Robert Boschgmbh

Konrad Eckert

Wolf Wessel

Max Straubel

Gerhard Stumpp

Siegfried Holzbaur

Ernst Linder

Heinrich Knapp

Franz Eheim

Klaus D Muller

Karl Hofmann

Gerald Hofer

Helmut Laufer

Cornelius Peter

Franz Rieger

Winfried Moser

Helmut Maurer

Werner Stumpe

Ernst Ritter

Jean Leblanc

Hermann Grieshaber

Wilhelm Polach

Rainer Burkel

Wolfgang Ripper

Hermann Eisele

Kurt Seifert

Jean Pigeroulet

Sieghart Maier

Helmut Espenschied

Gunter Kulke

Heinz Britsch

Horst Franke

Josef Steiner

Wilhelm Vogel

Egbert Muller

Franz Maurer

Walter Passera, Deceased

Klaus-Otto Riesenberg

Alexander Witte

Heinz Links

Detlev Runge

Georg Rothfuss

Roger Dupont

Alexander Von Lowis

Helmut Eidtmann

Klaus Zeilinger

A fuel injection system for internal combustion engines having a fuel injection pump and a relief conduit in which a control throttle is disposed for measuring the quantity of fuel flowing out, and wherein the differential pressure effected by the throttle is measured by a differential pressure measuring unit and converted into an electrical variable, in order then to be fed to an electronic control unit by which the fuel injection system is regulated.

Fuel injection system for internal combustion engines

A fuel injection system for internal combustion engines, having a pump chamber defined by the pump piston and a pressure chamber adapted to communicate with the injection nozzle; and further including an intermediate piston disposed between the two work chambers, in which during the compression stroke of the intermediate piston a throttle conduit which branches off from the pump chamber can be opened, in order to allow some of the fluid to flow out of the pump chamber while leaving the injection quantity located in the pressure chamber unchanged, to thereby attain a lengthening of the injection duration.

Fuel injection system in particular unit fuel injector, for internal

A fuel injection device of for internal combustion engines, particularly a unit fuel injector, having a pump piston preferably driven via a drive cam and having a free piston hydraulically driven by the pump piston, the free piston divides a pump chamber from a pressure chamber, from which a pressure line leads to an injection nozzle of the engine. Via a magnetic valve, the fuel to be injected is first metered into the pressure chamber during the intake stroke of the pump piston and subsequently, in the control stroke, an injection quantity determining the supply onset is metered into the pump chamber. The pump piston with spaced annular grooves serves as a reversal device. During the metering stroke, a maintenance pressure that is lower than the metering pressure of the fuel and is generated via a pressure control valve is maintained in the pump chamber.

Fuel injection device for internal combustion engines, in particular

A fuel injection system for internal combustion engines, which has a fuel injection pump and an additional device for varying the injection quantity pumped to the injection nozzle from a pump work chamber; the additional device has a blocking piston acted upon from the pump work chamber, the deflection stroke of which is controlled by an electrically controlled valve by means of which the injection duration or the injection quantity can be controlled. The operative face on the blocking piston facing the pump work chamber is smaller than the face facing the control valve and the control valve is embodied as an ON/OFF valve.

A fuel injection device for internal combustion engines including a pump nozzle, a pump piston, preferably driven via a drive cam, and a pressure chamber disconnected from a pump chamber by an intermediate piston that preferably assumes its end postions in its working stroke, with a pressure line leading from the pressure chamber to an injection nozzle. The control of fuel quantity into the pressure chamber is effected via a control valve, preferably embodied as a magnetic valve, in a feed line that is also controlled by a control slide driven in synchronism with the pump piston. During one intake stroke segment of the pump piston, the feed line is connected to the pressure chamber; during another intake stroke segment, the feed pump is connected to a reservoir, so as to control the fill volume of the reservoir as a function of time. During the first compression stroke segment fuel is positively displaced from the pump chamber to the reservoir and once it is refilled with a variable fill quantity, the supply onset can be initiated by suitably driving the intermediate piston.

