子分类：
| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
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| 121 | Vehicle speed limiting device | US13946171 | 1971-05-03 | US3811418A | 1974-05-21 | SAKAKIBARA N |
| A speed-responsive switch coupled to a moving part of a vehicle is closed when the vehicle speed exceeds a predetermined limit to pass a current through an activating circuit including the coil of a solenoid thereby to activate the solenoid, which thereby operates to close a high-speed valve in the high-speed venturi (throat or barrel) of the carburetor of the vehicle engine and thereby to reduce the vehicle speed. When absolutely necessary, as in an emergency, the activating circuit is rendered temporarily inoperative by another switch, thereby permitting the vehicle to be driven at speeds above the limit.
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| 122 | Apparatus for regulating the recycling of partially combusted fuels in an internal combustion engine | US20922071 | 1971-12-17 | US3807376A | 1974-04-30 | GLOCKLER O; EICHLER D; GANSERT W; SOLL W; EISELE H; SCHULZKE P; SINGER E |
| In an internal combustion engine having an inlet manifold and an outlet or exhaust pipe, the present apparatus regulates the recycling of partially combusted fuels. The apparatus includes a feedback pipe which connects the exhaust pipe and the intake manifold to permit the exhaust gases to flow from the former to the latter. A cut-off valve is provided in the feedback pipe and is movable therein between first and second positions, the cutoff valve blocking the flow of the partially combusted fuels in the first position and permitting the flow of the latter in the second position. The cut-off valve is electromagnetically controlled by an activating circuit which controls the position of the cut-off valve under different predetermined operating conditions of the combustion engine or the vehicle driven by the combustion engine.
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| 123 | Combustion engine with quick arrangement for its exhaust gas cleaning device during cold or idle run | US31386972 | 1972-12-11 | US3799134A | 1974-03-26 | GRIESE W |
| A combustion engine with an exhaust gas cleaning arrangement operable at predetermined temperature and placed in the exhaust gas conduit of the engine, such predetermined temperature is attained by the exhaust gas cleaning arrangement through the heat of the exhaust gases, a device for adjusting the ignition timing and the fuel supply to the engine during a cold start thereof or during an idle running phase of operation thereof for delivering exhaust gases having an increased temperature for quickly heating up the cleaning arrangement including a pair of switching contacts serially connected with respect to each other in a circuit, a pair of magnetically operated solenoid valves connected parallel with respect to each and series with respect to the switching contacts, a suction pipe supplying fuel-air mixture to the engine with a butterfly valve for controlling the quantity of the fuel and air mixture, a conduit branch bypassing the butterfly valve, one of the magnetic valves is coupled into the branch conduit for effecting opening or closing thereof, a low pressure conduit connected to the suction pipe, a device for adjusting the ignition timing connected to the low pressure conduit, the other of the magnetic valves is coupled to the low pressure conduit for effecting the opening or closing thereof, a thermostat for sensing the temperature of the exhaust gas cleaning arrangement and connected for operating one of the switching contacts for effecting energization of the magnetic valves, a cam fixedly coupled with the butterfly valve for effecting the actuation of the other of the switching contacts, the magnetic valves receiving energizing current when both of the switching contacts are actuated, whereby an enriched fuel-air mixture is supplied to the engine through the pipe-conduit when it is opened by one of the magnetic valves, and the ignition timing device is set ''''delayed'''' by the adjusting device in response to a pressure condition in the low pressure conduit when the other of the magnetic valves opens the conduit during the idle running operation of the engine.
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| 124 | Hydraulic throttle actuator | US3797967D | 1972-05-10 | US3797967A | 1974-03-19 | HOWETH D |
| A throttle actuator for accelerating and decelerating the speed of an internal combustion engine in response to work demand where the engine drives the pump of a hydraulic system. In one aspect, the invention is directed to a throttle actuating piston and rod arrangement for operating the throttle of the engine and a pulsation intensifier for sensitively controlling the piston''s movement. The pulsation intensifier is connected in a pressure line from the pump and comprises a free spring biased floating piston of configuration such that there is a differential in area across the piston for fluid pressure intensification purposes. The intensifier piston in one embodiment also has an axial passage therethrough and an orifice communicating with the throttle actuating piston. Both pistons are slidably mounted in housings which have springs to normally position the pistons in directions to cause the engine to return to idle speed when there is no work demand.
