US3802454A - Device for supplying fuel to the atomisers of a combustion engine - Google Patents

Device for supplying fuel to the atomisers of a combustion engine Download PDF

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Publication number
US3802454A
US3802454A US19418371A US3802454A US 3802454 A US3802454 A US 3802454A US 19418371 A US19418371 A US 19418371A US 3802454 A US3802454 A US 3802454A
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Prior art keywords
fuel
valve
outlet
pressure
restrictor
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English (en)
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W Kleuters
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US Philips Corp
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US Philips Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/16—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor characterised by the distributor being fed from a constant pressure source, e.g. accumulator or constant pressure positive displacement pumps
    • 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
    • Y10T137/8593—Systems
    • Y10T137/85978—With pump
    • Y10T137/86171—With pump bypass

Definitions

  • ABSTRACT A device for supplying fuel to the atomisers of a combustion engine comprising a fuel pump the inlet of which communicates with a fuel tank and the outlet of which, where during operation a constant pressure is maintained by a pressure control device, communicates with the inlet of a flow restrictor having a passage which can be controlled continuously between the fully opened and the fully closed condition by an electrically controlled operating element, the restrictor outlet communicating with the fuel inlet chamber of a pressure control valve which during operation maintains a constant pressure at the restrictor outlet which is lower than the constant pressure at the restrictor inlet and the fuel outlet chamber of said valve communicates with a fuel distributor which is capable of communicating the various atomizers periodically and per atomizers always for the same time interval with said fuel outlet chamber.
  • the invention relates to a device for supplying fuel to the atomisers of combustion engine comprising a fuel pump the inlet of which communicates with a fuel tank and the outlet of which can be made to communicate with the atomisers; a pressure control device is present for maintaining during operation a constant fuel pressure at the outlet of the pump.
  • the pressure control device which ensures that the fuel is supplied under a constant pressure may or may not comprise a pressure buffer vessel (air chamber).
  • a pressure buffer vessel air chamber
  • The'operation and construction of a pressure buffer vessel are described, for example, in the US. Pat. No. 2,300,722.
  • an electronically operated magnetic valve is incorporated in the supply line.
  • the amount of fuelto be injected into the cylinder of the engine per work stroke and which is in a given proportion to the amount of air to be drawn in per work stroke is controlled in this case by variation 'of the injection time
  • the device according to the invention is characterized in that at least one flow restrictor is present having a passage which can be controlled continuously between the fully opened and fully closed position by means of an electrically controlled operating element.
  • the restrictor inlet communicates with the outlet of the pump and the restrictor outlet communicates with a first pressure control valve which during operation maintains a constant pressure at the restrictor outlet which is lower than the constant pressure at the restrictor inlet.
  • the first pressure control valve comprises a casing having a fuel inlet chamwith constant fuel supply per unit of time. For that purpose, an electric pulse is supplied to the magnetic valve as-a result of which said valve opens for a short of'time, dependent upon the pulseduration, and fuelcan' flow to the cylinder. Accurate and rapid dosing of fuelis possible in these known devices by using magnetic valves which are operated vice.
  • Adrawback is, however, that a good mixing of the by an electronic controldedrawn-in quantity of air and the injected amount of fuel the'engine is switched to partial load, a smaller amount of air is drawn-in during the same time interval as with full load.
  • Adaptation of the correspondingly smaller amount of required fuel can now be carried out'only by shortening the injection time since, with the magnetic valve in the open position, a constant amount of fuel passes said valve per unit of time owing to the constant fuel pressure in the supply line.
  • lt is the object of the present invention to provide a device in whichthe said drawback does not occur and the rapid and accurate dosing of the amount of fuel to be supplied to the engine is maintained.
  • a value body is present which is capable of co-operating with the valve seat and is capable of releasing fully or partly the passage thereof.
  • Fuel supplied to the control valve exerts a force on the valve body in a direction away from the valve seating, and resilient means is present which exerts a force on the valve body in the direction of the seat, said means having a small spring constant for providing a flat fuel pressure-flow characteristic of the control valve.
  • Said control is further constructed so that forces exerted on the valve body in a direction away-from the seat as a result of the fuel pressure in the outlet chamber are small relative to those as a result of the fuelpressure in the inlet chamber.
  • the outlet chamber communicates with a fuel distributor which is capable of communicating the various atomisers periodically and per atomiser always for the same time interval with the outlet chamber.
  • the amount of fuel flowing towards the control valve can simply and rapidly be controlled by varying the passage of the restrictor by means of an electronic control device.
  • the control valve also ensures that the flow of fuel passed through the restrictor experiences substantially no influence and is independent of pressure variations occurring in the outlet of the control valve.
  • the fuel distributor ensures that the supplied fuel is evenly distributed between the atomisers.
