System and apparatus to improve atomization of injected fuel

A fuel metering and injection system is shown having air nozzles communicating with a source of air and effective for directing a flow of air as to impinge upon the flow of fuel as has been metered and injected into the induction system of an associated engine.

FIELD OF INVENTION 
This invention relates generally to fuel injection systems for combustion 
engines, and more particularly to means for improving the atomization of 
the fuel being injected. 
BACKGROUND OF THE INVENTION 
The automotive industry has over the years continually exerted efforts to 
improve both the fuel economy and the operating performance of automotive 
engines. 
The trend has been, and continues to be, to employ various forms of fuel 
injection apparatus in order to be able to meter the rate of fuel flow to 
the associated engine with an accuracy greater than that attainable as by, 
for example, carburetor structures. 
Prior art fuel injection systems may be grouped, broadly, into two 
categories. That is, a first of such categories would comprise those 
systems wherein the fuel injector (or injectors) inject metered fuel into 
the induction passage means of a throttle body structure from where the 
resulting fuel-air mixture flows to be divided among a plurality of 
branches or runners of a downstream-situated induction or intake manifold 
and ultimately delivered to and discharged in close proximity to the 
respective intake valve means of the plurality of engine cylinders. This 
first category at times experiences difficulties in that because of 
design, packaging and/or manufacturing tolerances employed in the 
production of intake manifolds, for example, the flow characteristics of 
all of the branches or runners of the intake manifold are not identical. 
This, in turn, results in certain of the engine cylinders experiencing 
fuel "starvation" and, generally, the manner of correcting such fuel 
"starvation" is to increase the total rate of metered fuel to the engine 
so that no engine cylinder experiences any fuel "starvation". However, by 
employing such a corrective approach other engine cylinders, of necessity, 
are provided with an overly rich (in terms of fuel) fuel-air mixture 
which, of course, means that the potential maximum fuel economy of the 
engine is not being attained. 
The second category would comprise those systems wherein respective ones of 
a plurality of fuel injector assemblies are situated so as to discharge 
metered fuel in close proximity to respective intake valve means of the 
corresponding engine cylinders thereby providing greater assurance that 
each engine cylinder will be supplied with the required rate of metered 
fuel flow especially since such metered fuel does not have to flow through 
the effective length of the intake manifold runners and thereby possibly 
be deleteriously affected thereby. 
However, both of such categories continue to experience the problem of 
obtaining a desired or optimum degree of metered fuel atomization. 
Generally, the greater the atomization of fuel, the better the combustion 
process will be within the engine cylinder which, in turn, will provide 
always desired better engine performance, reduced engine exhaust emissions 
and increased engine fuel economy. 
Accordingly, the invention as herein disclosed and described is directed 
primarily to improving the atomization of injected fuel as well as to the 
solution of other related and 
SUMMARY OF THE INVENTION 
In one aspect to the invention, apparatus for supplying rates of metered 
fuel flow to an associated engine, comprises one or more (usually fewer 
than the number of engine cylinders) fuel injector means for metering the 
rate of fuel flow to induction passage means of said engine, and air 
nozzle means, said air nozzle means being effective to direct a stream of 
air to impinge upon said fuel flow as has been metered by said one or more 
fuel injector means to thereby atomize said metered fuel flow, and wherein 
said air and said atomized metered fuel flow thereafter both flow to a 
combustion chamber of said engine. 
In another aspect of the invention, apparatus for supplying rates of 
metered fuel flow to an associated engine having a plurality of cylinders 
or combustion chambers, comprises a plurality of fuel injector means 
wherein the number of said fuel injector means is equal to the number of 
said combustion chambers, and a plurality of air nozzle means wherein the 
number of said air nozzle means is equal to the number of said plurality 
of fuel injector means, wherein each of said plurality of fuel injector 
means is effective for metering the rate of fuel flow to a respective one 
of said plurality of combustion chambers, wherein each of said plurality 
of air nozzle means is associated with a respective one of said plurality 
of fuel injector means and is effective to direct a stream of air to 
impinge upon said fuel flow as has been metered by said associated 
respective one of said injector means to thereby atomize said metered fuel 
flow, and wherein said air and said atomized fuel flow both flow to a 
respective one of said combustion chambers associated with said respective 
one of said fuel injector means. 
