US3795233A - Fuel-air ratio control for supercharged engines - Google Patents

Fuel-air ratio control for supercharged engines Download PDF

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Publication number
US3795233A
US3795233A US00254852A US3795233DA US3795233A US 3795233 A US3795233 A US 3795233A US 00254852 A US00254852 A US 00254852A US 3795233D A US3795233D A US 3795233DA US 3795233 A US3795233 A US 3795233A
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US
United States
Prior art keywords
fuel
engine
pressure
resilient
adjusting member
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Expired - Lifetime
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US00254852A
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English (en)
Inventor
D Crews
L Larson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Caterpillar Inc
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Caterpillar Tractor Co
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Assigned to CATERPILLAR INC., A CORP. OF DE. reassignment CATERPILLAR INC., A CORP. OF DE. ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: CATERPILLAR TRACTOR CO., A CORP. OF CALIF.
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Expired - Lifetime legal-status Critical Current

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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/02—Controlling by changing the air or fuel supply
    • F02D2700/0269—Controlling by changing the air or fuel supply for air compressing engines with compression ignition
    • F02D2700/0282—Control of fuel supply
    • F02D2700/0284—Control of fuel supply by acting on the fuel pump control element
    • F02D2700/0287—Control of fuel supply by acting on the fuel pump control element depending on several parameters

