US3742920A - Fuel injection systems - Google Patents

Fuel injection systems Download PDF

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Publication number
US3742920A
US3742920A US00184010A US3742920DA US3742920A US 3742920 A US3742920 A US 3742920A US 00184010 A US00184010 A US 00184010A US 3742920D A US3742920D A US 3742920DA US 3742920 A US3742920 A US 3742920A
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United States
Prior art keywords
engine
overrun
speed
circuit
responsive
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Expired - Lifetime
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US00184010A
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English (en)
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T Black
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AE PLC
Federal Mogul Coventry Ltd
ZF International UK Ltd
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Brico Engineering Ltd
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Assigned to LUCAS INDUSTRIES PUBLIC LIMITED COMPANY, GREAT KING STREET, BIRMINGHAM, ENGLAND reassignment LUCAS INDUSTRIES PUBLIC LIMITED COMPANY, GREAT KING STREET, BIRMINGHAM, ENGLAND ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: AE PLC
Assigned to AE PLC CAWSTON HOUSE CAWSTON, RUGBY WARWICKSHIRE ENGLAND reassignment AE PLC CAWSTON HOUSE CAWSTON, RUGBY WARWICKSHIRE ENGLAND ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: BRICO ENGINEERING LIMITED
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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off

Definitions

  • a fuel injection system for an internal combustion engine has at least one electromagnetically operable fuel injection valve and a pulse generator circuit arranged 2% 123/32 [23/1 19 123 6 to produce electrical pulses for energising the valve so EAm32 AE as to open it for a period dependent upon the duration 1 le 0 earc "i' 97 B R of the pulse by which it is energised.
  • the system inlcudes an overrun control circuit which is responsive to an engine overrun condition and having a timing circuit
  • overrun responsive means UNITED STATES PATENTS and arranged to inhibit the operation of the pulse gen- 3,463,130 8/1969 Reichardt et al 123/32 EA erator for a predetermined time interval after the start 3,570,460 3/1971 Rabus 123/32 EA of an engine overrun condition or until the overrun 3,612,013 10/1971 Gambill... 123/32 EA condition ceases 3,651,793 3/1972 Roth t l23/102 1 3,673,989 7/1972 Aono et al.
  • a fuel injection system for an internal combustion engine comprises at least one electromagnetically operable fuel injection valve, a pulse generator circuit arranged to produce electrical pulses for energising the valve so as to open it for a period dependent upon the duration of the pulse by which it is energised, said duration being controllable in dependence upon at least one operating parameter of the engine, trigger means arranged to initiate the pulses at a frequency dependent upon the rotational speed of the engine, and an overrun control circuit comprising means responsive to an engine overrun condition, and a timing circuit connected to be started by the overrun responsive means and arranged to inhibit the operation of the pulse generator for a predetermined time interval after the start of an engine overrun condition or until the overrun condition ceases.
  • the overrun responsive means may comprise a switch operatively connected to a throttle control of the engine and adapted to be closed when the throttle control is closed or substantially closed.
  • the overrun responsive means may comprise means for sensing the position of the throttle control of the engine, for example a potentiometer whose wiper is mechanically connected to the throttle control, and may further comprise differentiator means connected to receive and differentiate the voltage on said wiper.
  • the timing circuit may include a capacitor arranged to be charged via a resistor, and may further include a normally non-conductive transistor which is arranged to be driven conductive by the overrun responsive means and which is arranged to be driven nonconductive when the capacitor is charged-to a predetermined level or the overrun condition ceases.
  • the predetermined time interval preferably lies in the range 0.25 to 1.0 seconds, for example 0.5 seconds.
  • the overrun control circuit includes speed responsive means adapted to prevent its operation below a predetermined engine speed, for example 1500 RPM.
  • the speed responsive means may comprise an integrator circuit connected to receive pulses from the trigger device, and voltage level responsive means such as a Schmitt trigger circuit connected to receive the voltage produced by the integrator circuit.
  • FIG. 1 is a block circuit diagram of a fuel injection system in accordance with the present invention for an internal combustion engine
  • FIGS. 2 and 3 are circuit diagrams of alternative embodiments of part of the system of FIG. 1. v
  • the fuel injection system shown in FIG. 1 is intended for a six-cylinder engine and includes six fuel injection valves arranged in two groups of three.