Still another aspect of the invention comprises mounting such plurality of 
fuel injectors on a supporting structure, such as a fuel rail, which rail 
may also include, or have associated therewith, an air control device, 
such as a stepper motor that controls both by-pass idle air (in an engine 
having a throttle valve that completely closes the induction passage at 
idle so that air for engine idle is supplied through a controlled passage 
by-passing the closed throttle plate) and shrowding air (the air that 
impinges on the metered fuel from the injector for improved atomization). 
More specifically, the invention comprises means adapted to improve 
atomization of fuel emanating from the discharge of an electronically 
controlled fuel injection system. Basically, the invention contemplates 
use of the energy of by-pass air, controlled either by an idle air control 
circuit or a separate air pump, to accomplish a fuel atomization function. 
In one embodiment of the invention, air routed from the air cleaner is 
controlled by an air control assembly including a mechanically adjustable 
orifice and an electrically adjustable orifice (e.g. stepper motor). The 
airflow path leaving this assembly is routed to a fuel rail that contains 
a longitudinal passage which intersects an air annulus at each injector 
site, the annulus feeding air to an air distribution manifold which 
contains suitably sized apertures. The apertures are arranged so as to 
impinge the fuel spray, the impact of which causes the fuel droplets to be 
broken (atomized) into smaller droplets. This would have the effect of 
improving the further atomization of the fuel to improve the quality of 
the subsequent combustion. A further important advantage of this 
embodiment of the invention is that the cylinder-to-cylinder distribution 
of the by-pass air is much improved over systems that simply route all 
by-pass/air back into the intake manifold plenum upstream of the 
individual runners. 
The above embodiment uses the natural aspiration (manifold vacuum) of the 
engine to cause the air to flow. At low intake manifold pressures (as 
would be present at idle) the pressure drop between the air cleaner and 
the intake manifold would cause the air to flow. Normal idle air control 
can be obtained by controlling this impingement air. A mechanically set 
orifice would provide a set minimum air flow. The electronically 
controlled orifice would be controlled by the ECU to obtain the proper 
idle speed. 
Of course, the use of natural aspiration described above would provide 
progressively less impingement air as the load (manifold pressure) of the 
engine increases. In another embodiment of the invention, which would 
overcome such a limitation of this device, impingement air is delivered to 
the fuel rail by an air pump, which would allow for the impingement air to 
be delivered under all engine operating conditions, independently of the 
intake manifold pressure. 
An internal combustion engine requires a certain amount (mass) of air to 
sustain idle, which is normally achieved by providing a variable, 
electronically-controlled orifice having its inlet in the throttle body 
and its outlet on the engine bottom side of the throttle valve in the 
manifold or throttle body. It is important to note that the air which 
sustains idle is currently simply routed back into the induction system 
where it eventually gets drawn into the individual cylinders. 
This invention contemplates that a major benefit in fuel preparation can be 
achieved by strategically routing the idle air so that it impinges the 
fuel as it exits the fuel injector(s) so that the kinetic energy of the 
air will further atomize the fuel, resulting in better idle quality, 
emissions and combustion. 
A further packaging advantage enabled by this invention is that the 
variable orifice (usually a stepper motor device) can be part of the fuel 
rail assembly, for example. 
These and various other general and specific objects, aspects and 
advantages of the invention will become apparent when reference is made to 
the following detailed description considered in conjunction with the 
accompanying drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
Referring now in greater detail to the drawings, FIG. 1 illustrates a 
throttle body assembly 10 having a lower body means 12 and an upper body 
means 14 through which is formed suitable induction passage means 16 
having an inlet end 18 and a discharge end 20. The lower body means 12 may 
be provided with a suitable flange 22 by which the assembly 10 is 
operatively secured to a cooperating intake or induction manifold 24 
having main induction passage means 26 which, in turn, communicates with a 
plurality of manifold runners or branches 28, 30, 32 and 34 respectively 
leading to the intake valve means of the respective cylinders of a 
combustion engine 36. 
