US3575145A - Method and apparatus for injecting fuel into the cylinders of a multicylinder piston-type internal combustion engine - Google Patents

Method and apparatus for injecting fuel into the cylinders of a multicylinder piston-type internal combustion engine Download PDF

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US3575145A
US3575145A US3575145DA US3575145A US 3575145 A US3575145 A US 3575145A US 3575145D A US3575145D A US 3575145DA US 3575145 A US3575145 A US 3575145A
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fuel
cylinders
lines
injection
signal
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Anton Steliger
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Sulzer AG
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Sulzer AG
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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
    • F02D41/008—Controlling each cylinder individually
    • 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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/2496—Self-proportioning or correlating systems
    • Y10T137/2514—Self-proportioning flow systems
    • Y10T137/2531—Flow displacement element actuates electrical controller

Definitions

  • Fuel injection apparatus for multicylinder engines comprising a fuel pump, delivery lines to the individual cylinders, separate means to measure the volume of fuel flowing through those lines, and means to adjust the injection pressure in those lines or the injection opening times therefrom into the individual cylinders.
  • the present invention pertains to a method for the introduction of fuel into the working cylinders of a multicylinder piston-type internal combustion engine.
  • the quantities of fuel injected into the individual cylinders in given time intervals are measured during operation of the engine and corrections are introduced into the injection in dependence of the measurements made, these corrections serving to' equalize the quantity of fuel supplied to the individual cylinders.
  • measuring devices are provided in the fuel lines leading to the individual cylinders, these devices sewing to measure the volume of fuel passing through those lines.
  • corrective devices are provided, allocated to the individual cylinders, and which serve to adjust the fuel supply to those cylinders.
  • valves for control of the injection into the individual cylinders. These valves open the fuel delivery lines for precisely measured intervals of time having a duration of a few milliseconds and thereupon close again.
  • the fuel is drawn from storage reservoirs which are fed from a feed pump.
  • This mode of operation has the particular advantage that electrically operated valves can be used, and this produces a simplification in the mechanical construction of the apparatus. It is, however, subject to the shortcoming that the quantities of fuel which achieve injection during the specified time intervals may undergo substantial variation one from one cylinder to another because for example of the various nozzle cross sections of the individual injectors.
  • the invention makes possible the use of the time-controlled injection valves and consequently, a substantial simplification of the engine consistently with a uniform supply of fuel to all cylinders at all load levels imposed on the engine.
  • the correction values are applied in a timedelayed manner.
  • the supplementary control provided by the correction signals is made to be a stable one.
  • the measurement devices may take the form of volumetric motors having rotors built into the fuel delivery lines, the motion of these rotors being monitored by scanning devices.
  • the rotors take the shape of gear pumps and scanning devices are devices which operate without electrical contacts. Thus, they may operate magnetically, inductively, or capacitively.
  • the correction devices may take the form of means for adjustment of the injection pressure at the individual cylinders.
  • adjustable throttling devices may be employed as correction elements, these throttling devices being disposed, for example, in the fuel delivery lines. They may however be disposed on the suction side of plural fuel pumps allocated to the cylinders. Such throttling devices make possible a simple adjustment of the streaming resistance of the individual hydraulic lines and injection valves.
  • correction devices which serve mutually to change the swept volumes of volumetric fuel pumps of the individual cylinders.
  • the invention has important advantages also in the case of mechanically or hydraulically actuated timecontrolled injection valves.
  • time-controlled valves may be arranged, which may be electromagnetically operated for example.
  • a simple construction of the engine can be achieved, in which the cam shafts heretofore required with their cam drives can be eliminated.
  • the correcting devices may take the form of control means effecting a mutual variation of the open times of the several valves, the open time of a valve otherwise open too long being shortened while that of a valve otherwise open too short a time is lengthened. It is thus possible to obtain a design that, besides exceptional simplicity, has the further advantage that it can be actuated in simple manner by an electronic controller.
