US2244669A - Control device for the fuel feed of internal combustion engines - Google Patents

Control device for the fuel feed of internal combustion engines Download PDF

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US2244669A
US2244669A US156572A US15657237A US2244669A US 2244669 A US2244669 A US 2244669A US 156572 A US156572 A US 156572A US 15657237 A US15657237 A US 15657237A US 2244669 A US2244669 A US 2244669A
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fuel
pipe
exhaust gases
pressure
internal combustion
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US156572A
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Becker Ewald
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Askania Werke AG
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Askania Werke AG
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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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/12—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic
    • F02D1/14—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic pneumatic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D3/00—Controlling low-pressure fuel injection, i.e. where the fuel-air mixture containing fuel thus injected will be substantially compressed by the compression stroke of the engine, by means other than controlling only an injection pump
    • F02D3/02—Controlling low-pressure fuel injection, i.e. where the fuel-air mixture containing fuel thus injected will be substantially compressed by the compression stroke of the engine, by means other than controlling only an injection pump with continuous injection or continuous flow upstream of the injection nozzle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • 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
    • F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
    • F02M2700/07—Nozzles and injectors with controllable fuel supply
    • 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
    • Y10T137/2278—Pressure modulating relays or followers
    • Y10T137/2322—Jet control type

Definitions

  • This invention relates to improvements in or relating to apparatus for controlling the fuel supply to internal combustion engines, especially for aircraft engines.
  • the fuel supply may be controlled in response to several variables, as for instance the density or pressure of the air in the induction pipe of the engine, or the pressure of the atmosphere, i. e. in the event of aircraft the altitude. Ignoring barometric changes, the atmospheric pressure is always a function of the altitude.
  • the primary object of the invention is to provide controlling meansoperating in response to the composition of the exhaust gases in such a manner that in the gas mixture the proportion of fuel to air cannot be weakened below a predetermined limit at which the engine starts to knock.
  • I is an internal combustion engine comprising a cylinder 3 and a piston reciprocating therein, so as to rotate in a well known manner the crank-shaft of the engine.
  • Two valves are provided for controlling the inlet and the exhaust respectively.
  • a throttle valve 3 is arranged for controlling the air sucked in by the motor.
  • I is an injection nozzle adapted to inject the fuel into the air flow, said nozzle communicating by means of a pipe 6 with a fuel pump 3 of any convenient type driven from the crank shaft of the engine as shownin the drawing.
  • the effective stroke of the pump 3 may be varied in a well known manner by "means of an adjusting member so as to vary the amount of fuel in- .iected into the air flow.
  • said adjustingmember 3' will be automatically controlled in accordance with any variable, as for instance the density or pressure
  • a controlling device responsive to the composition of the'exhaust gases will be superposed on said primary controlling device as will now be more fully explained.
  • a capsule system is mounted comprising a plurality of individual capsules 3, 9.
  • the casing ll communicates by means of a conduit H with the induction pipe 2 so that any change in the air density or pressure in the pipe 2 results in an extension or contraction of the capsule system, thereby displacing a pin i2 and the above-mentioned adjusting member 5' of the fuel pump 3 as shown and more fully explained in detail in my copending patent application Ser. No. 156,571 of July 30, 1937.
  • the capsule system is mounted in such a manner that it may be displaced in axial direction so as to act only as a transmitting 'member to transmit any additional controlling movement to the pin l2 and the adjusting member 3', as is likewise more fully explained in said abovementioned patent application.
  • a screw-threaded ring H is threaded in the casing ill; to said ring a pin 31 is fastened which is linked to a link 33 which is connected to a piston rod 34 of a servo-motor piston 35 driven by a pressure fluid, e. g. 011.
  • the flow of the pressure fluid to the servo-motor will be controlled by means of the well known "Askani a jet pipe relay 28, the jet pipe of which is supplied with the pressure fluid through a pipe 3
  • the pressure fluid jet flowing-out of the Jet pipe 28 is variably admitted in accordance with the controlling device acting upon the let pipe to two channels 32, 33 leading to both sides of the servo-motor 36 respectively.
  • the controlling means acting upon the jet pipe 29 is responsive to the variation in the composition of the exhaust gases in the following manner.
  • the means responsive to the variation in composition of the exhaust gases comprise a casing 16 divided by a wall It into two chambers I7. I 3, each chamber being provided with a resistance wire I9, 20, respectively.
  • the chamber l'l communicates with the exhaust pipe 4 of the engine by means of a pipe IS, a filter I! of any convenient'type being inserted in said pipe. In this way a part of the exhaust gases flows through the pipe I5 into the chamber I1 and out of this chamber back to the exhaust pipe 4 by means of a pipe 24.
  • the second chamber it contains a suitable comparison gas, e. g. air.
  • the resistance wires I9, 20, as mentioned above are each arranged as a branch of a Wheatstone bridge. The two other branches thereof are shown as at 2
  • the branches of this Wheatstone bridge will be heated to a predetermined degree by means of any source of current as at 25.
  • two lines 26, 21, respectively, lead from the Wheatstone bridge to a solenoid 28, the armature of which is operatively connected to the jet pipe 29.
  • the current source 25 heats the resistance wires i9, 20 to a predetermined degree.
  • the tempera ture of the wires I9, 20 remains constant, unless the composition of the exhaust gases changes. Any change in the composition results in a change of temperature of the resistance wire l9 due to the fact that any change in composition causes a change in thermal conductivity of the exhaust gases.
  • a device responsive to the composition of the exhaust gases is well known per se as for instance shown and described in U. S.
  • a well known restoring system including an arm 34' fastened to the rod 34 of the servo-motor piston 35 and a spring 39 arranged between said arm 34' and the jet pipe 29 so as to exert on the jet pipe a restor-' ing force in opposition to the controlling force of the solenoid.
  • the servo-motor piston 36 does not only control the effective stroke of the fuel pump 6. but also the timing of ignition.
  • the rod 49 of the piston 35 is operatively connected to a distributor II by means of a link 49, said rod 9 being provided for adiusting the setting of the distributor 48 of the ignition apparatus in the well known manner.
  • the capsule system 9 mentioned above controls the fuel supply to the motor in accordance with the density or pressure of the air in the induction pipe 2.
  • This primary controlling system will be so adjusted that the proportion between fuel and air remains at its optimum or at any desired point for achieving-as far as possible-an economical working. Should this primary controlling system for any reason tend to decrease the amount of fuel below said proportion in accordance with the density or pressure of the air in the induction pipe 2, the secondary controlling means operating in response to the composition of the exhaust gases becomes effective in such manner that the proportion remains above said proportion.
  • the pilot may interrupt the flow of pressure fluid through the conduit 3
  • a valve is provided as diagrammatically shown at H.
  • is out of! by operating valve ill whereby the relay becomes inoperative but the piston 35 may then be moved manually by the arm 34' for instance and it will remain in such position by friction or it may be suitably locked in any set position. This will eliminate the effect of the exhaust gas analyzer.
  • any other primary control device may be used for controlling the fuel supply.
  • the adjusting member 5' of the fuel pump I will be also controlled in dependence on the temperature of the exhaust gases.
  • This temperature responsive means comprises a casing 49 arranged in the exhaust pipe 4, said casing contains any suitable liquid, the vapor pressure of which is responsive to the temperature.
  • Accordingly abellows l2 communicates with the casing 40 by means of a conduit 4