Throttle valve means 38 situated within the induction passage means 16 and 
carried by throttle shaft means 40 is variably and selectively rotatably 
positionable within induction passage 16 as through suitable connecting or 
motion transmitting means 42 operatively interconnecting the throttle 
shaft 40 with the vehicle operator's foot-operated throttle pedal or lever 
44. 
A body portion 46, of upper body means 14, is depicted as extending 
somewhat into the induction passage 16 and serves as a mounting means for 
operatively holding a fuel injector assembly 48 therein. The lower portion 
of body portion 46 is generally open for the discharge of fuel from the 
injector assembly 48 and carries a generally annular or ring-like air 
discharge nozzle means 50. An annular passage 52 generally circumscribing 
the nozzle means 50 is illustrated as being formed in body portion 46. 
Further, a plurality of passage or conduit means are depicted as being 
formed in body portion 46. More particularly, a first passage or conduit 
54 is shown communicating with annular passage or conduit 52 while second 
and third passages or conduits 56 and 58 are each in communication with 
injector assembly 48. Conduit means 56 also communicates, as via conduit 
means 66 and 68 and pump means 70, with a fuel tank or reservoir 72. The 
pressure of the fuel supplied by pump 70 may be regulated as by pressure 
regulating means 74 in conduit means 80 communicating between conduit 
means 58 and the fuel tank or reservoir 72. 
Conduit means 54 also communicates with a suitable source of air 60 as 
through associated conduit or passage means 62 which may also comprise 
suitable fixed or variable restriction means 64. For throttle body 
injection, wherein one or more injectors discharge metered fuel into an 
induction passage above the throttle valve plate 38, as in FIG. 1, the air 
supply source 60 must be an active device, such as an air pump or 
compressor supplying air at super-atmospheric pressure, since there is not 
sufficient pressure differential between atmospheric pressure and the 
pressure above the throttle plate for purposes of the invention. 
The electrical terminal means 82 and 84 of the injector assembly 10 may be 
respectively electrically connected as via conductor means 86 and 88 to 
related electronic control means 90. 
The control means 90 may comprise, for example, suitable electronic logic 
type control and power output means effective to receive one or more 
parameter type input signals and in response thereto produce related 
outputs. For example, engine temperature responsive transducer means 92 
may provide a signal via transmission means 94 to control means 90 
indicative of the engine temperature; sensor means 96 may sense the 
relative oxygen content of the engine exhaust gases (as within engine 
exhaust conduit means 98) and provide a signal indicative thereof via 
transmission means 100 to control means 90; engine speed responsive 
transducer means 102 may provide a signal indicative of engine speed via 
transmission means 104 to control means 90; while engine load, as 
indicated for example by the position of the engine induction system 
throttle vale means 38, may provide a signal as via 
transducer-transmission means 106 operatively connected to the engine 
operator's foot-actuated throttle pedal lever 44 and to control means 90. 
A source of electrical potential 108 along with related switch means 110 
may be electrically connected as by conductor means 112 and 114 to control 
means 90. 
Suitable inlet air cleaner means may be operatively connected to the inlet 
of induction passage means as fragmentarily depicted at 115. 
Referring in greater detail to FIG. 2, the injector assembly 48 is 
illustrated as comprising housing means 116 which, in turn, comprises a 
lower generally tubular main body or housing portion 118 and an upper end 
closure 120 both of which are of magnetic material. The end closure member 
120 may be secured to the lower main body 118 as by a rolled-over portion 
122 of main body 118 pressed against a cooperating flange 124 of housing 
means closure member 120. 
As generally depicted, the housing means body portion 118 may be provided 
with an axially extending inner cylindrical surface 126 which may 
terminate as in an annular flange-like or shoulder surface 128. A 
counterbore or axially extending recess 130 is formed in the lower 
transverse wall portion 132 of housing body 118 as to form a shoulder 
surface 134. A stepped generally cylindrical valve seat member 136 is 
pressed into a bore 138 to the point where its stepped annular surface 
abuts against shoulder surface 134. 
