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This paper describes an evaluation of a series of commercially available natural gas fuel injectors, originally designed for heavy-duty diesel application, for use with hydrogen fuel in an electronic fuel-injected internal combustion engine. Results show that sonic flow, pulse-width-modulated electronic gaseous fuel injectors provide accurate and stable metering of hydrogen gas at fuel pressures between 25 and 200 psig. A linear flow rate of hydrogen was observed with a low standard deviation error during pulse width modulation. Plots of flow rate of hydrogen (mg/injection) versus pulse width (PW) are presented for inlet pressures from 25 to 200 psig for selected injectors. In addition, injector response tests were conducted and found to have time delays (time it takes the injector to open) between 2.6 ms and 2.3 ms at 25 psig inlet pressure. Time-delay times increased linearly between 4.0 ms and 3.0 ms at 200 psig.

A new method for direct cylinder injection for two-stroke cycle engines is described. The technique utilizes simple hole type nozzles, accumulator injectors, medium pressure (100 bar), pressure metering, and full electronic controls. The objectives of the system are to accomplish, in a single injection, the four essentials of effective fuel injection (a) metered quantity of fuel, (b) desired spatial distribution, (c) timing of injection, (d) complete vaporization prior to the start of combustion. Special techniques such as “cloud-stratified charge” and “skip-fire” are discussed as well as the special design features of the components and control systems. Data presented include details of spray formation and engine performance with dramatic reduction in fuel consumption and exhaust emissions.

A brief evolutionary history is followed by a technical description of the current Bendix EFI system concepts. Application requirements are reviewed in relation to vehicle emissions, fuel economy and driveability. The advantages of feedback control are discussed with emphasis on the need for low-cost durable sensors. EFI is compared to the carburetor and other competitive systems in terms of cost, fuel control accuracy, and fuel economy. The current status of EFI electronic circuit technology and a projection of future generation designs are reviewed. System manufacturing considerations, including costs, are covered. Finally, the necessary application developments are reviewed, including the future potential of integrated electronic controls.

This device eliminates problems and component failures resulting from completely depleting fuel supply in an engine fuel supply tank. The control monitors the level of fuel in the supply tank. When the fuel level in the engine's supply tank reaches a predetermined low level, the control will signal operator with an intermittent signal for five minutes after which if the signal is ignored (no fuel added to tank), the control will shut the engine off and disable the starter and ignition system (fuel solenoid). The engine will remain in this condition until a sufficient amount of fuel is added to tank. This takes the monitoring of refueling out of the operator's hands thereby eliminating the need of priming the carburetor or, in Diesel engines, purging the injectors and fuel system. Shutting down prior to emptying tank reduces possibility of picking up sediment or water from the bottom of the tank.

Systematically reviewed are the fundamentals of Electronic Fuel Management (EFM). Included is a discussion of five EFM areas: 1) air sensing concepts 2) fuel metering concepts 3) fuel delivery to the cylinders 4) fuel preparation with the air 5) calculation hardware (ECM) Presented as a part of the air sensing section is a summary of the physical principles that may be applied to compressible fluid mass air flow rate measurement. Finally, an example of digital computer control of a timed speed density system is reviewed.

Southwest Research Institute® (SwRI®) has developed electronic fuel injection (EFI) systems to be used on air-cooled motorcycle applications. In order to explore differences in application requirements between large and small displacement motorcycles, a large twin-cylinder, four-stroke, air-cooled motorcycle, and a small single cylinder, four-stroke, air-cooled motorcycle were utilized. The primary objectives of this study were to meet current and future emissions regulations for motorcycle exhaust emissions, to raise fuel economy, and to improve overall engine performance. The EFI development required baseline testing, control system setup, design of intake system components, installation of sensors and control unit, fuel system integration, steady-state and transient calibration, fuel consumption development, emissions development, performance improvement, and acceleration testing.

The design of the Dynex electronic carburetion system for gaseous fuels (propane and methane), by N.G.V. Fuel Technologies, Inc., is presented. The design and draw-backs of previous and existing systems are described, leading to the parameters dictating the design of an “ideal” system. Prototypes of three variants of the electronic system have been made and tested with promising results. Patents for the invention have been issued. The system does not require the use of a computer or fuel injectors, but senses the engine speed and manifold pressure in order to regulate the pressure and flow rate of the gaseous fuel being admitted to the engine. No carburetors (mixers) or adapters are required. Performance and emissions on (dual-fuel) gasoline operation are not impaired. The system can be used for gaseous fuel supplementing of two-stroke and four-stroke diesel engines, and also for controlling a liquid propane injection system.