Description

CONTROL DEVICE FOR THE FUEL FEED OF INTERNAL COMBUSTION ENGINES BECKER June 10, 1941.
Filed July 30, 1937 [01/90 for,
of the air in the induction pipe 2.
Patented June 10, 1941 CONTROL DEVICI FOR THE FUEL FEED OF INTERNAL COMBUSTION ENGINES Ewald Becker, Berlin-Steglitz, Germanmassignor to Askania-Werke A. G. vormals Centralwerkstatt-Dessau and Carl Bamberg-Friedenau, a
corporation of Germany Application July 30, 1937. Serial No. 156,572 In Germany August 1, 1936 4 Claims.
This invention relates to improvements in or relating to apparatus for controlling the fuel supply to internal combustion engines, especially for aircraft engines.
As is well known, the fuel supply may be controlled in response to several variables, as for instance the density or pressure of the air in the induction pipe of the engine, or the pressure of the atmosphere, i. e. in the event of aircraft the altitude. Ignoring barometric changes, the atmospheric pressure is always a function of the altitude.
The primary object of the invention is to provide controlling meansoperating in response to the composition of the exhaust gases in such a manner that in the gas mixture the proportion of fuel to air cannot be weakened below a predetermined limit at which the engine starts to knock. By means of such an automatically controlling apparatus the engine is protected in this way against damages caused by overheating and knocking.
Other aims, objects and advantages of the present invention will be readily understood from the following description with reference to the drawing schematically illustrating one embodiment of the invention.
Referring now to the drawing, I is an internal combustion engine comprising a cylinder 3 and a piston reciprocating therein, so as to rotate in a well known manner the crank-shaft of the engine. Two valves are provided for controlling the inlet and the exhaust respectively. In'the induction pipe 2 a throttle valve 3 is arranged for controlling the air sucked in by the motor.'
I is an injection nozzle adapted to inject the fuel into the air flow, said nozzle communicating by means of a pipe 6 with a fuel pump 3 of any convenient type driven from the crank shaft of the engine as shownin the drawing. The effective stroke of the pump 3 may be varied in a well known manner by "means of an adjusting member so as to vary the amount of fuel in- .iected into the air flow. According to the present invention, said adjustingmember 3' will be automatically controlled in accordance with any variable, as for instance the density or pressure Furthermore, a controlling device responsive to the composition of the'exhaust gases will be superposed on said primary controlling device as will now be more fully explained.
In a casing III a capsule system is mounted comprising a plurality of individual capsules 3, 9. The casing ll communicates by means of a conduit H with the induction pipe 2 so that any change in the air density or pressure in the pipe 2 results in an extension or contraction of the capsule system, thereby displacing a pin i2 and the above-mentioned adjusting member 5' of the fuel pump 3 as shown and more fully explained in detail in my copending patent application Ser. No. 156,571 of July 30, 1937.
The capsule system is mounted in such a manner that it may be displaced in axial direction so as to act only as a transmitting 'member to transmit any additional controlling movement to the pin l2 and the adjusting member 3', as is likewise more fully explained in said abovementioned patent application. In the embodiment shown a screw-threaded ring H is threaded in the casing ill; to said ring a pin 31 is fastened which is linked to a link 33 which is connected to a piston rod 34 of a servo-motor piston 35 driven by a pressure fluid, e. g. 011. The flow of the pressure fluid to the servo-motor will be controlled by means of the well known "Askani a jet pipe relay 28, the jet pipe of which is supplied with the pressure fluid through a pipe 3| connected to any convenient pressure source. The pressure fluid jet flowing-out of the Jet pipe 28 is variably admitted in accordance with the controlling device acting upon the let pipe to two channels 32, 33 leading to both sides of the servo-motor 36 respectively. In the neutral or middle position of the jet pipe, as shown in the drawing, the pressure in the channel 32 is equal to that in the channel 33., As soon as the jet pipe is deflected in the manner to be described later' on from said neutral position in the one or the other direction, the servo-motor piston 35 will be correspondingly displaced, thereby rotating by means of the pin 31 the screw-threaded ring ll, thus displacing the adthe transmitting capsule member and pin l2.
The controlling means acting upon the jet pipe 29 is responsive to the variation in the composition of the exhaust gases in the following manner.
The means responsive to the variation in composition of the exhaust gases comprise a casing 16 divided by a wall It into two chambers I7. I 3, each chamber being provided with a resistance wire I9, 20, respectively. The chamber l'l communicates with the exhaust pipe 4 of the engine by means of a pipe IS, a filter I! of any convenient'type being inserted in said pipe. In this way a part of the exhaust gases flows through the pipe I5 into the chamber I1 and out of this chamber back to the exhaust pipe 4 by means of a pipe 24. The second chamber it contains a suitable comparison gas, e. g. air. The resistance wires I9, 20, as mentioned above are each arranged as a branch of a Wheatstone bridge. The two other branches thereof are shown as at 2|, 22. The branches of this Wheatstone bridge will be heated to a predetermined degree by means of any source of current as at 25. As shown in the drawing, two lines 26, 21, respectively, lead from the Wheatstone bridge to a solenoid 28, the armature of which is operatively connected to the jet pipe 29.
The device described operates as follows:
The current source 25 heats the resistance wires i9, 20 to a predetermined degree. The tempera ture of the wires I9, 20 remains constant, unless the composition of the exhaust gases changes. Any change in the composition results in a change of temperature of the resistance wire l9 due to the fact that any change in composition causes a change in thermal conductivity of the exhaust gases. A device responsive to the composition of the exhaust gases is well known per se as for instance shown and described in U. S.
