US3750636A - Apparatus for the control of fuel injection for an internal combustion engine - Google Patents
Apparatus for the control of fuel injection for an internal combustion engine Download PDFInfo
- Publication number
- US3750636A US3750636A US00213267A US3750636DA US3750636A US 3750636 A US3750636 A US 3750636A US 00213267 A US00213267 A US 00213267A US 3750636D A US3750636D A US 3750636DA US 3750636 A US3750636 A US 3750636A
- Authority
- US
- United States
- Prior art keywords
- negative pressure
- pressure chamber
- fuel injection
- engine
- throttle valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
- F02D2700/02—Controlling by changing the air or fuel supply
- F02D2700/0217—Controlling by changing the air or fuel supply for mixture compressing engines using liquid fuel
- F02D2700/0261—Control of the fuel supply
- F02D2700/0266—Control of the fuel supply for engines with fuel injection
Definitions
- An object of the invention is toprov ide control apparatus for a fuel injection type internal combustion engine by whichthe amount of fuel injection can be made dependent on engine speed after the throttle has been opened wide.
- the second governor is connected to the suction inlet of the engine via a passageway containing a valve which is opened when the throttle valve is opened wide. Thereupon, the second governor can override the action of the first governor on the fuel injection pump so that the amount of fuel delivered to the engine will be made responsive to engine speed.
- FIGURE of the drawing is a longitudinal sectional view through apparatus according to this invention.
- a control casing I is divided at one side into first and second negative pressure chambers 4, 5 by diaphragms 2. 3, and the first negative pressure chamber 4 is in communication through a boost pipe 6 with the interior of a suction pipe 7 of an internal combustion engine E. Hence, the interior of the first negative pressure chamber 4 is subjected to the negative pressure produced behind a throttle valve 8 in suction pipe 7.
- a branch pipe 9 diverges from the middle portion of the boost pipe 6 and is in communication with the second negative pressure chamber 5.
- the branch pipe 9 is provided with a valve 10 for opening and closing the branch pipe 9.
- a valve body 12 of valve 10 is positioned to be operated by a cam 13, mounted on a shaft coaxial with and rigidly coupled to a rotating shaft 8' integral with the throttle valve 8', so that the valve 10 is opened at the timeof full opening of the throttle valve 8.
- the interior of the valve 10 is in communica tion with atmospheric air through a throttle 11.
- a first governor spring 14 is mounted under stress within the first negative pressure chamber 4, so that this first governor spring 14 serves to urge the diaphragm 2 to the right in the drawing against the action of the suction negative pressure force which is produced within the first negative pressure chamber 4.
- a second governor spring 14 is mounted under stress within the second negative pressure chamber 15, so
- a shaft l6,rotated by the operation of the engine E, is supported by the casing I, and a control cam 17 for operating a fuel injection pump P is mounted on the periphery of rotating shaft 16 so as to slidable in the axial direction.
- the control cam 17 is coupled with a pin 19 passing through slits 18 in the rotating shaft 16, so that the cam 17 can be rotated togetherwith the rotating shaft 16 within the range of the length of vthe slits 18.
- a sliding member 21 is coupled with the pin 19' and is mounted within a hollow portion 20 of the rotating shaft 16.
- the outer end of sliding member 21' faces an end surface of a first actuator or governor shaft 22 connected to the diaphragm 2 and it also faces an end portion of a second actuator or governor shaft 23 connected to the diaphragm and mounted slidably on the first governorshaft 22.
- a spring 24 is mounted in the hollow portion 20 to urge the control cam 17 to the left, that is, in a direction to decrease-the amount of fuel injected.
- a plunger 25 of the fuel injection pump P is mounted in the control casing I so as to be movable up and down, and the lower end of plunger 25 is in pressure contact with the cam surface of the control cam 17 by the action of a return spring 26.
- the inlet side of the fuel injection pump P is connected to a feed pump 28 connected to afuel tank 27, and the outlet side of the fuel injection pump 'P is connected to a fuel injection nozzle 29 projecting into the suction pipe 7.
