US3794005A - Fluidic fuel injection system utilizing simplified fluidic computation element - Google Patents

Fluidic fuel injection system utilizing simplified fluidic computation element Download PDF

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US3794005A
US3794005A US3794005DA US3794005A US 3794005 A US3794005 A US 3794005A US 3794005D A US3794005D A US 3794005DA US 3794005 A US3794005 A US 3794005A
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pressure
flow
engine
signal
fluidic
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R Turek
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Bowles Fluidics Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15C—FLUID-CIRCUIT ELEMENTS PREDOMINANTLY USED FOR COMPUTING OR CONTROL PURPOSES
    • F15C1/00—Circuit elements having no moving parts
    • F15C1/002—Circuit elements having no moving parts for controlling engines, turbines, compressors (starting, speed regulation, temperature control or the like)
    • 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
    • Y10T137/206—Flow affected by fluid contact, energy field or coanda effect [e.g., pure fluid device or system]
    • Y10T137/2065—Responsive to condition external of system

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  • Fluidic computation is simplified in a system wherein one of plural input parameters is a fluid flow which is to be multiplied by the sum of the other parameters.
  • the primary computation element is a parallel flow sensor in which a fluid sensing jet is issued from within and parallel to the fluid flow and is received as a linear function of the fluid flow.
  • the effects of other input parameters are included by utilizing each to vary the supply pressure for the sensing jet to thereby sum the effects of these parameters and multiply the sum by the fluid flow.
  • the computation element is utilized in a fluidic fuel injection control for an internal combustion engine wherein the fluid flow is air flow through the intake manifold and the other input parameters include fuel-to-air ratio, inlet air pressure, inlet temperature and engine temperature.
  • the resulting output signal represents the required fuel flow which is then modified by fluidic circuitry to deliver the proper quantity of fuel per cylinder stroke.
  • the present invention relates to fluidic computation elements, and more particularly to a fluidic computation element having particular utilization in a control apparatus for internal combustion engines.
  • Methods of computing engine fuel requirements may be divided into two general classes; direct, and indirect.
  • the conventional methods are all indirect.
  • the system of the present invention is direct because it measures the most irn portant engine variable, air flow.
  • Fluidics technology lends itself to utility in fuel metering systems.
  • This technology involves the control of fluid streams by means of pressures or other fluid streams to effect amplification or switching without moving parts.
  • Several fluidics control system approaches which have been developed for other applications and which appear on the surface to be useful for fuel injection control, cannot in fact be utilized for fuel injection.
  • the major limitation in this regard is the fact that the inputoutput characteristics of fluidic elements are not precisely repeatable in elements which are mass produced in large quantities. Therefore, highly accurate performance must be achieved with accurate passive components which can be manufactured with more consistent performance characteristics.
  • the air flow in the intake manifold is measured by means of parallel flow sensor in which a sensing jet is issued in the manifold towards a receiver in a direction parallel to manifold air flow. Viscous interaction between the manifold air flow and sensing jet produce variations in the jet pressure at the receiver as a liner function of manifold air flow variations.
  • the supply pressure for the sensing jet is itself rendered variable in response to manifold inlet air pressure and temperature, engine temperature, and the computed fuel-to-air ratio which is derived by means of a fluidic function generator circuit as a nonlinear function of the intake manifold pressure.
  • the effect of varying the sensing jet supply pressure in response to these parameters is the summation of these parameters and multiplication of this sum by the manifold air flow.
  • the resulting pressure signal at the jet receiver represents the required fuel flow.
  • This signal is then fluidically divided by engine speed to produce a signal representative of fuel quantity required per engine stroke. The latter controls the fuel pump to feed the proper amount of fuel to the engine during each engine stroke, thereby optimizing engine efficiency and minimizing emission of air pollutants.
  • FIG. I is a functional block diagram of a fuel injection system according to the present invention.
  • FIG. 2 is a sectional view of an intake manifold taken along lines 2-2 in FIG. 1;
  • FIG. 3 is a timing diagram illustrating the waveforms of signals at various points in the block diagram of FIG.
  • FIG. 4 is a scheatic diagram schematic a fluidic fuel flow computer utilized in the system of FIG. 1;
  • FIG. 5 is a schematic diagram of a fluidic fuel-air ratio function generator utilized in the system of FIG.