Patent No. 2,040,778, issued May 12, 1936. If
for instance the proportion of hydrogen in the exhaust gases increases, then the thermal con-.
ductivity of the exhaust gases likewise increases so that the temperature of the resistance wire l9 decreases, in consequence thereof the equilibrium of the Wheatstone bridge will be disturbed so that a current will flow through the lines 29, 21, thereby exciting the solenoid 28 and changing. the position of the Jet pipe 29 with reference to the entrance openings of the channels 32, 33. Accordingly in this way the let pipe 29 follows the changes in the composition of the exhaust gases.
In order to have a predetermined position of the jet pipe 29 at a predetermined composition oi the exhaust gases a well known restoring system is provided including an arm 34' fastened to the rod 34 of the servo-motor piston 35 and a spring 39 arranged between said arm 34' and the jet pipe 29 so as to exert on the jet pipe a restor-' ing force in opposition to the controlling force of the solenoid. 7
As shown in the drawing, the servo-motor piston 36 does not only control the effective stroke of the fuel pump 6. but also the timing of ignition. For this purpose the rod 49 of the piston 35 is operatively connected to a distributor II by means of a link 49, said rod 9 being provided for adiusting the setting of the distributor 48 of the ignition apparatus in the well known manner.
The capsule system 9 mentioned above controls the fuel supply to the motor in accordance with the density or pressure of the air in the induction pipe 2. This primary controlling system will be so adjusted that the proportion between fuel and air remains at its optimum or at any desired point for achieving-as far as possible-an economical working. Should this primary controlling system for any reason tend to decrease the amount of fuel below said proportion in accordance with the density or pressure of the air in the induction pipe 2, the secondary controlling means operating in response to the composition of the exhaust gases becomes effective in such manner that the proportion remains above said proportion.
In the event it is desirable, for instance in emergency cases when the plane is falling or to keep the motor going without fuel economy or to obtain a richer mixture, to pass said proportion the pilot may interrupt the flow of pressure fluid through the conduit 3| to the jet pipe 29 so as to render ineffective the secondary controlling means. In the conduit 3| a valve is provided as diagrammatically shown at H. The flow of fluid through conduit 3| is out of! by operating valve ill whereby the relay becomes inoperative but the piston 35 may then be moved manually by the arm 34' for instance and it will remain in such position by friction or it may be suitably locked in any set position. This will eliminate the effect of the exhaust gas analyzer.
Besides the capsule system 9 any other primary control device may be used for controlling the fuel supply. In the embodiment shown in the drawing-the adjusting member 5' of the fuel pump I will be also controlled in dependence on the temperature of the exhaust gases. This temperature responsive means comprises a casing 49 arranged in the exhaust pipe 4, said casing contains any suitable liquid, the vapor pressure of which is responsive to the temperature. Accordingly abellows l2 communicates with the casing 40 by means of a conduit 4| so that the bellows will be extended or compressed in response to the temperatures of the exhaust gases, thereby actuating the rod 43, a link 44 and an arm I! attached to the screw-threaded capsule supporting member l3. Any rotation of the member l3 results in an axial displacement of the capsule system 9 and an adjustment of the fuel pump controlling member 5.
It is to be noted that the embodiment shown may be modified without departing from the spirit of my invention as defined in the appended claims.
What is claimed is:
i. The combination in an internal combustion engine having an air throttle valve in the air intake manifold, of fuel quantity control means regulated by a device responsive to the pressure in the intake manifold on the engine side of the air throttle valve, and means for adjusting the pressure responsive device so as to modify its effect on the fuel control means, said acflusting means being responsive to variations in the composition of the exhaust gases.
2. The combination in an internal combustion engine having an air throttle valve in the air intake manifold, of fuel quantity control means regulated by a device responsive to the pressure in the intake manifold on the engine side of the air throttle valve, and a jet pipe relay and servomotor of which the latter is connected to the pressure-responsive device for adjusting the latter so as to modify its effect on the fuel control means, said jet pipe relay being responsive to variations in the composition of the exhaust gases.
3. The combination in an internal combustion engine having an air throttle valve in the air intake manifold, of fuel quantity control means regulated by a device responsive to the pressure in the intake manifold on the engine side of the air throttle valve, a jet pipe relay and servomotor of which the latter is connected to the pressure responsive device for adjusting the latter so as to modify its effect on the fuel control means, said jet pipe relay being responsive to variations in the composition of the exhaust gases, and emergency control means for rendering said jet pipe relay and servo-motor ineil'ective on said pressure responsive device.
. side of the air, throttle valve, a jet pipe relay and servo-motor of which the latter is connected to the pressure responsive device for adjusting the latter so as to modify its effect on the fuel control means, said jet pipe relay being responsive to variations in the composition 0! the exhaust gases, and ignition adjusting means operatively connected to the servo-motor to adjust the ignition timing in dependence on the composition of the exhaust gases.
EWALD BECKER.
US156572A 1936-08-01 1937-07-30 Control device for the fuel feed of internal combustion engines Expired - Lifetime US2244669A (en)

