US3823696A - Arrangement for regulating fuel injection - Google Patents

Arrangement for regulating fuel injection Download PDF

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Publication number
US3823696A
US3823696A US00272256A US27225672A US3823696A US 3823696 A US3823696 A US 3823696A US 00272256 A US00272256 A US 00272256A US 27225672 A US27225672 A US 27225672A US 3823696 A US3823696 A US 3823696A
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air
damping
chamber
airflow
baffle plate
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US00272256A
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English (en)
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U Mutschler
N Rittmannsberger
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01F—MEASURING VOLUME, VOLUME FLOW, MASS FLOW OR LIQUID LEVEL; METERING BY VOLUME
    • G01F1/00—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow
    • G01F1/05—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow by using mechanical effects
    • G01F1/20—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow by using mechanical effects by detection of dynamic effects of the flow
    • G01F1/28—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow by using mechanical effects by detection of dynamic effects of the flow by drag-force, e.g. vane type or impact flowmeter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
    • 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
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/48—Arrangement of air sensors

Definitions

  • ABSTRACT A regulating arrangement maintains proper fuel'air mixing ratios in a combustion engine by regulating the fuel-injection time as a function of airflow through the air-intake passage.
  • the arrangement includes an electrically controllable fuel-injection valve, adjustable electric timing means for opening the valve for an adjustably predetermined time, and an adjusting member for adjusting such predetermined time.
  • An airflow sensing member is operatively associated with the adjusting member and is mounted in the air-intake passage for displacement by air flowing through such passage. The sensing member is displaceable to a plurality of positions each corresponding to a different amount of airflow.
  • a pneumatic damping unit is operative in response to airflow changes and applies to the sensing member a damping force which decreases with time. In this manner, the damping means opposes displacement of the sensing member in response to sudden and short-lasting changes in airflow conditions.
  • the invention relates to electrical and electronic fuel-injection control systems for combustion engines. More particularly, the invention relates to such systems of the type including an air-intake passage, a throttle valve disposed in such passage and operatively linked with the gas pedal.
  • the invention relates to such systems as maintain proper fuel-air mixing ratios in a combustion engine by regulating the fuel-injection time, and thereby the amount of injected fuel as a function of airflow through the air-intake passage.
  • the invention furthermore relates to such systems as comprise one or more electromagnetically operated fuel-injection valves associated with one or more engine cylinders, and each valve being associated with a power transistor stage and a switching transistor stage, the switching stage being operated in synchronism with crankshaft rotation.
  • Such systems furthermore include electrical timing means which effect valve opening for an adjustable period of time, in dependence-on the pressure within the air-intake passage.
  • Such timing means conventionally comprise an energy-storing element, such as a capacitor or inductor, which is energized or deenergized at an adjustable rate dependent, in the prior art, on the air pressure within the air-intake passage.
  • Known arrangementsof this type employ a sensing mechanism which does not directlymonitor the airflow, but instead monitors the air pressure.
  • Such known arrangements comprise a pressure-responsive inductive element located downstream of the gas-pedalcontrolled throttling valve.
  • Such inductive element forms part of a timing circuit, for instance a multivibrator, which controls the length of time during which the valve is held open. Variations in prevailing pressure affect the inductance value of the inductor and as a result can be made to change the ON-time of one of the alternately conductive transistors of the multivibrator, for instance.
  • the multivibrator is triggered in synchronism with crankshaft or camshaft rotation.
  • the timing means for the fuel-injection control arrangement may again include a multivibrator whose ON-time is for instance determined by the resistance of 'a variable resistor having a slidable wiper.
  • a mechanical linkage connects the baffleplate to the wiper in force-transmitting manner, so that angular deflection of the baffle plate effects a corresponding resistance change of the variable resistor, and accordingly a change of the rate at which the energy-storing element of the multivibrator charges or discharges.
  • 'It is another object to provide such an airflow transducer which is quickly responsive to changes in air-flow actually corresponding to changes in gas-pedal position and/or changes in intake suction associated with different parts of the intake stroke, but which is largely unresponsive to the higher-frequency airflow variations superimposed upon the aforementioned airflow changes.
  • a regulating arrangement which maintains proper fuel-air mixing ratios in a combustion engine by regulating the fuel-injection time as a function of airflow throughthe air-intake passage.
  • Such arrangement includes an electrically controllable fuel-injection valve, adjustable electric timing means for opening the ,valve for an adjustable predetermined time, and adjusting means for adjusting such predetermined time.
  • An airflow sensing member is operatively associated with the adjusting means and mounted in the air-intake passage for displacement, by air flowing through the passage, to any of a plurality of different positions respectively corresponding to different amounts of airflow.