  • controller that makes a comparison of the values taken by measurement at individual cylinders and actuates the correcting means through control signals according to the comparative data obtained.
  • This controller may determine the deviations of the readings of the several cylinders from the reading of a cylinder serving as master cylinder. Or it may form a mean of the readings at the various cylinders, determine the deviations of the several cylinders from that means, and set up the control signals accordingly.
  • FIG. I is a diagram of a diesel engine having three cylinders and incorporating fuel control apparatus according to the invention, with manual setting of throttling means;
  • FIG. 2 is a transverse sectional view of one form of fuel measuring apparatus according to the invention.
  • FIG. 3 is a diagrammatic representation of another form of apparatus according to the invention in conjunction with a diesel engine
  • FIGS. 4 to 7, are diagrams useful in explaining the apparatus of FIGS. 1 and 3;
  • FIG. 8 is a further diagrammatic showing similar to that of FIGS. l and 3 but illustrating the apparatus of the invention in conjunction with an engine having volumetric injection pumps of modern type;
  • FIG. 9 is a block diagram of an electronic controller for the apparatus of FIG. 3.
  • FIGS. Ill and Ill showtwo different forms for the correction signal generator lllltl of FIG. 9.
  • a diesel engine I having three cylinders a, b, c is provided with a fuel pump 2.
  • pump 2 feeds fuel lines 4, 5 and 6 leading to cylinders a, b, c.
  • measuring means 7 are arranged, connected to indicating instruments 8.
  • Electromagnetically actuated injection valves 9 are arranged in the fuel lines 4 to 6, just upstream of the several cylinders, and preferably at the outlets of the lines.
  • Manually adjustable throttling means 10 are also provided in lines 4 to 6.
  • the throttling means 10 for each cylinder are arranged between its reservoir and the injection valve 9.
  • the electromagnetic injection valves 9 are controlled from an injection controller II by way of electric signal lines 12, 13, I4.
  • Controller 11 receives a set value signal from a line 15, representative for example of a desired engine speed, and an actual value signal via signal line 16 from the output side of the engine.
  • the signal on line 16 may represent for example engine speed, or some other operating variable.
  • the engine 1 drives an electric generator 17.
  • the controller 11 may be connected by a signal line 18 (shown dotted) to the pressure regulator 3.
  • the pump 2 feeds fuel at high pressure, e.g., up to l,000 kgjcm. or more, into the fuel lines 4 to 6.
  • the pressure regulator 3 either holds the pressure in the fuel lines 4 to 6 constant or, if it is equipped to handle the signal on line I8, it may adjust that pressure according to operating conditions.
  • the regulator 3 may for example act on the pump 2 by way of a signal line 19.
  • the controller II delivers control signals to the valves 9, so that they are opened at specified times and for specified time durations.
  • the fuel injected into the combustion chamber of the cylinder in question at the fuel line pressure.
  • the readings of the several measuring means 7 may be read off at intervals on the indicating instruments 3. If major deviations in the flow of fuel fed to the individual cylinders thus appear, the throttling means 10 can be adjusted manually to equalize the deliveries. If for example the flow of fuel carried by one of the lines 4 to 6 is greater than that of the others, its throttling means 10 will be adjusted in closing direction, and vice versa.
  • FIG. 2 shows a preferred embodiment for the measuring device 7.
  • Tow gears 21 in mesh with each other are disposed in a housing 21, inserted into a fuel line such as the line 4.
  • the two gears form a volumetric hydraulic motor.
  • housing 20 is closed on all sides, and no shafts pass from the gears to the outside of the housing.
  • scanning means 22 are provided inside housing 20.
  • the housing 20 may for example be made of nonmagnetic material and the gears 21 of ferromagnetic material.
  • the scanning means 22 may include an electromagnetic coil with a core, the passing of the individual teeth of the nearer gear setting up electrical impulses in the coil.
  • the gears 21 and housing 20 may be made of an insulating material, the ends of the teeth being provided with electrically conductive material.
  • the scanning means 22 may then include a coil to which alternating current is supplied. When a tooth passes, the electrical impedance of the coil is varied, and this can be utilized to set up an impulse.
  • FIG. 3 differs from that of FIG. 1 in that the measuring means 7 of FIG. 3 are provided with output signal lines 30, 31, 32 leading to a controller 33, replacing the controller 11 of FIG. I.
  • the controller 33 modulates the control signals which it delivers to lines 12 to 14 according to the data in signal lines 30 to 32. In the event of excessive supply of fuel to one cylinder, its injection time is shortened accordingly, and vice versa.