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Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2568473A (en) * 1947-11-18 1951-09-18 Tucker Corp Combination internal-combustion engine and accessories
US2581764A (en) * 1947-12-01 1952-01-08 William E Leibing Metering fuel pump
US2841130A (en) * 1939-02-03 1958-07-01 Ferdinando C Reggio Variable maximum fuel limiting device
US2870759A (en) * 1955-10-31 1959-01-27 Seth E Aldridge Fuel injection system
US2922410A (en) * 1955-11-08 1960-01-26 Bosch Arma Corp Fuel injection apparatus
US2935053A (en) * 1956-02-07 1960-05-03 Citroen Sa Andre Two stroke engines
US3120218A (en) * 1961-12-01 1964-02-04 Phillips Petroleum Co Knock suppressant
US3154060A (en) * 1962-11-05 1964-10-27 Hundere Alf Reciprocating-piston gasoline engine fuel-air ratio control
US3301245A (en) * 1964-06-25 1967-01-31 Charles R Woodburn Fuel control means
US3576182A (en) * 1969-07-09 1971-04-27 Bendix Corp Combustion engine fuel injection apparatus having fluidic control means
US3604401A (en) * 1969-04-09 1971-09-14 Kent H Enderle Fuel injector for internal combustion engines
US3643635A (en) * 1970-04-24 1972-02-22 William T Milam Electronic fuel injection system
US3682152A (en) * 1969-03-28 1972-08-08 Daimler Benz Ag Installation for controlling a combustion engine
US3730157A (en) * 1970-05-25 1973-05-01 Universal Oil Prod Co Carburetor control system and method for regulating air to fuel ratio
US3782347A (en) * 1972-02-10 1974-01-01 Bosch Gmbh Robert Method and apparatus to reduce noxious components in the exhaust gases of internal combustion engines
US3827237A (en) * 1972-04-07 1974-08-06 Bosch Gmbh Robert Method and apparatus for removal of noxious components from the exhaust of internal combustion engines
US3832848A (en) * 1972-03-30 1974-09-03 Bosch Gmbh Robert Method to reduce noxious components in the exhaust of internal combustion engines
US3900014A (en) * 1972-09-15 1975-08-19 Bosch Gmbh Robert Fuel metering device for internal combustion engines
US3906910A (en) * 1973-04-23 1975-09-23 Colt Ind Operating Corp Carburetor with feedback means and system
FR2482197A1 (en) * 1980-02-29 1981-11-13 Daimler Benz Ag ELECTRONIC CONTROL APPARATUS