  • the valves 10 are screwed into housings in the engine induction manifold, just upstream of the inlet valve of the corresponding cylinder, and fuel is supplied at a controlled pressure to each valve 10, for example as described in United Kingdom Pat. No. 1,038,541.
  • the fuel injection valves 10 are electromagnetically operated and may be as described in United Kingdom Pat. No. 1,064,679.
  • Each group of the valves 10 is connected to be energised by electrical pulses produced at the output of a respective pulse generator 12, which comprises a monostable circuit 14 having its output connected via a power amplifier 16 to its respective group of the valves 10.
  • the monostable circuits 14 are connected to be triggered by a trigger device 18, which is in effect an engine-driven switch which is operated once per engine cycle for each group of the valves 10.
  • Each monostable circuit 14 includes a timing circuit (not shown) for controlling the duration of the main pulses in dependence upon the values of two D.C. voltages V1 and V2, which in turn depend upon the values of several engine operating parameters.
  • the voltage V1 depends on the engine manifold pressure which is sensed by a pressure transducer forming part of a manifold law control circuit 20 and connected to the induction manifold between a throttle valve and the inlet valves of the engine, and also depends upon the rotational speed of the engine which is sensed from the trigger device 18 by means of an engine speed discriminator 22.
  • the voltage V2 depends on the engine water temperature and the ambient air temperature, which temperatures are sensed, respectively, by a water temperature transducer connected into the water cooling system of the engine and by an air temperature transducer, both of which form part of a start and warm up control circuit 24.
  • a water temperature transducer connected into the water cooling system of the engine and by an air temperature transducer, both of which form part of a start and warm up control circuit 24.
  • These various transducers may incorporate variable resistance elements, the resistances of which vary in accordance with the value of the respective operating parameters, and the resistance elements may be incorporated in voltage dividers forming part of associated circuits, namely the manifold law control circuit 20, the engine speed discriminator circuit 22, and the start and warm up control circuit 24.
  • each pulse generator 12 may, for example, take the form of, and operate in the manner of, the pulse generator 8 described in United Kingdom Pat. No. 1,107,989, and the said circuits and transducers may also take the forms described in this Patent, and for further details of the construction and operation of these components, reference should be made to this Patent.
  • the fuel injection system also includes an acceleration enrichment circuit 26, which may take either of the forms described in our co-pending United Kingdom Pat. applications nos. 43,503/68 or 42813 [70, for supplying additional pulses to all of the valves 10 when acceleration of the engine is required.
  • the circuit 26 is connected to receive a manifold pressure signal V(P) from the manifold'law control circuit 20, and its output is connected to both of'the power amplifiers 16.
  • the fuel injection system further includes an overrun control circuit 30 which comprises a switch 32 having a movable contact 34 mechanically connected to a suitable point in the linkage between the throttle pedal and the throttle valve of the engine,
  • the movable contact 34 is connected via a capacitor C1 to a resistor R1, and moves from a contact 36 to a contact 38 when the throttle valve closes.
  • the contact 36 is connected via a resistor R2 to the junction of Cl and R1, while the contact 38 is connected to a positive supply rail 39.
  • the capacitor C1 and the resistors R1 and R2 form part of a timing circuit, generally indicated by 40, which further comprises an NPN transistor TR1 whose base is connected to the resistor R1 and, via a resistor R3, to a negative supply rail 41.
  • the emitter of TR1 is connected to the supply rail 39 via a resistor R4, and to the supply rail 41 by a resistor R5, while the collector thereof is connected to the supply rail 39 via resistors R6 and R7 in series.
  • a PNP transistor TR2 having a collector resistor R8 is connected in the groundedemitter configuration to the junction of the resistors R6 and R7.
  • the output at the collector of TR2 is connected to one input 42 of a two-input AND gate 44 whose other input 46 is connected to the output of a Schmitt trigger circuit 48.
  • the input of the Schmitt trigger circuit 48 is connected to the output of an integrator circuit 50 which is connected in turn to the output of a monosta- -ble circuit 52.
  • the monostable circuit 52 is in turn connected to be triggered by both outputs of the trigger device 18 via respective diodes D1 and D2 and a pulse shaping amplifier 53.