  • FIG. 6 is a schematic diagram of a fluidic fuel flowper-stroke circuit utilized in the system of FIG. 1;
  • FIG. 7 is a schematic diagram of a fluidic actuator stroke control utilized in the system of FIG. 1;
  • FIG. 8 is a schematic diagram of a fluidic idle governor utilized in the system of FIG. 1;
  • FIG. 9 is a schematic diagram of a fluidic governor vortex throttle amplifier utilized in the system of FIG. l.
  • FIG. 1 of the accompanying drawings there is illustrated a fluidic fuel injection control system employing the principles of the present invention.
  • the intake manifold M) of an internal combustion engine receives air inflow from air filter 11.
  • the air supply for the fluidic control circuits described below comprises an air pump 1 and regulator 2.
  • the source for the air pump comes from the ambient portion of intake manifold 10, after the air has been filtered by air filter ll.
  • Regulator 2 also utilizes the manifold inlet pressure as a reference instead of atmospheric pressure. This provides the air flow sensor, described below, with a supply pressure accurately referenced to the static pressure in the flow sensing region.
  • the regulated output pressure P+ from air pump ll serves as a supply for all fluidic elements in the system.
  • Air flow is sensed by means of a parallel flow sensor including supply nozzle 13 and receiver tube 15 disposed within the intake manifold 10.
  • the parallel flow sensor is of the type disclosed in my co-pending US. Pat. application Ser. No. 36,627, filed May 12, 1970, and entitled Fluidic Flow Sensing Techniques.
  • the flow sensor operates by issuing a flow sensing jet M of pressurized fluid, in this case air, in a direction generally parallel to the flow being monitored, in this case the intake manifold air flow.
  • nozzle 13 is emersed in and axially aligned with the direction of manifold air flow.
  • receiver 15 is positioned to receive a portion of jet 14 which does not include the constant pressure central core of the jet.
  • the portion of the jet thus received at receiver tube 15 is subjected to pressure changes resulting from flow variations in the manifold air flow, since manifold air flow is viscously coupled to sensing jet M.
  • the parallel flow sensor employed herein provides a signal at receiver 15 which is a linear function of air flow variation in the manifold.
  • the quiescent pressure i.e., at zero manifold air flow
  • sensing jet 14 is raised to a workable level by virtue of sensing jet 14 so that even relatively low manifold air flow can be sensed by the described parallel flow sensor without the need for ultra-sensitive low pressure detection devices.
  • the supply pressure P+ for nozzle 13 is delivered through fixed flow restrictor A connected in series with variable flow restrictor A
  • the output pressure from receiver tube 15 is designated P and, as mentioned above, varies in proportion to manifold air flow.
  • the supply pressure for nozzle 13 is also supplied to series connected fixed flow restrictions A, and A the latter being referenced to manifold 10.
  • Flow restrictors A, and A are selected to render the pressure R, at the junction between these two restrictors equal to pressure P when air flow through manifold is zero.
  • the pressure difference AP between P and P is nulled for zero air flow in manifold l0 and varies proportionally with air flow in manifold It).
  • modification of the supply pres sure at nozzle 13 is the means utilized for introducing the effects of fuel-to-air ratio, engine temperature, manifold temperature and manifold air density at the air flow sensor.
  • AP is in this way modified to provide the required fuel flow signal for controlling the amount of fuel injection.
  • the introduction of these effects, their summation, and the multiplication of the sum by the air flow signal, is achieved right at the flow sensor.
  • a signal representing air flow per se (unmodified) does not actually exist; nor does a separate fuel-to-air ratio signal exist except as an implicit component in the pressure supplied to nozzle 13.
  • One of the parameters employed to modify the sensor supply pressure is the fuel-to-air ratio which is derived from the manifold pressure, P,,,.
  • This static pressure in the manifold, sensed downstream of manifold throttle valve 17, is a measure of engine load and is applied directly to the fuel-air ratio function generator of FIG. 5.
  • function generator is an active fluidic circuit which produces an output pressure signal P as a non-linear function of P
  • the P pressure signal is the raw fuel-to-air ratio signal and is utilized to vary the supply pressure to the flow sensor as a function of fuelto-air ratio.
  • the manifold pressure signal P is applied through a series of orifice-type flow restrictors A and in turn to orifice restrictor A which is referenced to supply pressure P+.
  • the signal P at the junction between restrictor A and restrictors A varies in proportion to signal P, and is always above atmospheric'pressure in order to serve as a control signal for a fluidic amplifier 18.
  • the reason for a multiple orifice network comprising restrictors A and A is to prevent sonic flow in the path between P and P sonic flow, if it were to exist in this path, would permit P to remain constant as P varies.