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2841130A (en) * 1939-02-03 1958-07-01 Ferdinando C Reggio Variable maximum fuel limiting device
US2568473A (en) * 1947-11-18 1951-09-18 Tucker Corp Combination internal-combustion engine and accessories
US2581764A (en) * 1947-12-01 1952-01-08 William E Leibing Metering fuel pump
US2870759A (en) * 1955-10-31 1959-01-27 Seth E Aldridge Fuel injection system
US2922410A (en) * 1955-11-08 1960-01-26 Bosch Arma Corp Fuel injection apparatus
US2935053A (en) * 1956-02-07 1960-05-03 Citroen Sa Andre Two stroke engines
US3120218A (en) * 1961-12-01 1964-02-04 Phillips Petroleum Co Knock suppressant
US3154060A (en) * 1962-11-05 1964-10-27 Hundere Alf Reciprocating-piston gasoline engine fuel-air ratio control
US3301245A (en) * 1964-06-25 1967-01-31 Charles R Woodburn Fuel control means
US3682152A (en) * 1969-03-28 1972-08-08 Daimler Benz Ag Installation for controlling a combustion engine
US3604401A (en) * 1969-04-09 1971-09-14 Kent H Enderle Fuel injector for internal combustion engines
US3576182A (en) * 1969-07-09 1971-04-27 Bendix Corp Combustion engine fuel injection apparatus having fluidic control means
US3643635A (en) * 1970-04-24 1972-02-22 William T Milam Electronic fuel injection system
US3730157A (en) * 1970-05-25 1973-05-01 Universal Oil Prod Co Carburetor control system and method for regulating air to fuel ratio
US3782347A (en) * 1972-02-10 1974-01-01 Bosch Gmbh Robert Method and apparatus to reduce noxious components in the exhaust gases of internal combustion engines
US3832848A (en) * 1972-03-30 1974-09-03 Bosch Gmbh Robert Method to reduce noxious components in the exhaust of internal combustion engines
US3827237A (en) * 1972-04-07 1974-08-06 Bosch Gmbh Robert Method and apparatus for removal of noxious components from the exhaust of internal combustion engines
US3900014A (en) * 1972-09-15 1975-08-19 Bosch Gmbh Robert Fuel metering device for internal combustion engines
US3906910A (en) * 1973-04-23 1975-09-23 Colt Ind Operating Corp Carburetor with feedback means and system
FR2482197A1 (en) * 1980-02-29 1981-11-13 Daimler Benz Ag ELECTRONIC CONTROL APPARATUS

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