  • the engine speed discriminator 22 produces a voltage V(S) which varies as a function of engine speed, and for most applications of the fuel injection system this voltage would be increasing with increasing engine speed in the range of speeds around 1,500 RPM. If desired, therefore, the diodes D1 and D2 and the circuits 50, 52, 53 may be dispensed with, and the Schmitt trigger 48 may be connected to receive V(S) as its input voltage (as shown by the dotted line in FIG. 1).
  • the output of the AND gate 44 is connected via an amplifier 54 and respective diodes D3, D4 to respective inhibit inputs of the monostable circuits 14.
  • the inhibit inputs might be constituted by the trigger inputs of the monostable circuits 14, the arrangement being such that the trigger inputs are shortcircuited by the signal at the output of the AND gate 44.
  • the threshold voltage of the Schmitt trigger circuit 48 is arranged to be less than the output voltage of the integrator circuit 50 (or V(S)) at engine rotational speeds above 1500 RPM, so the Schmitt trigger circuit 48 is in its triggered state, which is arranged to enable the input 46 of the AND gate 44.
  • the movable contact 34 of the switch 32 is in contact with the contact 36, so the capacitor C1 is held discharged by the resistor R1 and no current is supplied to the base of TR], which is therefore in its nonconductive state.
  • TR2 is therefore also in its nonconductive state, so no signal is applied to the input 42 of the AND gate 44.
  • the inhibit inputs of the monostable circuits 14 are thus not energised, and the valves 10 are energised by the pulse generators 12 in the normal manner to supply fuel to the engine.
  • the capacitor C1 starts to charge up via R1 and R3 until after a predetermined time interval, typically 0.5 seconds, it reaches a voltage level at which TRl is rendered non-conductive again.
  • TR2 again becomes nonconductive, and the inhibit inputs of the monostable circuits 14 are de-energised, thus restoring a normal fuel supply to the engine.
  • the Schmitt trigger circuit 48 is in its untriggered state, thus closing the AND gate 44 and rendering the overrun control circuit 30 inoperative.
  • FIG. 2 An alternative embodiment of the overrun control circuit 30. is shown in FIG. 2 and comprises a PNP input transistor TR101 having its base connected, via a resistor R101, to receive either V(S) or a speed-dependent voltage produced by circuitry (not shown) similar to the circuits 50, 52, 53 and the diodes D1 and D2 of FIG. 1.
  • the emitter of TR101 is connected via a diode D101 and a resistor R102 to the negative supply rail 41, and via a resistor R103 in series with the contacts 34, 38 of the throttle switch 32 to the positive supply rail 39.
  • the contact 36 of the switch 32 is left open-circuit.
  • the collector of TR101 which constitutes the output thereof, is connected to the negative supply rail 41 via a resistor R104 and, via a PNP emitter-follower stage TR102, having an emitter resistor R105, to a timing circuit 60 comprising a capacitor C101 connected to the negative supply rail 41 via a resistor R106.
  • the timing circuit 60 also includes an NPN transistor TR103 whose base is connected to the junction of C101 and R106 and whose emitter is connected to the negative supply rail 41 via a resistor R107.
  • TR103 which constitutes the output thereof, is connected to the positive supply rail 39 via a resistor R108 and to a PNP grounded-emitter stage TR104 whose collector has a load resistor R109 and is connected to the diodes D5, D6.
  • the operation of the circuit of FIG. 2 is similar to the operation of the circuit of FIG. 1.
  • the transistor TR101 performs the AND function of the AND gate 44 in FIG. 1, since it is arranged to be nonconductive when the switch 32 is open and to be rendered conductive by its speed-dependent input voltage a when the switch 32 closes at an engine speed above 1500 RPM.
  • the embodiment of the overrun control circuit 30 shown in FIG. 3 comprises a potentiometer RV201 whose movable wiper is mechanically connected to a suitable point in the linkage between the throttle pedal and the throttle valve of the engine and is movable therewith.
  • The-potentiometer RV201 forms part of a potential divider chain which further includes resistors R201 and R202 and which is connected between the supply rails 39,41.
  • the wiper 70 of the potentiometer RV201 which thus carries a voltage indicative of the instantaneous position of the throttle valve and throttle pedal, is connected to the input of a differentiator 72 which comprises a PNP grounded-emitter transistor TR201 having a base input resistor R203, a feedback capacitor C201, an emitter feedback resistor R204 and a collector resistor R205.
  • the output voltage on the collector of TR201 is therefore indicative of rate of change of throttle pedal position.
  • the potentiometer RV201, the resistors R201, R202 and the differentiator 72 may be constituted by part of the acceleration enrichment circuit 26 of FIG. 1, since this circuit also utilises a voltage indicative of rate of change of throttle pedal position.
  • the output of transistor TR 201 is connected through a resistor R 206 and a capacitor C202 in series, to the base of an NPN grounded-emitter transistor TR202 having a collector resistor R207.