  • Pneumatic damping means is operative in response to airflow changes for applying to the sensing member a damping force which decreases with time and which in that manner reduces the sensitivity of the sensing member to sudden and short-lasting changes in airflow conditions.
  • FIG. 1 is a schematic overall illustration of a regulating arrangement according to the invention
  • FIG. 2 is a detailed view of a portion of the timing circuitry of FIG. 1;
  • FIG. 3 is a longitudinal section through the air-intake passage of the engine shown in FIG. 1, and depicting sensing means and pneumatic damping means according to the invention;
  • FIGS. 4-7 are views similar to FIG. 3, but illustrating different sensing means and/or different pneumatic damping means according to the invention.
  • FIG. 8 illustrates a modification of part of the damping means of FIG. 6.
  • the illustrated arrangement regulates fuel injection in a four-cylinder four-stroke internal combustion engine 10, provided with four electromagnetically concal timing means'which is synchronized with the rotation of (schematically illustrated) camshaft 17 by means of an interrupter 18 coupled with the camshaft.
  • Interrupter 18 generates two rectangular pulses LJ for each rotation of camshaft 17, and these pulses are used for the generation of an OPEN-pulse S which is trans mitted to the solenoid of a valve 11.
  • the duration T determines the length of time during which the'fuelinjection valve 11 is open, and in that way determines the amount of fuel which is injected.
  • the correspondence is very precise because, as already indicated, the fuel is injected at constant'pressure, for example 2 atm.
  • the solenoid windings 19 of the valves are each connected in series with a respective coupling resistor 20 and connected to a common amplifier andd power stage 21, which contains at least apower transistor indicated schematically in FIG. 1 as transistor 22, the collector-emitter path of the transistor being connected in series with the coupling resistor 20.
  • the other end of each solenoid winding 19 is connected to ground.
  • a mixture of fuel andair is ignited by a separate ignition system, and the amount of fuel injected into the cylinder is to be carefully coordinated with the amount of air which enters during the intake stroke of the piston, so as to result in the most complete combustion possible. For the sake of efficiency, moverover, it is important that there be no substantial excess of air.
  • a regulating arrangement is provided in order to maintain the desired stoichiometric ratio between fuel and air.
  • the regulating arrangement includes airflow sensing means generally designated LM in FIG. 1 and located in the'air-intake passage 25 downstream of the air filter 26 but upstream of the throttle valve 28 associated with the gas pedal.
  • the airflow sensing means of FIG. 1 comprises a baffle plate 30 whose angular orientation is indicative of airflow, and which is mechanically coupled to the wiper 31 of a variable resistor R.
  • Wiper 31 constitutes adjusting means for varying the fuel injection time.
  • Variable resistor R is incorporated in a transistor switching circuit TS which provides timing signals whose duration is a function of the resistance of resistor R.
  • FIG. 2 illustrates somewhat schematically the circuitry contained in transistor switching-circuit TS. It is strongly emphasized that such circuitry may be of many conventional types.
  • Unit TS comprises two alternately conductive transistors, namely an input transistor T and an output transistor T which are cross-coupled in a manner common in multivibrators.
  • the circuit further includes an energy-storing element C, here in the form of a simple capacitor; a modified but equivalent'circuit could employ an inductor.
  • the duration of the discharge of capacitor C determines the Onand OFF-times of transistors T T and thereby the duration of the fuelinjection.
  • precise regulation of the fuel injection will require a precise control of the discharge of capacitor C.
  • the circuit TS is triggered-by interrupter 18, which can be a mechanical interruptor or a unit incorporating a multivibrator, and which generates the prolonged triggeringpulses LJ.
  • interruptor 18 issynchronized with camshaft rotation and effects a connection between capacitor C and an energy source C for the duration of a pulse LJ corresponding to a predetermined angular rotation of the camshaft. During such time, a charging current 1,, flows through the capacitor, and the capacitor voltage increases.
  • interruptor 18 comprises a (non-illustrated) multivibrator which is in one state for 180 of camshaft rotation and in its other state during the subsequent 180 of camshaft rotation.
  • FIG. 2 permits initiation of the discharge period immediately following the termination of the charging period, which for example can occur after the camshaft has rotated 0, 360, 720, etc. when the conductive output transistor T becomes nonconductive. Simultaneously, the non-conductive transistor T becomes conductive because, as a result of blocking of transistor T the base voltage of transistor T is sufficiently high to turn the transistor T, on and establish a flow of base current throughresistors 35 and 36.
  • the energy acccumulated by capacitor'C during charging is discharged through diode 37 and the emitter-collector path of transistor T Regulating means E maintains the discharge current constant, this being a well known expedient in time base generators, and thus the capacitor voltage decreases linearly.
  • the air sucked through the intake passage towards the engine 10 will exhibit marked pulsations. These can result in oscillations of baffle plate about an angular position not actually corresponding to the average airflow.
  • the regulating arrangements described below include not only airflow sensors, but also pneumatic damping arrangements which counteract the tendency of the baffle plate 30 to oscillate about a mean value in response to highfrequency airflow pulsations, but which permit the baffle plate 30 to quickly respond to flow changes having a real significance for the combustion process.
