30 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. VT-35, NO.

1, FEBRUARY 1986

Closed-Loop Electronic Fuel Injection for

Spark-Ignited Engines
PIERANGELO TERRENI AND ROBERTO GENTILI

Abshct-A new sdf-adaptive dectronie injection qstem is presented. r------l

Both the tbeory of operation and the development of an experimental
prototype are diseassed in detail. F d y , experimental results are
reported to demonstrate the validity of the system.

I. INTRODUCTION

IN RECENT Y E A R S microprocessorsystemshavebeen
increasinglyintroducedintheautomotive
improveengineperformances
field, either to
by meansofmoreaccurate
ignition and air-fuel ratio control, or to provide facilities in
vehicle drive (on-board instrumentation).
Microprocessorsystemsmakeitpossibletooptimize
fundamental engine parameters by methods which cannot be
used inmechanical or analogicalelectronicsystems,since
microprocessors are able to process a remarkable amount of
data by means of hard computing algorithms [1]-[4]. Fig. 1. Block diagram of the injection system. 1) Main injection device, 2)
This paper deals with an electronic fuel injection apparatus torquemetric joint, 3) digital optimization device, 4) synchronism acquiring
adaptively controlled by a microprocessor device,to optimize a d interface networks.
the air-fuel ratio in spark-ignited (SI) engines by using either
engine efficiencyor work produced per cycleas performance one wheel, make itpossible to measureshafttorsionand
indices. engine speed [ 6 ] .
Theclosed-loopinjectionsystemcan be schematically The choiceof the performance index is based on the position
subdivided (see Fig. 1) into: of the accelerator, so that specific fuel consumption isas low
as possible at partial loads and output reaches its maximum at
a main injection device which provides the amount of
full load. A gradual index shift, necessary to assure smooth
fuel tobe delivered per cyclein accordance with a design
engine operation, is provided by using combinations between
optimization;
efficiency and work p r o d u d as performance indices too.
a torquemetricjoint used to measure the torque transmit-
A 2 percent accuracy in performance index maximizing has
ted;
been chosen, in order to meet the following opposite require-
a digital optimization device, which, on the basisof data
ments: 1) quick optimization achievement and low cost data
fromthetorquemetric joint andthemaininjection
acquirement devices; 2) optimum engine operation and per-
device, corrects the rate of fuel so as to maximize the
formance.
chosen performance index;
synchronism acquiring and interface networks. n. ~ F T B U Z A T I O NSTRATEGY
Performance index optimization is carried out as follows:
For the sakeof simplicity, the main injection deviceused in
the air-fuel(A/F) ratio isvaried by a given amount (positive or
the prototype is a Bosch L-Jetronic electronic control unit [5]
negative) at regularsteps; at each step, the A/F ratio variation
slightly modified for this implementation. This is because it is
effectisverified by computing the performanceindex: a
originallyfitted on theenginechosen for theexperimental
favorable index variation results in the sign of the next A/F
tests, i.e., a FIAT 132/2000 fourcylinder engine.
ratio being kept unchanged; otherwise this sign is changed.
The torquemetricjoint is interposed between the clutch and
The simplecomparisonbetweenperformanceindices of
the gear boxand it is composedof a torsion shaft with a phonic
groups of subsequentcycles(theuse of groups of cycles
wheel fixed at each end. Two optodetectors, each coupled to instead of a single cycle will become clear later) is not suitable
Manuscript received March 20, 1984; revised August 26, 1985. for an automotive engine.The engine is continually subject to
P. Terreni is with the Istituto di Elettronica Telecomunicazioni,
e performance index variations due to alterations in speed and
Universiti di F’isa, Via DiotisaIvi 2, 56100 Pisa, Italy. load, and no discrimination would be made between theseand
R. Gentili is with the Dipartimento di Energetica, Universitji di Pisa, Via
Diotisalvi 2, 56100 Pisa, Italy. Telephone (050) 502-000. those due to changes in the A/F ratio.
Log Number 8607559. This drawback is considerably reduced by comparing the

