included in these systems to provide a fluid connection between the air fuel control mechanism and the engine fuel tank.
  • the air fuel control system disclosed in US-A-4,187,817 further includes a flow restrictor in the air line to prevent engine fuel tank pressuriza­tion and reverse fuel flow into the engine's intake manifold in the event of a rupture of the diaphragm operator.
  • the air fuel control system of US-A-4,248,188 includes, in addition, an attenuator assembly which attenuates the transient response of the diaphragm operator by causing fuel to be supplied to a control chamber at a rate which is greater than that at which fuel is discharged from the chamber. While these air fuel control systems generally achieve an adequate air/fuel ratio, very precisely controlled metering of fuel is difficult to achieve and, hence, an optimum air/fuel ratio is not always realized for all engine operating conditions.
  • the prior art fails to disclose an air fuel control for an internal combustion engine which responds quickly to a controlled, optimum amount of fuel in response to intake manifold air pressure and which cannot be adjusted or otherwise modified while the air fuel control remains mounted on the engine.
  • a further object of this invention is to provide a barrel and plunger assembly for an air fuel control.
  • a preferred embodiment of the invention comprises an air fuel control system for an internal combustion engine which is operationally controlled by the pressure of fuel supplied to the engine from a fuel source and which has an intake manifold for supplying air to the engine, the system comprising air pressure responsive means for modulating mechanically the flow of fuel into the engine in response to the pressure of air within the intake manifold including a cavity, pressure-responsive actuating means within the cavity, and an air line connecting the cavity with the intake manifold.
  • the pressure-responsive actuating means transforms changes in intake manifold pressure into mechanical movement to operate the pressure-­responsive actuating means.
  • the pressure-responsive actuating means includes first and second chambers, separated by a diaphragm attached to a piston, and the first chamber is connected to the intake manifold by the air line.
  • a first main spring biases the piston toward the first chamber, and a second bias spring biases the piston away from the first chamber.
  • the pressure-responsive actuating means further includes fuel metering means for controlling the flow of fuel into the air-fuel control in response to intake manifold air pressure.
  • the fuel metering means includes a barrel and plunger assembly specifically configured to accommodate both the no-air and transi­tion-curve fuel rail pressures.
  • the barrel and plunger profiles are designed to meter fuel quickly and precisely in response to changes in manifold air pressure and, in addition, are fitted together with a class fit to minimize the leakage of excess fuel.
  • Internal pressure differential controlling means are additionally provided within the plunger to eliminate substantially fuel leakage.
  • Two alternate barrel and plunger assembly embodiments with different cross-­ sectional profiles are also provided.
  • Internal vent means are additionally provided to direct any excess fuel from the air fuel control into the engine crank­case.
  • the preferred air fuel control system includes a diaphragm operator for a fuel flow modulating valve having a pair of oppositely biased springs located on opposite sides of the diaphragm operator which control the position of the valve in response to intake manifold air pressure.
  • the preferred diaphragm-operated fuel flow modulating valve includes a valve plunger having a profile which is received within a barrel mounted in the air fuel control housing in a manner which assures a class fit between the plunger and the barrel to minimize fuel leakage.
  • the barrel and plkunger assembly for an air fuel control in which this invention is embodied includes internal pressure differential controlling means for substantially eliminating fuel leakage from the barrel and plunger assembly.
  • the preferred form of air fuel control system for an internal combustion engine cannot be adjusted on the engine, but must be removed from the engine before adjustment can be made. It internally vents excess fuel into the engine crankcase and, therefore, does not require a drain line connecting the air fuel control system and the engine fuel tank.
  • the type of fuel system in which the subject invention is likely to be employed will be found in an internal combustion engine of the compression ignition type wherein the engine is controlled by the pressure of the fuel supplied thereto by the fuel supply system.
  • This type of engine includes a plurality of cylinders into which fuel is injected by fuel injectors which are synchronously actuated with the movement of the engine pistons.
  • the quantity of fuel actually injected into each cylinder depends upon the pressure of the fuel supplied to a common rail or line by the fuel supply system.
  • the pressure of this fuel is determined by a scheduled pressure output as a function of operator demand, generally indicated by the throttle position, and as a function of engine speed.
  • the kind of fuel supply system for which the present invention is ideally suited is described in US-A-4,187,817 and US-A-4,248,188 which are assigned to us, and the disclosure of these patents is hereby incorporated by reference.
  • Figure 1 illustrates an air fuel control 10 which may be effectively employed to achieve and maintain a proper supply of fuel to the cylinders in response to intake manifold pressure.
