US3727598A - Temperature-responsive system for regulating the fuel mixture in air-cooled internal combustion engines - Google Patents

Temperature-responsive system for regulating the fuel mixture in air-cooled internal combustion engines Download PDF

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Publication number
US3727598A
US3727598A US00076036A US3727598DA US3727598A US 3727598 A US3727598 A US 3727598A US 00076036 A US00076036 A US 00076036A US 3727598D A US3727598D A US 3727598DA US 3727598 A US3727598 A US 3727598A
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Prior art keywords
temperature
temperature sensing
sensing member
camming
expansion
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US00076036A
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English (en)
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H Knapp
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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
    • 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
    • F02D1/025—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 engine working temperature
    • 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
    • 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
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/10—Transmission of control impulse to pump control, e.g. with power drive or power assistance mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D3/00—Controlling low-pressure fuel injection, i.e. where the fuel-air mixture containing fuel thus injected will be substantially compressed by the compression stroke of the engine, by means other than controlling only an injection pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • the invention relates to a regulating system for controlling the air-fuel mixture in externally ignited internal combustion engines.
  • the system is of the type that includes a preferably rpm-dependent setting member, the setting motions of which may be transmitted by means of a first and a second intermediate lever to a fuel quantity'control member.
  • the pivotal point of the second intermediate lever is disposed on a correcting lever which'is provided with a contoured edge and which is engaged by setting members movable dependent upon operational magnitudes of the engine.
  • One of the last-named setting members is a temperature sensor responsive to the temperature of the engine coolant.
  • the intake air temperature and the cylinder head temperature of the engine also be taken into account for the formationlof fuel mixture and it is further required to vary the quantities delivered by the fuel injection system of the engine as a function of the aforenoted temperatures.
  • the temperature-dependent change of the deliveredfuel quantities is controlledby a temperature sensitive member exposed to the circulating water coolant in a water-cooled engine.
  • Such variations in the fuel quantity serve only forcorrecting an engine operation in a hot condition, wherein the supplementary fuel quantities required for a satisfactory operation of a cold engine arecontinuously decreased up to a coolant temperature of approximately 35 C. Above this temperature, the delivered fuel quantities are no longer affected by the temperature sensitive member.
  • water-cooled engines are so-called temperature-stabilized engines, that is, the circulation of the water coolant is adjusted to the operational condition of the engine by control elements
  • the temperature of the cylinder head is substantiallyconstant andrthe limit values regarding the harmful components of the exhaust gases (the so-called Californiatest) may be maintained by an appropriate setting of thecorrecting members.
  • Californiatest the so-called Californiatest
  • a temperature sensing member which is formed preferably of a great number of heat expandable elements of large surface and which is exposed to at least one part of the cooling air heated by the engine cylinders of an air-cooled, not temperature-stabilized engine.
  • the contoured control edge ofthe correcting lever has a first, very steep portion for effecting correction of the injected fuel quantities during hot engine operation and a second, substantially flatter portion for the correction of the injected fuel quantities dependent from the operational temperature ofthe engine. Itis particularly advantageous to use a single temperature sensingmember.
  • FIG. 1 is a schematic view of a regulating system incorporating the invention
  • FIG. 2 is an enlarged, axial sectional view of FIG. 1, and
  • FIG. 3 is a diagram illustrating the values of the delivered fuel quantities v. temperature, as controlled by a regulating system according to FIG. 1.
  • FIG. 1 to the drive shaft 10 of an only schematically indicated fuel injection pump 11 associated with an air-cooled not temperature-stabilized Otto-engine, there is mounted a centrifugal governor 12, the weights 13 of which displace, in case of a change in the rpm, a three-dimensional cam 14 which is movable as an rpm-dependent setting member against the force of a spring 15.