The valve seat member 136 comprises a generally upwardly extending tubular 
wall having an inner cylindrical wall surface serving as an axial guide 
for an associated spherical valving member 140. A plurality of passages or 
orifices 142 formed through the tubular wall of member 136 enable fuel to 
flow therethrough. A generally concave valve seat 144 cooperates with 
valve member 140 to intermittently permit and terminate the flow of fuel 
from passages 142 to and through a metered fuel discharge passage 146. A 
nozzle-like insert 148, having a guide passage 150, may be pressed into 
valve seat member 136 as to assist in the direction of spray of the 
metered fuel exiting passage means 146. 
The external surface 152 of housing means 116 is also of a generally 
cylindrical configuration and, among other things, is provided with 
annular flange-like portions 154 and 156 which cooperate to define an 
annular recess effective for receiving and holding an O-ring seal 160. 
Housing means 116 is also preferably provided with a plurality of axially 
spaced circumscribing annular recesses 162 and 164 formed in the outer 
cylindrical surface thereof. A first plurality of generally radially 
directed angularly spaced apertures or passages, two of which are shown at 
166 and 168, are formed through housing body 118 and serve to complete 
communication as between annular recess 162 and the interior 170 of 
housing means 116. A second plurality of generally radially directed 
angularly spaced apertures or passages, two of which are shown at 172 and 
174, are formed through housing body 118 and serve to complete 
communication as between annular recess 164 and the interior 170 of 
housing or body means 116. 
A filter assembly 176 is illustrated as being comprises of a generally 
tubular body 178 of cylindrical configuration having its inner cylindrical 
surface 180 received at least closely against the outer surface of housing 
body 118. Preferably, the body 178 is comprised of nylon resin. 
The upper end (as viewed in FIG. 2) of filter body 178 is open as to 
permit, for example, the extension therethrough of the upper end of 
housing body 118 as well as the end member 120. Filter body 178 is also 
preferably provided with a plurality of axially spaced circumscribing 
annular recesses 182 and 184 formed in the outer cylindrical surface 
thereof thereby defining annular flange-like portions 186, 188 and 190. 
When received within related support structure, body portion 46, a first 
annular chamber or passage 192 is formed generally by recess 182, flanges 
186 and 188 and the interior of the support structure 46; similarly a 
second annular chamber or passage 194 is formed generally by recess 184, 
flanges 188 and 190 and the interior of the support structure 46. 
A first plurality of generally radially directed angularly spaced apertures 
or passages, two of which are shown at 196 and 198, are formed through 
filter body 178 and serve to complete communication as between annular 
passage 192 and annular recess or passage 162. A second plurality of 
generally radially directed angularly spaced apertures or passages, two of 
which are shown at 200 and 202, are formed through filter body 178 and 
serve to complete communication as between annular passage 194 and annular 
recess or passage 172. The plurality of passages, as typified by passages 
196 and 198, are respectively provided with filter screen means as 
typically respectively illustrated at 204 and 206 of passages 196 and 198. 
Similarly, the plurality of passages, as typified by passages 200 and 202, 
are respectively provided with filter screen means as typically 
respectively illustrated at 208 and 210 of passages 200 and 202. 
The upper end of filter assembly 176 terminates as at an upper annular 
surface 212 of flange 186 and is axially spaced from an upper situated 
dielectric end cover or retainer member 214 which is effective to retain 
the injector assembly 48 assembled to the support structure 46. An O-ring 
seal 216 is axially confined between surface 212 and retainer member 214 
and annularly compressed as between the outer cylindrical surface of 
housing end member 120 and the juxtaposed surface of support structure 46. 
A generally toroidal bobbin body 218 situated within housing body means 118 
contains an electrical coil 220 the respective electrical ends of which 
are electrically connected to upwardly extending pins or rods 222 and 224 
which, in turn, are received in contacting engagement within terminals 82 
and 84, respectively. The bobbin body 218 may be provided with a plurality 
of foot-like portions 226 which may be brought into engagement with the 
upper end of the tubular wall of valve seat member 136. 