  • Related portions of the engine fuel supply system are additionally illustrated in Figure 1. These include the fuel pump 12 and the gear pump 14.
  • An air line 16 provides a direct connection between the engine intake manifold (not shown and the air fuel control interior through cover plate 18.
  • Figure 2 illustrates a cross-sectional view of the air fuel control 10 taken along line 2-2 of Figure 1 wherein the cover 18 has been rotated 90° in a counter-clockwise direction for purposes of discussion.
  • Figure 2 illustrates the condition of the air fuel control when the pressure within the intake manifold is below the rated pressure level. A "no-air" condition results when the intake manifold pressure is zero or when the air supply line to the air fuel control is disconnected.
  • the air fuel control 10 includes a housing 20 containing a control chamber 22 subdivided into a first chamber 24 and a second chamber 26 by a flexible bellows member or diaphragm 28.
  • the diaphragm 28 is operationally connected to one end of a stem valve 30 provided with a plunger 32.
  • the opposite end of the stem 30 is attached to a piston 34 by a nut 36.
  • Nut 36 is also employed to removably secure a diaphragm retainer 38 which engages the interior edge of the diaphragm 28 on the piston 34.
  • the exterior edge of diaphragm 28 is engaged by the air fuel control cover 18.
  • the piston 34 and diaphragm retainer 38 are preferably formed from steel stampings or the lilke, and the flexible bellows member or diaphragm 28 should be formed of a material capable of withstanding a pressure differential of at least 05 kg/mm2 (150 pounds per square inch).
  • a diaphragm constructed from a fabric coated on both sides has been found to function well for this purpose.
  • An exemplary material for the diaphragm 28 which is capable of withstanding this pressure differential is a 100% dacron fabric coated on both sides with an elastomer, such as 70% fluorosilicone/30% silicone rubber with fillers.
  • an elastomer such as 70% fluorosilicone/30% silicone rubber with fillers.
  • other, equivalent materials may be employed as well.
  • a set of dual, oppositely biased springs is provided in the control chamber 22 to bias the piston 34 either toward the air fuel control cover 18 when the intake manifold pressure is below the rated level or away from the cover 18 as the intake manifold pressure increases.
  • the main spring 40 is located within the second chamber 26 and is biased toward the cover 18 to contact piston 34 so that the piston is urged toward the cover 18.
  • a second spring, bias spring 42 is biased away from the cover 18 and, thus, exerts a force opposite that of spring 40 on piston 34.
  • the bias spring 42 is positioned around nut 36 so that one end contacts the diaphragm retainer 38.
  • the opposite end of bias springs 42 engages a bias spring retainer element 44, which is held in place within chamber 24 by the interior end 46 of a threaded adjusting screw 48.
  • adjusting screw 48 extends outwardly from the control chamber 22 through the cover 18, to engage a correspondingly threaded nut 52 located on the exterior of the cover 18.
  • the longitudinal expansion of bias spring 42 can thus be controlled by adjusting the distance which the bias spring adjusting screw 48 extends into the control chamber.
  • the air fuel control cover 18 includes an air supply passage 55 formed within a thickened portion 57 of the cover 18 which connects directly to line 16 and, therefore, to the engine intake manifold. Air from the intake manifold may enter chamber 24 of the air fuel control along the path shown by arrows 59.
  • the air fuel control cover 18 is additionally provided with a central recess 54 defined between the cover thickened portion 57 and a peripheral boss 53 where end 50 of the adjusting screw 48 exits the cover to engage nut 52. Because the air fuel control cover is located immediately adjacent to the engine block, access to the adjusting screw is blocked when the air fuel control is mounted on the engine. Consequently, adjustment of the "no-air" position of the bias spring and, therefore, the piston and associated structures can only be made after the air fuel control is removed from the engine and mounted on a fuel pump test stand. Unauthorized tampering with the air fuel control "no-air" setting while the air fuel control is mounted in place on the engine, therefore, is virtually impossible with this embodiment of the present invention. This is in distinct contrast to prior art air fuel control systems, which are specifically designed to be adjustable on the engine.
  • Additional tamperproofing may also be provided in the form of a cap 51 which fits securely within recess 54 over the end 50 of adjusting screw 48 and over nut 52 between the air fuel control cover thickened portion 57 and peripheral boss 53 to cover both of these structures completely.
  • a cap 51 having the cross-sectioinal configuration shown in Figure 2 is preferred for this purpose.
  • other structures which serve the same function may also be employed to prevent the unauthorized adjustment of screw 48 after the air fuel control has been set by the manufacturer and mounted in place on the engine.