  • the three-dimensional cam 14 may be rotated by an actuating arm 16 through linkage 17 in such a manner that, dependent upon the position of the actuating arm 16, a different cam track of the cam face is aligned with a follower roller 20 carried by a bell crank-type first intermediate lever 21.
  • the actuating arm 16 is connected in a known manner (not shown) with the accelerator pedal and with the but terfly throttle of the engine.
  • the second intermediate lever 25 has, at one end, a slot 36 into which extends a pin 37 of the first intermediate lever 21. At its other end, the lever 21 has a second slot 38 in which there is guided a pin 41 fixedly secured to a fuel quantity control member of the fuel injection pump 11. Thus, motions of the bell crank lever 21 or the pin 26 of the second intermediate lever 25 are transmitted to the fuel quantity control member 40.
  • a pressure bar 43 engages the one end 42 the correcting lever 27 between the pivot 26 and the shackle 32, while the other end 44 of the pressure bar 43 is in contact with a lever 45.
  • the sharp ends 42 and 44 of the bar 43 are received in notches 46 and 47 provided, respectively, in the correcting lever 27 and in the lever 45.
  • the pressure bar 43 is maintained in its position by means of a tension spring 48 which, by virtue of its oblique position, simultaneously presses the contoured control edge 29 of the correcting lever 27 to the stationary pin 30 so that all play is eliminated.
  • the lever transmits the setting motion of two setting members 49 and 50 (responsive to operational magnitudes ofthe engine) to the pressure bar 43, which, in turn, displaces the correcting lever 27 against the force of the spring 48 as soon as at least one of said operational magnitude varies.
  • the setting member 49 is a height correcting device and responds to the ambient air pressure surrounding the engine.
  • the setting member 50 is a temperature sensing member which is affected by the temperature of the cooling air and the setting motions of which are transmitted by a rod 51 through the lever 45 and the pressure bar 43 to the correcting lever 27.
  • the temperature sensing member 50 comprises a housing 52 which is affixed to the housing 34 of the regulating system 35 and which has two coupling nipples 53 and 54, constituting, respectively, an inlet and an outlet for the cooling air.
  • One part of the cooling air that is heated by the engine cylinder and used for heating the passenger compart ment of the vehicle, is branched off in a manner not shown and is directed, through a hose 55 and the coupling nipple 53, to the temperature sensing member 50 and is taken out therefrom through the coupling nipple 54 and an adjoining hose 56.
  • the temperature of the cooling air is a measure of the temperature of the engine cylinders.
  • the temperature sensing member 50 has, as heat expandable elements, a series of disc-like bimetallic plates 57 arranged in pairs, the outer surface of which is exposed to the flow of the cooling air.
  • the bimetallic plate pairs 57 have a central bore 58 by means of which they are inserted and thus stacked on the actuating rod 51.
  • the actuating rod 51 is held in the housing 52 and has, at one end, a collar 59 formed by a snap ring on which the stack of plates 57 rests.
  • a spring seat disc 61 which is pressed against a shoulder 63 of housing 52 by a take-up spring 62 forming a resilient abutment for the stack of plates 57.
  • the spring 62 is received in a cavity 64 of a cap 65 closing the housing 52.
  • the cap 65 further carries a bearing member 66 in which one end of the actuator rod 51 is received.
  • the contoured control edge 29 is kinked and has a steep portion 29a and a flat portion 29b.
  • Edge portion 29a controls the fuel quantities delivered to the engine in a cold condition of the engine up to a cooling air temperature of approximately 35 C.
  • the edge portion 29b controls the operational range between temperatures of 35 and C.
  • the edge portion 29b terminates in a rigid stop (formed here as the end ofa slot) for reasons to become clear as the specification progresses.
  • the contoured control edge 29 effects a course of delivered fuel quantities as indicated in the diagram according to FIG. 3.
  • the abscissa indicates the temperature T of the cooling air
  • the ordinate is the fuel quantity 0 expressed in mm /stroke.
  • the fuel quantity delivered is A, whereas the kink point of the curve (at 35 C) is indicated at B, and the terminus of the control curve at 80 C is indicated at C. If the cooling air temperatures are over 80 C, the delivered fuel quantities are no longer affected by the temperature sensing member 50.
  • the correcting lever 27 is in a position as shown in FIG. 1. This position corresponds, for example, in case of an air temperature T ofl0 C to a fuel quantity A in FIG. 3.