  • the pressure control valve Since the pressure control valve has a flat pressureflow characteristic, a minimum pressure variation occurring at the restrictor outlet as a result of a variation of the fuel flow by variation of the passage of the restrictor, will immediately result in a great variation in the passage of the control valve. Hence the varied flow of fuel is passed without hindrance.
  • the problem may present itself that the small displacement of the valve body under the influence of the pressure variations in the outlet chamber produces too large a spreading in the amounts of fuel allotted to the atomisers. If, for example, the fuel distributor switches alternately from an atomiser having injection pressure p to an atomiser having injection pressure p A p, the position of the valve body will vary between x and A x. This variation in injection pressure is caused by tolerances in dimensions occurring during the manufacture of the atomisers resulting in variations in the resistance to flow of said atomisers.
  • a favorable embodiment of the device according to the invention comprises a second pressure control valve which is accommodated in the communication between the first pressure control valve and the fuel distributor for maintaining a constant pressure differential between the inlet and outlet chambers of the first pressure control valve, said second pressure control valve comprising a casing having a fuel inlet space communicating with the outlet chamber of the first control valve and a fuel outlet space communicating with the fuel distributor and separated from said inlet space, between which spaces a valve seat is arranged.
  • a valve body is present which is capable of cooperating with the valve seat of the second control valve and is capable of releasing the passage thereof fully or partly and which is capable of varying with its side remote from the valve seat the volume of a further fuel space.
  • This further space is in open communication with the fuel inlet chamber of the first pressure control valve via a communication duct.
  • Fuel supplied to the inlet space of the second pressure control valve exerts on the valve body a force directed away from the valve seat, and at least one resilient element is present which also exerts a force on the valve body which is directed away from the valve seat, and said element having a small spring constant for providing a flat fuel pressure-flow characteristic of the second control valve.
  • the second control is being furthermore constructed so that forces exerted on the valve body in a direction away from the seat as a result of the fuel pressure in the outlet space are small relative to those resulting from the fuel pressure in the inlet space.
  • valve body of the second pressure control valve and that of the first pressure control valve will in the first instance each move away over a given small distance from their associated seating.
  • the valve body of the second control valve assumes a new position, corresponding to the new injection pressure p A p, which position is maintained for the time that the atomiser having injection pressure p A p communicates with the fuel distributor.
  • a given amount of fuel is momentarily withdrawn from the passing flow of fuel as a result of the volume variation associated with the displacement of the valve body.
  • the same amount of fuel is driven by said valve body out of the further fuel space, via the communication duct, to the inlet chamber of the first control valve and supplied to the flow of fuel passing there.
  • the valve body of the first control valve After the displacement as a result of the switching of the fuel distributor to the atomiser having injection pressure p A p, the valve body of the first control valve returns again to its original position in that the second pressure control valve, after the control action, again holds the pressure differentiated between the inlet and outlet chambers of the first pressure control valve constant and at the original valve.
  • the return of the valve body of the first control valve to the original position occurs sufficiently rapidly, the amount of fuel momentarily withdrawn from the passing flow of fuel which is a result of the volume variation associated with the displacement of said valve body will again be allotted to the said flow within the time duration that the atomiser having injection pressure p A p communicates with the fuel distributor.
  • This displacement also, which in this case is a non-permanent displacement then produces no variation in the amount of fuel allotted per atomiser. Since furthermore the total resistance to flow of the two control valves and the communicating atomiser is always constant as a result of the control action, also, the pressure at the restrictor outlet will always remain constant. The flow of fuel originating from the restrictor than is also constant. From this it will be obvious that mutually equal amounts of fuel will always be supplied to the atomisers.
  • the flat pressure-flow characteristic of the second pressure control valve again ensures that a varied flow of fuel is passed without hindrance.
  • a favorable embodiment of the present device comprises a damping flow resistor which is incorporated in the communication duct.
  • the amount of fluid supplied per atomiser is than always the same for each atomiser.
  • a further favorable embodiment of the device according to the invention is characterized in that a fuel outlet duct is present one end of which communicates with the communication between the restrictor and the first pressure control valve and in which outlet duct a further restrictor is incorporated.
  • the further restrictor may have a passage which is controllable, by means of an operating member, continuously between a fully opened and a fully closed position. In this manner an extra possibility is available for controlling the flow of fuel to the pressure control valve.
  • the operating member of the further restrictor may be coupled to the operating element of the restrictor in such manner that a reduction of the passage of the restrictor produces an enlargement of the passage of the further restrictor, and conversely an enlargement of the passage of the restrictor results in a reduction of the passage of the further restrictor.
  • FIGS. 1, 4 and 5 shows embodiments of the device
  • FIG. 2 is an embodiment of an electrically controlled restrictor
  • FIG. 3a. 3b and.3c show a few embodiments of a pressure control valve suitable for use in the device.
