US2936744A - Fuel injection system - Google Patents

Fuel injection system Download PDF

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Publication number
US2936744A
US2936744A US776608A US77660858A US2936744A US 2936744 A US2936744 A US 2936744A US 776608 A US776608 A US 776608A US 77660858 A US77660858 A US 77660858A US 2936744 A US2936744 A US 2936744A
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Prior art keywords
transistor
fuel injection
control device
potential
ignition control
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Expired - Lifetime
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US776608A
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English (en)
Inventor
Paule Kurt
Knapp Heinrich
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • 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
    • F02D41/30—Controlling fuel injection

Definitions

  • the present invention refers to fuel injection systems for internal combustion engines operated by an external ignition control device, particularly to such systems related to motor cars. More specifically thepresent invenf tion concerns a fuel injection system ink which the fuel injection'rate is determined Vby .control means which :are timed during the engine.
  • Y' Y It is another object of this invention to provide 'for' a fuel injection system of the type set forth above, directly oper-ated and controlled by theconventional ignition control device'of the engine.
  • the fuel injection system mainly comprises timing means adapted to be actua-ted by the ignitioncontrol' device of the internal combustion engine for producing a sequence of electrical pulses in synchronism with the operational frequency of the ignition control device so that the number of said electrical pulses is proportional to the Vrota tional speed of the engine, said timingmeans including electrical means capable ofconverting Vsaid pulses into a cont-rol potential, the average value of which isfproportionate to the operational frequency of said ignition control device.
  • the system further includes electrically controllablefuel injection means adapted to be controlled by the above mentioned control potential of said elec- 1trical means in such a manner thatthe injection admisthe varying time intervals between the pulses permitting 2,936,744 APatented May V17, ⁇ 1960 lee i 2 amore or less substantial discharge of said capacitor assumes an average value which is proportionate to the operational frequency of the ignition control device.
  • Figure 1 is a schematic diagram of an embodiment of the fuel injection system according to the invention, show. ing a circuit diagram vof the component electricalv parts and in connection therewith a four-cylinder internal coml bustion engine of the spark-ignition type, including diagrammatically the ignition control means and at fuel injection device;
  • ⁇ Figure 2 is a graph with time as abscissa and voltage as ordinate to illustrate the operation of the device; and l Figure 3 is a graph with revolutions per minute as abscissa and volume of fuel injection as ordinate, to illustrate the relation between these two factors and the different possible degrees of choke openings.
  • the engine 10 includes a distributor shaft 11 which is not illustrated as such but represented by a dash-dot line which branches off into several arms only in order to show the connection between the engine 10 and. various elements in the diagram which are to be understood to berotated ⁇ by theengine10.
  • a distributor shaft 11 which is not illustrated as such but represented by a dash-dot line which branches off into several arms only in order to show the connection between the engine 10 and. various elements in the diagram which are to be understood to berotated ⁇ by theengine10.
  • Theshaft 11 carries a rotating distributor electrode 12 vwhich cooperates with four stationary electrodes 13, '14, 15 and 16; Each one ofthese last mentioned electrodes is connected by a cable to one of the spark plugs 17 of the engine 10. In order not to crowd the drawing, only the one cable 18 leading from theelectrode 13 to one of the spark plugs 17 is shown in Figure 1.
  • a source of energy consisting of a 12 voltbattery 20
  • the primary coil 21 of an ignition coil which carries on a common iron corev 22
  • asecondary high voltage coil 24- which is also connected in circuit with the battery 20.
  • Current from the battery isapplied to the primary winding 21 every time when an interrupter cam 25 also mounted on shaft 11 urges the interruptorV switch arm 26 against its stationary contact- 27 vsolas to'connect the second endof the primary winding 2,71 with the grounded minus connection of the battery V20.
  • valve cone 35 is conv nected with an armature member 36 located movably aanwas Y rent J furnished by electronic amplier means 28 iiows through the solenoid coil 34 in a strength suicient for lifting the armature 36 and consequently the valve cone 35 from its valve seat, fuel is able to flow from the chamber 33 through the nozzle 32 into they air intake pipe 30 for producing the required fuel-.air mixture.