  • Fluidic element 18 is a proportional fluidic amplifier utilized in producing the required non-linear function of input signal P
  • a constant bias pressure, acting in opposition to P,,,' at element 18, is generated by supply pressure P+ in conjunction with restrictor A
  • the output passages of element 18 include respective fixed flow restrictors A and A the output sizes of which are chosen to provide the desired output versus input characteristic.
  • P should be low for mid-range values of manifold pressure P and high for both low and high values of manifold P More specifically, the desired shape of the P versus P characteristic is obtained by properly adjusting and selecting restrictors A, and A Techniques for employing orifice type restrictors in conjunction with fluidic elements for the purpose of curve shaping are described in US. Pat. No. 3,250,469 to Colston and U.S. Pat. No. 3,398,759 to Rose. Signal P is applied through pressure isolating restrictor A to the junction between restrictors A and A where it forms a component of the supply pressure applied to nozzle 13.
  • bimetal sensor 19 is also effecting the supply pressure applied to nozzle 33.
  • Movement of bimetal sensor 19 in response to temperature changes in the engine adjusts the opening of adjustable bleed valve A
  • the latter is connected between ambient and the junction between restrictors A and A More specifically, increasing engine temperature produces an increase in the bleed area provided by valve A thereby lowering the supply pressure for the flow sensor.
  • FIGS. 1 and 4 A similar arrangement is utilized to introduce the ef fect of manifold air temperature and is best illustrated in FIGS. 1 and 4.
  • a bi-metal sensor 21 (FIG. 1) senses the air pressure at the manifold inlet and controls the bleed orifice in valve A (FIG, 4) accordingly.
  • Valve A is connected between ambient and the junction between restrictors A and A
  • the purpose of introducing the effect of manifold air inlet temperature is to compensate the air flow sensor for changes in inlet air density produced by variations in air temperatures. Air density, of course, affects the fuel-air mixture and therefore must be considered when computing the fuel flow required for optimum fuel-to-air ratio.
  • Restrictor A is of itself variable as a function of the position of aneroid or bellows sensor 23 (FIG. 1). The latter is positioned to expand or contract in response to the manifold inlet air pressure P,. Signal P, is employed to compensate the air flow sensor for changes in inlet density due to altitude changes or pressure losses in air cleaner 1 1.
  • the various signals described above are utilized to vary the supply pressure for nozzle 13 either by changing the value of a passive loading orifice in the supply circuit or by varying a pressure in the supply circuit with an active element.
  • Each in its own way adds to or subtracts from the supply pressure for the air flow sensor to produce an effect on the sensor output signal AP. Since AP varies as a function of the sensor supply pressure, the summed effect of the four supply pressurevarying parameters is multiplied by the manifold air flow sensed at receiver 15.
  • Signal AP is applied between opposed control ports of proportional fluidic amplifier 25..
  • a plurality of cascaded proportional fluidic amplifiers may be employed for the purpose of amplifying AP.
  • the last stage in the group of cascaded amplifiers is amplifier 27 which provides a single ended pressure signal P
  • the pressure signal P is an amplified version of AP and represents the product of fuel-to-air ratio multiplied by measured air flow as compensated by other engine parameters. P is thus at a pressure level representative of the required fuel flow.
  • the actual gain function for the amplifier arrangement in FIG. 4 is determined by the ratio of feedback restrictor R to input restrictor R, in a manner well known for operational amplifiers.
  • the fuel flow signal P is applied to the fuel flow per stroke circuit of FIG. 6 which functions to divide P by engine speed to obtain a fuel flow per stroke signal P-,.
  • the circuit includes an operational amplifier 31 comprising a plurality of cascaded proportional amplifiers having as an input signal P
  • the input terminal to the operational amplifier is also connected to a fluidic capacitor (storage volume) V
  • the non-inverting output terminal of operational amplifier 31 provides a signal P, which is applied through a fluid diode gate arrangement to an output capacitor V
  • the diode gate comprises a series diode D poled to conduct flow from the output terminal of the amplifier to capacitor V
  • a pair of series connected diodes D and D poled in opposite directions are preferably rubberized check valves which completely cut off the flow in one direction and pennit relatively unimpeded flow in the other direction.
