Pierburg Gmbh

Bosch & Pierburg System Ohg

Bosch Und Pierburg System Ohg

Gunter Hartel

Armin Schurfeld

Karl-Heinrich Losing

Johann Blasczyk

Anwar Abidin

Ulrich Remde

Harald Kerkmann

Valerio Bianchi

Manfred Henning

Dieter Thonnessen

Dieter Thonnesen

Matthias Hullmann

Riedel Rottges

Karl-Henrich Losing

Werner Schiele

A pre-heating arrangement for a catalytic converter of an internal combustion engine having a pre-heating burner operated according to a control and regulation program in the cold-running state of the internal combustion engine after start up. The catalytic converter (2) is formed by two converter elements (4, 5) between which is a converter chamber (6). Hot gases from the burner enter the converter chamber (6) and mix thereat with the exhaust gas from the internal combustion engine and heat the converter element (5) which is second in line in the direction of engine exhaust gas flow. The first converter element (4) on the upstream side, which is subject to impairment due to aging, is by-passed by the hot gases from the burner, which are thereby employed efficiently to rapidly bring the second catalytic converter element (5) up to operating temperature.

Method and apparatus for heating a catalytic converter upon cold engine

A burner system for cleaning exhaust gases in the exhaust line of an internal combustion engine during start-up of the engine. The burner system serves to heat the catalytic convertor during start-up. The burner system has a burner including a combustion chamber for supplying combustion gases to the catalytic converter. A fuel line connected to the fuel injection system of the engine supplies fuel to the burner and a fuel regulator is provided in the fuel line. A secondary sir supply system supplies secondary air to the burner and includes an air fan, an air line connecting the air fan to the burner and a pressure regulator in the air line. The pressure regulator is subjected to the pressure prevailing in the combustion chamber or in the exhaust line for the exhaust gases of the internal combustion engine.

Burner system for detoxification or cleaning the exhaust gases of an

The quantity of fuel in a fuel tank 1 is measured by determining the displacement of a membrane 19 and pressure values from a sensor 13. The displacement values of the membrane are representative of volume changes in a gas chamber in the tank 1 while the pressure values in the sensor 13 are representative of the pressure of the gas chamber. With these values, the fuel content in the gas tank can be determined from the general equation of state of an ideal gas. In order to displace the membrane 19, an electric motor 20 drives a step down transmission 25 which in turn drives a spindle mechanism 22 which is coupled to the membrane 19.

Apparatus for measuring the fraction of liquid fuel in a fuel tank

Apparatus for measuring the quantity of fuel in a fuel tank of a vehicle wherein a chamber 41 is disconnected from tank 1 and connected to a fuel pump 4 after the measurement of the fuel quantity in the tank is conducted, the tank 1 being connected to the atmosphere, so that membrane 26 is displaced upwards to a defined position against the action of spring 27 by the fuel which flows into chamber 41 under pressure. The fuel in chamber 41 is then delivered into tank 1 for another measurement, the chamber 41 then being disconnected from fuel pump 4 and connected to tank 1 which is closed to the atmosphere.

Process and apparatus for utilization of fuels with alcohol additives for an internal combustion engine in which during the heating of a sample quantity of a fuel mixture of a conventional fuel and alcohol there is a delay in the temperature increase in the region of the boiling point of the alcohol, due to its heat of vaporization. The apparatus (a) detects this temperature region, which characterizes the type of alcohol in the mixture, and (b) determines the extend of the delay in the temperature increase which characterizes the percent admixture of the alcohol in the fuel mixture. The measurement values obtained during the vaporization are utilized to produce a correction signal in a control device to effect a change in the air-fuel ratio in the fuel mixture former of the internal combustion engine.

Process and apparatus for utilization of fuels with alcohol additives

A process and apparatus for utilization of fuels with alcohol additives for an internal combustion engine which are characterized by the fact that at the present time comercial types of fuel have approximately the same molecular weights, which are clearly distinct from the molecular weights of methanol and ethanol. By complete vaporization of a sample volume of fuel, depending on the admixture of alcohol to standard fuel, different volumes of vaporized fuel samples are produced, or different pressures are obtained if the volume is constant. Based thereon and on the sample temperature a correction signal is formed which is characterized by the alcohol and its content in the sample (as compared with reference values stored in a control device), and the correction signal can be utilized to regulate the engine control variables.

To rapidly determine the position of the crankshaft of a four-cycle engine with an equal number n of cylinders in relation to its cylinders it is proposed that a signal generator attached to the crankshaft be divided along its circumference into n/2 equal signal-mark sections, each with one identification mark, and that a signal generator attached to the camshaft be divided into n/2 or n equal signal sections with equal graduations that differ from one another. The identification marks differ when the number of signal-mark sections differs and can be identical when the number of these sections is different. Comparison of the pulses from the two signal generators and synchronized by the indentification marks makes it possible to directly associate the position of the crankshaft with the cylinders even immediately after the engine starts.