OO18-9M5/86/02OO-OO30$01 .OO @ 1986 IEEE

TERRENI AND GENTILI: SPARK-IGNITED ENGINES 31

differencesbetweenperformance indices, according to the behind, in front of theirrespectivereferencepoints(photo

following procedure: letRi,obe the performance indexof the
first group of cycles of a generic iteration step andRi,bbe the
index of the following group; finally, let Ri,=be the perform-
ance index of the subsequent third group. If ( R i , b -Ri,o) is
greater than ( Z ? i , c - R i + b ) , the sign of the A/F ratio variation
will be changed; otherwise this sign will be kept unchanged.
The process is repeated indefinitely and the first cycle of each
iterationcoincideswiththethirdcycle of thepreceding
iteration.
detectors); Nn is the content of a second counter qualified to
receiveanotherconstant frequency clockduring the entire
cycle being considered, and it is therefore inversely propor-
tional to engine speed; h is a constant which takes into account
clock frequencies, the number of the phonic wheel fits and
torsion shaft elastic constant, while the subindex n represents
the cycle reference.
Thesecond term, s t i l l related to the nth cycle, is repre-
sented by the following expression:

III. PERFORMANCE INDEX ALGORITHM

The variations inthe air-fuel ratio are obtained by changing
therate of fuel injected, nottheamountof air intaken;
therefore, when efficiency is the chosen performance index,
where m is an appropriate constant. Equation (2) is obtained
the system reaches maximum efficiency for a given value of
by supposing that engine accelerationremains constant within
intake air flow, instead of maximum efficiency for a given
value of the power delivered, as would be necessary. These
a cycle and that, between consecutive cycles, it varies only
when the air-fuel ratio is changed [7](see Appendix).
two maxima would be equivalent only if engine efficiency
A simple, but reliable enough, expression representing the
werekeptconstant for varyingoutputconditions.Since
engine frictional losses is
indicated2efficiency is much less sensitive to output variations
thanactual efficiency, this parameteris a moresuitable
L ‘ = a ‘ + b ‘ * p + c ’ u2 (3)
performance index.
On the other hand, if the work delivered is chosen as the
performance index, itwouldmakenodifferencewhether where a ’ , b’ ,c ’ are constants characteristicof each engine,p
actual or indicated work is consideredas far as the validity of isthemeanindicatedpressureand u representsthepiston
the results isconcerned. However, indicated work willbe used mean speed.
in the followingfor practical reasons. So doing, one algorithm As p and u are, respectively, proportional to the indicated
aloneoperatingwithindicatedquantitiescanbeusedto work, +
i.e., to ( L E + L ‘ ) , and to the enginespeed, i.e., to
manage both efficiency and work, or combinations of these. 1/N, (3), for the generic nth cycle, can be writtenas follows:
The algorithm is obtained by dividing a quantity propor-
tional to the indicated work (for the present purposes, it is C
L,‘ = a + b ( L n + E n ) + - . (4)
enough to know the performance indexapart from a multiply-
ing constant) by a quantity proportional to the amountof fuel
x
injected, i.e., a quantity function of the injector opening time. By assigning even indices“n” to the cycles followingA/F
This last quantity must be gradually replaceableby a constant variations, the indicated work per cycle turns out to be
in order to pass with continuity from efficiency to workas the
performance index. Indicated work is determinedas a sum of
three krms: 1) actual work, acquired by measuringthe
transmitted torque, 2) the variation in the kinetic energy stored
in the inertial masses of the engine, 3) frictional losses.
The first of the said terms, for the genericnth cycle, proves
to be
where v is the double of the integer part of n / 2 .
As the amount of fuel injected per cycle is proportional to
injector opening timeI , the energy spent per cycle turns out to
be
where F, is the content of a counter qualified to receive a
constantfrequencyclockduringtheintervalbetweenthe
passage of a slit of the phonic wheel placed before the torsion
shaft and the passage of the corresponding slit of the wheel where g is a constant.
Whenenginemaximumoutputis required, aquantity
proportional to Li,n must be assumed as the performance
Actually, to obtain a good stability, the A/F ratio variation sign is changed index; for fuel economy maximization,the performance index
when (Rj,* - Ria) is greater than (Ri,c- Ri,b - A), where A is a small must be proportional to the indicatedefficiency, i.e., to Li,J
quantity proportioaal to Rj,r.
* The term “indicated” means the quantity it refers to is computed by An expression which combines both performance indices
taking into accouIlt the work done by the fluid in the cylinders. andprovides a smoothswitchingfromeach other is the
 32 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. VT-35, NO. 1, FEBRUARY 1986