  • the stem valve 30 is provided with a plunger 32.
  • the plunger 32 is slidably received within a central bore 33 in a barrel 31 mounted in a cavity 23 in the interior of the air fuel control housing 20.
  • the profile of the plunger and barrel have been specifically designed as discussed below in connection with Figures 3 and 4 to accommodate both the "no-air” and “transition curve” pressures encountered in the fuel supply rail.
  • the "no-air" adjustment screw typically required on the fuel pump with prior art air fuel controls is not required when the present air fuel control is used.
  • the plunger 32 includes a central longitudi­nal channel 35, shown in dashed lines in Figure 2, which extends from the tip 37 of the plunger toward the second chamber 26.
  • a vent 39 provides fluid communication between channel 35 and the barrel central bore 33 to minimize fuel leakage from the barrel as will be explained in detail hereinbelow.
  • the fuel path through the air fuel control is illustrated generally by the arrows 56 which show fuel entering the control through an inlet port 58 and then through an outlet passage 62 to exit outlet port 64.
  • An inlet bypass passage 66 is formed in housing 20 between the inlet port 58 and the cavity 23 which receives the barrel 31.
  • An outlet bypass passage 68 is also formed in housing 20 to direct fuel away from the barrel 31.
  • Inlet passage 66 and outlet passage 68 are aligned with first and second annular grooves 70 and 72, respectively, formed in the exterior surface of the barrel. Grooves 70 and 72 communicate with a barrel fuel inlet passage 74 and a barrel fuel outlet passage 76, respectively.
  • the barrel 31 is seated within cavity 23 in the air fuel control housing 20 by an annular retaining ring 78 and by a plurality of annular O-ring type seals 80 located at spaced intervals along the exterior surface of the barrel. At least four O-rings of this type are preferred to provide a reliable, substantially leak-proof seal around the barrel 31.
  • a compression spring 82 is further provided within a recess 84 in the housing 20 and biases the barrel toward the retaining ring 78 to hold the barrel and plunger assembly securely in place within the air fuel control housing.
  • the bias spring 42 is biased toward the spring retaining element 44 by the piston as shown in Figure 2 and compressed to a degree which depends upon the location of the retaining element 44. As discussed hereinabove, this location may be adjusted by turning the threaded adjusting screw 48 and is set prior to installation of the air fuel control on the engine to control the extent of the longitudinal move­ment of the plunger 32 in response to the intake air pressure exterted on the diaphragm 28.
  • Inlet passage 74 is no longer blocked by the plunger, and an increased amount of fuel may then flow from the barrel cavity 23 into central bore 33 along a path dicatated by the plunger profile, and out through the outlet passage 76 to outlet bypass passage 68.
  • the amount of fuel which reaches the cylinders is thus increased when the pressure of the air in the intake manifold increases.
  • a boost signal which is provided to the assembly as the air pressure in the intake manifold increases, moves the plunger 32 by working against the effective area of diaphragm 28 and the combined spring rate of main spring 40 and bias spring 42. Delay in increasing the fuel supply to the cylinders in response to increased manifold air pressure is, as a result, substantially eliminated.
  • FIGS 3 and 4 illustrate cross-sectional views of two embodiments of plunger and barrel profiles which will achieve this objective.
  • the plunger and barrel profile selected will depend in large measure on the "no-air" orifice area of the engine.
  • Both of the plunger and barrel profiles shown in Figures 3 and 4 will effectively control fuel metering, however, and both are designed to minimize significantly fuel leakage.
  • the dimensions of the plunger 32 and barrel 31 of the air fuel control 10 are critical to the achievement of optimum fuel metering. It has been found that forming the plunger and barrel to provide a class fit therebetween has reduced fuel leakage substantially from that encountered in other air fuel control designs. As a result, structure required to provide fuel drainage is no longer required, and the present air fuel control can be vented, preferably using existing flow passages, to the engine crankcase.
  • the smallest interior diamater of the barrel must not exceed the largest exterior diamter of the plunger by more than 1905 ⁇ 10 ⁇ 9 metres to 3175 ⁇ 10 ⁇ 9 metres (0.000075 to 0.000125 inches) to provide the clearance needed for a proper class fit. Tests have indicated that leakage past a barrel and plunger having a clearance within this range is less than about 1.0 cc/hr., which is within the same range as the fuel leakage past a fuel injector and its associated barrel.
  • the barrel and plunger profile shown in Figure 3 is one embodiment which provides efficient fuel metering in response to the pressure of the air in the intake manifold as sensed by the diaphragm 28 and related structures.