Device for determining the position of a crankshaft in relation to the

A proportioning device for controlling fluid flow includes a pair of discs (1 and 6) mounted eccentrically face to face and rotatable about parallel axes. The discs are spring biassed towards each other so that a contact face (7) on disc (6) is in constant contact with a slide face (2) on disc (1) irrespective of the relative angular position of the discs. Disc (1) has a passage (4) for the flow of fluid to an outlet (5) in the slide face (2), and disc (6) has a contoured area (8) around its face (7). The axial spacing of flow outlet (5) from the immediately opposite portion of the contoured area (8) defines the free sectional area which determines the amount of fluid which can flow from the outlet. Contoured area (8) is shaped for varying the rate of flow in a predetermined manner by rotating one or both of the discs. Since rotation of the discs can be controlled independently, the flow of fluid can be controlled in dependence upon at least two different operating parameters. The device is particularly useful in a carburettor to control the supply of fuel mixed with air dependent upon the air throughput (determined by the shape of the contoured area (8)) but which can be modified (by turning the disc (1)) in accordance with one or more parameters related to the operation of the engine.

Flow proportioning device

A carburettor or other combustible mixture generator 1 has a mixture chamber 3 surrounded by a tubular wall 2 which has an inner skin 9 and an outer skin 10 with an annular heating chamber 11 between them. Heating fluid such as exhaust gas or heated engine cooling water flows through the chamber 11 from an inlet 12 to an outlet 13 and so heats the inner skin 9. A fuel metering device 6, 7 directs the fuel on to the surface of the heated skin 9 and thus causes the fuel to be evaporated within the mixing chamber 3 upstream of a throttle 4. This greatly improves the uniformity of the mixture and the uniformity of its distribution through an inlet downstream of the throttle 4.

Combustion mixture generator for internal combustion engines

A downdraught carburettor of the constant pressure type has a mixing chamber 2 with an operator-controlled throttle valve 3 at its downstream end and a choke valve 10, which is operated by a diaphragm box 20 in dependence upon the pressure in the mixing chamber 2, at its upstream end. Fuel is supplied to the mixing chamber from an annular duct 5 through ports 6 to the wall of the mixing chamber down which the fuel flows in the form of a thin film. The film is evaporated to form the mixture by a heating jacket 16 which surrounds the mixing chamber 2 and is heated by engine cooling water or exhaust gases. In order to prevent the film of fuel from being broken up before it has been heated and evaporated, which tends to happen owing to turbulence in the air stream caused by the choke valve 10, an inner tube 11 is provided. The choke valve 10 is situated in the upstream end of the inner tube 11 so that the fuel film is screened by the tube 11 from any turbulence caused by the valve 10. Air flow to draw fuel from the ports 6 and build up the film on the wall of the mixing chamber takes place through narrow annular ducts 12 between the tube 11 and the surrounding mixing chamber wall, these narrow ducts being uniformly spaced apart around the whole of the outside of the tube 11.

Constant pressure carburettors

A method for varying the phase spacing of sequential ignition control pulses emitted by an ignition pulse transducer and an apparatus for performing the method are proposed, wherein it is ascertained in the case of the sequential ignition pulses whether their phase spacing has become shorter. If a shortening of the phase spacing is ascertained, then the ascertained phase difference, or a maximal value of the phase difference, is added to the phase spacing of the ignition pulse at that particular time. In this manner, jerking which occurs particularly at constant rpm, when internal combustion engines with externally-supplied ignition used to operate a motor vehicle are driven in the vicinity of the idling rpm, is avoided by simple means.

Method and apparatus for varying the spacing of sequential ignition

In a constant-pressure carburetor having a fuel/air mixing chamber (3) which operates under reduced pressure, fuel feed means through which the fuel is drawn into the mixing chamber (3) from a float chamber (6) as required, an air inlet duct (1) having an automatically vacuum controlled air intake valve (2) upstream of the mixing chamber (3), and a suction duct having a driver actuated throttle member (4) downstream of the mixing chamber (3), the fuel feed means includes a fuel atomizer nozzle (5) having a central fuel supply passage (14) surrounded concentrically at its outer end by an annular constricting atomizing air outlet (15) whereby the velocity vectors of fuel and atomizing air at the nozzle outlet differ in magnitude and direction, and proportioning means for regulating the flow of fuel through the central passage (14) of the nozzle (5) and including a member (11) which is movable towards and away from the inlet (10) to the passage (14) by a control (12) operated in response to the output (A) from an electronic control unit (13) having one or more operating parameter impuls (E.sub.1 to E.sub.N). Atomizing air is supplied to the outlet (15) of the nozzle (5) by a passage (16) communicating with the air inlet duct (1). Alternatively the passage (16) may communicate with an air compressor. The mixing chamber wall is heated and the fuel atomizer nozzle (5) leads from the mixing chamber wall obliquely into said mixing chamber.

Constant-pressure carburetor

To measure the amount of liquid fuel in a ventilated fuel tank (1), the ventilation of the tank is stopped temporarily by a valve (7) and gas is removed from or fed into the unventilated tank through a device (12). A quantity indicative of the change in the gas state in the tank is measured after feeding in or removal of the gas to provide an indirect measurement of the amount of fuel in the tank. The gas may be removed from or fed into the tank at a constant volumetric flow rate, in which case the quantity measured will be the time taken for a predetermined alteration in the pressure of gas in the tank to occur. Alternatively, gas may be removed until a predetermined reduced pressure in the space in the tank is reached and the volume of gas removed can provide a direct or indirect measure of the amount of fuel in the tank. As a second alternative a predetermined volume of gas is removed and the alteration in pressure of the gas in the tank is measured.

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Neuss, Germany

Gunter Hartel