following:

where d is a constantand fl is a coefficient varying between
and 1accordingtotheposition of the accelerator, and
detennining the relativeimportance of efficiency and workas
performah indek.
As stated above, the optimization strategy is basedon
comparisons betweengroup of cycles and not between single
cycles; this is because,. in such a way, it is possible to reduce
the effects of engine cyclical dispersion ahd of measurement
jitter. For suchapurpose, the performanceindexmustbe
averaged on a number of cycles. h this case, N , I, and F i n (7)
mustbereplacedby the sumS of theirrespectivevalues
measuredineachcycleof the group. And, of course, the
constants must be changed accordingly.
Considering that, instead Of R n , itny quantity proportional
to it can be used in the dgorithm, (7) becomes:
0 Therefore, the torsionangle 4- corresponding to the
maximumtorquemustbe 10"; torsion shaft torsibilityhas
been chosen accordingly and turns out to be compatible with
the stability of the drive train system too, being of the same
order of thetorsibility of aconventionalclutchtorsion
damper.
Obviously, the larger thenumber of slits in thephonic
wheels, the more accurate torque measuring is, but, inorder to
make the method of torque acquisition easier, the angle yf
between two successive slits must be greater than the joint
maximum angular excursion, i.e., the sum of ,+
plus the
angle 4- corresponding to the maximum negativetorque:
4, can be evaluated as 0.7 4.,
When taking into account also the angle a = 6 " , corres-
ponding to a wheel slit, large enough to allow for a complete

where the subindex n represents the irth groupof K cycles, V uncovering of the photodiode, the lower bound
for turns out
is still the doubleof fhe integer partof n / 2 , Nk ,Fk , I k are the to be
results of the respective summations of N , F, I, extended to ~,=4,+4~~+(~=23". (10)
the K cycles of the group, and Therefore, the number of slits in each wheelturns out to be
C l-b h d Z = [360"/yf]
1) (1= 15
7=- k2, a=- mk2, p=- , Y = - k. (9)
a a nik2 g where [X] means "the integer part of X."
A sketchofthe joint isshowninFig. 2, andthe
w.b S C R I k T O N OF THE h E C T I 0 N SYSTEM photodetector device is shown in Fig. 3.
In this section the various units of the injection system are
described together withtht5ir relevant specifications. B. The Optimization Device
As already stated, the units are: the torquemetricjoint, the Theoptimization device, shownin Fig. 4, consists of a
optimiiation device, the primary injection unit, synchronism microcomputer and its input and output interfaces. The input
acquiring and interfie devices. data are thequantitiesontherightside of (7)andthe
synchronismsignals.Theoutput datum is the A/F ratio
A . Torquemetric Joint correction term.
The typical rise time (tr)of the lowcost phototransistors The input quantities N , F, and I are acquired by means of
chosen as photodetectors coupled with the phonic wheels is digital counters, as explained above.
350 11s andthe minimum detectabledelaytime can be The most difficult datum to acquire is F, as its resolution
conservativelyestimatedtobe 4 x 350 ns = 1.4 p; at time (photodetector minimum detectable delay time) mustbe
maximumengine speed ( S, = 6OOO r/min), suchatime 1.4 ps, which involves a counterclock frequencyfF > 1/(1.4
corresponds fo 8 0.O5O4" angle. The transmitted torque must x = 715 kHz (actually, fF = 750 IcHz has been
be measured with an erior less than 0.5 percent3; a 0.0504" chosen). Besides, the F counter must not overflow when the
joint torsionanglemust be related to 0.5 percent of the maximum torque is delivered at the minirnum useful engine
maximum transmittable torque. speed Smi,,, whichcanbeassumedtobe lo00 r/min, while
6,- + +mg = 17", hencethe F countermust be ableto
The 2 percent accuracy in performance index maximizing mentioned acquire the following quantity:
above is the sum of the A P variation effect and the error effect in acquiring
~N,F,andZin(~.ItisdemoostataMethattheA/Fvariati~effectmust
begreaterthaotwicetheerraeff~in(5).AstheerrorinFismuchgreatcr
than the others, it can be assumed to be the. overall e m r of (5). Therefore,the
totqucmeasuremntmustbeaquiredwithaaerrurwhichislessthanl therefore it must have a &bit dynamics.
percent. Rudentially, the actual error admitted is 0.5 percent. Nand I are more easily acquirable, as the former is related
TERRENI AND GENTILI: S P A R K - I G N I T E D ENGINES 33

Fig. 2. Sketch of the torquemetric joint.