  • FIGS. 4 to 7 illustrate control of fuel supply and correction thereof in accordance with the invention by operation on the pressure in the fuel line and by operation on the open time of the injection valves.
  • the injection times in the several cylinders a, b, c are plotted along the horizontal time-axis t.
  • the vertical axis p represents the pressures in their respective fuel lines.
  • the basic quantity injected per operating cycle of the engine cylinder and at a given load on the engine corresponds to the rectangle M of altitude h and time duration M/h.
  • equal areas do not necessarily imply equal fuel quantities.
  • the controller 11 of FIG. 1 or 33 of FIG. 3 lengthens the open time of the injection valves, so that additional quantities of fuel are received, indicated by the rectangles N, likewise of altitude h and of time duration N/h. Correction for unequal deliveries to the various cylinders is made, in the case of FIG.
  • FIG. 4 corresponds for example to the embodiment of FIG. I. It is immaterial in this connection whether the throttling means I0 are set by hand or automatically by a suitable control.
  • the representation in FIG. 4 does not attempt to reflect the influence on the level of fuel pressure exerted by controller 11 on pressure regulator 3 by way of signal line 18.
  • the cylinder b whose injection flow is not corrected, acts as a master cylinder. This means that its fuel flow is taken as a datum, and the fuel deliveries to the other cylinders are adjusted to match it, with of course some time delay.
  • FIG. 5 illustrates the operation of an embodiment of the invention in which the basic control of injection rate as well as the correction thereof as between cylinders are effected by pressure variation.
  • the open time of the injection valves is in this case constant.
  • the quantity of fuel injected into all cylinders is, to a first order of approximation, that given by the time-pressure product area M.
  • a quantity of fuel is added represented by the supplementary area Q, this addition being made by an increase of pressure, for example by operation of the pressure regulator 3 in FIG. I.
  • corrective pressure increases represented by the heights of the areas 0 and P in FIG. 5 are made by adjustment of the throttling devices 10 on lines 4 and 6, the correction 0 being in the positive direction (more fuel) and the correction P being in the negative direction, i.e., a subtraction from area 0 in FIG. 50.
  • FIG. 5 illustrates the operation of an embodiment of the invention in which the basic control of injection rate as well as the correction thereof as between cylinders are effected by
  • the injection pressure is kept constant, and the adjustment for load as well as the correction as between cylinders is made by varying the injection time.
  • FIG. 6 corresponds to the embodiment of FIG. 3 with a regulator 33 as illustrated in FIGS. 9 and 10.
  • FIG. 7 shows a diagram corresponding to injection control for response to load change by control of injection pressure, and correction as between cylinders by variation of injector open time.
  • the embodiment of FIG. 3 may operate in this manner, if the controller 33 thereof operates on pressure regulator 3 by way of signal line I0 and thereby controls the time rate at which fuel is injected while the injectors are open.
  • the signals in lines I2, I3 and I4, which control the open times of the injection valves, then carry the correction signals as well.
  • FIG. 0 illustrates application of the invention to diesel engines having the usual now current volumetric injection pumps.
  • the engine I is provided with injection pumps 80, each of which is assigned to one of the fuel lines 4 to 6.
  • the pumps 30 are driven by the cam shaft of the engine, and are controlled from a control rod M by a lever 82 of a controller 33.
  • the pumps 30 of FIG. 8 are volumetric pumps, intended to deliver a constant volume of fuel at ever stroke, which volume is supposed to be the same for the pumps of all three cylinders. Because of manufacturing tolerances and differences and because of unavoidable wear and tear however, unequal flow rates and leakage losses will make their appearance, with the result that the volumes of fuel reaching the several cylinders may come to differ from each other. In the embodiment of FIG. 3 it is possible, according to the invention, after reading 7 at the indicating instruments 8 the data on the measuring devices 7, to adjust the pump setting means 84 manually in such a way as to equalize the injection rates.
  • the setting means 84 may for example take the form of throttling means arranged on the suction side of the pumps. Alternatively, they may comprise racks which are coupled to rod 011 and which serve in known manner to adjust the deliveries from the pumps.
  • FIG. 9 shows a block diagram of one form of controller usable as the controller 33 in FIG. 3.
  • the example of speed control has been chosen, i.e., that in which the signal delivered on line I6 is representative of engine speed. It will be understood that with suitable modification of the controller, other control variables may also be taken into account.