Definitions

  • a fuel-air ratio control device for a super-charged engine having a governor means connected to a fueladjusting member and a supercharger for supplying air through an intake manifold.
  • the control device is directly engageable with the fuel-adjusting member and is responsive to intake manifold air pressure and to engine oil pressure.
  • the device is inoperative to restrain the adjusting member during start-up of the engine and remains so until such time as a predetermined intake manifold pressure is attained at which time the control device moves to a position which permits the metering of engine oil therethrough to permit normal governor operation and proportional increases of fuel with air pressure increases.
  • the control device is automatically ,shiftable; to a position which blocks the metering of engine oil therethrough and which provides a hydraulic lock and positive connection between the control device and the fuel adjusting member to preclude any undesired increase of fuel supply.
  • This invention relates to a fuel-air ratio control device for overriding an engine governor means to preclude an increase of fuel to the engine during a reduction of air pressure in the engine intake manifold.
  • Supercharged engines, and, in particular, engines with exhaust-driven supercharges will produce heavy and objectionable exhaust smoke emissions when rapidly accelerated. This is because the engines fuel-adjusting member can be advanced faster than the speed of the engine, and the supercharger can build up to provide sufficient air for the combustion of all the fuel being injected. This results in the expulsion of large quantities of unburned fuel as exhaust smoke.
  • the preload force on the spring member is greater than that on the governor spring, acceleration of the engine will be impeded to an extent which is detrimental to engine performance. If the spring member preload force is less than that on the governor spring, the fuel control member will not be positively restrained by the movable stop and acceleration will be increased, but overfueling and, therefore, objectionable smoke will occur. Thus, the initial preload force on the spring member must be made greater which has a movable member acting upon a valve member while a pressure-responsive mechanism acts upon a valve spool. Hydraulic fluid pressure is utilized to provide a balance of forces between the governor spring, spring member and the intake air pressure responsive mechanism.
  • the use of the servo unit permits the spring member to be balanced for improved response when interacting with the pressure-responsive mechanism.
  • the main disadvantage of this device lies in the necessary maintenance of a servo piston as a separate unit and in the use of an intermediate movable member to provide control of the valve.
  • the resultant configuration is complex and relatively costly.
  • a fuel-air ratio control device for supercharged engines having a governor connected to a fuel control member and a supercharger supplyingair through an intake manifold to the engine having'an integral servo piston and valve unit placed in arestraining relationship with respect to the fuel control member.
  • the servo piston is activated by a fluid force controlled by movement of a valve spool which slides in an opening and closing manner relative to ports in a portion of the servo piston.
  • the valve spool is secured to a pressureresponsive mechanism which communicates with the engine intake manifold. Resilient means oppose the reaction of the pressure-responsive mechanism to intake manifold pressure.
  • valve spool and ports of the servo piston are in an open condition to render the servo unit inoperative and to permit unrestricted operation of the fuel control member.
  • the servo unit is subsequently activated when a predetermined increase in manifold air pressure shifts the valve spool relative to the servo piston ports and blocks and meters the flow of hydraulic fluid to the servo piston.
  • the servo unit is effective-to restrain the fuel con-- trol member against movement toward an increased fuel position.
  • the servo units restraint of the fuel control member precludes any disproportionate increases in fuel to the engine when the air available in the intake manifold is insufficient to support proper fuel combustion.
  • Another object of this invention is to provide an improved governor overriding fuel-air ratio control device which is responsive to both intake manifold air pressure and to engine oil pressure with the control device automatically permitting unrestricted movement of the fuel adjusting member on the engine during cranking to insure sufficient fuel for dependable starting, but thereafter automatically restricting the injection of fuel into the engine to precisely that amount required for operating the engine at maximum efficiency.
  • a fuel pump has a plunger 12 vertically reciprocal during engine operation to supply fuel through a fuel injection line 11 to one of the cylinders of the engine, there being one pump for'each engine cylinder. Longitudinal movement of a fuel adjusting member 17 having rack teeth 15 moves a gear 14 secured to plunger 12.
  • the pump is of the metering type in which angular adjustment of the plunger l2 results in a variation of the quantity of fuel injected upon each stroke.
  • the fuel adjusting member 17 is secured to a riser 18 having an extending link 19 with a stop member 20 attached to its distal end.
  • a pair of flyweights 22 carried upon a yoke 23 are driven by a gear 24 which is rotated by the engines timing gear (not shown) at a speed pro.- portional to engine speed. Radially, outward movement of the flyweights due to centifugal force causes portions of the flyweights to act leftwardly upon the riser 18.
  • a movable lever 28 is positioned to provide a predetermined selectable preload force for the spring 26 to act against the force of the flyweights 22.
  • An engine air intake manifold 30 is supplied with air under pressure by an engine-driven supercharger 31.