Fig. 3. Photodetector network ( D = TIL31, FT = TIL81, Q,= Q2 = Q3 = 2N2222).

QATA BUS

I b I I . 1 1
3 mz
- UPROC.
TWS 9900
ROH
1 K x 16
RAM
256 x 16
INPUTINTERFACE
ADDRESSESDECODER
6
OUTPUT
INTERFACE
I
ADO.
DECODER
J A

I I I ADD. BUS
CONT. BUS I
I
I d I *

I I I I I I I

I
COUNTER

Fig. 4. Block diagram of the optimization device (AK = A/F ratio corrective term).

to one engine cycl.e time (20 + 120 ms) and the latter to the ADIA converter is employed to send the A/F ratio
injection &e (2 + 10 ms). Such relatively long times can be corrective term to the interface deviceas an analogical signal.
accurately measured with rather low clock frequencies; for The microcomputer CPU is a TMS 9900 microprocessor,
practical reasons the frequencies chosen are 375 kHz for N which satisfies the necessary requirements of computing
and 187.5 kHz for I . precision and speed. To compute the performance index with
The quantity /3 is selected by means of a potentiometer and an error below 0.5 percent, a floating point arithmetic based
is acquired by theoptimizationdevice through an A/D on numbers with 16 bits mantissas has been implemented.
converter. At the maximum engine speed (6OOO r/min), the time
34 IEEE TRANSACTIONSON VEHICULAR TECHNOLOGY, VOL. VT-35, NO. 1, FEBRUARY 1986

6 I
H r I
r
180" 360" 540" 720" 180" 360" 540" 720' 180' 360" 540" 720'
Fig. 5. Diagram of engine and injection system events. A = first and third cylinder injection tm
i e. B = fourth and secwd cylinder
injection time. C = k t cylinder intake stroke. D = third cylinder intake stroke. E = fourth cylinder intake stroke. F = second
cylinder intake stroke. G = Cycle synchronism.H = A/F variation step actuation time.

elapsing between the end of the second cylinder expansion

stroke and thebeginning of the first cylinder intake stroke5 is

m
ms (see Fig. 5 ) , and during this time, the optimization device
must compute the performance index and select the A/F ratio
variation sign.
A TMS 9900 microprocessor takes4.2 ms to carry out the
whole algorithm, the flowchart of which is shown in Fig. 6 . / , 1 \
e 0 AK=O Y=l

C. The Main Injection Device

As stated above, a Bosch L-Jectronic electronic control
has been employed as the main injection device. This choice
unit
(7)
simplified the construction of the whole

An interface
occur if a digital fornetwork
the input
been added to the Bosch control unit.
system, but, as such a
unit-is analogical, its interfacing with the digital optimization
deviceinvolvestransductionimprecision,whichwouldnot
main injection

D. Synchronism Acquiring and Interface Networks

used.
device
quantities and
has were y,
output READ
CYCLE END?

N,F.I,B
I
RESET

I
As theperformanceindexiscomputed
exactlyoneormorecycles,adevicegeneratingcycle
on thebasis of CWlm
P(W J
synchronisms has been provided. Such a device is made up of
a disk withfourpermanentmagnetswhichiskeyedon a
camshaft,and of four Halleffect sensors whichdetectthe
passage of magnets. r Y

A Bosch L-Jetroniccontrolunitdrives all theinjectors

together at every revolution of the crank shaft. But, for the I AK=AK+Y I
engine to completelyundergo A/F ratio variationeffects
during the cycle following each variation, it is necessary to
drive the injectors onceper cycle. Therefore, a drivingsignal
frequency divider circuit has been constructed. To improve
engine performance, such a circuit drives the four injectors in
YRITE

a
groups of two everycyclewith one crank-shaftrevolution
phase difference (Fig. 5 ) .
A summingamplifiercombinestheoptimizationdevice
output signals with those coming from the air-flow metering I "=
I