With the increase in powder metal use in various industries today and with the increase in complexity of these parts, it has become necessary to search for innovative ways to accurately measure these parts. The use of electronic gauging has proven to be an effective measurement system providing real time dimensional data that conveys a level of confidence in the process not available in the past. As well as provide for manufacturing control points and statistical quality control.

The electronic control extends the performance of the governors used today on truck diesel engines. It offers optimum operation of the diesel engine in the vehicle. Furthermore it allows reduction of inventory due to fewer types in combination with high flexibility. The described system, intended for heavy duty truck application, was developed by Bosch together with Daimler-Benz AG.

Through the use of microelectronics the diesel truck can be more accurately and easily controlled. With the increased flexibility in timing it is possible to achieve a better fuel consumption vs. exhaust emissions strategy. With increased timing accuracy the engine is kept closer to the design optimum throughout its life. Through reprogramming at the engine factory, many specifications can be handled with one type of system and inventory. Field testing of the American Bosch microprocessor controlled governors has proven a number of convenient operation and driveability features as well.

During recent years, all major North American and European commercial vehicle OEMs have introduced predictive functionalities based on an electronic horizon for their on-highway fleets. This is a system concept that lets vehicles know what is happening on the road ahead and allows them to react to that information without driver involvement. When an electronic horizon is used in heavy-duty trucks, a significant reduction in fuel consumption is possible as a key application. This is achieved by optimizing the algorithms in the engine control unit, the transmission control device or other control units in the vehicle. There is a clear business case for the vehicle owners. In this paper we review the long development from early navigation technologies to an in-vehicle sensor, called an electronic horizon. We present an overview of different architectures from several perspectives as well as multiple use cases for commercial vehicles.

The eledtronic control unit receives the input signals revolution, manifold pressure and knock noise. The ignition angle versus load and revolution is mapped in the ROM area of an 8-bit-inicrocomputer. Depending on the input values, the ignition is continuously controlled by an algorithm. The system is realized by means of an One-Chip-Microcomputer 6805 with an On-Chip 4 channel analog/digital converter.

The demand for the economy due to scarcity of fuel and increased engine performance with less emission will lead to the high level complexity in engine control system. The important factors which affect fuel economy and engine performance are ignition timing and fuel induction. Primitive engines had mechanical system for ignition advancing and retarding. These mechanical systems had their own limitations which are inefficient and unfriendly to the environment. Therefore need of system which has precise adjustment of ignition timing become inevitable. This project focuses on the modeling, developing of electronic ignition system and also the implementation using MC09S12XDT512 Freescale microcontroller. A concept verification of Electronic Ignition control algorithm is simulated using the MATLAB simulink and the Hardware In Loop (HIL) testing is done using dSPACE for ignition angle determination. The microcontroller based ignition system is implemented using the core MC09S12XDT512.

The General Motors Research Library online catalog provides electronic access to traditional library materials (books and journals), access to company documents (internal reports and product information), an alerting service, and links to non-bibliographic information. The Library also offers an online literature searching service as a supplement to the online catalog.

A new electronically controlled fuel system is proposed for direct injection of natural gas in diesel engine. It consists of the solenoid controlled injectors interfaced with a metering valve under stepper motor control. This system proved to operate well in different configurations with metering valve being located at various distances from the injector; two injectors interfaced by one metering valve were also tested. In all cases, the required maximum and minimum gas doses were obtained, either by the change of the metering valve flow area or the injector opening time. The gas dose was measured using a special closed chamber. The conclusions drawn from these tests were used for the proposal of improvement of the injector design in order to reduce its size and weight and obtain more reliable operational characteristics.

From a physiological point of view, the optical requirements of an LCD-Instrument Cluster for automotive applications. New developments in the LCD technology have enabled us to meet the requirements described herein. These optimized LCD's, with an effective backlighting and sophisticated brightness control, have led to an excellent readability. In addition to this, a chip-on-glass technology was introduced which has considerably improved the overall reliability of the system. For a complex information content, a new concept is presented in which a small dot matrix, for seqoencial warning presentation, trip data, service information, etc., is integrated into a large scale LCD.

Achieving acceptable field reliability with complex state-of-the-art automotive electronic instrumentation has led Ford Motor Company to pre-condition (burn-in) instrumentation modules during the manufacturing process. Since the 1980 model year, over 500,000 modules have been processed this way. This paper will summarize the pre-conditioning process and the lessons learned since 1980.

The purpose of this paper is to describe the Electronic Instrumentation and Security System developed for the J. I. Case 580K Loader/Backhoe.

Recognizing the potential of electronics to increase tractor productivity and fitness for use, Ford introduced the optional electronic Tractor Performance Monitor in October 1983. This was the first step toward a new generation of electronic instrumentation for Ford tractors. Now Ford, in a joint program with DICKEY-john, has developed a New Generation electronic instrumentat ion package to be offered worldwide.