A generally tubular pole piece 228, threadably engaged at its upper portion 
with the housing end member 120, extends downwardly into and within the 
radially inner wall of bobbin body 218 as to have its annular pole piece 
end face juxtaposed to and spaced from the upper annular surface of a 
first ring-like armature means 230 when the valve member 140 is seated 
against valve seating surface means 144. The threadable engagement of the 
pole piece 228 with end member 120 enables the axial adjustment of the 
pole piece 228 to obtain a selected gap between the pole piece end face 
and the upper annular surface or face of ring-like armature means 230 when 
the valve member 140 is seated. 
A guide pin 232, of preferably non-magnetic material, is slidably received 
within the core or pole piece 228 and carries, as at the lower end 
thereof, the ring-like armature means 230 for movement in unison 
therewith. The guide pin 232 is normally resiliently urged downwardly (as 
viewed in FIG. 2) against valve 140 (which also acts as an armature means) 
to urge valve 140 into seated engagement with valve seat means 144. 
A spring 234 received as within the bore of pole piece means 228 is axially 
contained between and against the guide pin 232 and one end of a spring 
adjuster screw 236 which is threadably engaged with pole piece means 228 
and suitably sealed as by 0-rings to prevent leakage therepast as is well 
known in the art. The purpose of such spring adjuster screw 236 is, of 
course, as is well known in the art, to attain the desired spring pre-load 
on guide pin 232 and valve 140. 
Referring to each of FIGS. 1, 2 and 3, the air nozzle means 50 is 
illustrated as comprising an annular or ring-like nozzle body 238 having 
an outer cylindrical surface 240 and an inner cylindrical surface 242. The 
nozzle body 238 is illustrated as being received and retained within a 
counterbore 244 formed in body portion 46, as by, for example, a press-fit 
between outer surface 240 and bore or recess 244. An upper annular surface 
246 of body 238 is shown seated against the transverse surface 248 of bore 
244 while a lower annular surface 250 of body 238 is depicted as being 
generally coplanar with the lower end of body or support structure 46. 
Although not so limited, in the preferred embodiment shown, a generally 
conical surface portion 252, in the order of 90.degree. included angle, 
serves to span the distance from inner cylindrical surface 242 to the 
lower annular surface 250. Further, as depicted in FIGS. 1 and 2, the 
inner cylindrical surface 242 may closely receive therein at least a 
portion of the downwardly depending end of injector body means 118. 
A plurality of nozzles or nozzle passages 254, 256, 258, 260, 262, 264, 266 
and 268 are formed through nozzle means body 238. In the embodiment 
depicted in FIG. 2, all of such nozzles 254-268 are formed as to be at the 
same angle, as for example 45.degree., with respect to the horizontal and 
perpendicular to the surface 252 as viewed in FIG. 2 and radial as viewed 
in FIG. 3. 
In the embodiment of FIG. 2, the pattern of air flow from nozzle 254 is 
depicted as being generally conical and as existing primarily between 
lines 254-a while the general central axis of such flow is depicted by 
line 254-c. Similarly, the pattern of air flow from nozzle 262 is depicted 
as being generally conical and as existing primarily between lines 262-a 
while the general central axis of such flow is depicted by line 262-c. 
Such air flow patterns may be considered as typical for all of such 
nozzles 256, 258, 260, 264, 266 and 268 shown in FIG. 3. Further, although 
other variations are contemplated, the respective central axes, 256-c, 
258-c, 260-c, 264-c, 266-c and 268-c, of such nozzles meet as at a point 
270 as depicted in both FIGS. 2 and 3. 
Further, referring primarily to FIG. 2, the spray pattern of the fuel being 
injected as depicted as being generally conical and as existing primarily 
between lines 150-f while the general central axis of such fuel spray is 
depicted by line 150-c. In this arrangement, it is contemplated that the 
axes of air flow and the axis of fuel spray would, substantially, 
intersect at point 270. 