  • a conduit 32 communicates between the intake manifold and a chamber 35 formed by an adapter 33 having a cover 36 secured by bolts 37.
  • a control housing 39 has an inlet 40 connected to a fluid pressure source such as enginelubrication oil.
  • An orifice 43 communicates inlet 40 with a bore 44 formed in the housing 39.
  • a servo unit 46 has a piston portion 47 slidable within bore 44 and a valve means 48 integral with a piston portion and slidable within a bore 50 formed in the housing.
  • the valve means has an extending portion 49 with a shoulder 49a thereon which is positioned to engage the stop member 20 under conditions to be explained hereinafter.
  • An expansible chamber 53 is formed by a face 51 of the piston 47, a surface 52 of housing 39, and bore 44. Fluid from inlet 40 is permitted to enter chamber 53 by way of a groove 54 in the surface 52 which is intersected by the orifice 43.
  • a first set of passages 56 in valve means 48 communicate the chamber 53 with a bore 62 in the servo unit.
  • a second set of passages 57 of valve means 48 comm unicate the bore 62 with an annular groove 58 formed in the bore50.
  • the annular groove is inter-' sected by a drain passage 60 inhousing 39.
  • Another passage 91 is provided to communicate any fluid which might leak through the servo unit to the drain.
  • a valvevspool 63 slidable in the bore 62, has an annulus 66 formed between a pair of lands 64 and 65.
  • the passage 56 is open and land 65'is disposed so that passage 57 is open and chamber 53 is in communication with the drain passage 60.
  • a threaded portion 67 of valve spool 63 is secured to a cup member 68.
  • An end 69 extends from the threaded portion 67 and has a pin 70 which engages a slot 36a in the cover 36.
  • a first spring member 72 having a first spring rate, is disposed between the piston 47 and cup member 68.
  • a second spring member 73 having a second spring rate, is disposed between the cup member and a seat member 74.
  • a diaphragm 76 is secured between the adapter 33 and the housing 39 and is supported by the cup member 68.
  • a washer 77 disposed adjacent to and rearwardly of the diaphragm 76 acts as a seat for a third spring member 78 which resides between the cover 36 and the washer.
  • the rates of the three spring members are such that forces on the diaphragm are balanced -when no pressure is extant in the chamber 35 to pro vide sensitivity in the servo unit.
  • the fuel-air ratio control of the present invention assumes an inoperative position in the following manner.
  • Spring member 72 urges the servo unit 46 toward the right, as shown in FIG. 1, and removes the shoulder 49a from engagement with stop 20. Any movement of the lever 28 in a counterclockwise direction compresses spring 26 and moves the fuel adjusting member 17 rightwardly toward an overfueling position.
  • the valve spool 63 is maintained in this position which provides communication be tween passages 56 and 57 through annulus 66 by means of the balanced condition of the spring members 73 and 78 which act upon the diaphragm 76. Fluid under pressure which enters the chamber 53 from the inlet 40 is drained off through passages 56, 57, and 60 thus preventing the exertion of a fluid force upon the piston 47 and consequent leftward movement.
  • diaphragm 76 is acted upon by the inv creasing air pressure in chamber 35. This tends to compress the spring members 72 and 73 and to move valve spool 63 toward the right. Such movement eventually causes the land 64 to cover passages 56. Fluid is thus prevented from draining from the chamber 53 and fluid pressure begins to build therein to force the piston 47 toward the left into a control operative position. During this leftward movement, the shoulder 49a engages stop member and moves the fuel-adjusting member 17 to a decreased fuel position suchas is shown in FIG. 2. The mechanism is cocked and operative when it is disposed as shown in FIG. 2. 7
  • FIG. 3 A modification of the instant invention is shown in FIG. 3.
  • a different plurality of spring members are provided to oppose the air-pressure-responsive diaphragm 76 in a manner somewhat similar to the first form of the invention. Elements common to both forms haveidentical reference numerals.
  • the modification permits a variable biasing force to act upon the diaphragm for' more precise tailoring of the fuel-air ratio control device to the needs of a particular engine, as will be described.
  • the spring rateof a single spring opposing the pressure-responsive diaphragm is linear.
  • the intake manifold pressure of a supercharged engine does not always increase at a linear rate.
  • Such a rate disparity could lead to short periods when the increasing air pressure is temporarily reduced while the fuel-adjusting member is moving toward an increased fuel position. This could lead to a phenomenon referred to as secondary exhaust smoke plumes.
  • the fuel-air ratio control device shown in the version of FIGS. 1 and 2, eliminates or limits these secondary plumes to acceptable limits in most engines. It has been found, however, that in certain engines the exhaust plumes are slightly above an acceptable limit. For these engines, it becomes necessary to provide a plurality of springs in series or a variable-rate spring to oppose'the pressure-responsive diaphragm. With this provision, it is possible to tailor the fuel-air ratio control device functions to particular engine characteristics.
  • a first spring member 80 is disposed between a seat member 81 and the piston 47.
  • Seat member 81 is slidable within a bore 82 in the housing 39.
  • a second spring member 84 is disposed between the seatmember 81 and an intermediate cupshaped'member 85.
  • Av third spring member 86 is disposed between a flange 88 of the cup-shapedmember and a cup member 68.
  • a fourth spring member 78 is disposed between the cover 36 and the washer 77, as
  • Each spring member has a particular predetermined spring rate.