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| 125 | Fail-safe throttle control | US3791366D | 1971-12-10 | US3791366A | 1974-02-12 | MAC MILLAN C |
| The invention relates to a fail-safe throttle control mechanism which is positioned between an accelerator pedal of a motor vehicle engine incorporating a fuel injection system and includes a linkage assembly which extends from the accelerator pedal to the fuel injection control system and has combined therewith a sensing mechanism for disengaging the accelerator pedal from the fuel injection control system so that the engine of the motor vehicle can instantly return to an idle condition irrespective of any impairment in the control linkage or blockage of the accelerator pedal. There are disclosed various embodiments for achieving this fail-safe operation of fuel injection control mechanisms.
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| 126 | Method and apparatus to reduce noxious components in the exhaust gases of internal combustion engines | US3782347D | 1972-06-02 | US3782347A | 1974-01-01 | SCHMIDT P; KIZLER H |
| The composition of exhaust gases from internal combustion engine is sensed, particularly the oxygen component thereof, and a sensed signal is derived, which is applied to a threshold detector, which triggers whenever the sensed signal passes a certain threshold value. The trigger signal controls and integrating controller to commence integrating, the integrating controller providing an output signal which is applied to set the air-fuel ratio such that the air number lambda is constantly controlled to be about 1. If integration by the integrating controller persists for a period of time in excess of a predetermined lapsed time, as determined by a pulse source controlled by speed of the engine, the integrating rate of the integrating controller is changed to provide for more rapid response when large changes have to be compensated.
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| 127 | Internal combustion engines | US3774391D | 1971-03-31 | US3774391A | 1973-11-27 | PUTTICK J |
| A compression-ignition internal combustion engine power plant is provided with means for submerged operating in the recycle mode in which a proportion of the exhaust gas discharged from the engine is mixed with pure oxygen gas and is supplied to the engine intake for aspiration and combustion with liquid hydrocarbon fuel injected into the combustion chamber, as an alternative to operation with normal aspiration of atmospheric air. Five control valves or valve groups are provided for controlling the oxygen gas supply, the atmospheric air intake, the exhaust outlet to atmosphere, the exhaust gas recycle conduit and the supply of compressed air for starting, and a two-stage electropneumatic control system of pneumatic valves is provided for operating the control valves in accordance with the requirements of the different modes of operation of the engine and for changing between modes. The engine is controlled to run in the recycle mode at a constant maximum speed under varying loads by control of the oxygen gas supply in dependence on the governed fuel input, or vice versa. The gas pressure in the engine intake is controlled to a constant absolute value by being sensed by an aneroid capsule which provides a feedback signal for regulating the speed of the exhaust gas compressor of the engine.
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| 128 | Throttle control device | US3769951D | 1972-10-10 | US3769951A | 1973-11-06 | HOLL W |
| A throttle control device for an internal combustion engine wherein the movable wall of a dual chamber pneumatic power unit is connected to a throttle rod and the housing of the power unit is connected to the accelerator rod, the two chambers of the power device being connected to engine intake manifold vacuum with a flow restriction in the flow path to one of the chambers.
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| 129 | Fuel mixture regulator for spark plug-ignited internal combustion engines | US3766899D | 1972-02-07 | US3766899A | 1973-10-23 | ISSELHORST H |
| In an rpm-responsive regulator for controlling the fuel mixture, a three-dimensional cam (which, through a follower and linkage mechanism controls the fuel rack of a fuel injection pump) is displaced by integral arms of rpm-responsive centrifugal weights against the resetting force of governor springs acting through an intermediate member also displaced by the arms. For one and the same change in the pivotal position of the centrifugal weights the displacement of the three-dimensional cam is greater than the displacement of the intermediate member. This is ensured by providing that the distance of the pivotal axis of each weight from the contact area between arm and cam is - for any pivotal position of the weights - greater than the distance of said pivotal axis from the contact area between arm and intermediate member.