  • the plunger 32 of Figure 3 (which is the same plunger profile shown in Figure 2) does not have a uniform exterior diameter along its full length, but includes a narrow stem section 88, a chamfered profile portion 90, which has a larger average exterior diameter than the stem section, and a stop portion 92 which is larger in diameter than both stem 88 and chamfered portion 90.
  • the barrel profile shown in Figures 2 and 3 includes an undercut edge 60 which has a larger diameter than central bore 33 and communicates with both fuel inlet passage 74 and central bore 33.
  • the stop portion 92 of plunger 32 allows only a small amount of fuel flow from inlet passage 74 through undercut 60 into barrel central bore 33.
  • the chamfered portion 90 of the plunger 32 will gradually open undercut 60 to allow a progressively larger amount of fuel to flow from undercut 60 into bore 33 past the plunger stem portion 88 and through fuel outlet passage 76 as shown by arrows 86 in Figure 3.
  • the effective fuel flow volume through the barrel 31 past plunger 32 depends to a large extent upon the size of the fluid flow path created between the plunger and the barrel as undercut 60 is opened to allow fluid to flow into bore 33.
  • the profile of the plunger chamfered portion 90 relative to the profile of the barrel bore 33 and undercut 60 will directly affect the metering of fuel through the barrel as the stem valve 30 is moved away from cover 18 in response to manifold air pressure.
  • the plunger profile shown in Figures 2 and 3 will provide a gradual release of an increasing quantity of fuel as manifold air pressure increases until the plunger reaches the position shown in Figure 3, whereupon a maximum amount of fuel will flow through the barrel. As long as the intake air pressure on the diaphragm 28 and piston 34 remains high enough to maintain spring 40 in a compressed condition and to keep the plunger in the position shown in Figure 3, this maximum amount of fuel will flow into passage 68.
  • Figure 4 illustrates a second barrel and plunger embodiment which has a different profile from the barrel and plunger embodiment shown in Figure 3.
  • the plunger 100 of this embodiment includes a narrow stem portion 102 and a wider stop portion 104.
  • this plunger embodiment includes a sharp edged, annular shoulder 106.
  • the plunger 100 is disposed within a longitudinal bore 108 in the barrel 110.
  • the barrel 110 includes fuel inlet ports 112, 118 and 121 and a fuel outlet port 114, which correspond substantially to passages 74 and 76, respectively, in Figure 3.
  • the configuration of the barrel in the vicinity of inlet port 112 differs from that of barrel 31 in the vicinity of passage 74 of the first barrel and plunger embodiment.
  • the barrel 100 of the second embodiment includes a deep undercut 116 in the area where the barrel would contact the air fuel control fuel supply passage 66 ( Figure 2).
  • the fuel inlet 112 is connected to the port 118 to supply and meter fuel into the barrel central bore 108 and out fuel outlet bore 114 as shown by arrows 120 in Figure 4.
  • the inlet 112 has a larger diameter than that of port 118 and a narrow channel (not shown) connects these two passages so that when the barrel 110 is viewed from above in the area of undercut 116, fuel inlet ports 112 and 118 and the connecting channel assume a keyhole-like configuration.
  • the additional fuel inlet port 121 is provided to equalize fuel pressure around the plunger 100.
  • the position of the plunger 100 shown in Figure 4 corresponds substantially to the position of the plunger 32 in Figure 3 and is the position the plunger would occupy when the pressure of the air in the intake manifold increased sufficiently above that associated with the "no-air" plunger position of Figure 2 to cause the plunger to be moved away from the air fuel cover 18.
  • the plunger 100 will be moved toward the air fuel control cover 18, causing port 118 to be blocked by plunger stop portion 104.
  • the shoulder 106 gradually opens port 118 to allow increasing amounts of fuel to flow through the barrel central bore 108 to outlet bore 114.
  • the plunger 100 and barrel 110 of Figure 4 are formed to fit together in a class fit, wherein the clearance between the plunger exterior diameter and the barrel interior diameter must not exceed 1905 ⁇ 10 ⁇ 9 metres to 3175 ⁇ 10 ⁇ 9 metres (0.000075 to 0.0000125 inches). As discussed hereinabove, leakage of fuel from the barrel is thereby substantially minimized.
  • the present barrel and plunger assembly is designed to minimize fuel leakage around the plunger and barrel. This is achieved by controlling the pressure differential between the second chamber 26 and the barrel central bore 33 at the tip 37 of the plunger.