  • the rate required of the third spring member 86 is calculated by determining the amount of rack movement (deflection) relative to the force (load) acting on the diaphragm 76 during a given period of engine operation.
  • the rate required of the first spring member is calculated by the amount of deflection relative to the load acting on diaphragm 76 just prior to that period controlled by the second spring member.
  • the first spring member 80 With a relatively low rate, is utilized initially to move the seat 81 slidably toward the left within the bore 82.
  • initial air pressure in the chamber 35 which would be slight, would be working against a relatively weak spring.
  • the spring members 85 and 86 having relatively higher forces than spring member 80, would act against thespring 80 through the seat member 81 until the seat member would move against a stop 83, at which time the second spring member 84, having a slightly greater spring rate than the spring member 80, would oppose the air pressure in chamber 35.
  • a still further increase in air pressure in the chamber 35 would compressthe spring member 84 through the spring member 86, which member has a still higher spring rate than spring member-84.
  • cup-shaped member 85 will bottom against seat member 81 and air pressure in chamber 35 will'begin to act upon the spring member 86.
  • a selectively, progressivelyincreasing spring rate will be available to oppose the variably-increasing air pressure in chamber 35.
  • the use of a single spring produces a linear force to oppose the variablyincreasing air pressure force.
  • the use of different rate springs providesra linear forcein combination with a geometric change of force to more evenly match the change of force of the air pressure.
  • Valve spool 63 will act in the manner previously described in the primary embodiment. Compression of the springs by the pressure-responsive diaphragm will act to permit fluid to be metered out of chamber 53 This will permit the fuel-adjusting member 17 to move rightwardly toward an increased fuel position.
  • the plurality of springs permits the pressure-responsive diaphragm to be more responsive to the air pressure characteristics of the supercharger.
  • a governor-controlled fuel supply means said fuel supply means having a control member'means adapted to move in a first direction to increase the supply of fuel to the engine and in a second direction to decrease the supply of fuel to the engine, and override means for selectively overriding said governor to prevent movement of said control member means in said first direction,
  • said override means comprising; a piston means slidable within a first chamber means, a portion of said piston means being capable of directly contacting a portion of said control member means to prevent movement of said control member means, diaphragm means movable within a second chamber means within said override means, first resilient biasing means physically disposed between said piston means and said diaphragm means for acting upon and biasing said piston means toward said first direction and for acting upon and biasing said diaphragm means toward said second direction, means for supplying fluid pressure to said first chamber means to move said piston means toward said second direction against the bias of said first resilient means, valve passage means in said piston means for selectively draining off said fluid pressure from said first chamber to allow said piston means to move in said first direction, valve spool means connected to said diaphragm means for selectively opening and closing said valve passage means, means for communicating said intake manifold to said second, chamber means to supply intake manifold pressure thereto to move said diaphragm means and said valve spool means toward
  • a fuel-air ratio control device for an engine having a governor-controlled, fuel-adjusting member means and a-supercharger to supply air through an intake manifold to the engine comprising; resilient means responsive to intake manifold air pressure, valve means for interacting with said resilient means and for movement responsive to engine lubrication fluid pressure toward and away from said resilient means during normal governor-controlled engine operation, said valve means being selectively engageable in interfering relation with said fuel-adjusting member means for constraining movement of said fuel'adjusting member means upon a reduction in manifold air pressure but for disposition in non-interfering relation with said fueladjusting member means during cranking of the engine so that sufficient fuel is supplied to said engine upon starting in accordance with requirements set by the governor, said valve means also being effective subsequent to start-up for interfering with'said fuel-adjusting member means to assure optimum fuel-air ratio for said engine and to prevent overfueling during periods of reduced pressure in said intake manifold, said resilient relation with said fuel-adjusting member means untilsaid valve spool means is moved in a first direction
  • a fuel-air ratio control device for an engine having a governor-controlled, fuel-adjusting member means and a supercharger which supplies air-through an intake manifold to the engine, said control device comprising; pressure-responsive means in communication with said intake manifold, servo unit meansfor engagement'with said fuel-adjusting member mea'n'sand for actuation by engine lubricant pressure and having an integral piston portion and valve portion, said valve portion of said servo unit means having a bore and port means, a valve spool means connected to saidpress ureresponsive.
  • the fuel-air ratio control device of claim 7 including resilient means acting in opposition upon oppo- I site sides of said pressure-responsive means and holding said pressure-responsive means in a normallybalanced condition.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US00254852A 1972-05-19 1972-05-19 Fuel-air ratio control for supercharged engines Expired - Lifetime US3795233A (en)