  • the engine I is provided with a tachometer I011 and an engine driven pulse generator or distributor 102. From the tachometer I3, a signal line I03 passes into controller 33. From the pulse generator 102, three lines 104 lead to controller 33. Lines I03 and 104 correspond substantially to the signal channel I6 indicated schematically in FIG. 3.
  • the function of the pulse generator I02 is to specify the instant in time at which injection is to begin in each of the cylinders.
  • the signal supplied at line I03 from tachometer MI is compared in a control element I05 with the engine speed set value signal on line I5.
  • a control signal which may for example be a directcun'ent voltage, representative of the difference between the set value and actual value of engine speed.
  • the signal so generated in element 105 is delivered via line I06 through adders I07 to pulse generators I03.
  • the pulse generators are at the same time connected via signal lines 104 to the pulse generator I02.
  • the output signals of pulse generators 108 are delivered to signal lines I2 to 14 which lead to the several injection valves 9.
  • the adding devices 107 are connected by signal lines 109 to a correction signal generator 110.
  • the generator IIO receives as input signals from lines 30 to 32 the individual cylinder error signals generated in the measuring devices 7, the signals generated there being converted by converters III into direct-current voltages for example.
  • the converters III are connected by signal lines 112, 113, 114 to the generator 110.
  • the tachometer I02 delivers a signal representative of the instantaneous speed of the engine I.
  • the pulse generator I02 delivers pulses at the phases of crankshaft rotation when injection is to begin in each of the engine cylinders.
  • the comparator element delivers a signal whose instantaneous magnitude determines, to a first approximation for all cylinders, the duration of the injection process, as a function of the comparison in device 105 of the engine speed set value signal arriving on line I5 and the engine speed actual value signal arriving on line 103.
  • the output signal on the three branches of line I06 has superimposed thereon in the adders 107 the correction signals for the individual cylinders developed in the correction signal generator I10. The corrected signals thus obtained are supplied to the pulse generators I08.
  • generators 108 Upon arrival there of trigger pulses from the pulse generator 102, generators 108 form control signals of substantially rectangular shape whose durations represent the basic fuel charge signal on line 106, corrected for the individual cylinders in adders 107. In this way the injection valves 9 are actuated in the desired manner at the appropriate times.
  • FIG. 9 there is shown the signal line 18 which serves to actuate the pressure regulator 3 according to the comparison above described, made in comparator 105.
  • Line I8 may be omitted if the fuel pressure in the fuel line is kept constant.
  • FIGS. 10 and II show two possible embodiments of the correction signal generator I10 of FIG. 9.
  • control elements I20 and I21 preferably having the form of integral controllers with large time constant.
  • Control elements I20 and I21 deliver to the signal lines I09 for cylinders a and c correction signals dependent on the instantaneous difference between the signals dependent on the instantaneous difference between the signals on lines I13 and 114 and on lines I12 and 1M respectively.
  • the signal on line 13 to cylinder a is in this case not corrected but is rather taken as a basis for comparison. Cylinder a is in this case therefore a master cylinder.
  • the signals on lines 112 to I14 are supplied to control elements I30, 13I and 132. Moreover these signals are added together in an adding circuit I33 and are then applied to a buffer amplifier 134.
  • the buffer I34 has a transmission (amplification) factor of one third.
  • the output signal of the buffer 134 representing a mean of the signals received by it from lines II2 to I14, is applied as a set value signal to each of the control elements to 132.
  • These control elements then take the difference of the two input signals thereto and form an output signal which is applied via signal lines 109 to the several addition elements 107 in FIG. 9.
  • Fuel injection apparatus for a multicylinder piston-type internal combustion engine comprising means to pump fuel, a separate fuel line connecting the pumping means to each cylinder of the engine, an injector valve in each fuel line, separate means to measure in each fuel line the flow of fuel therethrough and to generate a signal representative thereof,
  • said adjusting means adjust the settings of said injector valves in accordance with departures of the fuel flow representative signals of said fuel lines respectively from said average flow representative signal.
  • Fuel injection apparatus according to claim 1 wherein said separate means to measure the flow of fuel comprise volumetric motors and means to detect motion of said motors.