7 ~

device(Fig. l), to form the main injectiondeviceinput
signals.
Thesynchronismacquiringandinterfacenetworks
diagrammed in Fig. 7.
I
Fig. 6. Flowchart of the optimizatioa device (SI = cycle syncrwism signal,
FV = A / F ratio variation step, AK = AiF ratio cmrcctivc term).
are
TERRENI AND GENTILI: S P A R K - I G N I T E D ENGINES 35
OPTIMIZATIONDEVICE
HALL EFFECT SENSODS SVNCHRONISS
1-STCYLINDER
Z-NO CYLINDER DEVICE M I N INJECTION
3-RD CYLINDER SYNCHRONISKS
4-THCYLINDER

II 7OPTIWIUTION
DEVICE

4-TH 6 2-NOCYLINDER
INJECTORS

t.1AIN INJECTION
M V I C E OUTPUT
. 4

FRW ME
A I R FLCU
ETER

TO THE W I N INJECTION
A/FRATIO CORRECTION
DEVICE
TERMFROMTHE
OPTIMIZATIONDEVICE
1OK
Fig. 7. Synchronism acquiring and interface network.

V. EXPERIMENTAL TABLE I
ERROR PERCENTAGE DUE TO THE SPREADING OF N,F, I AND P
The injection system has been tested on a FIAT 132/2000
engine, set on a dynamometric bench.
Average N F I P P
Tobeginwith,anumber of testsweremadetomerely over
error X error X error X error % error %
measurethespreadings of inputquantities N , F, and I , in (A = 0) (I3 = 1)
order to compute the effects of such spreadings on perform- 1 cycle 0.6 1.4 0.2 1.9 1.6
2 cycles 0.42 0.9 0.1 0.81 0.72
ance indices. During these tests, the optimization devicewas 4 cycles 0.41 0.53 0.1 0.62 0.61
kept inactive in order not to change the A/F ratio, as engine
working conditions had to be kept constant. Test results are
shown in Table I. The necessary accuracy (error less than 1
percent, as seen above) in the determination of performance
indices is obtained by averaging over at least four cycles. r/min. In both cases the optimizationsare quickly obtainedand
Afterwards,theoptimizationperformingabilityofthe the system shows good stability.
system was verified by means of several tests. Examplesof the As regardsengineoutputandspecificfuelconsumption,
results obtained are given in Figs. 8 and 9, which show the testresultsarereportedinTable II. Performanceindex
A/F ratiocorrectivetermbehavior whentheperformance computation was again averaged over eight cycles. These tests
index is suddenly changed. Fig.8 refers to an engine speed of permit a comparisonbetween the differente f f w obtained by
2000 r/min: starting from a null value of the correctiveterm, using work or efficiency as performance indices.
the A/F ratio is optimized taking first the work produced and A comparison of the test results show that a decrease of
then engine efficiency as performance indices. Performance specific fuel consumption rangingbetween 6.8 and 15 percent
index computationis averaged over eight cycles.Fig. 9 differs isreachedwhenpassingfromtheformertothelatter
from Fig. 8 only insofaras it refers to an engine s p e e d of 3500 performance index.
36 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY,VOL. VT-35, NO. 1, FEBRUARY 1986

Fig. 9. Trend of tbe A/F ratio corndive term; 3500 r/min engine speed.
 AND GENTILI: SPARK-IGNITED ENGINES 37

TABLE lI
EXPERIMENTAL RESULTS
- -
Performance Throttle Engine Toque Engine Specific Fuel
index
consumption position
output speed
(r.p.rn.) (N.m) (kW) (g/kWh)

Work Fully open 2,000 132.0 27.6 285

Efficiency Fully open 2,000 120.5 25.2 270
Work Partly open 2,000 299
120.5 25.2
Work Partly open 2,000 46 .a 9.8 424
Efficiecy Partly open 2.000 46.8 9.8 395
Work Fully open 3,500 150.4 55.1 297
Efficiency Fully open 3.500 125.1 45.8 266
Work Partly open 3,500 125.1 45 .a 31 6
Work Partly open 3,500 59.7 21.9 384
Efficiency Partly open 3,500 59.7 21.9 342