  • FIG. 1 denotes a pump which communicates with its inlet, via a fuel filter 2, with a fuel tank 3 and communicates with its outlet, via an air chamber 4, with the inlet of a restrictor 5 the passage of which can be controlled continuously betweeen the fully opened and the fully closed positions by electric control means.
  • the outlet of the restrictor 5 communicates, via a first pressure control valve 6, with a fuel distributor 7 having a rotor 8 which is coupled to the cam shaft of a combustion engine not shown and which during operation can alternately communicate the outlet of'the first pressure control valve 6 with one of the ducts 9.
  • Atomisers 10, only one of which is shown in the figure, communicate with each duct 9.
  • the situation shown having four ducts 9 and atomisers 10, respectively, relates to a four-cylinder combustion engine.
  • a return flow duct 11 which is arranged between air chamber 4 and restrictor 5 and which debouches in the fuel tank 3 communicates with the communication between the pump 1 and the restrictor 5.
  • a spring-loaded relief valve 12 is incorporated in said return flow duct.
  • Air chamber 4 and relief valve 12 together constitute a pressure control device which keeps the pressure at the outlet of the pump and the inlet of the restrictor 5, respectively, constant at a given value. Any excess of fuel supplied by the pump 1 flows via the relief valve 12 back to the fuel tank 3.
  • the first pressure control valve 6 ensures that the pressure of the fuel passed through the restrictor 5 is kept constant at a given value at the restrictor outlet, which constant pressure is lower than the constant pressure at the inlet of the restrictor. So a constant pressure differential prevails across the restrictor.
  • the flow of fuel which has passed the first pressure control valve 6 is evenly distributed by the fuel distributor 7 between the various atomisers in that the flow of fuel is supplied to each atomiser 10 alternately for the same time interval. The amounts of fuel supplied to the atomisers are then mutually equal.
  • an electric signal is supplied to restrictor 5 by means of a control apparatus (not shown) which reacts,for example, to a variation in the quantity of air drawn-in by the engine, as a result of which the passage of said restrictor is varied to the desired extent.
  • the injection time of the fuel irrespective of the number' of revolutions, always remains equal to and remains coinciding with the drawing-in time of the air of combustion which ensures a good mixing in all circumstances, while the amount of fuel per cylinder always is in the correct proportion to the quantity of air of combustion supplied per cylinder in that the flow of fuel is always adjusted to the correct value and a proportional part of said flow is supplied to each atomiser. All this results in an optimum combustion of the readily mixed air and fuel and as a result of this a good engine efficiency as well as clean combustion gases.
  • the first pressure control valve 6 is constructed so as to have a flat pressure-flow characteristic, that is to say a small variation in the pressure differential across the valve, for example, by a small variation of the pressure at the valve inlet, involves a great variation in the flow of fuel passed through the valve. This means that upon variation of the flow of fuel anew flow passes through the valve without hindrance. Furthermore, the first control valve 6 is constructed so that pressure variations at the outlet of the valve can substantially not influence the pressure at the inlet side of said valve which is of great importance.
  • FIG. 2 shows an embodiment of an electrically controlled restrictor having a passage which can be varied continuously between the fully opened and fully closed position as it can be used in the device shown in FIG. 1.
  • reference numeral denotes a casing having an inlet space 16 and an outlet space 17 between which a seat 18 is present the passage of which can be closed and be released more or less, respectively, by a closing element 19 which forms part of an operating element 20.
  • the operating element 20 can be moved more or less to the left and thus release more or less the passage by a stronger or lesser energisation of the electro-magnet 21 having electric conductors 22'.
  • closing element 19 bears against the seating 18 and the communication between the inlet space 16 and the outlet space 17 is interrupted.
  • This is carried out by means of a resilient diaphragm 22 which is connected on one side to the casing 15 and on the other side to the operating element 20 and which also separates the inlet space 16 from a space 23 which, via a duct 24, is in open communication with the outlet space 17.
  • a slack diaphragm 26 provided with apertures is furthermore present in the outlet space 17 and is connected on one side to the casing 15 and on the other side to the operating element 20 and which serves for straight guiding the operating element.
  • the pressure control valve shown in FIG. 3a consists of a casing 30 having an inlet chamber 31 and an outlet chamber 32 between which a valve seat 33 is arranged the passage 34 of which can be released more or less and be closed, respectively, by a valve body 35 which communicates with a piston-like body 37 via a valve stem 36.
  • a compression spring 38 is furthermore present which exerts a force on the assembly of piston-like member 37, valve stem 36 and valve body 35 in the direction of the valve seat 33 and which compression spring has a small spring constant (slack spring). Atmospheric pressure prevails in the space 39.
  • fuel supplied to the inlet chamber 31 exerts a force on said body which tends to displace the assembly of piston-like member 37, valve stem 36 and valve body 35 in the direction away from the valve seating 33.
  • a small variation in the fuel pressure in the inlet chamber results in a comparatively large displacement of the assembly and hence a comparatively large variation in the passed flow of fuel due to the slackness of the compression spring 38.
  • the fuel pressure in the outlet chamber 32 plays substantially no significant part in the play of forces on the assembly and a variation in the fuel pressure in the outlet chamber has substantially no influence on the pressure in the inlet chamber. All this is of great importance, as already said, for reasons of constancy of the flow of fuel.