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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)
  • Measuring Volume Flow (AREA)
US3575145D 1967-11-10 1968-11-05 Method and apparatus for injecting fuel into the cylinders of a multicylinder piston-type internal combustion engine Expired - Lifetime US3575145A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH1581267A CH483562A (de) 1967-11-10 1967-11-10 Verfahren für die Einführung von Brennstoff in die Arbeitszylinder einer mehrzylindrigen Kolbenbrennkraftmaschine sowie Vorrichtung zur Ausführung des Verfahrens

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CH (1) CH483562A (ro)
DE (1) DE1576334B1 (ro)
FR (1) FR1586567A (ro)
GB (1) GB1235523A (ro)
NL (1) NL140599B (ro)
RO (1) RO54552A (ro)

Cited By (37)

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US3724436A (en) * 1970-04-02 1973-04-03 Nippon Denso Co Fuel feed control device for internal combustion engines
US3796197A (en) * 1970-03-12 1974-03-12 Bosch Gmbh Robert Electronic regulator with fuel injection control for diesel engines
US3817225A (en) * 1971-03-10 1974-06-18 J Priegel Electronic carburetion system for low exhaust emmissions of internal combustion engines
US3827409A (en) * 1972-06-29 1974-08-06 Physics Int Co Fuel injection system for internal combustion engines
US3831563A (en) * 1972-02-03 1974-08-27 Ford Motor Co Electronic fuel metering apparatus for internal combustion engine
DE3128239A1 (de) * 1981-07-17 1983-01-27 Pierburg Gmbh & Co Kg, 4040 Neuss Verfahren und einrichtung zum steuern von abgas-rueckfuehrmengen
US4372266A (en) * 1980-06-30 1983-02-08 Diesel Kiki Co. Ltd. Fuel injection apparatus for internal combustion engines
US4402294A (en) * 1982-01-28 1983-09-06 General Motors Corporation Fuel injection system having fuel injector calibration
US4459943A (en) * 1981-12-22 1984-07-17 Goodman System Company, Inc. Fluid injection system for an internal combustion engine responsive to fuel flow
JPS59206667A (ja) * 1983-05-09 1984-11-22 Osamu Matsumura 燃料噴射装置
US4487187A (en) * 1982-12-10 1984-12-11 Don Petro Electronically controlled fluid floro regulating system
US4502438A (en) * 1981-03-30 1985-03-05 Nissan Motor Company, Limited Electronic fuel injection control method and apparatus for a fuel injection type internal combustion engine
US4517928A (en) * 1982-08-12 1985-05-21 Nederlandse Centrale Organisatie Voor Toegepast Natuurwetenschappelijk Onderzoek System for the use of gas as secondary fuel in diesel engines
US4520773A (en) * 1982-03-18 1985-06-04 Miller Special Tools Division Triangle Corporation Fuel injection cleaning and testing system and apparatus
US4566416A (en) * 1981-07-31 1986-01-28 Stanadyne, Inc. Accumulator nozzle fuel injection system
US4627403A (en) * 1983-12-27 1986-12-09 Osamu Matsumura Fuel injection apparatus
US4633837A (en) * 1984-10-06 1987-01-06 Robert Bosch Gmbh Method for controlling fuel injection in internal combustion engines and fuel injection system for performing the method
US4662338A (en) * 1981-02-17 1987-05-05 Robert Bosch Gmbh Fuel injection nozzle
US4712736A (en) * 1981-03-27 1987-12-15 Gaydon Technology Limited Method and system for maintaining a spray pattern
FR2610993A1 (fr) * 1987-02-13 1988-08-19 Teleflex Lionel Dupont Procede et dispositif de commande d'injection de combustible dans un moteur thermique a plusieurs cylindres