  • the fuel injection valve is opened, as will be explained further below, every time when a control cam 38 mounted on the same shaft 11 as the interrupter cam 25 closes the switch 39.
  • the duration of 4the period through which the fuel injection valve remains open and thus the j amount of fuel injected in every cycle Yof its operation is regulated depending upon the varying operating conditions r condition.
  • the dip-dop device serves Y the purpose of furnishing in its unstable condition a current impulse to the solenoid coil 34 of the injection control means causing the valve35 to open and to stay open, but permits the closing of -the valve 35 by automatically returning to its stablel condition when the control impulse which has changed the dip-flop device to its unstable condition, is terminated.
  • the unstable condition of the flip-flop device can be only maintained until a condenser 58 forming part of the Hip-flop device and charged during the stable condition thereofis discharged.
  • the time of discharge is determined by a series combination of resistors 59 and 60 connected in parallel with the condenser 58.
  • the purpose of the time control device 41 consists in furnishing'a control potential which depends in its magnitude ,upon the varying rotational speeds of the engine and which determines or .at least influences the period of time through which the flip-flop device 40 remains in its unstable condition.
  • Both the flip-flop device 40 and the time control device 41 are connected on one side with a common supply lineY 42 which is connectedV to the positive terminal of the battery 20.
  • a common ground connection 43 is connected to the negative terminal of the battery 20.
  • a coupling Ycondenser 52 is connected to a junction point P3 between the switch 39 and the resistor 51 and is connected on the other side with a resistor 53 and a germanium diode 54.
  • the other terminal of the diode 54 is connected with the base of a transistor T1 forming also a part of the tlip-lop device 4t).
  • the base of this transistor is also connected byV a resistor 55 of e.g. 5,000 ohm with the positive iine 42, and at the same time by a resistor 56 via junction point P2 with the collector K2 of another transistor T2 of the Hip-flop device 40.
  • the just mentioned'collector K2 of the transistor T2 is connected via junction point P2 'and a resistor 67 of e.g.
  • the emitter E2 'of the transistor T2 is connected with the sliding tap of a potentiometer R which in turn is connected at one end with the positive line 42 and with its other end with the emitter E3 of a transistor T3 which belongs to the time control device 41.
  • the time rangelement of the flip-flop device 40 comprises the above mentioned condenser 58 and the series combination of resistorsV 59 yand 60 and is connected in circuit between the junction point Pi and the base of the transistor T2, the junction point P1 being located between two resistors V61 and 62.
  • the resistor 61 has e ⁇ .g. a value of 5,000 ohm and is connected to the grounded line 43 While the; resistor 62 has e.g. only a value of 1,200 ohm and is connected 'with the collector K1 of the transistor T1.
  • Finallyga resistor 63 of e.g. 5,000 ohm is connected between the ground line 43 and the emitter El of the transistor T1, and an emitter resistor 64 or e.g. 500 ohm is connected with the positive line 42.
  • the resistor 59 is preferably variable depending upon the prevailing pressure and temperature offthe surrounding air by means of e.g. a diaphragm device59 as shown diagrammatically being connected with Vthe controlv member 59, while the other rresistor isv a fixed resistor.
  • the condenser 58 has a capacity of 0.1 nf.
  • the total series resistance of the vtwo resistors 59 and 60 should not exceed a value of 150,000 ohm.
  • connection between ⁇ the base of the transistor T2 and the junction point P4 between the resistor 60 and one terminal of the condenser 58 includes a resistor 65 of e ⁇ .g; 5,000 ohm which is only shown because it favorably inuences the operation of the flip-op device Without being absolutely necessary.
  • An amplilier transistor 28 is connected with its base via junction point P2 withthe collector K2 vof the transistor T2.
  • the emitter E28 of the transistor 28 is directly connected with the positive line 42 while the collector K28 is connected with one end of the solenoid coil 34 of the injection control device.
  • the other end of the coil 34 is connected to ground and thereby to the negative terminal of the battery 20.