  • the base of TR202 is also connected to the positive supply rail 39 via a resistor R208, and to the negative supply rail 41 by a normally reverse-biassed diode D201.
  • the circuit components R206, C202, R208 and the grounded-emitter stage TR202 together constitute a timing circuit generally indicated by 80.
  • TR202 The collector of TR202 is connected via a further NPN grounded-emitter transistor TR203 to the input of a PNP grounded-emitter transistor TR204 arranged similarly to TR2 of FIG. 1.
  • TR204 The output of TR204 is connected to the input 42 of the AND gate 44 of FIG. 1, the other input 46 of which is connected to receive either of the voltages specified in relation to FIG. 1.
  • the capacitor C202 then begins to charge up via R208 until, after a time determined by the time constant of R208, C202 and the rate of throttle movement which initiated the overrun condition, TR202 is rendered conductive again, so restoring a normal fuel supply to the engine.
  • the duration of the cut-off period is largely dependent upon the time constant of R208, C202 and is typically 0.5 seconds, while for small, slow movements this duration is reduced in proportion to the rate of throttle pedal movement.
  • the fuel injection systems hereinbefore described significantly reduce the amount of exhaust pollution produced by the engine during overrun conditions, and increase fuel economy, at engine speeds above 1,500 RPM. Below I500 RPM, it is possible that the driver of a vehicle propelled by the engine might feel slight jerks as the fuel is cut-off; the provision of speed responsive means such as the Schmitt trigger 48and its associated circuitry prevents this by rendering the overrun control circuits 30 inoperative at engine speeds below 1,500 RPM.
  • the circuit of FIG. 3 further reduces exhaust pollution since it senses throttle-closing movements, and therefore cuts off the fuel supply to the engine before the' throttle valve is fully closed. The engine is therefore purged with air at the start of the overrun condition.
  • the timing circuits 40, 60 could have time constants greater than 0.5 seconds, and could be replaced by conventional monostable circuits, while the integrator circuit 50 of FIG. 1 could be constituted by a diode pump circuit.
  • the overrun control circuits 30 are applicable to fuel injection systems other than the one described, for example to systems having only one injection valve, or a plurality of individually energisable injection valves.
  • a fuel injection system for an internal combustion engine comprising at least one electromagnetically operable fuel injection valve, a pulse generator circuit arranged to produce electrical pulses for energising the valve so as to open it for a period dependent upon the duration of the pulse by which it is energised, means for controlling said duration in dependence upon at least one operating parameter of the engine, trigger means arranged to initiate the pulses at a frequency dependent upon the rotational speed of the engine, and an overrun control circuit comprising means responsive to an engine overrun condition and a timing circuit connected to inhibit the operation of the pulse generator only until the end of a predetermined fixed time interval after the start of an engine overrun condition or until the overrun condition ceases, whichever occurs first the length of said time interval being independent of the duration of said overrun condition.
  • timing circuit includes a capacitor arranged to be charged via a resistor, and further includes a transistor which is arranged to be changed in conductivity state by the overrun responsive means and which is arranged to return to its initial conductivity state at the end of said predetermined time interval when the capacitor has been charged to a predetermined level or when the overrun condition ceases, whichever occurs first.
  • said overrun responsive means comprises a potentiometer connected to be actuated by the closing of a throttle controlling said engine, said potentiometer being connected to change the state of said transistor before said throttle is fully closed.
  • a system as claimed in claim 3 which further comprises a differentiator connected to receive and differentiate a voltage from said potentiometer.
  • said overrun responsive means comprises a switch connected to be actuated by a throttle controlling said engine and said overrun control circuit comprises means responsive to the speed of said engine connected to prevent said timing circuit from inhibiting operation of said pulse generator when said engine is operating at less than a predetermined speed.
  • a system as claimed in claim 2 comprising means forproviding a voltage responsive to the speed of said engine and-in which said transistor is preceded in said timing circuit by a further transistor connected to said tion ceases, whereafter the transistor returns to its original conductivity state.
  • the speed responsive means comprises an integrator circuit connected to receive pulses from the trigger means, and voltage level responsive means connected to receive the voltage produced by the integrator circuit.

