US2941524A - Fuel injection control device - Google Patents

Fuel injection control device Download PDF

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Publication number
US2941524A
US2941524A US733874A US73387458A US2941524A US 2941524 A US2941524 A US 2941524A US 733874 A US733874 A US 733874A US 73387458 A US73387458 A US 73387458A US 2941524 A US2941524 A US 2941524A
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United States
Prior art keywords
fuel
fuel injection
valve
air
amount
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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US733874A
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English (en)
Inventor
Aldinger Ulrich
Paule Kurt
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Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
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Classifications

    • 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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/02—Fuel-injection apparatus characterised by being operated electrically specially for low-pressure fuel-injection
    • 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
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • 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
    • F02D41/30—Controlling fuel injection
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • 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
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/04—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling being auxiliary carburetting apparatus able to be put into, and out of, operation, e.g. having automatically-operated disc valves
    • F02M1/043—Auxiliary carburetting apparatus controlled by rotary sliding valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/0022—Controlling intake air for diesel engines by throttle control
    • 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
    • F02D2700/0217—Controlling by changing the air or fuel supply for mixture compressing engines using liquid fuel
    • F02D2700/022—Controlling the air or the mixture supply as well as the fuel supply
    • F02D2700/0223—Engines with fuel injection

Definitions

  • the present invention refers to fuel injection devices for internal combustion engines, and more particularly to a fuel injection arrangement incorporating electrical control means.
  • the amount of fuel which is injected during each operational cycle of an internal combustion engine must be kept in a definite proportion to the amount of air drawn-in at the same time during the particular operational cycle. This proportion is determined by the so-called stoichiometrical ratio. In case the amount of fuel injected is too small then the engine cannot deliver its maximum power. On the other hand, if too much fuel is injected then a very rich mixture is created so that the fuel that is being used does not burn completely and therefore the fuel spent is only incompletely utilized.
  • the fuel control arrangement mainly comprises electrical control means capable of adjusting the quantity of preferably continuously injected fuel depending upon the simultaneously drawn-in air used for operating an internal combustion engine, a throttle valve being arranged in the fuel supply line between a fuel supply pump and the injection nozzles, said valve being adjusted by an electrical control device.
  • Fig. 1 is a diagrammatic illustration of a fuel supply system including injection means, supplemented by an electric circuit diagram for illustrating the electrical control means;
  • Fig. 2 is a diagrammatic enlarged illustration of certain elements of the arrangement of Fig. 1, including an additional component for controlling the arrangement; and Fig. 3 illustrates by way of example a drive mechanism forming part of the system shown in Fig. 1.
  • Fig. 1 shows in a diagrammatic way the important elements of the fuel supply system.
  • a fuel pump 12 which feeds through a pressure line 13 and a distributor 14 the fuel to four injection nozzles 15 which are individually connected to the distributor 14.
  • a throttle valve 17 Suitably mounted in the supply line 13 between the fuel pump 12 and the distributor 14 is a throttle valve 17 the cross sectional passage area whereof can be altered by means of a slide plate 18 which can be moved in transverse direction in such a manner that the opening in the slide plate can assume various positions more or less in register or even out of register with the supply line 13.
  • the movement of the slide plate 18 is effected by means of two electro-magnets 20 and 21, respectively, the solenoid coils whereof are indicated by the numerals 22 and 23, respectively.
  • the movable armatures 24 and 25, respec tively, are mechanically connected with a stepwise operating unidirectional drive mechanism 26 which is illustrated in Fig. 1 only by a diagram symbol in the form of a block.
  • the mechanical connection between the armatures 23, 24, respectively, and the mechanism 26 is illustrated in Fig. 1 diagrammatically by a broken line since any suitable mechanical connection for transmitting unidirectional stepwise movement will be found suitable for this purpose.
  • a mechanical connection between the mechanism 26 and the slide plate 18 is likewise indicated only by broken lines 27, 28, respectively.