  • the above mentioned diode 75 is connected in parallel with the transistor T3 and the charging condenser 78.
  • the switch arm 26 of the interruptor device is urged by the interrupter cam 2S 'against the stationary contact 27, the coupling condenser'76is charged 'via the emitter-base circuit of the transistor T3 by the pulses originatinglin the primary Winding 21 ofthe ignition coil.
  • Each ofrthese pulses causes the transistor T3 to become conductive for a period of time which is determined by the charging time constant f the 'engine rotates because in this case the time availalxleV fordischarging becomes shorter.
  • the potential p1 at the junc# tion point P1 then depends practically only on that voltf ⁇ age drop which is caused in the resistor 61 bythe base current of the transistor T2 owing from. that lbase through the resistors 65, 60,59'ancl 61.v If it is now asv sinned that for a certain rotational speed of the engine and for the positionofthe sliding tap of the potentiometer R as shown in Figure l the emitter potential e2 ofthe :transistorrTZ is at least temporarily approximately constarit in the amount of ll volts, then the base potential b2 Iof the transistor T2 is approximately 10 volts.
  • the xed resistor 60 has 40,000 'ohms and at (the given moment the resistance adjusted at the air pres- .sure controlled resistor 59 'is'15,000ohms thenthe voltage drop appearing across the resistors 60 ⁇ and 59 4is approxi- ⁇ 6 transistor T1 is lowered temporarily for fav-short period, approximately to 0 because in this instance the coupling condenser 5 2 is discharged and constitutesY at the moment of the closure of theswitch 39 practically a short circuit.
  • the eiect of the started collector current Im of the transistor T1 is that the potential b2 at thebase of the transistor T2 is raised by the addition of the above mentioned voltage drop of 9 volts across the resistor 61l to a new potential of 17 volts. This potential isl under all circumstances above the emitter potenti-a1 e2 of the transistor T2. However, the transistor T2 can only carry current if and asv longas its base potential is lower than its emitter potential. Thus, the closingr of, the switch 39 causes the transistor T2 to be temporarily nonconductive so that' no emitter-base current can ow any longer. rThe collector potentialk?.
  • the flip-flop device 40 does not return to its original stable condition before the conacross the resistor 67.
  • the po' tential at the junction point P2 becomes suliiciently posimately 8.3vvo lts while apotential p1 of 0.8 volt appears e i a'tthefjunction' point P1. Consequently, the'condenser 58 is charged to a potentiallof 8.3 volts as long as the switch 39 is open and the transistor T1 is thereforenonconductive.
  • Y Y -tz'fA's soon las the camrmember 38 at the time t1 (see Fig.
  • the'sliding tap is moved together with the turning of the foot pedal 81 in counterclockwise direction as seen in Figure l, in such a manner that the tap moves toward that end of the potentiometer which is connected with the line 42.
  • the pedal Si returns under the action of a yreturn spring not shown, into its position corresponding to idling of the engine, the tap is moved towards the/'other end of the potentiometer which is connected with the emitter E3 of the transistor TS.
  • the emitter potential of the transistor T2 rises simultaneously so that the charging potential built up at the condenser 58 during the intervals between the consecutive changes of condition of the dip-flop device, decreases accordingly. lf in this manner the charge potential of the condenser 58 is reduced to a value Un then the second curve marked b2 in Figure 2 applies to this condition.
  • the reduced charge Vpotential Un causes the base potential b2 of ythe transistor T2 to drop earlier to a value at which the transistor T2 cannot be kept any longer in its non-conductive condition, but on'the contrary, becomes conductive and therefore causes the injection valve 35 to close substantially earlier. The moment when this condition is obtained is marked in Fig. 2 3S t3.