VI. CONCLUSION where J ' representstheinertialmoment,reducedtothe

A new self-adaptive electronic injection system has been
described in theform of an experimental prototypetested on a
FIAT 132/2000 engine.
Test results show the validityof the proposed solution, even
when, as in thepresent case, astandardanalogicunitis
utilized as the main injectiondevice.Amemory-mapped
digitalmain unit wouldmake itpossibleto obtain better
results, as interfacing problems would be reduced. Besides,
the memory of such a unitcould be renewedbythe
optimization device on the basis of a suitable learning
strategy.
APPENDIX
Thevariationinthekineticenergystoredin the inertial 1 0 . Since engine cycles, with the same A/F ratio, have the
masses of the engine during the nth cycle is
crankshaft, of the reciprocating and rotative masses before the
.torquemetricjoint at the beginning and at the of endthe cycle;
atthesameinstants w and w ," are theengine speeds,
respectively.
Actually, insteadof w and w ," , only cycle averagespeed w
is known, so that Encan be evaluated only approximately. For
this evaluation the inertial moment of the systemis supposed to
be constantand equal toitsaveragevalue 1,andengine
acceleration is assumed to be invariable during a cycle and
changebetweenconsecutivecyclesonlywhenA/Fratiois
changed. With these hypotheses, engine speed varies accord-
ing to a piecewise linear law qualitatively representedin Fig.
same E,, E, may be computed onlyfor those cycles follow an
A/F variation.
ReferringtoFig. 1 0 , let 4 - 2 and 3,-1 be theaverage
38 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY,VOL. VT-35, NO. 1, FEBRUARY 1986

A/F ratio. and

S D e e d s Of tW0 Consecutive cycles. with the same [5] “Technische Untemchtung Benzineinspritzung D- und L-Jetronic,”
‘fIbe the average p
e
‘e
d ‘Of the fouOwing
According to simplegeometricconsiderations,theinitial
Robert Bosch GmbH, Stuttgart, 1975.
[6] W. J . Fleming, “Autom&ve torque measurement:summaryA
seven different methods,” ZEEE Trans. Veh. Technol., vol. VT-31,
of

speed of cycle n turns out to be p ~ 117-124,

. AUg. 1982.
[I P. Terreni and R. Gentili, “Metodo per ottimizvve il rapport0
P,-2-3,-1 combustibile-aria mediante retroazione, su motori ad iniezione elet-
w,‘=3,-1-Gn-2 * - (14) tronica e A.C.,” ATA, Gennaio 1981.
w,-1+on-2
and its final speed is
=2ij,-w,‘.
0,” (15) Pierangelo Temni was born in S. Miniato, pisa,
Italy, in 1 w 8 . He received the degree in electronic
Therefore, the variation in the kinetic energy stored in the engineering from the University of Pisa in 1974.
In 1975 he joined the Istituto di Elettronica e
inertial masses during the cycle n turns out to be Telecomunicazioniof the University of Pisa, where
he holds the position of Associi Professor. His
wi2-0n I 2 research interests are mainly in the field of linear
E,=] = 2.7 and digital electronic systems, computer aided
2 network analysis, and automatic measurament sys-
tem.

Introducingtheconstant m and consideringthat N is Roberto Geatili was born in Pisa, Italy. He

inversely proportional to w , expression (16) leads to (2).
REFERENCES
[l] T.W.Evernham and D. G. Guetersloh, ‘“ISAR-The microproces-
sor controlled ignition system,” S A E paper 780666.
[2] I. Gorille, “DigitaJ engine control for European cars,” S A E paper
800165.
[3] J. W. Hoard and R. D. Berry, “New state-of-the-artin engine
control,” S A E paper 810061.
[4] I. G l k r and J . - D . Powell, “Optimal closed-loop spark control of an
automotive engine,” S A E paper 810058.
received the degree in mechanical engineering from
the University of Pisa in 1974.
In 1974 and 1975 he worked with the Istituto di
M u h i n e of the University of Pisa. From 1975 to
1977 he was with the Istituto di Ingegneria Mec-
canica of the University of Florence. From 1978 to
1981 he worked with the “Istituto di Meccanica
Applicata e Costruzione di Macchine” of the
University of Pisa. In 1981 he joined the Diparti-
mento di Energetica of the same University, where
he is working as researcher. His &ch interests are mainlyin internal
combustion engines.