  • FIG. 3 illustrates an airflow sensing means 30 having a form of a first baffle plate mounted for pivotal movement about an axis 41 located to one side of the airintake passage 25.
  • a damping member'42 constitutes a first dashpot portion and has the form of a second baffle plate which shares the movement of the first plate 30.
  • Damping plate 42 is of rectangular outline and is pivotable through a damping chamber 45 which has the shape of a sector of a cylinder and is defined by a wall which constitutes a second dashpot portion.
  • the periphery of damping plate 30 defines with the inner peripheral wall 44 of chamber 45 a very limited pressure-leakage clearance 43.
  • damping plate 42 in part defines the dashpot chamber 45, and that movement of the damping plate 42 causes a variation in the volume of damping chamber 45.
  • a small pressure-leakage opening 46 is provided on the face of the damping plate .42, in addition to opening 43.
  • the pressure P in damping chamber 45 is equal to the pressure P in the section of passage 25 immediately downstream of baffle plate 30.
  • Each of plates 30, 42 has'a major surface facing this section of passage 25, and advantageously these surfaces are of equal area so that the forceexerted by reason of suction pressure P will be the same on both plates. Accordingly, variations in P cannot of themselves produce displacement of plates 30, 42, because of the torques developed on plates 30, 42 cancel.
  • the cross-section of the pressure-leakage opening 46and/or the clearance 43 is so selected that when for example the engine is accelerated and the airflow changes rapidly, the pressure equalization in response to such rapid airflow change will occur in about 1/10 second, a response time significantly greater than the time of stray airflow pulsations.
  • FIG. 4 depicts another version of the airflow transducer arrangement.
  • the baffle plates 30, 42 are pivotable about a common axis 41, and the periphery of damping plate 42 again defines a pressureleakage clearance, here identified with numeral 54.
  • a wall 51 defines a damping or dashpot chamber 52 to the right of clamping plate 42 and having a volume which is dependent on the position of plate 42.
  • the part of damping chamber 52 not actually enclosed by plate 42 communicates freely through opening 53 with the section of conduit 25 upstream of sensing member 30.
  • the peripheral clearance 54 permits only a relatively slow equalization of pressure between the pressure P in the upstream section of passage 25 and the pressure P in the enclosed portion of damping chamber 52.
  • An elastic separating wall 55 herein the form of abellows, separates chamber 52 from the section of passage 25 downstream of plate 30.
  • Bellows 55 is highly yieldablein longitudinal direction. As long as the pressure P, is constant, in the steady-state, the-pressures P and P: will remain equal; in the steady-state, damping plate 42 has no effect.
  • FIG. 5 A functionally equivalent arrangement is illustrated in FIG. 5.
  • the transient clamping force is applied to plate 30 not by a plate 42, but rather by a lever 63 connected via linkage 62 with membrane 61.
  • a second membrane 65 has the same function as bellows 55 in FIG. 4.
  • Membranes 61, 65 define between themselves a damping or dashpot chamber having a pressureleakage opening 64.
  • pressure P is equal to atmospheric pressure. If pressure P changes, pressure P changes in like manner upon displacement of membrane 65. The pressure P will relatively slowly return to atmospheric pressure, thereby permitting a relatively slow response of sensing member 30 to the change of P
  • the rate of return of P to atmospheric pressure depends on the size of pressure-leakage opening 64, and can be so selected that, during a half-cycle of an interference pulsation of pressure P,, no significant pressure equalization between P and P can occur.
  • valve means comprising a valve plate 76 upwardly biased by a tension spring 77.
  • Valve plate 76 blocks communication between passage 71 and the downstream section 72 of passage 25 when the pressure difference on opposite sides of plate 76 is below a predetermined threshold value.
  • FIG. 7 provides for the enrichment of the fuel-air mixture upon acceleration of the motor, and especially upon opening movement of the damping action is greatly decreased, so that the fuel injection time can be increased very quickly in response to the increased air-flow.
  • a pressure chamber 81 communicates with damping chamber 45 via conduit 80. Pressure chamber 81 is sealed at one end by an elastic wall or membrane 82. In the center of the membrane 82 there is provided a force-transmitting plate 83 which is linked to one of the arms of lever 84. The other arm of lever 84 is connected via mechanical linkage 85 with a throttle-follower member 86.
  • the pressure will be equalized at a .highrate relative to the increase of air flow, and counterclockwise displacement of sensing member 30 can even occur somewhat faster than actually corresponds to the increase in airflow, and the fuel-air mixture will thus be especially enriched at the time of such acceleration.
  • pressure-leakage opening 46 limits the duration of such enrichment. That is, the angular displacement of plate 30 will exceed that corresponding to the actual airflow only until the pressure on either side of plate 42 is equalized. At that time, any further changes in airflow will again be responded to with damping action, except for similar sudden opening motions of throttle 28.
  • damping action it should be noted, occurs only in response to a sudden movement of throttle 28 in opening direction. When throttle 28 moves in opening direction the airflow is from chamber 45 to chamber 81, and this is permitted by check valve 88.
  • FIG. 8 illustrates a modified version of FIG. 6 including temperature compensation.
  • valve sage 71 is again provided and leads into the valve chamber defined by valve body 91.