  • a speed-responsive fuel injection system for anV internal combustion engine having an ignition control device comprising, in'combination, timingmeans'adapted to be actuated by the ignition control devicerof the internal combustion engine for producing a sequence of electrical pulses in synchronism with the operational frequency of said ignition control device so that the numberof said electrical pulses is proportional to the rrotational speed of said engine, said timing means including electrical means capable of converting said pulses into a control potential, the average value of which is proportionate to the operational frequency of the ignition control device; electrically controllable fuel injection 4means adapted to be controlled by said control potential of said electrical means in such a manner that the injection admission rate of said fuel injection means is determined by said control potential of-said electrical means; and actuating means in circuit with said electrically controllable fuel injection means and with said electrical means, whereby Asaid injection admission rate of said fuel'injectio'n meansis regulated in a predetermined proportion to the rotational speed of said internal combustion engine.
  • vA speed-responsive fuel injection system for an Iinterna-1 combustion engine having an ignition control device, comprising, in combination, timing means adapted to be Vactuated bythe ignition control device of the internal combustion engine for producing a sequence ⁇ of electrical pulses in synchronism with the operational frcqucncy of ⁇ said ignition control device so that the lnumber of said electrical pulses is proportional to the rotational Speed of said engine, said timing means including ⁇ capacitor means capable of being chargedby said pulses lto a charge potential, the ,average value of which is proportionate to the operationalV frequency of the ignition control device; electrically vcontrollable fuel injection means adapted to be controlled byjsaid charge potential of-said capacitor means in such a manner that the injection admission rate of said fuel injection means is determined by said charge potential of said capacitor means; and actuating means in circuit with said electrically controllable fuel injection means and with said capacitor means, whereby said injection admission rate of said fuel injection means is regulated in a predetermined proportion to the rotational speed
  • Aspeed-responsive fuel injection vsystem for an internal combustion engine operated by an external ignition control-device comprising, in combination, asource ofrelectrical energy; timing means connected with said ignition control device for producing a Vsequence of pulses in synchronism With the operational frequency of said ignition control device, said timing-means including cacondition'in synchronism with said operational frequency of said ignition control device, and connected with said timing means for being returned to its stable condition after a time'interval depending upon Vsaid charge potential of said capacitor means; and electrically controllable fuel injection-means in circuit with said source of electrical energy and with said ipaflop means in suchfa manner that said fuel injection means is held in open position as long as said flip-flop means is in its unstable condition, .whereby the amount of fuel injected through said fuel injection means ,into said engine duringeach operational cycle is automatically regulated in a predetermined proportion-to the .rotational'speed of ,said Yinternal combustion engine.
  • Y4.' :A .speed-responsive fuel injection system Yfor .an n- 9 ternal combustion engine operated by an external ignition control device comprising, in combination, a source of electrical energy; rst timing means connected with lsaid ignition control device for producing a sequence of pulses in synchronism With-the operational frequency/of said ignition control'device and having a predetermined pulse f duration independent of variations of said operational frequency ofsaid ignition control device; second timing means connected to said first timing means and comprising transistor means and capacitor means in circuit with each other for converting said sequence of pulses into a charge potential of said capacitor increasing-with an increase of said operational frequency of said ignition control device; monostableip-flop means operatively connected with said ignition control device for being sequentially changed into its unstable condition in synchronism with said operational frequency of said ignition control device, and connected with said second timing means for being returned to its stable condition after a time interval depending Vupon said charge potential of said capacitor' means; and electricallycontrollable fuel :injec-