  • a control signal P is applied to the junction between diodes D and D through orifice restrictor A
  • Another control signal P is operatively connected to the input terminal of operational amplifier 31 by means of diode 1D,, the latter being poled to conduct flow from the input terminal of the amplifier toward the source of P
  • the P and P signals are timing pulses generated by a synchronizer such as the type schematically illustrated in FIG. 1. More particularly, the synchronizer includes a drum 32 which is caused to rotate at onehalf the engine rotational speed. Interiorly of the drum is a manifold tubing 33 containing pressurized air which is directed radially outward toward the drum periphery by means of angularly spaced jet nozzles 34, 36, etc. Receiver tubes 35, 37, etc.
  • Drum 32 can be linked to the engine cam shaft or distributor shaft as necessary to produce the required synchronized rotational speed at one half that of the engine.
  • the operation of the circuit of FIG. 6 may now be understood with reference to the wave forms illustrated in FIG. 3.
  • the output signal P from amplifier 31 has a sawtooth wave form which is initiated each cycle to discharge capacitor V,.
  • P V Upon termination of P V, begins charging under the control of input signal P through resistor 2R
  • the combination of resistor 2R and capacitor V form an integrating circuit which in effect renders the slope of the charging portion of signal P proportional to the input signal pressure P
  • equation (1) may be represented mathematically by equation (1) as follows:
  • K is a constant of proportionality dependent upon the values of 2R and V, and the gain of amplifier 31.
  • K is a constant of proportionality and N is the frequency of rotation of drum 32.
  • V has a value at the end of each charge cycle which is proportional to the input signal P divided by engine speed. More specifically, since P increases linearly with time at a rate K P per unit time, the value of P at the end of A t units of time may be represented by equation (3) as follows:
  • the value of P at the end of eaph cycle is sampled and held by the diode gating cir cuit and capacitor V More particularly the end of each charging cycle is designated by the occurrence of negative going pressure pulse P
  • the pressure at the junction of diodes D and D is normally high, preventing diodes D and D. from conducting.
  • timing pulse P lowers the pressure at the junction of diodes D and D to permit the latter two diodes to conduct, if proper pressure conditions exist.
  • the peak value of P is increasing, diode D conducts flow into capacitor V
  • Signal P which is the pressure of capacitor V thus represents the peak value of P If this peak value is decreasing, flow from capacitor V is discharged through diode D each time timing pulse P occurs.
  • the circuit of FIG. 6 effectively divides required fuel signal, P by the engine speed to provide signal P representing the required fuel per stroke.
  • Signal P is in turn applied to the actuator stroke control circuit of FIG. 7 which includes a high gain amplifier 41 comprising a plurality of cascaded proportional fluidic amplifiers.
  • the output stage of amplifier All drives a shaft 42 by means of a bellows arrangement 43, shaft 42 being linked mechanically at 44 to drive a further shaft 46 which varies the volumetric displacement of fuel injection pump 45.
  • a cam surface 48 on shaft 42 is angled to vary its proximity to an orifice restrictor A as a linear function of the position of shaft 42. Pressurized air, delivered from the P+ supply through restrictor A is issued from orifice A The pressure P, upstream of orifice l6 varies as a function of the proximity of cam surface 48 to the downstream end of orifice A Signal P is fed back through a flow divider comprising restrictors R and R, as a negative feedback signal to the input stage of amplifier 41.
  • the feedback signal P is a function of the area ratio of A /A
  • the shape of the area versus stroke function is contoured to provide correct relationship between signal P and the actual effective pump displacement and, of course, depends upon the pump characteristics.
  • the areas of restrictors A and A may be chosen to provide this relationship.
  • the system as thus far described is operative to inject the proper amount of fuel per stroke into the cylinders of an internal combustion engine as the engine load varies.
  • the fuel flow computer circuit of FIG. 4 computes the desired fuel flow rate for measurements for various conditions of the engine and the environment.
  • the fuel flow per stroke circuit of FIG. 6 computes the required fuel charge per stroke by'dividing the computer fuel flow rate, as represented by signal P by the engine speed, N.
  • the actuator stroke control circuit of FIG. 7 controls the effective volumetric displacement of the cylinder injection pump by controlling the mechanical input position of the pump as a function of the fuel per stroke signal P,.
  • the control system arrangement illustrated and described above is not dependent upon repeatability of operational characteristics of fluidic elements; rather the fluidic elements themselves are employed as adaptable components of control arrangements. Precise determination of circuit characteristics is provided by passive components such as the various restrictors and capacitors described.
  • An idle governor arrangement effective under engine idle conditions to provide accurate control of idle RPM, includes the idle governor circuit of FIG. 8 and the governor vortex throttle amplifier of FIG. 9.
  • the idle governor circuit comprises a charging volume or capacitor V which receives pressurized air from the system air supply through restrictor A
  • the junction between A and V is connected to a diode D poled to conduct flow away from the junction.