  • every stroke of the armature 24 will produce a step movement in the mechanism 26 in one direction which is transmitted to the plate 18 in such a manner that it is moved in the direction of the arrow I, while'every stroke of the armature 25 causes the mechanism 26 to move in such a way one step that the valve plate 18 is moved in the reverse direction indicated by the arrow 11 in other words, each step in the mechanism 26 produced by movement of the armature 24 causes the plate 18 to move a certain amount in direction of arrow I thus increasing the flow of fuel through the valve 17, while every stroke of the armature 25 causes in a similar way a movement in the direction of arrow II so as to reduce the flow of fuel through the valves 17.
  • FIG. 3 will serve to illustrate, by way of example, one of the many possibilities of providing the above mentioned stepwise operating unidirectional drive mechanism 26.
  • a shaft 26d carries a first ratchet wheel 24b and a second ratchet wheel 23b having its teeth facing in a direction circumferentially opposite to that of wheel 24b.
  • the armature 24 carries as forward extension a pawl 24a cooperating with wheel 24b, and armature 25 carries a similar pawl 23a cooperating with wheel 231:. In normal position of the armatures, as shown in Fig. 1, the pawls 23a, 24a are out of engagement with the teeth of the respectively associated wheel 23b, 24b.
  • any turning step of the gear and 'wheel assembly in either direction will be transformed in a translatory step of the control rod 260.
  • the fuel supply system further comprises an overflow valve 30 which is connected with the fuel line 13 between the fuel pump 12 and the throttle valve 17 and comprises a cylindrical housing in which a piston 31 is axially movable.
  • the pressure existing in the fuel line 13 acts through the connection. 33 against one face ofthe piston 31 thus tending to move it in upward direction as seen in Fig. 1 against the action of a spring 32 inserted between the opposite end of the cylinder and the rear face of the piston 31.
  • the piston 31 In the position shown in Fig. 1 the piston 31 has cleared the outlet opening from the lower part of the valve 31!, this opening leading into a return flow pipe 35 so that in the case of excessive pressure in the line 13 the fuel will return to the fuel tank 11.
  • the spring 32 tends to move the piston 31 into its lower position in which the return flow through the pipe 35 is blocked.
  • the action of the spring 52 is supplemented by the action of a partial amount of fuel branched off from the distributor 14 through an auxiliary pipe line 37 which is connected with the rear end of the valve 30.
  • the overflow valve 30 serves in generally known manner to maintain in the fuel line 13 a constant fluid pressure disregarding whatever may be the adjusted cross sectional flow area in the valve 17 and whatever may be the amount of fuel that is continuously injected by the nozzles into the engine.
  • the electrical control means for adjusting the throttle valve -17 depending upon the amount of drawn-in air comprises mainly two transistors T1 and T 2 which form parts of a blocking oscillator arrangement.
  • the transistor T1 is a silicon transistor of the PNP type, while the transistor T2 is a NPN type transistor and may also be of the silicon type.
  • the control means further comprises a bridge circuit one branch of which is constituted by a potentiometer 40 having an adjustable tapping contact 41.
  • the other branch of the bridge circuit is constituted by a fixed resistor 42 and a series connected heata-ble resistor 43 which latter is located within the air intake tube 44 of the engine in such a manner that the air continuously flows around this resistor in contact therewith.
  • a heater coil 45 is Wound around the heatable resistor 43 and is connected with the source of energy supplying the electrical control arrangement and indicated by the conventional plus and minus symbols in the diagram.
  • the current continuously flowing through the heating coil 45 serves to heat up the heatable resistor 43 to a substantial temperature provided that the amount of air flowing through the suction duct 44 is comparatively' small. Under these conditions the resistance of the heatable resistor 43 is low. If however the amount of air drawn in by the engine increases then the heatable resistor 63 is considerably cooled down to a lower temperature in which case its resistance is comparatively high.
  • the collector electrode C of the transistor T1 is connected with the solenoid coil 22 of the electro magnet via the primary winding 51 of a feed back transformer 52 the secondary winding 53 of which is arranged in the connection between the potentiometer tapping contact 41 and the base electrode B of the transistor T1.
  • the pertaining emitter electrode E is connected with the junction point between the fixed resistor 42 and the feedable resistor 43.
  • the same junction point is connected also with the emitter electrode E of the other transistor T2 while the pertaining collector electrode C is connected with the solenoid coil 23 of the second electro magnet 21 via the primary winding 55 of a second feed back transformer 56.
  • the secondary winding 57 of this transformer is arranged in a connection between the tapping contact 41 or the potentiometer 40 and the base electrode B of the transistor T2, It can be seen that the solenoid coil 2 i nne ted s othe end. hx h in s rmi a of the source of electric energy, while the solenoid coil 24 is connected with its other terminal to the plus terminal of said source.
  • the tapping contact 41 of the potentiometer 40 is movable by mechanical connections indicated -by a broken line 58 through the movement of the slide plate 18 of the throttle valve 17 in such a manner that the contact 41 is positioned in the neighborhood of the one end e of the potentiometer 46 when the valve 17 is in its minimum opening position, while contact 41 is positioned in the neighborhood of the opposite end a of the potentiometer when the valve 17 isin its maximum opening position.