  • a speed-responsive fuel injection system for an internal combustion engine operated by an external ignition control device comprising, in combination, a source ⁇ of electrical energy; first timing means connected with said ignition control device for producing a sequence of pulses in synchronism with the operational frequency of said ignition control device and having a predetermined pulse duration independent of variations of said operational frequency of said ignition control device; second timing means connected to said iirst timing means and comprising rst transistor means and capacitor means in circuit with each otherfor converting said sequence of pulses into a charge potential of said capacitor increasing with an increase of said operational frequency of said ignition control device; monostable ilip-op means'operatively connected with said ignition control device for being sequentially changed into its unstable condition in synchronism with said operational frequency of said ignition control device, and connected with said second timing means for being returned lto its stable condition after a time interval depending upon said charge potential of .said capacitor means, said hip-flop means including at least one second transistor and a sliding tap type potenti- -ometer connected in parallel with said
  • a speed-responsive fuel injection system for an in- "ternal combustion engine operated by an external ignition control device comprising, in combination, a source of electrical energy; rst timing means connected with said ignition control device for producing a sequence of pulses in synchronism with the operational frequency of said :ignition control device and having a predetermined pulse f duration independent of variations of said operational iiiaqueneyA of -said ignition sommi devicegsecnii timingl means connected to said first timing means and comprising first 'transistor' means ⁇ and capacitor means incir'cuit with each other for converting said sequence of pulses into' a charge potential of said capacitor increasing with an increase of saidoperational frequency of said ignition control device; monostable flip-flop means operativelyV connected with said ignition control device for being seportion of said charge potential of said capacitor means is :applied to said second transistor depending upon the setting of said sliding tap along said potentiometer;con trol means operatively connected with said sliding tap of saidpotentiometer and with the air supply
  • a speed-responsive fuel injection system for an internal combustion engine operated by anexternal ignition control device comprising, in combination, a source of electrical energy; first timing means'connected with said ignition control device'for'producing a sequence of pulses in synchronism with the operational frequency of said ignition control device and having a predetermined pulse duration independent of variations of said operational frequency of said ignition control device; second timing means connected to said iirst timing means and comprising rst transistor means and capacitor means in circuit with each other for converting said sequence of pulses into a charge potential of said capacitor increasing with an increase of said operational frequency of said ignition control device; monostable flip-flop means operatively connected with said ignition control device for being se-l quentially changed into its unstable condition in syn chronism with said operational frequency of said ignition control device, and connected with saidsecond timing means for being returned to its stable condition after a time interval depending upon said charge potential of said capacitor means, said flip-nop means including at least one second transistor and a sliding tap type potenti ometer connected in parallel with said capacitor
  • transistor ampliiier means beingA connectedin said circuit between the output of said flip-flop means and said electrically controllable fuel injection means, for amplifying the current supplied by said source of energy through said flip-Hop means, whereby the amount of fuel injected through said fuel injection means during each operationalfcycle is automatically regulated in a predetermined proportion to the rotational speed of said internal combustion engine.
  • a speed-responsive fuel injection system for an intcrnal combustion engine operated by an external igni tion control device comprising, in combination, a source of electrical energy; rst timing means connected with said ignition control device for producing a sequence of alternating positive and negative pulses in synchronism withfthe operational frequency of ⁇ said'ignition control device and having a predetermined pulse duration independent of variations of said operational frequency of said ignition control device; second timing means connected to said first timing means and comprising transistor means and capacitor means in circuit with each other 1.2 forconverting said sequence of pulses into a charge por.

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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)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