A fuel injection device for internal combustion engines having externally supplied ignition, which enables introducing fuel injection quantities into combustion chambers in a manner that is controlled precisely in terms of quantity and of the instant of injection. The fuel injection device includes a first magnet valve by which fuel at injection pressure is pre-stored in a reservoir chamber, and the pre-stored quantity is ascertained by measurement of the deflection stroke of a reservoir piston which defines the reservoir chamber. Once the pre-storing process is complete, the pre-stored fuel quantity is then delivered to the injection valve with the air of a second magnetic valve. All that the fuel injection pump needs besides the two magnet valves and a control unit is a pre-feed pump, which pumps fuel into a high-pressure reservoir, so that while making limited demands on the pump generating the high pressure, a simple and very precisely functioning fuel injection device is created.

Fuel injection device for internal combustion engines

In a fuel injection device for internal combustion engines, having a pump plunger driven via a drive cam and a pressure chamber disconnected from a pump chamber by an intermediate plunger that upon its working stroke always assumes the end positions, a pressure line that leads from the pressure chamber to an injection nozzle. A control valve in a supply line for low-pressure fuel metering, the supply line is connected, under the control of the pump plunger with the pressure chamber via a filling line during a first intake stroke segment, for an injection quantity metering that is also angle controlled, and toward the end of the intake stroke of the pump plunger, the supply line is connected to the pump chamber for a time-controlled metering that determines the injection onset.

Fuel injection device, in particular, a unit fuel injector, for internal

To prevent slip-out or slide-out of a vehicle operating in a curve, the lateral stability or, respectively, instability of the vehicle is determined and, if instability or incipient instability is sensed, the vehicle is automatically braked, and/or engine torque of the vehicle engine is reduced. A reference parameter K, which may be variable in accordance with vehicle operating and operation conditions, is compared with a quotient of change of lateral forces applied to the front (V) and hind or rear (H) axles with respect to the change of the slip angle (.delta..sub.V, .delta..sub.H), and if the change of lateral force (.DELTA..sub.S /.DELTA..sub..delta.) at the respective axles, and passes the reference K. The respective axles can then be together or selectively braked in accordance with the extent of deviation from said comparison reference K and/or engine torque also reduced.

Speed control system for motor vehicles operating in a curved path

An apparatus for controlling the spring firmness of road vehicles is proposed, which is combined with a control of the shock absorber firmness. Both controls are performed using a single control valve. Trigger signals for the control valve are ascertained by means of an electronic device, which receives its signals from sensors, disposed on the vehicle, for spring travel, acceleration, vehicle speed and steering angle or the like, and in particular for the travel sensor, which picks up the shock absorber compression and emits it as a signal to the electronic device, with the goal of bringing about a change in the spring stiffness.

Apparatus for controlling vehicle spring firmness

An apparatus for controlling the spring firmness of a road vehicle is proposed, which is combined with a control of the shock absorber firmness. Both controls are preformed using a single control valve. Trigger signals for the control valve are ascertained by an electronic device, which receives its signals from sensors, disposed on the vehicle, for spring travel, acceleration, vehicle speed and steering angle or the like, and in particular for a travel sensor which picks up the shock absorber compression and emits it as a signal to the electronic device, whereby changes in spring stiffness are achieved.

A fuel injection apparatus for internal combustion engines in which beyond a predetermined remaining stroke during the supply stroke of the pump piston, a relief conduit is opened via a control edge. The same control edge closes the relief conduit once again during the intake stroke. During the subsequent effective intake stroke, the quantity of fuel to be injected upon the following compression stroke is metered by means of the electrically actuatable valve. The magnetic valve here is already opened before the closure of the relief conduit by the control edge, so that in the opening phase of the relief conduit, the pump work chamber of the fuel injection apparatus is flushed. In this manner, precise metering of the quantity of fuel to be injected is attained.

Fuel injection apparatus for internal combustion engines

Brake force regulating system

A fuel injection system (FIG. 1) provided with pump/nozzles is proposed, which has a central fuel metering device which functions with a deviation or metering piston and a distributor or multi-way valve as a metering control member.

Fuel injection system for self-igniting internal combustion engines

A control device is proposed for regulating the exhaust gas recycling rate in an internal combustion engine with self-ignition in which combustion pressure signals are adjusted directly or indirectly to nominal values dependent on operating characteristics of the engine. In one particular embodiment the combustion pressure signal is differentiated and the frequency of certain occurring amplitude values is adjusted to a nominal value. Owing to the integration of specific combustion processes into the regulation, the device is capable of operating with relatively high precision. It is particularly well suited to compensate for drift phenomena.

Control device for regulating the exhaust gas recycling rate in an

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Stuttgart, Germany

Konrad Eckert