  • a butterfly valve 44a or the like is arranged for increasing or decreasing the stream of air into the engine.
  • These means being entirely known are shown only diagrammatically in the drawing. If now by operating said butterfly valve 44a in the air supply duct the amount of air drawn into the machine to the engine increases the heatable and heated resistor 43 in the duct 44 is cooled down to a greater degree and a greater portion of the heat produced therein by the heating coil 45 is carried away. Thus the electric resistance of the heatable resistor 43 increases.
  • the collector circuit rapidly increases to substantial values and is capable to cause attraction of the armature 24 of the electro magnet 20.
  • this movement or stroke of the armature 24 causes via the mechanism 26 the slide plate 18 of the valve 17 to move a small distance in the valve 17 in direction of the arrow I whereby the cross sectional flow area in the valve is increased.
  • the movement of the plate 18 causes the tapping contact 41 of the potentiometer tomove a small distance to the end a of the potentiometer 40.
  • the transistor T2 is now able to become conductive and in the same manner as described above in reference to the transistor T1 self-excited current impulses are supplied by this transistor to the solenoid coil 23 of the electro magnet 21 which impulses cause through the movements of the armature and the steps of stepping mechanism 26 the slide plate 18 of the valve 17 to move step by step in the direction of the arrow 11 and thus to reduce the cross sectional flow area of the valve, while simultaneously the tapping contact 41 of the potentiometer 40 is gradually moved towards the end e.
  • the heatable resistor 43 has a certain thermal inertia which prevents the above mentioned auxiliary control from following and responding immediately to a change in the amount of air drawn into the machine. Therefore it is advisable to provide an additional control element which would respond to changes in vacuum in the air duct, as is illustrated by Fig. 2.
  • a variable resistor 50 is connected in series with the heatable resistor 43.
  • the sliding contact 151 of this variable resistor is constructed at a two-arm lever and is tiltable about a pivot point 152 which is preferably adjustable.
  • the free end of the lever 151 is connected by a connecting rod 154 with a vacuum-sensitive diaphragm 155 mounted in a window 156 of the suction duct 44.
  • the air stream passes over the inner face of the diaphragm 155.
  • the diaphragm forms a partition between the duct 44 and a vacuum chamber 157 which is connected with the duct 44 by a small bypass and throttling slot 158.
  • the heatable resistor 43 could be reheated by the heater coil 45 to the extent that its resistance corresponds to the lower value corresponding to the amount of air now passing through the duct 44. It can be seen that by means of this differential arrangement the delay in response by the heatable resistor is compensated.
  • Fuel injection device for internal combustion engines for adjusting the amount of preferably continuously injected fuel depending upon the drawn-in amount of air,-
  • a fuel supply line including a fuel pump and at least one fuel injection nozzle and further including an overflow valve arranged in said fuel supply line and capable of maintaining constant pressure in said fuel supply line; an adjustable throttle valve arranged in said supply line between said pump and said nozzles; electrical control means for automatically adjusting said throttle valve, said control means comprising two electronic amplifiers capable of generating self-excited oscillations, the oscillation starting condition of said amplifiers being determined by the corresponding operative position of said throttle valve, one of said amplifiers being capable of moving said throttle valve into its closed position, the other one of said amplifiers being capable of moving said throttle valve into its open position; and variable resistor means connected in the control circuits of said amplifiers and operatively connected with said throttle valve for being adjusted to various resistance conditions depending upon the operative adjustment of said throttle valve.
  • said electric control means include a bridge circuit, one branch of said bridge circuit being constituted by said variable resistor means operatively connected with said throttle valve, the other branch of said bridge circuit including a second variable resistor means capable of being varied depending upon the operational condition of the internal combustion engine as determined by the intensity of the. air supplystream of said engine, and the bridge. terminals carryingits diagonal potential being connected with the. control circuit of at least one of said electronic amplifiers operatively connected with said throttle valve.
  • Fuel injection device as set forth in claim 5- including a heating coil assembledwith said heat sensitive second variable resistor means for heating said: second variable resistor means.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Means For Warming Up And Starting Carburetors (AREA)
  • Non-Adjustable Resistors (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Resistance Heating (AREA)
US733874A 1957-05-02 1958-05-08 Fuel injection control device Expired - Lifetime US2941524A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DEB44484A DE1109953B (de) 1957-05-02 1957-05-02 Elektrisch gesteuerte Kraftstoff-Einspritzanlage fuer Brennkraftmaschinen
DE2941524X 1957-05-08
FR857322X 1958-06-13