  • a tapered valve member 93 regulates theflow of air through passage 92.
  • Valve member 93 is biased towards closing position by bimetallic flat spring 94.
  • Valve member 93 is moved to open position only when the pressure difference between passage section 72 and the interior of valve body 91 has reached a certain threshold value.
  • the use of a bimetallic flat spring 94 causes this threshold pressure difference to change with temperature in a manner corresponding to the desired temperaturedependent-variations in the fuel-to-air ratio.
  • auxiliary air passage 71 and damping chamber 45 By suitable disposition of the juncture between auxiliary air passage 71 and damping chamber 45, the response to airflow can be made to vary in a desired manner on the load.
  • the advantage of such expedient is that the reduction of the damping action during acceleration can be accomplished solely by pneumatic action, and without the mechanical linkages used in the equivalent embodiment of FIG. 7.
  • a regulating arrangement which maintains proper fuel-air mixing ratios in a combustion engine by regulating the fuel-injection time as a function of the inflow rate of air through the air-intake passage, comprising an electrically controllable fuel-injection valve; adjustable timing means for opening said valve for an adjustable predetermined time; adjusting means for adjusting said predetermined time; an airflow sensing member operatively associated with said adjusting means and mounted in said air-intake passage for displacement by air flowing through said passage and impinging upon said member to any of a plurality of different positions respectively corresponding to different air inflow rates; and pneumatic damping means operative for opposing displacement of said sensing member in response to sudden and short-lasting changes in the air inflow rate, said pneumatic damping means comprising a dashpot arrangement having a first portion connected to said sensing member and sharing the movement thereof and a stationary second portion, the first and second portions of .said dashpot arrangement together defining a dashpot chamber having an air leakage opening and being movable relative to each other in
  • said sensing member comprises a pivotable baffle plate
  • said portions comprise two elastically yieldable wall portions, and wherein one of said wall portions separates said chamber from the section of said air-intake passage downstream of said first baffle plate, and wherein said first portion further includes mechanical linkage means connecting the other of said wall portions with said first baffle plate in forcetransmitting relationship therewith.
  • damping means further includes an auxiliary air passage leading from said dashpot chamber to the section of said air-intake passage donwstream of said first baffle plate, and pressure-responsive valve means for restricting air flow through said auxiliary passage.
  • said airintake passage including a throttling valve linked to the gas pedal and located downstream of said first baffle plate, wherein said damping means further includes a pressure chamber communicating with said dashpot chamber, and means connected to said throttle valve for varying the volume of said pressure chamber as a function of the position of said throttle valve.
  • damping means further defines a permanently open pressure-leakage opening between said pressure chamber and said dashpot chamber.
  • damping means further includes check valve means for regulating the flow of air between said pressure chamber and said dashpot chamber.
  • said pressure-responsive valve means comprises a valve body and a helical biasing spring biasing said valve body in a predetermined direction.
  • a regulating arrangement which maintains proper fuel-air mixing ratios in a combustion engine by regulating the fuel-injection time as a function of airflow through the air-intake passage, comprising an electrically controllable fuel-injection valve; adjustable electric timing means for opening said valve for an adjustable predetermined time; adjusting means for adjusting said predetermined time; an airflow sensing member operatively associated with said adjusting means and mounted in said air-intake passage for displacement by air flowing through said passage to any of a plurality of different positions respectively corresponding to different airflow conditions; and pneumatic damping means, operative in response to airflow changes, for applying to said sensing member a damping force which decreases with time, whereby to oppose displacement of said sensing member in response to sudden and short-lasting changes in airflow conditions, wherein said sensing member comprises a first pivotable baffle plate, and wherein said damping means comprises a damping chamger and a second baffle plate sharing the movement of said first plate and pivotably movable in said damping chamber and wherein said
  • a regulating arrangement which maintains proper fuel-air mixing ratios in a combustion engine by regulating the fuel-injection time as a function of airflow through the air-intake passage, comprising an electrically controllable fuel-injection valve; adjustable electric timing means for opening said valve for an adjustable predetermined time; adjusting means for adjusting said predetermined time; an airflow sensing member operatively associated with said adjusting means and mounted in said air-intake passage for displacement by air flowing through said passage to any of a plurality of different positions respectively corresponding to different airflow conditions; and pneumatic damping means, operative in response to airflow changes, for applying to said sensing member a damping force which decreases with time, whereby to oppose displacement of said sensing member in response to sudden and short-lasting changes in airflow conditions, wherein said sensing member comprises a first pivotable baffle plate, and wherein said damping means comprises a damping chamber and a second baffle plate sharing the movement of said first plate and pivotably movable in said damping chamber and wherein said damping means