- the amount of fuel injection after the throttle valve has been opened wide can be controlled in accordance with engine speed.
- the cam 13 is rotated therewith and opens the valve whereby the interior of the second negative pressure chamber 5 is placed into communication with the interior of the suction pipe 7.
- a fuel injection type internal combustion engine having a fuel injection pump with control means regulating the fuel delivery thereof to the engine in response to suction pressure in a first negative pressure chamber connected to a suction inlet leading to the engine and provided with a throttle valve
- governor means coupled to the control means to operate the fuel pump to increase fuel delivery upon increase of engine speed when the throttle valve is wide open, said governor means comprising a second negative pressure chamber coupled to said control means, a passageway connecting the second negative pressure chamber and the suction inlet, and valve means in said passageway for being opened when the throttle valve is wide open, and means connected to the valve means and the throttle valve to open said valve means when the throttle valve is wide open.
- control means comprises a displaceable control member, a first actuator coupled to the first negative pressure chamber and facing said control member to displace the same in accordance with the suction pressure in the first negative pressure chamber, and a second actuator facing said control member to displace the same in accordance with the suction pressure in the second negative pressure chamber.
- An improvement as claimed in claim 3 comprising displaceable diaphragms bounding each negative pressure chamber, the actuators being connected to respective diaphragms.
- An improvement as claimed in claim 5 comprising a stressed spring in each negative pressure chamber acting-on the respective diaphragms, the spring in the first chamber acting-on the associated diaphragm to displace the first actuator and the control memberin a direction to increase the amount of fuel delivery to the engine, the spring in the second chamber acting on the associated diaphragmto displace the second actuator and th e control member in a direction to decrease the amount of fuel delivery to the engine.
Abstract
Apparatus for the control of a fuel injection type internal combustion engine comprising a first negative pressure governor arranged to be operated by the negative pressure of the engine to control the amount of fuel injection of a fuel injection pump depending on the negative pressure force. A second negative pressure governor is arranged to operate the amount of fuel injection of the fuel injection pump to increase the amount of fuel injected according to increase in the engine speed after the throttle valve has been opened wide.
Description
United States Patent 1191 Okura Aug. 7, 1973 [5 1 APPARATUS FOR THE CONTROL OF FUEL 3,494,337 2/1970 Alderson 123/140 MP NJECTION FOR AN INTERNAL 3,077,873 2/1963 Parks et a1... 123/140 MP 3,435,813 4/1969 Wagner 123/140 MP COMBUSTION ENGINE v 3,670,710 6/1972 Date 123/140 MP [75] Inventor; Takao ()kura, Oi-machi, Japan 2,562,656 7/1951 Blakeslee 123/140 MP [73] Assignee: Honda Giken Kogyo Kabushiki Prim y x min r-La r n M- Go dridge Kaisha, Tokyo, Japan M Assistant E2rqminer-ort Flint I [22] Filedz- Dec 29, 1971 Attorney-Eric H. Waters, John G. Schwartz et a1.
[21] Appl. No.: 213,267 I [57] ABSTRACT Apparatus for the control of a fuel injection type inter- [30] Foreign Application Priority Data nal combustion engine comprising a first negative pres- Dec. 31, 1970 Japan 45/123276 Sure governor arranged be Operated y the negative pressure of the engine to control the amount of fuel in- 52 us. 01. 123/140 MP, 123/140 MC, 123/139 Aw j of a fuel i P p depending on h 3 -511 1m. (:1. F02rl 11/08, F02d 1/06 We Pressure force- A Second negative Pressure gover- [58] Field 6: Search 123/140 MC, 140 MP, nor is arranged to Operate the amvum of fuel'injeclion 123,139 w of the fuel injectionpump to increase the amount of fuel injected according to increase in the engine speed [5 R fer n Cited after the throttle valve has been opened wide.