  • the downstream end of diode D is connected to receive the negative-going P timing pulse.
  • the output of capacitor V is connected through a flow restrictor to the control port of a fluidic OR/NOR gate 5
  • Gate 51 provides a positive pressure output signal at its output terminal 52 when the input signal to its control port exceeds a predetermined positive pressure threshold.
  • Output leg 52 of gate 51 feeds capacitor V., which in turn provides an output signal designated P
  • P increases in amplitude as the actual engine speed falls below a predetermined idle setting. P remains constant at a value of zero when the engine speed remains above idle.
  • the circuit of FIG. 8 operates as follows: between timing pulses P capacitor V charges through restrictor A
  • the pressure P at the control port of gate 51 increases slowly as V charges.
  • the charging time constant of capacitor V is selected to permit P to reach the threshold of gate 51 when the engine speed falls to idle.
  • Gate 51 thus switches to provide an output pressure pulse in passage 52, the pulse terminating when the next timing pulse P discharges capacitor V If the speed decreases further, the width of the pulse delivered to capacitor V in each cycle increases. This increasing pulse width increases the average value of the pressure in capacitor V which average pressure is designated I V th s t nd 2. w siii sinil P .1. an u I increase s as the engine speed falls bel o w idle.
  • Signal P dbmp rises aninpdt signal for the governor vortex throttle amplifier of FIG. 9.
  • This amplifier is simply a plurality of cascaded proportional fluidic amplifiers designated 53 and provides a differential output flow signal q,-q as a function of the amplitude of P
  • the signals q and q are delivered to manifold 10 (FIG. l) in a manner so as to cooperate with butterfly valve 17 to provide a simple vortex air flow throttle.
  • butterfly valve 17 includes a small hole 19 which is sized to provide the maximum idle air flow required by the engine; this maximum air flow occurs during warm up of the engine on a cold day. A typical size of such a hole would be 0.184 inches, but would vary depending upon the nature of the engine.
  • Signal q is introduced tangentially into cylindrical manifold M) at a location upstream of butteryfly valve 17.
  • Signal q is introduced radially into manifold 10, also at a location upstream of valve 17.
  • P is zero, indicating that the engine speed is above idle, q, the tangential control for the vortex valve is at maximum pressure.
  • the tangential inflow to the manifold provided by q causes a high degree of vorticity in the air flow attempting to pass valve 117. This vorticity effects a throttling action and limits the manifold air flow to a relatively low value.
  • the throttling action at maximum value of q would reduce the air flow in manifold to one-third its maximum value.
  • the disclosed fuel injection control system has a number of advantages.
  • One advantage is its simplicity which results from the utilization of a fluidic air flow sensor which, in turn, permits direct measurement of the primary engine input parameter: air flow.
  • the computation of the required fuel flow using the measured air flow directly is far simpler than computations in the prior art.
  • the disclosed control system also has the advantage of flexibility in that it is easily adapted to many engines.
  • Another advantage of the disclosed system is the fact that it permits precision fuel metering.
  • the inclusion of a conventional metering pump and injectors takes maximum advantage of existing and proven engine knowhow. This, coupled with an inherently correct computing approach, provides precise control of fuel-to-air ratio at each cylinder.
  • the basic computation element namely the fluidic flow sensor having a parameter controlled supply pressure, has utilization in areas other than fuel injection, as long as plural parameters, including flud flow, are involved in the computation.
  • a fluidic computation element for use in a system wherein an output signal is required as a function of the product of a fluid flow multiplied by at least one additional parameter, said computation element comprising:
  • a nozzle connected to receive pressurized fluid from said source and positioned in said fluid flow to issue a sensing jet of said pressurized fluid parallel to and within said fluid flow;
  • a receiver positioned within said fluid flow to receive a portion of said sensing jet having a pressure which varies with said fluid flow, said receiver providing said output signal
  • control means for varying the pressure of the pressurized fluid connected to said nozzle as a function of said additional parameter
  • said fluid flow is the air flow in an intake manifold of an internal combustion engine, and wherein said additional parameter is a parameter of said engine.
  • control means comprises means for supplying a pressure signal in summing relationship with the pressurized fluid from said source, said pressure signal being variable as a function of said engine parameter.
  • control means includes means for bleeding pressurized fluid connected to said nozzle as a function of said engine parameter.