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| 130 | Brake actuated throttle closure system | US3757913D | 1972-06-08 | US3757913A | 1973-09-11 | PASSON P |
| First and second throttle levers are coupled to normally move conjointly with each other by a scissor spring biasing the levers in opposite directions on a throttle shaft carrying a carburetor throttle valve. The first throttle lever is fixed to the throttle shaft, and the second throttle lever comprises a part of the vehicle throttle pedal linkage for normally controlling the position of the throttle valve. The first throttle lever is loosely connected to a vacuum motor to permit normal movement of the throttle pedal linkage and is pivoted in a throttle velve closing direction when the vacuum motor is actuated with engine vacuum communicated when a vehicle brake pedal opens a vacuum valve. Should the second throttle lever be prevented from moving in the closing direction with the first, actuation of the vacuum motor overcomes the bias of the scissor spring and assures the return of the throttle valve to its idle position.
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| 131 | Three position solenoid idle stop | US3757611D | 1972-05-24 | US3757611A | 1973-09-11 | BUCK C |
| A three position solenoid or vacuum actuated throttle stop device having independent adjustment of two positions, allowing independent adjustment of the third position and comprising first and second axially aligned actuators, each of which carries a bolt-shaped axially aligned extension which is axially adjustable with respect to its actuator. The second extension is the throttle stop which is normally biased by a spring against the first extension and into a first position which allows the throttle idle position to be set independently by external means. A first signal causes the first actuator to move the throttle stop against the spring into a second independently adjustable position; and a second signal causes the second actuator to move the throttle stop out of engagement with the first extension into a third independently adjustable position.
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| 132 | Speed limiting means for an air valve carburetor | US3754540D | 1971-09-30 | US3754540A | 1973-08-28 | BEDARD F; PRICE R |
| An air valve upstream of a manually-controlled throttle valve, both pivotally disposed in a mixing conduit of an air valve carburetor, is linked to fuel metering means and also to a spring that biases the air valve to a normally closed position. The air valve is opened by a diaphragm-type fluid motor having a first pressure chamber communicating with a vacuum port intermediate the air valve and throttle valve through a vacuum passage and a second pressure chamber communicating with atmospheric pressure through an atmospheric passage. Below a predetermined vehicle speed, both chambers communicate continuously with their respective pressures with the result that the fluid motor positions the air valve in relation to the inducted air flow. Above this predetermined speed, the spring is allowed to close the air valve to a position where the air flow is limited to that required to maintain the predetermined speed. The rate of air valve closure is controlled by cooperation between the fluid motor and a solenoid valve intermittently operated by a vehicle speed sensor for duty cycles increasing as the actual vehicle speed exceeds the predetermined speed. The solenoid valve connects the first pressure chamber alternately between the atmospheric and vacuum passages for durations sufficient to effect a pressure increase in the pressure chamber that allows closure of the air valve at a rate to limit the vehicle speed.
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| 133 | Control of air-fuel ratio | US3742924D | 1972-02-24 | US3742924A | 1973-07-03 | BACHLE C |
| A device for controlling the air-fuel ratio in an internal combustion engine wherein the rate of fuel flow from the float chamber to the air stream in the venturi of a carburetor is modified by a pressure modifying tube joining the float chamber and the venturi, a valve in said tube being responsive to the thermal conductivity of the exhaust gases in the exhaust pipe of the engine.
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| 134 | Fluid pressure regenerator and process | US3741227D | 1971-01-05 | US3741227A | 1973-06-26 | MOKADAM R; FEJER A |
| A fluid pressure regeneration process and apparatus useful in alternating high and low pressure cycle fluid systems comprising one or more valve means each of which in succession sequentially transfers into a series of storage vessels, each being isolated from the other and from the alternating fluid system by said valve means, successive fractional portions of the fluid exhausted from the alternating fluid system, during transition from the high pressure cycle to the low pressure cycle. Each such storage vessel has a different final pressure sequentially becoming lower with reduction of pressure in the alternating fluid system. Each isolated storage vessel contains and stores a fractional portion of the fluid. Recovery of the same fluid portions may be achieved by providing communication of each storage vessel with the alternating fluid system through each valve means in reverse sequence, thus transferring the fluid from the corresponding storage vessel into the alternating fluid system during transition from the low to the high pressure cycle. In this manner, fluid pressure may be stored and regenerated for use in alternating high and low pressure cycle fluid systems.