UNITED STATES PATENTS 7 Claims, 1 Drawing Figure 2,569,664 10/1951 Gewinner 123/140 MC APPARATUS FOR THE CONTROL OF FUEL INJECTION FOR AN INTERNAL COMBUSTION ENGINE BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates to control apparatus in a fuel injection type internal combustion engine wherein the amount of fuel injection is controlled by negative pressure in a suction pipe.
2. Prior Art In a conventional fuel injection type internal combustion engine wherein the fuel injection is controlled by governing the operation of a fuel injection pump-by a negative pressure governor utilizing a suction pipe negative pressure, it is characteristic that, whenthe engine is operated at high speed after the throttle valve is opened wide, the amount of fuel injection is reduced, despite an increased suction efficiency, by apulsation effect or an inertia effect of the suction air. In fact, the negative pressure governor is operated in a direction to decrease the amount of fuel injection because thenegative pressure within the suction pipe is increased. Consequently, there is brought about the disadvantage that the air-fuel ratio at high speed engine operation is too lean causing poor engine operation.
SUMMARY OF THE INVENTION An object of the invention is toprov ide control apparatus for a fuel injection type internal combustion engine by whichthe amount of fuel injection can be made dependent on engine speed after the throttle has been opened wide.
In accordance with the invention, after the throttle valve has been opened wide, the fuel injection pump is controlled by a second governor operated in accordance with engine speed.
The second governor is connected to the suction inlet of the engine via a passageway containing a valve which is opened when the throttle valve is opened wide. Thereupon, the second governor can override the action of the first governor on the fuel injection pump so that the amount of fuel delivered to the engine will be made responsive to engine speed.
BRIEF DESCRIPTION OF THE DRAWING The sole FIGURE of the drawing is a longitudinal sectional view through apparatus according to this invention.
DETAILED DESCRIPTION A control casing I is divided at one side into first and second negative pressure chambers 4, 5 by diaphragms 2. 3, and the first negative pressure chamber 4 is in communication through a boost pipe 6 with the interior of a suction pipe 7 of an internal combustion engine E. Hence, the interior of the first negative pressure chamber 4 is subjected to the negative pressure produced behind a throttle valve 8 in suction pipe 7.
A branch pipe 9 diverges from the middle portion of the boost pipe 6 and is in communication with the second negative pressure chamber 5. The branch pipe 9 is provided with a valve 10 for opening and closing the branch pipe 9. A valve body 12 of valve 10 is positioned to be operated by a cam 13, mounted on a shaft coaxial with and rigidly coupled to a rotating shaft 8' integral with the throttle valve 8', so that the valve 10 is opened at the timeof full opening of the throttle valve 8. The interior of the valve 10 is in communica tion with atmospheric air through a throttle 11.
A first governor spring 14 is mounted under stress within the first negative pressure chamber 4, so that this first governor spring 14 serves to urge the diaphragm 2 to the right in the drawing against the action of the suction negative pressure force which is produced within the first negative pressure chamber 4. A second governor spring 14 is mounted under stress within the second negative pressure chamber 15, so
.that this second governor spring 15 serves to urge the v diaphragm 3 to the left in the drawing.
A shaft l6,rotated by the operation of the engine E, is supported by the casing I, and a control cam 17 for operating a fuel injection pump P is mounted on the periphery of rotating shaft 16 so as to slidable in the axial direction. The control cam 17 is coupled with a pin 19 passing through slits 18 in the rotating shaft 16, so that the cam 17 can be rotated togetherwith the rotating shaft 16 within the range of the length of vthe slits 18.
A sliding member 21 is coupled with the pin 19' and is mounted within a hollow portion 20 of the rotating shaft 16. The outer end of sliding member 21' faces an end surface of a first actuator or governor shaft 22 connected to the diaphragm 2 and it also faces an end portion of a second actuator or governor shaft 23 connected to the diaphragm and mounted slidably on the first governorshaft 22. A spring 24 is mounted in the hollow portion 20 to urge the control cam 17 to the left, that is, in a direction to decrease-the amount of fuel injected.