  • control means comprises:
  • a fluidic circuit for providing a pressure signal which varies as a predetermined non-linear function of said control pressure
  • a fuel injection control system for an internal combustion engine having an air intake manifold comprising:
  • third means responsive to the sensed engine load for providing a first signal having an amplitude representing optimum fuel-to-air ratio required by the engine for the sensed load;
  • fourth means responsive to said first signal and the measured air flow for providing a further signal representing the required fuel flow, said further signal having an amplitude which varies as function of the product of the measured air flow and the required fuel-to-air ratio for the sensed engine load;
  • said first means comprises a fluidic parallel flow sensor including:
  • a nozzle arranged to receive pressurized air and issue a sensing jet within and parallel to the air flow in said intake manifold;
  • a receiver arranged to receive a portion of said sensing jet in which the pressure varies in proportion to the manifold air flow
  • said second means includes means for providing a load pressure which varies in proportion to the sensed load
  • said third means comprises a fluidic function generator for providing said first signal at a pressure which a predetermined non-linear function of said load pressure
  • said fourth means includes means for adding the pressure of said further signal to the pressure received by said nozzle.
  • a parallel flow sensor for directly measuring air flow in said intake manifold, said parallel flow sensor comprising:
  • a nozzle connected to receive pressurized fluid from said source and positioned to issue a sensing jet of said pressurized fluid within and parallel to the air flow in said intake manifold;
  • a receiver positioned within the air flow in said intake manifold to receive a portion of 'said sensing jet having a pressure which varies with the velocity of said air flow;
  • fluidic amplifier means responsive to the pressure of the portion of said sensing jet received by said receiver for controlling the volumetric displacement of said fuel injection pump.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Theoretical Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
  • Fuel-Injection Apparatus (AREA)
US3794005D 1971-09-17 1971-09-17 Fluidic fuel injection system utilizing simplified fluidic computation element Expired - Lifetime US3794005A (en)

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US (1) US3794005A (fr)
JP (1) JPS517772B2 (fr)
BR (1) BR7206306D0 (fr)
DE (1) DE2245062A1 (fr)
FR (1) FR2153059B3 (fr)
GB (1) GB1403259A (fr)
IT (1) IT974638B (fr)
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3937195A (en) * 1974-08-26 1976-02-10 The United States Of America As Represented By The Secretary Of The Army Constant mass air-fuel ratio fluidic fuel-injection system
US4073274A (en) * 1974-11-12 1978-02-14 Nissan Motor Company, Limited Air-fuel metering system for internal combustion engine and apparatus to control air fuel ratio of air-fuel being applied to engine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3516395A (en) * 1967-02-22 1970-06-23 Sopromi Soc Proc Modern Inject Fuel injection system for internal combustion engines
US3548794A (en) * 1969-01-21 1970-12-22 Honeywell Inc Control apparatus
US3672339A (en) * 1970-02-24 1972-06-27 Honeywell Inc Fuel injection apparatus
US3673989A (en) * 1969-10-22 1972-07-04 Nissan Motor Acceleration actuating device for fuel injection system
US3705534A (en) * 1970-05-12 1972-12-12 Bowles Fluidics Corp Fluidic flow sensing method and apparatus

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3516395A (en) * 1967-02-22 1970-06-23 Sopromi Soc Proc Modern Inject Fuel injection system for internal combustion engines
US3548794A (en) * 1969-01-21 1970-12-22 Honeywell Inc Control apparatus
US3673989A (en) * 1969-10-22 1972-07-04 Nissan Motor Acceleration actuating device for fuel injection system
US3672339A (en) * 1970-02-24 1972-06-27 Honeywell Inc Fuel injection apparatus
US3705534A (en) * 1970-05-12 1972-12-12 Bowles Fluidics Corp Fluidic flow sensing method and apparatus

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3937195A (en) * 1974-08-26 1976-02-10 The United States Of America As Represented By The Secretary Of The Army Constant mass air-fuel ratio fluidic fuel-injection system
US4073274A (en) * 1974-11-12 1978-02-14 Nissan Motor Company, Limited Air-fuel metering system for internal combustion engine and apparatus to control air fuel ratio of air-fuel being applied to engine

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DE2245062A1 (de) 1973-03-22
JPS4848830A (fr) 1973-07-10
FR2153059B3 (fr) 1975-10-17
ZA725676B (en) 1973-05-30
BR7206306D0 (pt) 1973-07-24
GB1403259A (en) 1975-08-28
JPS517772B2 (fr) 1976-03-11
FR2153059A1 (fr) 1973-04-27
IT974638B (it) 1974-07-10

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