Publications (1)

Publication Number Publication Date
US2941524A true US2941524A (en) 1960-06-21

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ID=32397415

Family Applications (1)

Application Number Title Priority Date Filing Date
US733874A Expired - Lifetime US2941524A (en) 1957-05-02 1958-05-08 Fuel injection control device

Country Status (4)

Country Link
US (1) US2941524A (fr)
DE (2) DE1109953B (fr)
FR (1) FR1194902A (fr)
GB (2) GB884462A (fr)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3329411A (en) * 1965-05-05 1967-07-04 Franklin F Offner Apparatus for controlling the fuel air ratio for internal combustion engines
US3460520A (en) * 1966-04-14 1969-08-12 Sopromi Soc Proc Modern Inject Fuel injection system for internalcombustion engines
US3747577A (en) * 1970-08-29 1973-07-24 Bosch Gmbh Robert Temperature-dependent resistance arrangement for controlling fuel injection as a function of air intake
US3796199A (en) * 1972-01-11 1974-03-12 Bosch Gmbh Robert Fuel injection apparatus
US3796198A (en) * 1971-10-08 1974-03-12 Bosch Gmbh Robert Fuel injection arrangement
US3817225A (en) * 1971-03-10 1974-06-18 J Priegel Electronic carburetion system for low exhaust emmissions of internal combustion engines
US3824966A (en) * 1971-10-18 1974-07-23 Bosch Gmbh Robert Air-fuel supply mixture control system for internal combustion engines
US3949713A (en) * 1973-01-19 1976-04-13 Regie Nationale Des Usines Renault Electronic fuel injection system for internal combustion engines
US4058089A (en) * 1974-10-10 1977-11-15 Robert Bosch Gmbh Electrically controlled fuel injection system
FR2431032A1 (fr) * 1978-07-14 1980-02-08 Mitsubishi Motors Corp Dispositif d'injection de carburant pour moteurs a combustion interne a allumage par etincelles

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1256944B (de) * 1961-12-22 1967-12-21 Frank Thoma Dipl Ing Einrichtung zur Kraftstoff-Luft-Gemischregelung von Brennkraftmaschinen
DE1236859B (de) 1963-11-26 1967-03-16 Philips Patentverwaltung Elektronische Steueranlage fuer die Kraftstoff-Ein spritzung in Brennkraftmaschinen
DE1805050C3 (de) * 1968-10-25 1979-08-23 Robert Bosch Gmbh, 7000 Stuttgart Elektronische Regeleinrichtung für eine Brennkraftmaschine, insbesondere einen Dieselmotor
US3724430A (en) * 1969-10-15 1973-04-03 Bosch Gmbh Robert Fuel injection regulator for internal combustion engines
CS151593B2 (fr) * 1970-07-11 1973-10-19 Bosch Gmbh Robert
DE2520911C2 (de) * 1975-05-10 1984-03-22 Robert Bosch Gmbh, 7000 Stuttgart Vorrichtung zur Anpassung der von einer elektrischen Kraftstoffeinspritzanlage einer Brennkraftmaschine pro Hub zugeführten Kraftstoffmenge an sich ändernde Temperaturen der Ansaugluft
JPS54145166A (en) * 1978-04-10 1979-11-13 Hitachi Ltd Measuring apparatus of suction air flow rates
JPS5917371B2 (ja) * 1979-03-16 1984-04-20 日産自動車株式会社 流量検出装置
JPS6120499Y2 (fr) * 1979-11-22 1986-06-20
GB2155660B (en) * 1984-02-24 1988-04-20 Nippon Denso Co Engine control system
JPS611847A (ja) * 1984-06-13 1986-01-07 Nippon Denso Co Ltd 内燃機関の制御装置