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US25485272A 1972-05-19 1972-05-19

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US (1) US3795233A (enrdf_load_stackoverflow)
JP (1) JPS5817337B2 (enrdf_load_stackoverflow)
BE (1) BE799730A (enrdf_load_stackoverflow)
CA (1) CA988384A (enrdf_load_stackoverflow)
DE (1) DE2326083C2 (enrdf_load_stackoverflow)
GB (1) GB1430427A (enrdf_load_stackoverflow)

Cited By (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3910245A (en) * 1973-10-17 1975-10-07 Diesel Kiki Co Fuel compensating device for a supercharged type diesel engine
US3915140A (en) * 1974-03-20 1975-10-28 Caterpillar Tractor Co Governor with stabilizing means
US3916862A (en) * 1973-10-26 1975-11-04 Caterpillar Tractor Co Torque rise limiting device
US3981285A (en) * 1972-08-19 1976-09-21 Robert Bosch G.M.B.H. Fuel control system for supercharged, fuel injected internal combustion engines
US4015573A (en) * 1973-03-05 1977-04-05 Diesel Kiki Co., Ltd. Supercharged diesel engine fuel injection pump governor assembly
US4068642A (en) * 1975-11-14 1978-01-17 Caterpillar Tractor Co. Fuel ratio control with manually operated air override
US4149507A (en) * 1977-10-27 1979-04-17 Caterpillar Tractor Co. Fuel-air ratio control with torque-limiting spring for supercharged engines
US4157701A (en) * 1977-06-15 1979-06-12 Hewitt John T Diesel engine control means
WO1982001036A1 (en) * 1980-09-11 1982-04-01 Gibson D Rotation sensitive pressure regulator
US4343276A (en) * 1981-01-16 1982-08-10 Cummins Engine Company, Inc. Turbocharger boost feedback control for engine governor
US4384560A (en) * 1978-12-16 1983-05-24 Robert Bosch Gmbh Fuel injection system for Diesel engines, in particular for Diesel motor vehicle engines
US4389991A (en) * 1980-09-11 1983-06-28 Caterpillar Tractor Co. Rotation sensitive pressure regulator
DE3210903A1 (de) * 1982-03-25 1983-09-29 Klöckner-Humboldt-Deutz AG, 5000 Köln Regeleinrichtung fuer einen dieselmotor
US4434761A (en) 1981-01-02 1984-03-06 Tom Mcguane Industries, Inc. Fuel flow regulator control for a diesel engine with exhaust gas driven turbocharger
US4444170A (en) * 1981-10-07 1984-04-24 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4640247A (en) * 1985-02-04 1987-02-03 Caterpillar Inc. Air-fuel ratio control system having a fluid-powered broken-link mechanism
US4727839A (en) * 1985-03-09 1988-03-01 Robert Bosch Gmbh Pneumatic diaphragm control element for a fuel injection apparatus in internal combustion engines
EP0253483A3 (en) * 1986-07-14 1989-04-12 Cummins Engine Company, Inc. An air fuel control, and a plunger and barrel assembly for a fuel system, either for an internal combustion engine
US4869219A (en) * 1986-07-14 1989-09-26 Cummins Engine Company, Inc. Dual spring air fuel control for the PT fuel system
US5092299A (en) * 1990-11-30 1992-03-03 Cummins Engine Company, Inc. Air fuel control for a PT fuel system
US5609137A (en) * 1994-09-14 1997-03-11 Robert Bosch Gmbh Fuel injection apparatus for a two-stroke internal combustion engine
US6076501A (en) * 1998-09-17 2000-06-20 Caterpillar Inc. Min/Max speed governor for an internal combustion engine
WO2002046590A1 (en) * 2000-12-08 2002-06-13 Stanadyne Corporation Aneroid control for fuel injection pump
NL2003099C2 (en) * 2009-06-29 2010-12-30 Univ Delft Tech A direct injection two-stroke engine.
CN103147861A (zh) * 2013-03-13 2013-06-12 重庆康明斯发动机有限公司 一种柴油机启动烟度控制方法和柴油机启动烟度控制装置

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6146186Y2 (enrdf_load_stackoverflow) * 1980-06-09 1986-12-25
JPS588721U (ja) * 1981-07-08 1983-01-20 キヤタピラ−三菱株式会社 出力多段制御式ガバナ
DE3146132A1 (de) * 1981-11-21 1983-06-01 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3146499A1 (de) * 1981-11-24 1983-06-01 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE3313732A1 (de) * 1983-04-15 1984-10-18 Klöckner-Humboldt-Deutz AG, 5000 Köln Einrichtung zur steuerung des regelstangenanschlages einer kraftstoffeinspritzpumpe

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2835240A (en) * 1956-11-29 1958-05-20 Studebaker Packard Corp Control for fuel injection system
US3077873A (en) * 1961-08-04 1963-02-19 Caterpillar Tractor Co Pressure actuated fuel control for supercharged engines
US3313283A (en) * 1965-06-04 1967-04-11 Caterpillar Tractor Co Fuel ratio control override

Family Cites Families (1)

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Publication number Priority date Publication date Assignee Title
US2767700A (en) * 1955-04-26 1956-10-23 Caterpillar Tractor Co Fuel control for supercharged engines

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2835240A (en) * 1956-11-29 1958-05-20 Studebaker Packard Corp Control for fuel injection system
US3077873A (en) * 1961-08-04 1963-02-19 Caterpillar Tractor Co Pressure actuated fuel control for supercharged engines
US3313283A (en) * 1965-06-04 1967-04-11 Caterpillar Tractor Co Fuel ratio control override