US4790277A (en) * 1987-06-03 1988-12-13 Ford Motor Company Self-adjusting fuel injection system
US4817568A (en) * 1985-08-24 1989-04-04 Gaspower International Limited Dual fuel compression ignition engine
US4958610A (en) * 1988-01-11 1990-09-25 Nissan Motor Company, Ltd. Fuel injection system
US5080076A (en) * 1987-07-06 1992-01-14 Robert Bosch Gmbh Fuel injection system for internal combustion engines
US5191867A (en) * 1991-10-11 1993-03-09 Caterpillar Inc. Hydraulically-actuated electronically-controlled unit injector fuel system having variable control of actuating fluid pressure
US5520152A (en) * 1994-07-18 1996-05-28 Robert Bosch Gmbh Method and device for controlling an internal combustion engine
US6085991A (en) * 1998-05-14 2000-07-11 Sturman; Oded E. Intensified fuel injector having a lateral drain passage
US6148778A (en) * 1995-05-17 2000-11-21 Sturman Industries, Inc. Air-fuel module adapted for an internal combustion engine
US6161770A (en) * 1994-06-06 2000-12-19 Sturman; Oded E. Hydraulically driven springless fuel injector
US6257499B1 (en) 1994-06-06 2001-07-10 Oded E. Sturman High speed fuel injector
WO2001090557A1 (de) * 2000-05-26 2001-11-29 Siemens Aktiengesellschaft Verfahren zur zylindergleichstellung bei einer verbrennungskraftmaschine
US6516658B1 (en) 1999-04-16 2003-02-11 Siemens Vdo Automotive Corporation Identification of diesel engine injector characteristics
US6651629B2 (en) 2001-01-04 2003-11-25 Mccoy John C. Internal energizable voltage or current source for fuel injector identification
US20050241620A1 (en) * 2002-11-15 2005-11-03 Gregor Renner Device for controlling and/or regulating the fuel quantity supplied to an internal combustion engine
US7861684B2 (en) 2009-05-14 2011-01-04 Advanced Diesel Concepts Llc Compression ignition engine and method for controlling same
US8807115B2 (en) 2009-05-14 2014-08-19 Advanced Diesel Concepts, Llc Compression ignition engine and method for controlling same
US20210340965A1 (en) * 2018-10-05 2021-11-04 Covestro Intellectual Property Gmbh & Co Kg Method for adjusting the volumetric flow ratio of at least two different fluids

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US2606066A (en) * 1947-04-03 1952-08-05 Bendix Aviat Corp Automatic flow regulator
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US3036585A (en) * 1958-08-08 1962-05-29 Sun Oil Co Fuel dispensing system
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Cited By (40)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3796197A (en) * 1970-03-12 1974-03-12 Bosch Gmbh Robert Electronic regulator with fuel injection control for diesel engines
US3724436A (en) * 1970-04-02 1973-04-03 Nippon Denso Co Fuel feed control device for internal combustion engines
US3817225A (en) * 1971-03-10 1974-06-18 J Priegel Electronic carburetion system for low exhaust emmissions of internal combustion engines
US3831563A (en) * 1972-02-03 1974-08-27 Ford Motor Co Electronic fuel metering apparatus for internal combustion engine
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Also Published As

Publication number Publication date
DE1576334B1 (de) 1970-11-19
FR1586567A (ro) 1970-02-20
GB1235523A (en) 1971-06-16
CH483562A (de) 1969-12-31
NL140599B (nl) 1973-12-17
NL6716607A (ro) 1969-05-13
RO54552A (ro) 1973-07-20

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