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Physics & Mathematics (AREA)
  • Analytical Chemistry (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Characterised By The Charging Evacuation (AREA)
US00272256A 1971-07-17 1972-07-17 Arrangement for regulating fuel injection Expired - Lifetime US3823696A (en)

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DE2135824A DE2135824C3 (de) 1971-07-17 1971-07-17 Luftmengenmesser mit einer im Ansaugkanal einer Brennkraftmaschine im wesentlichen quer zur Ansaugluftströmung angeordnete Stauscheibe

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DE (1) DE2135824C3 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)
FR (1) FR2146789A6 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)
GB (1) GB1331219A (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)
IT (1) IT1009517B (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)
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SE (1) SE370763B (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)
SU (1) SU518155A4 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3946704A (en) * 1973-06-27 1976-03-30 Louis Monpetit Apparatus for controlling transient occurrences in an electronic fuel injection system
US3949714A (en) * 1974-04-22 1976-04-13 General Motors Corporation Fuel-air metering and induction system
US3972314A (en) * 1973-10-03 1976-08-03 Robert Bosch G.M.B.H. Fuel injection system
US3998614A (en) * 1973-09-12 1976-12-21 General Motors Corporation Internal combustion engine air induction assembly
US4046121A (en) * 1974-08-01 1977-09-06 Societe Industrielle De Brevets Et D'etudes S.I.B.E. Fuel supply devices for internal combustion engines
US4079718A (en) * 1974-03-29 1978-03-21 Robert Bosch Gmbh Fuel injection system
US4106440A (en) * 1974-12-31 1978-08-15 Motorola, Inc. Electronic spark timing adjustment circuit
US4184466A (en) * 1976-09-24 1980-01-22 Robert Bosch Gmbh Linear displacement flow rate meter
US4227500A (en) * 1977-09-23 1980-10-14 Robert Bosch Gmbh Fuel injection apparatus
US4227503A (en) * 1978-08-16 1980-10-14 Robert Bosch Gmbh Fuel supply system
US4227507A (en) * 1977-04-15 1980-10-14 Nissan Motor Company, Limited Air/fuel ratio control system for internal combustion engine with airflow rate signal compensation circuit
US4335696A (en) * 1977-01-20 1982-06-22 Robert Bosch Gmbh Method and apparatus for performing fuel mixture enrichment
US4665757A (en) * 1985-05-11 1987-05-19 Robert Bosch Gmbh Flow rate meter with pressure equalizer conduit