  • Valve stem 36 comprises bores 40. After having passed through the bores 40, fuel supplied to the inlet chamber 31 can exert a force on a diaphragm 41 in a direction away from the valve seat 33'. Compression springs 38 constructed as cup springs having a small spring constant exert a force on said diaphragm in the direction of the seat 33. A compre'ssion spring 42 ensures that the assembly of valve body 35' and valve stem 36 remains pressed against the diaphragm 41.
  • valve body 35 is constructed in the form of a piston and is secured to the casing 30 via a bellows 45.
  • Compression spring 38" is accommodated inside the valve body 35"and bellows 45.
  • Fuel in the outlet chamber 32" can in this case substantially only exert forces on the cylinder surface of the valve body 35", which forces are radially directed inwards, and which forces leave the axial movement of the valve body unhweard. Pressure variations in the outlet chamber therefore have substantially no influence on the pressure in the inlet chamber in this case also.
  • FIG. 4 in general is equal to that shown in FIG. 1 which is way similar reference numerals with a added used for corresponding components where appropriate.
  • the only difference is that in the present case there is accommodated between the first pressure control valve 6a and the fuel distributor 7a a second pressure control valve 50 having a casing 51, a valve body 52, a fuel inlet space 53 and a fuel outlet space 54 between which a valve seating 55 is arranged and a further fuel space 56 the volume of which can be varied by the valve body 52 with its side remove from the valve seating 55 formed by a piston-like part 57.
  • a compression spring 58 of small spring constant which exerts a force on the part 57 in a direction away from the seating.
  • the same-reference numerals are used for the first pressure control valve 6a for components which correspond to those of FIG. 3a.
  • Fuel outlet chamber 32a of the first pressure control valve 6a is in open communication with fuel inlet space 53 of the second pressure control valve 50, while further fuel space 56 of the second pressure control valve 50 is in open communication, via a communication duct 59, with fuel inlet chamber 31a of the first pressure control valve 6a.
  • a damping flow resistor60 is incorporated inthe communication duct 59. As compared with the device shown in FIG. 1, this device pres ents the following advantage.
  • the fuel distributor of the device shown in FIG. 1 switches from an atomiser having injection pressure p to an atomiser having injection pressure p A p, the assembly of valve body 35a, valve stem 36a and piston-like member 370 (see FIG.
  • Valve body a of the first pressure control valve 6a returns to its original position since after the control action of the second pressure control valve the latter again keeps the differential pressure between the inlet chamber 3 1a and outlet chamber 32a of pressure control valve 6 constant at the original value. Bysuitable proportioning, the return to the original position will occur rapidly so that the amount of fuel momentarily withdrawn from the flow of fuel passing the inlet chamber 31a as a result of the displacement of the assembly valve body 35a, valve stem 36a and piston like body 37a, is. again supplied to said flow and reaches the atomiser having injection pressure, p
  • a p before the communication between said atomiser andthe fuel distributor is interrupted.
  • the momentary displacement of valve body 350 of the first pressure control valve 6a then also produces no variation in the amount of fuel supplied per atomiser.
  • Damping flow resistor ensures that oscillations of the system of control valves are damped sufficiently rapidly to supply the desirable amount of fuel to a given atomiser'within the period of time in which said atomiser communicates with the fuel distributor.
  • TI-Ie valve body 35a of thefirstpressure control valve 6a will assume a permanent new position only upon variation of the passage of restrictor 5a.
  • the control valve 50 is constructed so that fuel in the outlet space 54 can exert only mirror forces on the valve body 52 as compared to those whichare exerted on said body by fuel in the inlet space 53. correspondingly, the comparatively large surface area of the piston-like part 57 in FIG. 4 is, subject to. the fuel pressure in the inlet space 53.
  • the second pressure control valve 50 are possible, for example,
  • FIG. 5 For the device shown in FIG. 5, similar reference numerals (with b added) are used for components corresponding to H0. 4. where appropriate.
  • the device shown in FIG. differs from that shown in FIG. 4 only in that in the present case a fuel outle duct 65 communicates with the communication between the restrictor 5b and the first pressure control valve 6b, which outlet duct with its other end debouches in fuel tank 31) together with the return flow duct 11b.
  • a further restrictor 66 the passage of which can be controlled continuously between the fully opened and fully closed position is incorporated in the fuel outlet duct 65.
  • the further restrictor 66 is coupled, via a coupling 67 not shown in detail, to restrictor 5bin such manner that, when the passage of restrictor 5b is reduced, the passage of the further restrictor 66 is enlarged, and conversely.
  • the further restrictor 66 may be constructed, for example, as the restrictor shown in H0. 2 without an electromagnet. If in this case the re strictor 5b is constructed as shown in FIG. 2, the operating elements b may be coupled together.
  • the further restrictor 66 makes the device more sensitive because during operation a small variation in the passage of restrictor 5b produces a large variation in the flow of fuel to the atomisers.
  • atomisers are present which are each connected separately to the fuel distributor. It is of course also possible to connect, for example, 6b, 8b, 12b and so on atomisers, either each time one, or several at a time.
  • Apparatus according to claim 1 further comprising a damping flow resistor incorporated in said communication duct.
  • Apparatus according to claim 1 further comprising a fuel outlet duct having one and connecting between said resistor outlet and said first valve inlet, and a discharge end, and a further restrictor incorporated in said fuel outlet duct.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
US19418371 1970-11-14 1971-11-01 Device for supplying fuel to the atomisers of a combustion engine Expired - Lifetime US3802454A (en)