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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)
US00184010A 1971-09-27 1971-09-27 Fuel injection systems Expired - Lifetime US3742920A (en)

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FR (1) FR2151154A5 (US20100223739A1-20100909-C00005.png)

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3835825A (en) * 1969-11-21 1974-09-17 Brico Eng Internal combustion engines
US3904856A (en) * 1972-12-06 1975-09-09 Sopromi Soc Proc Modern Inject Control method for internal combustion engines
US3941100A (en) * 1973-06-01 1976-03-02 Volkswagenwerk Aktiengesellschaft Apparatus for producing an engine-speed signal for an electronic fuel injection system
FR2308791A1 (fr) * 1975-04-22 1976-11-19 Bosch Gmbh Robert Procede et installation pour limiter la vitesse de rotation de moteurs a combustion interne
US4027641A (en) * 1974-03-02 1977-06-07 Robert Bosch G.M.B.H. Control apparatus for starting internal combustion engines
US4040394A (en) * 1972-09-14 1977-08-09 Robert Bosch Gmbh Apparatus repetitively controlling the composition of exhaust emissions from internal combustion engines, in predetermined intervals
US4133326A (en) * 1975-10-22 1979-01-09 Lucas Industries, Ltd. Fuel control system for an internal combustion engine
FR2404114A1 (fr) * 1977-09-26 1979-04-20 Bendix Corp Agencement d'enrichissement d'accelerateur pour systeme d'alimentation en combustible a boucle fermee pour moteur a combustion interne
US4174682A (en) * 1976-11-09 1979-11-20 Robert Bosch Gmbh Auxiliary fuel injection control circuit
US4227490A (en) * 1978-02-13 1980-10-14 Toyota Jidosha Kogyo Kabushiki Kaisha Electronic control fuel injection system which compensates for fuel drying in an intake passage
US4242991A (en) * 1977-06-21 1981-01-06 Robert Bosch Gmbh Method and apparatus for adjusting fuel supply to an internal combustion engine
FR2492888A1 (fr) * 1980-10-23 1982-04-30 Pierburg Gmbh & Co Kg Procede et dispositif pour ameliorer le comportement de moteurs a combustion interne en regime de poussee
US4327682A (en) * 1976-08-31 1982-05-04 Nippondenso Co. Ltd. Fuel supply system for an internal combustion engine
US4370904A (en) * 1980-05-10 1983-02-01 Robert Bosch Gmbh Method and apparatus for controlling the torque of an internal combustion engine
US4387687A (en) * 1979-12-05 1983-06-14 Robert Bosch Gmbh Control apparatus for a fuel metering system in an internal combustion engine
EP0112089A1 (en) * 1982-12-01 1984-06-27 Solex (U.K.) Limited - In Liquidation An air/fuel induction system for a multi-cylinder internal combustion engine
US4479464A (en) * 1975-11-24 1984-10-30 Nippondenso Co., Ltd. Air-to-fuel ratio correcting arrangement in a fuel supply control system having a feedback loop
US20110106390A1 (en) * 2008-01-14 2011-05-05 Robert Bosch Gmbh Method for operating a drive train of a vehicle and device for carrying out the method