Operation of the Apparatus of FIGS. 1, 2 and 3 
With particular reference to FIGS. 1 and 2, the fuel pump means 70 (which 
may be mounted internally of fuel tank 72) supplies fuel under 
superatmospheric pressure via conduit means 66 and 56 to annular chamber 
194 from where such fuel flows through the plurality of ports or passages 
200 and 202 (which may be only two of many), through the filter means 208 
and 210 and into annulus 164 of housing body means 118 from where, in 
turn, such fuel flows into the interior space 170 as via the plurality of 
ports or passages 172 and 174 (which also may be only two of many). Any 
excess fuel is returned to the fuel reservoir or tank 72 as via conduit 
means 58 communicating with annulus 192 and serially connected to suitable 
pressure regulating means 74 and return conduit means 80. Any fuel vapors 
which may occur within the assembly 48 flow out and return as to fuel tank 
72 as via conduit means 58 and 80. 
The fuel under superatmospheric pressure thusly provided to cavity or space 
170 of course also flows through the spaces between the plurality of legs 
226 and through the bore 130 and passages 142 as to generally surround the 
armature ball valve 140. As the armature valve 140 is moved upwardly off 
its cooperating seat 144, fuel passes between the opened valve 140 and 
seat 144 and into passage 146 from where it is discharged as via nozzle 
discharge passage means 150 into induction passage means 16. 
As depicted in FIG. 1, the terminal means 82 and 84 may be respectively 
electrically connected as via conductor means 86 and 88 to related 
electronic control means 90 and, as should already be apparent, the 
illustrated metering means 48 is of the duty-cycle type wherein the 
winding or coil means 220 is intermittently energized thereby causing, 
during such energization, armature valve member 140 to move in a direction 
away from valve seat 144. Consequently, the effective flow area of the 
flow orifice thusly cooperatively defined by the armature valve member 140 
and valve seat 144 can be variably and controllably determined by 
controlling the frequency and/or duration of the energization of coil 
means 220. 
The control means 90 may comprise, for example, suitable electronic logic 
type control and power output means effective to receive one or more 
parameter type input signals, as previously described, and in response 
thereto produce related outputs. The rate of metered fuel flow, in the 
embodiment disclosed, will be dependent upon the relative percentage of 
time, during an arbitrary cycle time or elapsed time, that the valve 
member 140 is relatively close to or seated against seat 144 as compared 
to the percentage of time that the valve member 140 is opened or away from 
the cooperating valve seat 144. 
This is dependent on the output to coil means 220 from control means 90 
which, in turn, is dependent on the various parameter signals received by 
the control means 90. For example, if the oxygen sensor and transducer 
means 96 senses the need of a further fuel enrichment in the motive fluid 
being supplied to the engine and transmits a signal reflective thereof to 
the control means 90, the control means 90, in turn, will require that the 
metering valve 140 be opened a greater percentage of time as to provide 
the necessary increased rate of metered fuel flow. Accordingly, it will be 
understood that given any selected parameters and/or indicia of engine 
operation and/or ambient conditions, the control means 90 will respond to 
the signals generated thereby and respond as by providing appropriate 
energization and de-energization of coil means 220 (causing corresponding 
movement of valve member 140) thereby achieving the then required metered 
rate of fuel flow to the engine 36 via induction passage means 16. 
More particularly, assuming that the coil means 220 is in its de-energized 
state, spring 234 will urge the guide pin 232 (which is axially slidable 
within core or pole piece means 228) downwardly causing the guide pin 232 
and armature means 230 to urge against the flatted surface of armature 
valve 140 and hold the valve 140 in a sealed seating engagement with seat 
means 144 thereby preventing fuel flow therepast into conduit 146. 
When coil means 220 becomes energized a magnetic flux is generated and such 
flux path includes armature valve 140, armature means 230 and core or pole 
piece means 228. As a consequence of such flux field, armature valve 140 
and armature means 230 are drawn upwardly moving guide pin 232 against the 
resilient resistance of spring means 234. Such upward movement of the 
armature valve 140 continues until, for example, the upper surface of 
armature means 230 abuts against the pole piece end face. 