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NL7016724A NL7016724A (fr) 1970-11-14 1970-11-14

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US (1) US3802454A (fr)
AU (1) AU458783B2 (fr)
BE (1) BE775311A (fr)
CA (1) CA945855A (fr)
DE (1) DE2154330A1 (fr)
FR (1) FR2114684A5 (fr)
GB (1) GB1374446A (fr)
IT (1) IT940532B (fr)
NL (1) NL7016724A (fr)
SE (1) SE371253B (fr)

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US20120196236A1 (en) * 2010-12-09 2012-08-02 David Deng Heating system with pressure regulator
US9423123B2 (en) 2013-03-02 2016-08-23 David Deng Safety pressure switch
US9739389B2 (en) 2011-04-08 2017-08-22 David Deng Heating system
US9752782B2 (en) 2011-10-20 2017-09-05 David Deng Dual fuel heater with selector valve
US9752779B2 (en) 2013-03-02 2017-09-05 David Deng Heating assembly
US10073071B2 (en) 2010-06-07 2018-09-11 David Deng Heating system
US10222057B2 (en) 2011-04-08 2019-03-05 David Deng Dual fuel heater with selector valve
US10240789B2 (en) 2014-05-16 2019-03-26 David Deng Dual fuel heating assembly with reset switch
US10429074B2 (en) 2014-05-16 2019-10-01 David Deng Dual fuel heating assembly with selector switch