  • the temperature of the cylinder head increases, and the cooling air is warmed accordingly.
  • One part of the circulating cooling air is, through the flexible conduit 55, directed to the inside of the housing 52 of the temperature sensing member 50.
  • the bimetallic plates 57 very rapidly assume themselves these higher temperatures; they expand, and pressing on the collar 59 of the actuating bar 51, displace the same against the force of the spring 68.
  • the actuating rod 51 transmits its displacement to the lever 45 which, in turn, through the pressure bar 43, exerts a force on the correcting lever 27. As a result, the latter moves downward,
  • the contoured control edge 29 slides along the stationary camming pin 30.
  • the pin 26 of the second intermediate lever 25 is displaced downwardly and to the right causing, through the pin 41, the fuel quantity control rod 40 of the fuel injection pump 11 to be displaced in the direction. of a smaller fuel quantity delivery.
  • the slots 36 and 38, provided in the second intermediate lever 25 the downward motion of the latter-causes no change in the position of the fuel quantity control member 40. Solely the slope of the control edge 29 is a measure for the change of the fuel quantity control member and thus the delivered fuel quantities.
  • the correcting lever 27 follows the portion 294 of the contoured control edge 29.
  • the fuel quantity control rod, 40 has been displaced to such an extent that the delivered fuel quantity Qcorresponds to the magnitude B inFIG. 3.
  • the bimetallic plates 57 continue their approximately linear expansion, but, by. virtue ofithe relatively flat portion 29b of, the contoured control edge 29, the decrease of the delivered fuel quantities occurs ata smaller rate.
  • the delivered fuel quantities Q follow the curve portionB C ofFJG. 3.
  • the contoured control edge 29terminates andlthe pin 30 is stopped at the end of the portion 29b.
  • the delivered fuel quantities at that point correspond to the magnitude C in FIG. 3.
  • Further temperature increases do not result in any further control motions since the bimetallic plates57 now displacethe spring seat disc 6l against the force of the take-up springt62. By virtue of its compression it is prevented that unpermissibly high forces are introduced into thelregulating system.
  • portion 29a of the contoured control edge the hot engine run is controlled, while portion 29b provides that .at different temperatures of the cylinder head. inthe load range, the delivered fuel quantities'areso adjustedthat no unpermissibly high proportions of harmful pollutants will appear in the exhaust gases.
  • said regulating system for controlling the fuel mixture delivered by a fuel injection system to an externally ignited, air-cooled. internal combustion engine, said regulating system is of the type that includes (a) an rpm-responsive. setting; member, .(b) a first intermediate lever to which the motions of saidrp'm-responsive setting member are transmitted, .(c) a second intermediate lever connected to said first intermediate lever and to a fuel quantity control member. to transmit thereto displacements of said rpm-responsive setting member and (d) a correcting lever to which said second intermediate lever is pivotally secured, the improvement comprising,
  • first spring means constituting a resilient abutment for said temperature sensing member and being in engagement with said second end thereof, said first spring means opposing the expansion of said temperature sensing member
  • second spring means operatively connected to said rod means for urging the latter in a second direction opposite to said first direction; said second spring means being weaker than said first spring means for allowing said rod means to move insaid first direction in response to the expansion of said temperature sensing member,
  • camming means cooperating with said contoured controledge for causing a relatively fast rate of motion of said correcting member andthus a relatively large rate of displacement of said fuel quantity control memberwhile said camming means is in contact with said steepportion and for causing a relatively slow rate of motion of said correcting member and thus a relatively small rate of displacement of said fuel quantity control member while saidcamming means isin contactwith said flatter portion, said camming means arriving into engagement with said rigid stop means when a certain state of expansion of said temperature sensing member is reached inresponse to a predetermined temperature; the engagement.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
US00076036A 1970-01-29 1970-09-28 Temperature-responsive system for regulating the fuel mixture in air-cooled internal combustion engines Expired - Lifetime US3727598A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19702003927 DE2003927A1 (de) 1970-01-29 1970-01-29 Regeleinrichtung fuer das Kraftstoffluftgemisch bei mit Fremdzuendung arbeitenden Einspritzbrennkraftmaschinen