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| 135 | Carburetor control system and method for regulating air to fuel ratio | US3730157D | 1970-05-25 | US3730157A | 1973-05-01 | GERHOLD C |
| As a means of providing improved control of the air-fuel ratio to an internal combustion engine for, in turn, maintaining control of the exhaust gas properties there is a regulation of fuel input responsive to a pressure exerted on the fuel in the carburetor float chamber. Sensing means are provided to be responsive to ambient conditions and/or to a given exhaust gas component. Such sensors, along with transmitter means, are integrated into the system to have fuel flow increased or decreased by pressure in the float chamber proportional to the net effect of having an increasing or decreasing quantity of O2 present.
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| 136 | Apparatus for compensation of the operation of a fuel injection device for an internal combustion engine | US3722487D | 1971-11-03 | US3722487A | 1973-03-27 | OHAMA Y; KOGURE H |
| A fuel injection device for an internal combustion engine is subjected to the action of two spring units mounted in a suction chamber connected to the suction inlet leading to the engine such that the first spring unit becomes inoperative when the engine is under high load while the resilient action of the second spring unit varies with atmospheric pressure change. The suction chamber has front and rear diaphragm walls against which the second spring unit permanently bears, whereas the first spring unit is fixedly supported at its back end while its front end bears against the front wall when the suction pressure is high during low engine load and loses contact therewith when the suction pressure is low during high engine load. At the back of the suction chamber is a further chamber acting on the rear diaphragm wall and selectively connected by a changeover valve to the atmosphere or to the suction inlet depending on atmospheric pressure.
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| 137 | Single pedal brake-accelerator mechanism with cruise control | US3709338D | 1970-09-28 | US3709338A | 1973-01-09 | GLEN E |
| A single pedal, throttle and brake actuator for a self-powered vehicle including automatic throttle setting or cruise control. A single, pivoted foot pedal operates throttle and brake mechanisms with holding means maintaining any adjusted throttle position until readjustment by foot pressure.
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| 138 | Device for the fuel quantity control in response to operational variables of an internal combustion engine | US3703888D | 1970-11-24 | US3703888A | 1972-11-28 | ECKERT KONRAD; KNAPP HEINRICH |
| In an internal combustion engine, a sensor, disposed in the suction tube and deflected as a function of the flow rate of air, operates a fuel quantity control member against a force which is derived from the magnetic flux of an electromagnet, the energizing current intensity of which changes as a function of operational variables (such as load, rpm or temperature) of the engine.
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| 139 | Control device for an oil and gas operated diesel engine | US3687119D | 1971-01-08 | US3687119A | 1972-08-29 | HOOGEBOOM ADRIANUS JOHANNES TH |
| A control device for a compression-ignition engine in which a venturi means forming a part of an exhaust pipe of the engine is connected to a first pipe so that the first pipe receives suction by the passage of exhaust gases through the venturi means. The first pipe is connected to a first chamber from which chamber a second chamber is separated by a flexible diaphragm, and a second pipe connects the second chamber to the exhaust pipe of the engine. A control valve controls the flow of gaseous fuel into the air induction port of the engine and operating means operates the valve in response to movement of the diaphragm. A second venturi means is associated with an air induction pipe for conducting air into the engine for combustion, and a third pipe connected to the second venturi means receives suction by the passage of air through the second venturi means. The third pipe is connected to a third chamber separated by a second flexible diaphragm from the second chamber and separated by a third flexible diaphragm from a fourth chamber. A pipe connects the fourth chamber to the air induction pipe, and the control valve is arranged to control the flow of gaseous fuel into the fourth chamber. An operating member is adapted to be moved by the first, second and third diaphragms to operate the control valve to control the supply of gaseous fuel in accordance with the displacements of the diaphragms.
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| 140 | Internal combustion engine gasoline injection system | US3664319D | 1970-01-27 | US3664319A | 1972-05-23 | CHANNING DEREK |
| The invention relates to a gasoline injection system for an internal combustion engine. A control stop for a shuttle-type metering pump is responsive to a cam follower movable by a diaphragm. The diaphragm is in turn responsive to the pressure drop across the engine intake throttle. An airflow control device is carried in the intake, upstream of the throttle. The control device is operable by an element sensitive to engine temperature to reduce the pressure drop and thereby increase fuel supply at low temperatures. A cam track engaged by the cam follower is energizable during engine starting to further increase the fuel supply.
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