Cited By (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3981285A (en) * 1972-08-19 1976-09-21 Robert Bosch G.M.B.H. Fuel control system for supercharged, fuel injected internal combustion engines
US4015573A (en) * 1973-03-05 1977-04-05 Diesel Kiki Co., Ltd. Supercharged diesel engine fuel injection pump governor assembly
US3910245A (en) * 1973-10-17 1975-10-07 Diesel Kiki Co Fuel compensating device for a supercharged type diesel engine
US3916862A (en) * 1973-10-26 1975-11-04 Caterpillar Tractor Co Torque rise limiting device
US3915140A (en) * 1974-03-20 1975-10-28 Caterpillar Tractor Co Governor with stabilizing means
US4068642A (en) * 1975-11-14 1978-01-17 Caterpillar Tractor Co. Fuel ratio control with manually operated air override
US4157701A (en) * 1977-06-15 1979-06-12 Hewitt John T Diesel engine control means
US4149507A (en) * 1977-10-27 1979-04-17 Caterpillar Tractor Co. Fuel-air ratio control with torque-limiting spring for supercharged engines
US4384560A (en) * 1978-12-16 1983-05-24 Robert Bosch Gmbh Fuel injection system for Diesel engines, in particular for Diesel motor vehicle engines
WO1982001036A1 (en) * 1980-09-11 1982-04-01 Gibson D Rotation sensitive pressure regulator
US4389991A (en) * 1980-09-11 1983-06-28 Caterpillar Tractor Co. Rotation sensitive pressure regulator
US4434761A (en) 1981-01-02 1984-03-06 Tom Mcguane Industries, Inc. Fuel flow regulator control for a diesel engine with exhaust gas driven turbocharger
US4343276A (en) * 1981-01-16 1982-08-10 Cummins Engine Company, Inc. Turbocharger boost feedback control for engine governor
US4444170A (en) * 1981-10-07 1984-04-24 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
DE3210903A1 (de) * 1982-03-25 1983-09-29 Klöckner-Humboldt-Deutz AG, 5000 Köln Regeleinrichtung fuer einen dieselmotor
US4640247A (en) * 1985-02-04 1987-02-03 Caterpillar Inc. Air-fuel ratio control system having a fluid-powered broken-link mechanism
US4727839A (en) * 1985-03-09 1988-03-01 Robert Bosch Gmbh Pneumatic diaphragm control element for a fuel injection apparatus in internal combustion engines
EP0253483A3 (en) * 1986-07-14 1989-04-12 Cummins Engine Company, Inc. An air fuel control, and a plunger and barrel assembly for a fuel system, either for an internal combustion engine
US4869219A (en) * 1986-07-14 1989-09-26 Cummins Engine Company, Inc. Dual spring air fuel control for the PT fuel system
US5092299A (en) * 1990-11-30 1992-03-03 Cummins Engine Company, Inc. Air fuel control for a PT fuel system
US5609137A (en) * 1994-09-14 1997-03-11 Robert Bosch Gmbh Fuel injection apparatus for a two-stroke internal combustion engine
US6076501A (en) * 1998-09-17 2000-06-20 Caterpillar Inc. Min/Max speed governor for an internal combustion engine
WO2002046590A1 (en) * 2000-12-08 2002-06-13 Stanadyne Corporation Aneroid control for fuel injection pump
US6431143B1 (en) * 2000-12-08 2002-08-13 Stanadyne Corporation Aneroid control for fuel injection pump
NL2003099C2 (en) * 2009-06-29 2010-12-30 Univ Delft Tech A direct injection two-stroke engine.
CN103147861A (zh) * 2013-03-13 2013-06-12 重庆康明斯发动机有限公司 一种柴油机启动烟度控制方法和柴油机启动烟度控制装置
CN103147861B (zh) * 2013-03-13 2015-11-25 重庆康明斯发动机有限公司 一种柴油机启动烟度控制方法和柴油机启动烟度控制装置

Also Published As

Publication number Publication date
DE2326083C2 (de) 1983-07-07
BE799730A (fr) 1973-11-19
JPS5817337B2 (ja) 1983-04-06
DE2326083A1 (de) 1973-12-06
GB1430427A (en) 1976-03-31
CA988384A (en) 1976-05-04
JPS4941731A (enrdf_load_stackoverflow) 1974-04-19

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