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US (1) US3727598A (de)
JP (1) JPS4948889B1 (de)
DE (1) DE2003927A1 (de)
FR (1) FR2076970A5 (de)
GB (1) GB1315745A (de)

Cited By (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3884205A (en) * 1972-08-10 1975-05-20 Bosch Gmbh Robert Centrifugal RPM governor for fuel injected internal combustion engines
US3903860A (en) * 1973-07-07 1975-09-09 Bosch Gmbh Robert Centrifugal rpm governor for fuel injected internal combustion engines
US3924594A (en) * 1973-06-23 1975-12-09 Diesel Kiki Co Diesel engine fuel injection pump governor
US3937199A (en) * 1973-08-20 1976-02-10 Nissan Motor Co., Ltd. Fuel injection pump
US3946705A (en) * 1974-09-30 1976-03-30 The United States Of America As Represented By The Secretary Of The Army Heat engine power system
US3946715A (en) * 1973-03-06 1976-03-30 Robert Bosch Gmbh Centrifugal rpm governor for fuel injected internal combustion engines
US4064856A (en) * 1973-05-15 1977-12-27 Daimler-Benz Aktiengesellschaft Control mechanism for injection pump
US4085724A (en) * 1975-06-12 1978-04-25 Robert Bosch Gmbh Fuel regulator for internal combustion engines with injection system
US4099506A (en) * 1975-11-28 1978-07-11 Daimler-Benz Aktiengesellschaft Idling abutment for the governor of an injection pump of an air-compressing internal combustion engine
US4200076A (en) * 1976-08-20 1980-04-29 Robert Bosch Gmbh Fuel control device for supercharged diesel engines
US4210117A (en) * 1976-06-28 1980-07-01 Holec N.V. Device for supplying fuel to a combustion engine and method of _manufacturing said device
US4214564A (en) * 1976-12-17 1980-07-29 Lucas Industries Limited Fuel injection pumping apparatus
US4261308A (en) * 1978-05-10 1981-04-14 Trico Products Corporation Fuel control systems
US4312312A (en) * 1978-10-14 1982-01-26 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4421076A (en) * 1980-05-23 1983-12-20 Nissan Motor Co., Ltd. Starting auxiliary device for internal combustion engine
US4498437A (en) * 1981-12-19 1985-02-12 Diesel Kiki Company, Ltd. Centrifugal governor for internal combustion engine
US4604977A (en) * 1984-05-02 1986-08-12 Diesel Kiki Co., Ltd. Centrifugal governor for internal combustion engines
US4656980A (en) * 1984-07-11 1987-04-14 Diesel Kiki Co., Ltd. Centrifugal governor for internal combustion engines
US4782804A (en) * 1985-12-06 1988-11-08 Robert Bosch Gmbh Centrifugal speed governor for internal combustion engines
US4813389A (en) * 1986-10-20 1989-03-21 Elsbett L Fuel injection system for internal combustion engines
US5193505A (en) * 1989-09-22 1993-03-16 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US5255652A (en) * 1992-03-27 1993-10-26 Robert Bosch Gmbh Speed governor for fuel injection pumps

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2548985C3 (de) * 1975-11-03 1980-07-31 Pierburg Gmbh & Co Kg, 4040 Neuss Brennstoffregeleinrichtung zum Betrieb von mehrzylindrigen Brennkraftmaschinen
DE2634524C2 (de) * 1976-07-31 1983-06-30 Krauss-Maffei AG, 8000 München Reigeleinrichtung zum Schutz gegen Überhitzung von Brennkraftmaschinen
DE4120352C2 (de) * 1991-06-19 1998-01-15 Bosch Gmbh Robert Drehzahlregler für Brennkraftmaschinen
DE102010017791B4 (de) * 2010-07-07 2012-03-22 Ford Global Technologies, Llc. Verfahren zur Begrenzung der thermischen Belastung einer Brennkraftmaschine

Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1243112A (en) * 1915-08-26 1917-10-16 Hermann Sandvoss Thermostatic regulator.
US1703235A (en) * 1926-07-22 1929-02-26 Delos P Heath Pressure-control switch
US2011899A (en) * 1931-11-27 1935-08-20 Kelvinator Corp Thermostatic control for fuel burners
US2100709A (en) * 1936-09-15 1937-11-30 Francis G Crone Thermostatic regulator for gas heating
US2465090A (en) * 1945-05-17 1949-03-22 Gen Motors Corp Regulator for controllable pitch propellers
US2852011A (en) * 1956-11-13 1958-09-16 Studebaker Packard Corp Fuel injection system for internal combustion engine
US2881748A (en) * 1957-09-03 1959-04-14 Ford Motor Co Fuel injector control
US3004123A (en) * 1960-04-28 1961-10-10 Kenneth B Cannon Thermally responsive actuator
US3107532A (en) * 1961-04-14 1963-10-22 Gerdts Gustav F Kg Thermostat
DE1171201B (de) * 1960-10-14 1964-05-27 Bosch Gmbh Robert Regeleinrichtung fuer das Kraftstoffluftgemisch bei mit Fremdzuendung arbeitenden Einspritzbrennkraftmaschinen
US3177720A (en) * 1960-05-02 1965-04-13 Bendix Corp Control apparatus having temperature compensating means
US3344672A (en) * 1965-04-05 1967-10-03 Gerdts Gustav F Kg Heat operated discharger for condensation water
US3401666A (en) * 1965-06-30 1968-09-17 Amot Controls Corp Temperature detecting actuator for bearings
US3577978A (en) * 1968-04-06 1971-05-11 Alfa Romeo Spa A regulator device for a variable rate of flow for a fuel injection pump for an internal combustion engine