US776608A 1957-11-27 1958-11-26 Fuel injection system Expired - Lifetime US2936744A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DEB46921A DE1208944B (de) 1957-11-27 1957-11-27 Einspritzanlage fuer fremdgezuendete Brennkraftmaschinen

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DE (1) DE1208944B (de)
FR (1) FR1206539A (de)
GB (1) GB904461A (de)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3020897A (en) * 1959-11-18 1962-02-13 Sony Corp Ignition system for an internal combustion engine
US3153746A (en) * 1961-07-03 1964-10-20 Duane E Atkinson Internal combustion engine overspeed control
US3240191A (en) * 1962-06-07 1966-03-15 Ass Eng Ltd Fuel injection systems for internal combustion engines
US3515104A (en) * 1967-07-12 1970-06-02 Bosch Gmbh Robert Electromagnetically controlled fuel injection arrangement for internal combustion engines
US3517142A (en) * 1966-11-26 1970-06-23 Bosch Gmbh Robert Ignition distributor with radially removable contact mechanism and terminal means
US3630177A (en) * 1968-10-12 1971-12-28 Bosch Gmbh Robert Speed control for internal combustion engine
US3654905A (en) * 1968-10-23 1972-04-11 Sibe Improvements in or relating to feed devices for internal combustion engines
US3660689A (en) * 1969-05-14 1972-05-02 Nippon Denso Co Timing signal generating system for internal combustion engines
US3707950A (en) * 1968-10-25 1973-01-02 Bosch Gmbh Robert Electronic control system for internal combustion engines
US3719176A (en) * 1969-07-29 1973-03-06 Toyota Motor Co Ltd Electric fuel injection control system for internal combustion engines
US3756204A (en) * 1969-06-16 1973-09-04 Hitachi Ltd Fuel injection system for internal combustion engines
US4133320A (en) * 1974-12-05 1979-01-09 Robert Bosch Gmbh Apparatus for determining the injected fuel quantity in mixture compressing internal combustion engines
US4372271A (en) * 1977-03-17 1983-02-08 The Bendix Corporation Single point intermittent flow fuel injection
US4411233A (en) * 1980-07-17 1983-10-25 Societe Industrielle De Brevets Et D'etudes S.I.B.E. Carburation devices for internal combustion engines

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1601363C3 (de) * 1968-01-23 1975-03-13 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzanlage für Brennkraftmaschinen mit magnetisch gesteuerten Funktionsgebern
US3747576A (en) * 1971-05-24 1973-07-24 Gen Motors Corp Electronic fuel injection system including transient power compensation
FR2389006A1 (fr) * 1977-04-27 1978-11-24 Lucas Industries Ltd Dispositif d'alimentation en combustible de moteurs a combustion interne
JPS6040838Y2 (ja) * 1979-09-25 1985-12-10 日産自動車株式会社 内燃機関の燃料供給装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE655355C (de) * 1930-09-10 1938-01-14 Harry E Kennedy Verfahren und Vorrichtung zur elektromagnetischen Steuerung der Brennstoffeinspritzventile einer Brennkraftmaschine
DE672573C (de) * 1936-02-25 1939-03-04 Hoelscher A Brennstoffeinspritzvorrichtung
DE1099267B (de) 1957-09-14 1961-02-09 Bosch Gmbh Robert Einspritzanlage fuer Brennkraftmaschinen, insbesondere von Kraftfahrzeugen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3020897A (en) * 1959-11-18 1962-02-13 Sony Corp Ignition system for an internal combustion engine
US3153746A (en) * 1961-07-03 1964-10-20 Duane E Atkinson Internal combustion engine overspeed control
US3240191A (en) * 1962-06-07 1966-03-15 Ass Eng Ltd Fuel injection systems for internal combustion engines
US3517142A (en) * 1966-11-26 1970-06-23 Bosch Gmbh Robert Ignition distributor with radially removable contact mechanism and terminal means
US3515104A (en) * 1967-07-12 1970-06-02 Bosch Gmbh Robert Electromagnetically controlled fuel injection arrangement for internal combustion engines
US3630177A (en) * 1968-10-12 1971-12-28 Bosch Gmbh Robert Speed control for internal combustion engine
US3654905A (en) * 1968-10-23 1972-04-11 Sibe Improvements in or relating to feed devices for internal combustion engines
US3707950A (en) * 1968-10-25 1973-01-02 Bosch Gmbh Robert Electronic control system for internal combustion engines
US3660689A (en) * 1969-05-14 1972-05-02 Nippon Denso Co Timing signal generating system for internal combustion engines
US3756204A (en) * 1969-06-16 1973-09-04 Hitachi Ltd Fuel injection system for internal combustion engines
US3719176A (en) * 1969-07-29 1973-03-06 Toyota Motor Co Ltd Electric fuel injection control system for internal combustion engines
US4133320A (en) * 1974-12-05 1979-01-09 Robert Bosch Gmbh Apparatus for determining the injected fuel quantity in mixture compressing internal combustion engines
US4372271A (en) * 1977-03-17 1983-02-08 The Bendix Corporation Single point intermittent flow fuel injection
US4411233A (en) * 1980-07-17 1983-10-25 Societe Industrielle De Brevets Et D'etudes S.I.B.E. Carburation devices for internal combustion engines

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Publication number Publication date
GB904461A (en) 1962-08-29
DE1208944B (de) 1966-01-13
FR1206539A (fr) 1960-02-10

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