A plunger 25 of the fuel injection pump P is mounted in the control casing I so as to be movable up and down, and the lower end of plunger 25 is in pressure contact with the cam surface of the control cam 17 by the action of a return spring 26.
The inlet side of the fuel injection pump P is connected to a feed pump 28 connected to afuel tank 27, and the outlet side of the fuel injection pump 'P is connected to a fuel injection nozzle 29 projecting into the suction pipe 7.
If the engine E is now operated and a negative pressure is generated within the suction pipe 7, this negative pressure acts on the interior of the first negative pressure chamber 4 through the boost pipe 6. If the negative pressure force within the chamber 4 is increased, the diaphragm 2 is drawn thereby against the resilient force of the first governor spring 14 and accordingly the first governor shaft 22 is moved to the left, so that the control cam 17 is moved to the left, that is, in the direction of decreasing fuel injection amount by the resilient force of the spring 24. The stroke of the plunger 25 produced by the rotation of the rotating shaft 16 becomes smaller and consequently the amount of fuel injection by the fuel pump P is decreased, and thus the decrease in the amount of fuel injection is in proportion to the decrease in the amount of suction air in the suction pipe 7. If the negative pressure within the suction pipe 7 is decreased, the diaphragm 2 is moved to the right by the action of the first governor spring 14, and the control cam 17 is moved to the right by the first governor shaft 22, so that the stroke of the plunger 25 becomes larger and consequently the amount of fuel injection is increased. Thus an increase in the amount of fuel injection in proportion to an increase in the amount of suction air in the suction pipe 7 is obtained.
Since, during the foregoing operation, the valve 10 is kept closed until the throttle valve 8 is fully opened, the second negative pressure chamber 5 is not subjected to the negative pressure within the suction pipe: 7.
When the engine is operated at high speed under full open condition of the throttle valve 8, the amount of suction air is increased but the negative pressure within the suction pipe 7 is increased and the fuel injection pump P is operated in the direction of decreasing fuel injection, which brings about the tendency that the amount of fuel supply does not satisfy the fuel requirement of the engine.
it is contemplated by this invention that, for overcoming such tendency, the amount of fuel injection after the throttle valve has been opened wide can be controlled in accordance with engine speed. Thus, when the throttle valve 8 is fully opened, the cam 13 is rotated therewith and opens the valve whereby the interior of the second negative pressure chamber 5 is placed into communication with the interior of the suction pipe 7.
Accordingly, under the full open condition of the throttle valve 8, the suction negative pressure force which is increased with increase in the engine speed acts on the interior of the second negative pressure chamber 5 so as to move the diaphragm 3 to the right against the resilient force of the second governor spring 15, and thereby the control cam 17 is moved, through the second governor shaft 23, to the right, that is, in the direction to increase the amount of fuel injection.
Thus, the shortage of fuel upon increase in engine speed is obviated. If the engine speed is lowered, the negative pressure within the negative pressure chamber 5 is decreased, so that the diaphragm 3 is moved to the left, that is, in the direction to decrease the amount of tion is increased even when the suction pressure is increased. Thisobviates the tendency to decrease the amount of fuel injection caused by increase of the suction negative pressure at the time of high speed engine operation when the throttle valve is wide open as in conventionalne'gative pressure governor type control apparatus-Thus, proper fuel injection satisfying the fuel requirement at the time of high speed operation can be effected.
What is claimed is:
1. In a fuel injection type internal combustion engine having a fuel injection pump with control means regulating the fuel delivery thereof to the engine in response to suction pressure in a first negative pressure chamber connected to a suction inlet leading to the engine and provided with a throttle valve, an improvement comprising governor means coupled to the control means to operate the fuel pump to increase fuel delivery upon increase of engine speed when the throttle valve is wide open, said governor means comprising a second negative pressure chamber coupled to said control means, a passageway connecting the second negative pressure chamber and the suction inlet, and valve means in said passageway for being opened when the throttle valve is wide open, and means connected to the valve means and the throttle valve to open said valve means when the throttle valve is wide open.