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GB2193297A (en) * 1986-07-29 1988-02-03 Automotive Products Plc Solenoid valve
DE19954206A1 (de) * 1999-11-11 2001-05-23 Bosch Gmbh Robert Kraftstoffeinspritzsystem
US9828930B2 (en) * 2014-09-19 2017-11-28 General Electric Company Method and systems for diagnosing an inlet metering valve
CN118257899B (zh) * 2024-05-29 2024-08-20 中国空气动力研究与发展中心超高速空气动力研究所 热阀电液控制系统及应用方法

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US2884006A (en) * 1955-03-08 1959-04-28 James E Hoback Fuel distributor for internal combustion engines
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US3083721A (en) * 1959-05-25 1963-04-02 American Radiator & Standard Constant mass flow regulator
FR1342743A (fr) * 1963-01-16 1963-11-08 Teves Kg Alfred Soupape de coupure
US3131750A (en) * 1960-12-02 1964-05-05 Plessey Co Ltd Acceleration-control devices for use in liquid-fuel supply systems, more particularly of gas turbines
US3322134A (en) * 1963-02-20 1967-05-30 Danfoss Ved Ing M Clausen Pressure-regulating valve
US3362643A (en) * 1965-09-27 1968-01-09 Holley Carburetor Co Fluid supply system including means for changing fluid pressure in response to nozzle rotation
US3659628A (en) * 1968-10-15 1972-05-02 Bosch Gmbh Robert Distributor for continuously operating fuel injection systems

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Publication number Priority date Publication date Assignee Title
US1871043A (en) * 1930-05-12 1932-08-09 Charles H Chalmers Oil burner regulating and relief device
US2597177A (en) * 1949-08-30 1952-05-20 Ray Oil Burner Co Adjustable viscosity sensitive burner control
US2662542A (en) * 1951-12-22 1953-12-15 Gilbert & Barker Mfg Co Hydraulic control device for highpressure liquid-fuel-supply pumps of pressure-atomizing oil burners
US2884006A (en) * 1955-03-08 1959-04-28 James E Hoback Fuel distributor for internal combustion engines
FR1148076A (fr) * 1956-03-10 1957-12-03 Plessey Co Ltd Dispositif régulateur de pression pour systèmes parcourus par un fluide
AT211459B (de) * 1959-02-26 1960-10-10 Garvenswerke Maschinen Pumpen & Waagenfabrik W Garvens Ventilsystem zur Verhinderung des Nachspritzens von Öl aus der Düse bei Druckölbrennern mit Ölerhitzer zwischen Pumpe und Düse
US3083721A (en) * 1959-05-25 1963-04-02 American Radiator & Standard Constant mass flow regulator
US3131750A (en) * 1960-12-02 1964-05-05 Plessey Co Ltd Acceleration-control devices for use in liquid-fuel supply systems, more particularly of gas turbines
FR1342743A (fr) * 1963-01-16 1963-11-08 Teves Kg Alfred Soupape de coupure
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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10073071B2 (en) 2010-06-07 2018-09-11 David Deng Heating system
US20120196236A1 (en) * 2010-12-09 2012-08-02 David Deng Heating system with pressure regulator
US9222670B2 (en) * 2010-12-09 2015-12-29 David Deng Heating system with pressure regulator
US9739389B2 (en) 2011-04-08 2017-08-22 David Deng Heating system
US10222057B2 (en) 2011-04-08 2019-03-05 David Deng Dual fuel heater with selector valve
US9752782B2 (en) 2011-10-20 2017-09-05 David Deng Dual fuel heater with selector valve
US9423123B2 (en) 2013-03-02 2016-08-23 David Deng Safety pressure switch
US9752779B2 (en) 2013-03-02 2017-09-05 David Deng Heating assembly
US10240789B2 (en) 2014-05-16 2019-03-26 David Deng Dual fuel heating assembly with reset switch
US10429074B2 (en) 2014-05-16 2019-10-01 David Deng Dual fuel heating assembly with selector switch

Also Published As

Publication number Publication date
SE371253B (fr) 1974-11-11
NL7016724A (fr) 1972-05-16
GB1374446A (en) 1974-11-20
AU3564871A (en) 1973-05-17
CA945855A (en) 1974-04-23
DE2154330A1 (de) 1972-05-18
BE775311A (fr) 1972-05-12
IT940532B (it) 1973-02-20
AU458783B2 (en) 1975-03-06
FR2114684A5 (fr) 1972-06-30

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