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DE2543562C2 (de) * 1975-09-30 1982-04-15 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzanlage für insbesondere fremdgezündete Brennkraftmaschinen
DE3021117A1 (de) * 1980-06-04 1981-12-17 Robert Bosch Gmbh, 7000 Stuttgart Luftmassenmesseinrichtung bei einer brennkraftmaschine
DE102010005826A1 (de) * 2010-01-27 2011-07-28 GM Global Technology Operations LLC, ( n. d. Ges. d. Staates Delaware ), Mich. Saugrohrmodul für einen Turbomotor, Motor und Fahrzeug mit einem Saugrohrmodul, Steuerventil
US8684130B1 (en) * 2012-09-10 2014-04-01 Alstom Technology Ltd. Damping system for combustor

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US2985160A (en) * 1959-03-02 1961-05-23 Acf Ind Inc Fuel injection system
US3029800A (en) * 1957-01-07 1962-04-17 Acf Ind Inc Fuel injection system
US3482558A (en) * 1968-01-12 1969-12-09 Acf Ind Inc Fuel injection system

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US2609807A (en) * 1952-09-09 winkler
US2990821A (en) * 1958-10-23 1961-07-04 Holley Carburetor Co Secondary throttle dampening device
US2990823A (en) * 1958-12-08 1961-07-04 Holley Carburetor Co Vacuum controlled dampening device for secondary throttles
US2990824A (en) * 1959-02-02 1961-07-04 Holley Carburetor Co Vacuum controlled dampening device for secondary throttles

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US3029800A (en) * 1957-01-07 1962-04-17 Acf Ind Inc Fuel injection system
US2985160A (en) * 1959-03-02 1961-05-23 Acf Ind Inc Fuel injection system
US3482558A (en) * 1968-01-12 1969-12-09 Acf Ind Inc Fuel injection system

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3946704A (en) * 1973-06-27 1976-03-30 Louis Monpetit Apparatus for controlling transient occurrences in an electronic fuel injection system
US3998614A (en) * 1973-09-12 1976-12-21 General Motors Corporation Internal combustion engine air induction assembly
US3972314A (en) * 1973-10-03 1976-08-03 Robert Bosch G.M.B.H. Fuel injection system
US4079718A (en) * 1974-03-29 1978-03-21 Robert Bosch Gmbh Fuel injection system
US3949714A (en) * 1974-04-22 1976-04-13 General Motors Corporation Fuel-air metering and induction system
US4046121A (en) * 1974-08-01 1977-09-06 Societe Industrielle De Brevets Et D'etudes S.I.B.E. Fuel supply devices for internal combustion engines
US4106440A (en) * 1974-12-31 1978-08-15 Motorola, Inc. Electronic spark timing adjustment circuit
US4184466A (en) * 1976-09-24 1980-01-22 Robert Bosch Gmbh Linear displacement flow rate meter
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Also Published As

Publication number Publication date
SE370763B (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html) 1974-10-28
PL82584B1 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html) 1975-10-31
BR7204671D0 (pt) 1973-07-10
NL7208764A (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html) 1973-01-19
DE2135824A1 (de) 1973-02-01
CS155993B2 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html) 1974-06-24
SU518155A4 (ru) 1976-06-15
DE2135824B2 (de) 1980-10-16
GB1331219A (en) 1973-09-26
IT1009517B (it) 1976-12-20
FR2146789A6 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html) 1973-03-02
DE2135824C3 (de) 1981-10-29

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