2. An improvement as claimed in claim 1 wherein said governor means is coupled to the control means to override the effect of the suction pressure in the first negative pressure chamber when the throttle valve is wide open. I
3. An improvement as claimed in claim 1 wherein said control means comprises a displaceable control member, a first actuator coupled to the first negative pressure chamber and facing said control member to displace the same in accordance with the suction pressure in the first negative pressure chamber, and a second actuator facing said control member to displace the same in accordance with the suction pressure in the second negative pressure chamber.
4; An improvement as claimed in claim 3 wherein the second actuator is slidable on the first actuator.
5. An improvement as claimed in claim 3 comprising displaceable diaphragms bounding each negative pressure chamber, the actuators being connected to respective diaphragms.
6. An improvement as claimed in claim 5 comprising a stressed spring in each negative pressure chamber acting-on the respective diaphragms, the spring in the first chamber acting-on the associated diaphragm to displace the first actuator and the control memberin a direction to increase the amount of fuel delivery to the engine, the spring in the second chamber acting on the associated diaphragmto displace the second actuator and th e control member in a direction to decrease the amount of fuel delivery to the engine.
7. An improvement as claimed in claim 3 wherein the actuators and suction pressure chambers are'arranged so that application of suction pressure in the first and second chambers tends to displace the control member in respectively opposite directions.
i t i i it
Claims (7)
1. In a fuel injection type internal combustion engine having a fuel injection pump with control means regulating the fuel delivery thereof to the engine in response to suction pressure in a first negative pressure chamber connected to a suction inlet leading to the engine and provided with a throttle valve, an improvement comprising governor means coupled to the control means to operate the fuel pump to increase fuel delivery upon increase of engine speed when the throttle valve is wide open, said governor means comprising a second negative pressure chamber coupled to said control means, a passageway connecting the second negative pressure chamber and the suction inlet, and valve means in said passageway for being opened when the throttle valve is wide open, and means connected to the valve means and the throttle valve to open said valve means when the throttle valve is wide open.
2. An improvement as claimed in claim 1 wherein said governor means is coupled to the control means to override the effect of the suction pressure in the first negative pressure chamber when the throttle valve is wide open.
3. An improvement as claimed in claim 1 wherein said control means comprises a displaceable control member, a first actuator coupled to the first negative pressure chamber and facing said control member to displace the same in accordance with the suction pressure in the first negative pressure chamber, and a second actuator facing said control member to displace the same in accoRdance with the suction pressure in the second negative pressure chamber.
4. An improvement as claimed in claim 3 wherein the second actuator is slidable on the first actuator.
5. An improvement as claimed in claim 3 comprising displaceable diaphragms bounding each negative pressure chamber, the actuators being connected to respective diaphragms.
6. An improvement as claimed in claim 5 comprising a stressed spring in each negative pressure chamber acting on the respective diaphragms, the spring in the first chamber acting on the associated diaphragm to displace the first actuator and the control member in a direction to increase the amount of fuel delivery to the engine, the spring in the second chamber acting on the associated diaphragm to displace the second actuator and the control member in a direction to decrease the amount of fuel delivery to the engine.