  • the provision of plunger central channel 35, the vent 39, and a conduit 122 which connects to the fuel pump housing allows the high pressure of the fuel in the central bore 33 to be reduced by the time the fuel reaches the area of the vent 39 and to be reduced further by the time the fuel reaches the second chamber 26. Fuel leakage into this cavity is, there­fore, substantially eliminated as excess fuel is vented through vent 39 to be returned to the fuel pump through conduit 122.
  • the present air fuel control maintains second chamber 26 in a near fuel-free condition by controlling the pressure differential between the vent 39 and the second chamber 26.
  • FIG. 5 illustrates a cross-sectional view of the air fuel control housing 20, as it would appear without the air fuel control mechanism, to illustrate one possible drain line for excess fuel.
  • control chamber 22 is fluidically connected with barrel cavity 23.
  • a drain line 130 may be provided to serve as a fluid passage for excess fuel from the air fuel control to other conduits in the fuel pump (not shown) which drain to the engine crankcase.
  • a drain conduit may be located in the fuel pump cover (not shown), for example.
  • the mechanism includes a plurality of separate components which are assembled and inserted into this air fuel control housing in the fuel pump. Therefore, this embodiment of the present invention is ideally suited for retrofitting existing fuel pumps which include a similar housing or bore in the fuel pump for an air fuel control. Appropriate shims, retaining rings, seals and the like could be employed where necessary for proper installation of the present air fuel control.
  • the exterior dimensions of the barrel portion of the present air fuel control correspond closely to those of may existing air fuel control devices, it is possible to substitute one of the present barrel and plunger assemblies to provide substantially leak-free, efficient fuel metering in response to intake manifold pressure.
  • An air fuel control in which the present invention is embodied will find its primary application in an internal combustion engine of the compression ignition type wherein fuel is supplied to the engine in response to the pressure of the air in the intake manifold. It will be particularly useful for carefully and precisely controlling the flow of fuel to the engine cylinders in response to engine operating conditions.
  • the present air fuel control may be effectively employed both to provide a metered flow of fuel from the fuel pump in response to increasing manifold air pressure and to reduce gradually the flow of fuel from the fuel pump in response to decreasing manifold air pressure.
  • the air fuel control in which the present invention is embodied is ideally suited both for original installation in new engines and for retro­fitting existing engines.

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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)
EP87304852A 1986-07-14 1987-06-02 Luft-Kraftstoffregelung und Schlitzträger-Steurkolben für ein Kraftstoffsystem für eine Brennkraftmaschine Withdrawn EP0253483A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US88520086A 1986-07-14 1986-07-14
US885200 1992-05-19

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EP0253483A2 true EP0253483A2 (de) 1988-01-20
EP0253483A3 EP0253483A3 (de) 1989-04-12

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EP87304852A Withdrawn EP0253483A3 (de) 1986-07-14 1987-06-02 Luft-Kraftstoffregelung und Schlitzträger-Steurkolben für ein Kraftstoffsystem für eine Brennkraftmaschine

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JP (1) JPS6388270A (de)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3795233A (en) * 1972-05-19 1974-03-05 Caterpillar Tractor Co Fuel-air ratio control for supercharged engines
FR2362279A1 (fr) * 1976-08-18 1978-03-17 Cummins Engine Co Inc Installation d'alimentation en carburant
US4187817A (en) * 1978-10-05 1980-02-12 Cummins Engine Company, Inc. Apparatus and method for averting the effects of seal failure in an I.C. engine fuel supply system

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5122927A (ja) * 1974-08-19 1976-02-24 Automobile Antipollution Nenryofunshahonpu
DE2821874C3 (de) * 1978-05-19 1981-10-01 Pierburg Gmbh & Co Kg, 4040 Neuss Brennstoffversorgungsanlage mit einem Brennstoffzumeßventil für gemischverdichtende,fremdgezündete Brennkraftmaschinen mit kontinuierlicher Brennstoffzugabe ins Saugrohr
JPS5751544A (en) * 1980-09-10 1982-03-26 Yuushin:Kk Control device of motor for windshield wiper

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3795233A (en) * 1972-05-19 1974-03-05 Caterpillar Tractor Co Fuel-air ratio control for supercharged engines
FR2362279A1 (fr) * 1976-08-18 1978-03-17 Cummins Engine Co Inc Installation d'alimentation en carburant
US4187817A (en) * 1978-10-05 1980-02-12 Cummins Engine Company, Inc. Apparatus and method for averting the effects of seal failure in an I.C. engine fuel supply system

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JPS6388270A (ja) 1988-04-19
EP0253483A3 (de) 1989-04-12

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