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2785669A (en) * 1955-06-20 1957-03-19 Acf Ind Inc Injection carburetion
US2856910A (en) * 1956-04-23 1958-10-21 Acf Ind Inc Fuel injection system

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Publication number Priority date Publication date Assignee Title
DE396637C (de) * 1922-01-20 1924-06-06 Horace N Packard Vorrichtung zur Ermittlung des Heizwerts, besonders von Gasen, mit einem Kalorimeter und je einer die Zufuhr des Gases und Kuehlmittels regelnden Messvorrichtung
US1913131A (en) * 1928-05-19 1933-06-06 Glen R Sisson Temperature-responsive control
US1872268A (en) * 1930-01-30 1932-08-16 Westinghouse Electric & Mfg Co Time-limit engine-choking device
US2071633A (en) * 1932-10-29 1937-02-23 Bendix Aviat Corp Fuel mixture control
US2245672A (en) * 1934-09-17 1941-06-17 Bendix Prod Corp Carburetor
US2031709A (en) * 1934-09-17 1936-02-25 Bendix Prod Corp Carburetor
US2223796A (en) * 1938-11-30 1940-12-03 Honeywell Regulator Co Fluid fuel burner control system
US2285226A (en) * 1941-04-29 1942-06-02 Gen Electric Fluid flow control
FR969619A (fr) * 1948-07-17 1950-12-22 Solex Perfectionnements apportés aux commandes automatiques, par thermostat, des dispositifs qui doivent fonctionner en dessous d'une température déterminée, notamment à celles des dispositifs auxiliaires facilitant la mise en marche, à froid, des moteurs à combustion interne
DE1070879B (de) * 1956-05-07 1959-12-10 Sooiete Industrielle de Brevets et d'Etud'es S. I. B. E., Paris Verbrennungsmotor mit einem Vergaser mit eimer selbsttätigen Vorrichtung für das Anlassen und den Betrieb in kaltem Zustand

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2785669A (en) * 1955-06-20 1957-03-19 Acf Ind Inc Injection carburetion
US2856910A (en) * 1956-04-23 1958-10-21 Acf Ind Inc Fuel injection system

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3329411A (en) * 1965-05-05 1967-07-04 Franklin F Offner Apparatus for controlling the fuel air ratio for internal combustion engines
US3460520A (en) * 1966-04-14 1969-08-12 Sopromi Soc Proc Modern Inject Fuel injection system for internalcombustion engines
US3747577A (en) * 1970-08-29 1973-07-24 Bosch Gmbh Robert Temperature-dependent resistance arrangement for controlling fuel injection as a function of air intake
US3817225A (en) * 1971-03-10 1974-06-18 J Priegel Electronic carburetion system for low exhaust emmissions of internal combustion engines
US3796198A (en) * 1971-10-08 1974-03-12 Bosch Gmbh Robert Fuel injection arrangement
US3824966A (en) * 1971-10-18 1974-07-23 Bosch Gmbh Robert Air-fuel supply mixture control system for internal combustion engines
US3796199A (en) * 1972-01-11 1974-03-12 Bosch Gmbh Robert Fuel injection apparatus
US3949713A (en) * 1973-01-19 1976-04-13 Regie Nationale Des Usines Renault Electronic fuel injection system for internal combustion engines
US4058089A (en) * 1974-10-10 1977-11-15 Robert Bosch Gmbh Electrically controlled fuel injection system
FR2431032A1 (fr) * 1978-07-14 1980-02-08 Mitsubishi Motors Corp Dispositif d'injection de carburant pour moteurs a combustion interne a allumage par etincelles

Also Published As

Publication number Publication date
DE1109950B (de) 1961-06-29
DE1109953B (de) 1961-06-29
FR1194902A (fr) 1959-11-13
GB884462A (en) 1961-12-13
GB857322A (en) 1960-12-29

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