7. An improvement as claimed in claim 3 wherein the actuators and suction pressure chambers are arranged so that application of suction pressure in the first and second chambers tends to displace the control member in respectively opposite directions.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP45123276A JPS5014688B1 (en) | 1970-12-31 | 1970-12-31 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| US3750636A true US3750636A (en) | 1973-08-07 |
Family
ID=14856547
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| US00213267A Expired - Lifetime US3750636A (en) | 1970-12-31 | 1971-12-29 | Apparatus for the control of fuel injection for an internal combustion engine |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US3750636A (en) |
| JP (1) | JPS5014688B1 (en) |
| AU (1) | AU463571B2 (en) |
| CA (1) | CA945853A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4090487A (en) * | 1975-10-07 | 1978-05-23 | Robert Bosch Gmbh | Fuel injection system |
| US4165348A (en) * | 1976-08-26 | 1979-08-21 | Chiyoda Chemical Engineering And Construction Company Ltd. | Apparatus for fuel supply to spark ignition type internal combustion engine |
| US4534329A (en) * | 1982-11-11 | 1985-08-13 | Fiat Auto S.P.A. | Supply system for super charged diesel engines |
| US20030111062A1 (en) * | 2001-12-13 | 2003-06-19 | Brandenburg Billy J. | Pressure actuated fuel vent closure and fuel shutoff apparatus |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6118947U (en) * | 1984-07-10 | 1986-02-03 | 章宏 上田 | portable generator |
| JPS61104239U (en) * | 1984-12-14 | 1986-07-02 |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2562656A (en) * | 1946-03-26 | 1951-07-31 | Max L Blakeslee | Fuel system for internal-combustion engines |
| US2569664A (en) * | 1947-11-05 | 1951-10-02 | American Bosch Corp | Combined mechanical and pneumatic governor |
| US3077873A (en) * | 1961-08-04 | 1963-02-19 | Caterpillar Tractor Co | Pressure actuated fuel control for supercharged engines |
| US3435813A (en) * | 1967-10-09 | 1969-04-01 | Caterpillar Tractor Co | Engine safety controls |
| US3494337A (en) * | 1968-06-24 | 1970-02-10 | Borg Warner | Intake manifold pressure responsive fuel injection system |
| US3670710A (en) * | 1970-05-21 | 1972-06-20 | Honda Motor Co Ltd | Apparatus and methods for controlling the amount of fuel injected into an internal combustion engine |
-
1970
- 1970-12-31 JP JP45123276A patent/JPS5014688B1/ja active Pending
-
1971
- 1971-12-13 AU AU36789/71A patent/AU463571B2/en not_active Expired
- 1971-12-29 US US00213267A patent/US3750636A/en not_active Expired - Lifetime
- 1971-12-31 CA CA131,508A patent/CA945853A/en not_active Expired
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2562656A (en) * | 1946-03-26 | 1951-07-31 | Max L Blakeslee | Fuel system for internal-combustion engines |
| US2569664A (en) * | 1947-11-05 | 1951-10-02 | American Bosch Corp | Combined mechanical and pneumatic governor |
| US3077873A (en) * | 1961-08-04 | 1963-02-19 | Caterpillar Tractor Co | Pressure actuated fuel control for supercharged engines |
| US3435813A (en) * | 1967-10-09 | 1969-04-01 | Caterpillar Tractor Co | Engine safety controls |
| US3494337A (en) * | 1968-06-24 | 1970-02-10 | Borg Warner | Intake manifold pressure responsive fuel injection system |
| US3670710A (en) * | 1970-05-21 | 1972-06-20 | Honda Motor Co Ltd | Apparatus and methods for controlling the amount of fuel injected into an internal combustion engine |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4090487A (en) * | 1975-10-07 | 1978-05-23 | Robert Bosch Gmbh | Fuel injection system |
| US4165348A (en) * | 1976-08-26 | 1979-08-21 | Chiyoda Chemical Engineering And Construction Company Ltd. | Apparatus for fuel supply to spark ignition type internal combustion engine |
| US4534329A (en) * | 1982-11-11 | 1985-08-13 | Fiat Auto S.P.A. | Supply system for super charged diesel engines |
| US20030111062A1 (en) * | 2001-12-13 | 2003-06-19 | Brandenburg Billy J. | Pressure actuated fuel vent closure and fuel shutoff apparatus |
| US7069915B2 (en) * | 2001-12-13 | 2006-07-04 | Briggs & Stratton Corporation | Pressure actuated fuel vent closure and fuel shutoff apparatus |
Also Published As
| Publication number | Publication date |
|---|---|
| CA945853A (en) | 1974-04-23 |
| JPS5014688B1 (en) | 1975-05-29 |
| AU3678971A (en) | 1973-06-14 |
| AU463571B2 (en) | 1975-07-31 |
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