Patent Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1243112A (en) * 1915-08-26 1917-10-16 Hermann Sandvoss Thermostatic regulator.
US1703235A (en) * 1926-07-22 1929-02-26 Delos P Heath Pressure-control switch
US2011899A (en) * 1931-11-27 1935-08-20 Kelvinator Corp Thermostatic control for fuel burners
US2100709A (en) * 1936-09-15 1937-11-30 Francis G Crone Thermostatic regulator for gas heating
US2465090A (en) * 1945-05-17 1949-03-22 Gen Motors Corp Regulator for controllable pitch propellers
US2852011A (en) * 1956-11-13 1958-09-16 Studebaker Packard Corp Fuel injection system for internal combustion engine
US2881748A (en) * 1957-09-03 1959-04-14 Ford Motor Co Fuel injector control
US3004123A (en) * 1960-04-28 1961-10-10 Kenneth B Cannon Thermally responsive actuator
US3177720A (en) * 1960-05-02 1965-04-13 Bendix Corp Control apparatus having temperature compensating means
DE1171201B (de) * 1960-10-14 1964-05-27 Bosch Gmbh Robert Regeleinrichtung fuer das Kraftstoffluftgemisch bei mit Fremdzuendung arbeitenden Einspritzbrennkraftmaschinen
US3107532A (en) * 1961-04-14 1963-10-22 Gerdts Gustav F Kg Thermostat
US3344672A (en) * 1965-04-05 1967-10-03 Gerdts Gustav F Kg Heat operated discharger for condensation water
US3401666A (en) * 1965-06-30 1968-09-17 Amot Controls Corp Temperature detecting actuator for bearings
US3577978A (en) * 1968-04-06 1971-05-11 Alfa Romeo Spa A regulator device for a variable rate of flow for a fuel injection pump for an internal combustion engine

Cited By (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3884205A (en) * 1972-08-10 1975-05-20 Bosch Gmbh Robert Centrifugal RPM governor for fuel injected internal combustion engines
US3946715A (en) * 1973-03-06 1976-03-30 Robert Bosch Gmbh Centrifugal rpm governor for fuel injected internal combustion engines
US4064856A (en) * 1973-05-15 1977-12-27 Daimler-Benz Aktiengesellschaft Control mechanism for injection pump
US3924594A (en) * 1973-06-23 1975-12-09 Diesel Kiki Co Diesel engine fuel injection pump governor
US3903860A (en) * 1973-07-07 1975-09-09 Bosch Gmbh Robert Centrifugal rpm governor for fuel injected internal combustion engines
US3937199A (en) * 1973-08-20 1976-02-10 Nissan Motor Co., Ltd. Fuel injection pump
US3946705A (en) * 1974-09-30 1976-03-30 The United States Of America As Represented By The Secretary Of The Army Heat engine power system
US4085724A (en) * 1975-06-12 1978-04-25 Robert Bosch Gmbh Fuel regulator for internal combustion engines with injection system
US4099506A (en) * 1975-11-28 1978-07-11 Daimler-Benz Aktiengesellschaft Idling abutment for the governor of an injection pump of an air-compressing internal combustion engine
US4210117A (en) * 1976-06-28 1980-07-01 Holec N.V. Device for supplying fuel to a combustion engine and method of _manufacturing said device
US4200076A (en) * 1976-08-20 1980-04-29 Robert Bosch Gmbh Fuel control device for supercharged diesel engines
US4214564A (en) * 1976-12-17 1980-07-29 Lucas Industries Limited Fuel injection pumping apparatus
US4261308A (en) * 1978-05-10 1981-04-14 Trico Products Corporation Fuel control systems
US4312312A (en) * 1978-10-14 1982-01-26 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4421076A (en) * 1980-05-23 1983-12-20 Nissan Motor Co., Ltd. Starting auxiliary device for internal combustion engine
US4498437A (en) * 1981-12-19 1985-02-12 Diesel Kiki Company, Ltd. Centrifugal governor for internal combustion engine
US4604977A (en) * 1984-05-02 1986-08-12 Diesel Kiki Co., Ltd. Centrifugal governor for internal combustion engines
US4656980A (en) * 1984-07-11 1987-04-14 Diesel Kiki Co., Ltd. Centrifugal governor for internal combustion engines
US4782804A (en) * 1985-12-06 1988-11-08 Robert Bosch Gmbh Centrifugal speed governor for internal combustion engines
US4813389A (en) * 1986-10-20 1989-03-21 Elsbett L Fuel injection system for internal combustion engines
US5193505A (en) * 1989-09-22 1993-03-16 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US5255652A (en) * 1992-03-27 1993-10-26 Robert Bosch Gmbh Speed governor for fuel injection pumps

Also Published As

Publication number Publication date
DE2003927A1 (de) 1971-08-12
JPS4948889B1 (de) 1974-12-24
FR2076970A5 (de) 1971-10-15
GB1315745A (en) 1973-05-02

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