Abstract: A gaseous fuel mixer includes a venturi defining a flow area that decreases from an inlet opening to a throat. The throat coincides with a minimum flow area of the venturi. The gaseous fuel mixer further includes a fuel delivery body in the flow area extending transverse to a longitudinal axis of the venturi and positioned between the throat and the inlet opening. The fuel delivery body is adapted to introduce gaseous fuel into the venturi at a trailing edge thereof opposite the inlet opening. The trailing edge of the fuel delivery body substantially coincides with the throat.

Abstract: Gas metering system for an internal combustion engine. A gas pressure regulator is connected to a venturi located in the inlet of the internal combustion engine through a main adjusting screw being electrically adjustable. The control is provided in which engine rpm, load and mixture temperature are inputted. To provide for applicability for different types of engines and to obtain the ideal air fuel ratio for each operating condition, the control module of the adjustable main adjusting screw is provided with adjusting means. The surface area of the gas outflow openings in the venturi throat is the only required information for the control module to identify different types of engines and fuels and to adjust the gas flow automatically.

Abstract: Method and system for regulating the composition of an air/fuel stream supplied to an internal-combustion engine, comprise determining the mixture flow of the stream, the energy concentration of the air/fuel stream being measured and, from this, the desired mixture flow being determined and compared with the prevailing mixture flow and, if appropriate, correction of the air/fuel composition being carried out. Measuring the mixture strength may consist in the catalytic combustion of part of the mixture and determining the resulting temperature increase. The mixture flow can be determining by measuring the rotational speed of the engine and its inlet pressure and inlet temperature. Instead of comparing the determined and desired mixture flow, it is also possible to compare the prevailing and desired energy concentration and then to carry out a correction.

Abstract: Method and device for regulating the NO.sub.x emission of an internal combustion engine. It has been found that the NO.sub.x emission is dependent on the efficiency of the engine. That is to say the NO.sub.x emission can be optimized by determining and controlling the efficiency. This can be performed by making the measured and determined efficiencies equal to one another by altering the air/fuel ratio.

Abstract: A control system for supplying a gas flow to a gas consumption apparatus, comprising a gas supply pipe which can be connected to the apparatus and which has an electrically controlled gas control valve, and an electronic control unit. The control unit comprises a mathematical module, model-related to the control valve, for adjusting the valve position, and the gas control valve has in-built sensors for gas variables and valve position, the control system adjusting the control valve in linear proportion to a desired gas-flow signal to be supplied to the control unit. The mathematical module comprises a flow submodule, a mechanical submodule and a valve-position submodule, and the flow submodule receives, at its inputs, the desired gas-flow signal and gas variables originating from the valve sensors and supplies, at its output, a signal relating to the through-flow area of the valve, to the mechanical submodule.

Abstract: A system for use of gas, like LPG, as secondary fuel in diesel engines is concerned. Normally aspirated and pressure charged engines with exhaust gas driven charging, with End-speed or All-speed governors or with common-rail-fuel injection systems are all included.A signal (24,25) proportional to the momentary effective fuel consumption controls the gas supply (20) to the engine (1). A valve (19) in the gas supply (18) is connected to the control lever (16) of the engine governor (12) to allow gas supply only in a load range above approximately 25% and up to a maximum of approximately 40% of the full load total fuel consumption. In the lower load range uncomplete combustion of the gas thus is avoided, in the higher load range both detonation and overload are avoided and the opacity of the exhaust is improved. The consumption of liquid fuel is reduced and the exhaust gas composition is improved.