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS602504B2 (ja) * 1976-07-13 1985-01-22 日産自動車株式会社 燃料噴射装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3463130A (en) * 1966-11-03 1969-08-26 Bosch Gmbh Robert Fuel injection control system
US3515104A (en) * 1967-07-12 1970-06-02 Bosch Gmbh Robert Electromagnetically controlled fuel injection arrangement for internal combustion engines
US3570460A (en) * 1968-09-21 1971-03-16 Bosch Gmbh Robert Control system for blocking fuel injection in an internal combustion engine
US3612013A (en) * 1969-11-24 1971-10-12 Gen Motors Corp Fuel supply control system for an internal combustion engine
US3651793A (en) * 1969-02-12 1972-03-28 Bosch Gmbh Robert Arrangement for limiting the speed of internal combustion engines
US3673989A (en) * 1969-10-22 1972-07-04 Nissan Motor Acceleration actuating device for fuel injection system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3463130A (en) * 1966-11-03 1969-08-26 Bosch Gmbh Robert Fuel injection control system
US3515104A (en) * 1967-07-12 1970-06-02 Bosch Gmbh Robert Electromagnetically controlled fuel injection arrangement for internal combustion engines
US3570460A (en) * 1968-09-21 1971-03-16 Bosch Gmbh Robert Control system for blocking fuel injection in an internal combustion engine
US3651793A (en) * 1969-02-12 1972-03-28 Bosch Gmbh Robert Arrangement for limiting the speed of internal combustion engines
US3673989A (en) * 1969-10-22 1972-07-04 Nissan Motor Acceleration actuating device for fuel injection system
US3612013A (en) * 1969-11-24 1971-10-12 Gen Motors Corp Fuel supply control system for an internal combustion engine

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3835825A (en) * 1969-11-21 1974-09-17 Brico Eng Internal combustion engines
US4040394A (en) * 1972-09-14 1977-08-09 Robert Bosch Gmbh Apparatus repetitively controlling the composition of exhaust emissions from internal combustion engines, in predetermined intervals
US3904856A (en) * 1972-12-06 1975-09-09 Sopromi Soc Proc Modern Inject Control method for internal combustion engines
US3941100A (en) * 1973-06-01 1976-03-02 Volkswagenwerk Aktiengesellschaft Apparatus for producing an engine-speed signal for an electronic fuel injection system
US4027641A (en) * 1974-03-02 1977-06-07 Robert Bosch G.M.B.H. Control apparatus for starting internal combustion engines
FR2308791A1 (fr) * 1975-04-22 1976-11-19 Bosch Gmbh Robert Procede et installation pour limiter la vitesse de rotation de moteurs a combustion interne
US4133326A (en) * 1975-10-22 1979-01-09 Lucas Industries, Ltd. Fuel control system for an internal combustion engine
US4479464A (en) * 1975-11-24 1984-10-30 Nippondenso Co., Ltd. Air-to-fuel ratio correcting arrangement in a fuel supply control system having a feedback loop
US4327682A (en) * 1976-08-31 1982-05-04 Nippondenso Co. Ltd. Fuel supply system for an internal combustion engine
US4174682A (en) * 1976-11-09 1979-11-20 Robert Bosch Gmbh Auxiliary fuel injection control circuit
US4242991A (en) * 1977-06-21 1981-01-06 Robert Bosch Gmbh Method and apparatus for adjusting fuel supply to an internal combustion engine
FR2404114A1 (fr) * 1977-09-26 1979-04-20 Bendix Corp Agencement d'enrichissement d'accelerateur pour systeme d'alimentation en combustible a boucle fermee pour moteur a combustion interne
US4227490A (en) * 1978-02-13 1980-10-14 Toyota Jidosha Kogyo Kabushiki Kaisha Electronic control fuel injection system which compensates for fuel drying in an intake passage
US4387687A (en) * 1979-12-05 1983-06-14 Robert Bosch Gmbh Control apparatus for a fuel metering system in an internal combustion engine
US4370904A (en) * 1980-05-10 1983-02-01 Robert Bosch Gmbh Method and apparatus for controlling the torque of an internal combustion engine
FR2492888A1 (fr) * 1980-10-23 1982-04-30 Pierburg Gmbh & Co Kg Procede et dispositif pour ameliorer le comportement de moteurs a combustion interne en regime de poussee
EP0112089A1 (en) * 1982-12-01 1984-06-27 Solex (U.K.) Limited - In Liquidation An air/fuel induction system for a multi-cylinder internal combustion engine
US4617904A (en) * 1982-12-01 1986-10-21 Solex (U.K.) Limited Air/fuel induction system for a multi-cylinder internal combustion engine
US20110106390A1 (en) * 2008-01-14 2011-05-05 Robert Bosch Gmbh Method for operating a drive train of a vehicle and device for carrying out the method

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FR2151154A5 (US20100223739A1-20100909-C00005.png) 1973-04-13
DE2142013A1 (de) 1973-02-22

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