When the energization of field coil means 220 is terminated, spring 234, 
through guide pin 232, moves the valve member downwardly through its down 
stroke until the valve 140 is sealingly seated against cooperating seating 
surface means 144. 
As the fuel is being metered and injected, as described, air, coming form a 
suitable source of air 60, flows through conduit means 62 and 54 into the 
generally circumscribing manifold-like passage 52 and then flows out of 
the air nozzles 254, 256, 258, 260, 262, 264, 266 and 268, as in the 
manner depicted in and described with reference to FIGS. 2 and 3. The air 
thusly supplied by the said air nozzles impinges upon the metered fuel 
spray 150-f and the impact thereof serves to cause the fuel droplets 
within the metered fuel spray 150-f to be broken into smaller droplets 
thereby improving the atomization of the metered fuel and improving the 
quality of the subsequent combustion within the engine combustion 
chambers. 
As, and for the reasons, already stated above, the air source 60 for the 
throttle body injection system of FIG. 1 must be an air pump supplying 
super-atmospheric air pressure. 
The invention, as disclosed, contemplates various other embodiments and 
modifications. For example, referring to FIGS. 2, 3 and 4, it is 
contemplated that the air nozzle means 50 of FIGS. 2 and 3 may be modified 
as to comprise a configuration as that depicted in FIG. 4. For each of 
disclosure, all elements and/or details in FIG. 4 which are like or 
similar to those of FIGS. 2 and 3 are identified with like primed, 
reference numerals. 
For purposes of description, the various nozzles 254' through 268' may be 
considered as being inclined to the horizontal at 45.degree. relative 
thereto, much as described with reference to FIG. 2; however, as seen in 
FIG. 4 the respective nozzles 254'-268' are positioned as to have their 
respective axes (254'c-268'-c) skew with respect to the axis of the nozzle 
means 50' and to the axis 150'-c of the spray of metered fuel. By 
positioning the respective air nozzles 254' through 268' in the manner 
depicted in FIG. 4, the resulting skewed flow of air impinging upon the 
spray of metered fuel would at least tend to induce a spiral effect on the 
spray of metered fuel and thereby possibly further enhance the atomization 
of the metered fuel. 
FIG. 5 illustrates a further modification of the invention. In FIG. 5 all 
elements and/or details which are like or similar to those of FIGS. 2 and 
3 are identified with like reference numbers. Referring in greater detail 
to the embodiment of FIG. 5, it can be seen that even though the air 
nozzle 254 is positioned substantially as shown in FIG. 2, certain others 
of the air nozzles, as depicted by air nozzle 262 have their relative 
angular position, with respect to the horizontal (as viewed in FIG. 5) 
changed (as compared to FIG. 2) so that the flow of air, 262-a, impinges 
upon the spray of metered fuel, 150-f, at a location which is relatively 
upstream of where the flow of air, 254-a, in the main, impinges upon the 
spray of metered fuel flow 150-f. The embodiment of FIG. 5 contemplates 
the various possibilities of having either: (1) alternate air nozzles 
inclined at differing angles with respect to the horizontal; (2) a 
selected one or a number of air nozzles, not necessarily all being 
alternate air nozzles, inclined at angles, with respect to the horizontal, 
differing from the angle of inclination of the remaining air nozzles 
whereby the spray of metered fuel is impinged upon, are various relative 
upstream and downstream portions thereof, by the air flows from such air 
nozzles. It should also be brought out that some of the air nozzles may be 
skew to the main axis of the nozzle means as shown in FIG. 4, while other 
of the air nozzles may be radial and directed toward the main axis of the 
nozzle means as shown in FIG. 3, and, further, such air nozzles may, in 
turn, be aimed at various relative upstream and downstream portions of the 
spray of metered fuel as shown in and described with reference to FIG. 5. 
FIG. 6 illustrates yet another modification. In FIG. 6 all elements and/or 
details which are like or similar to those of FIG. 2 are identified with 
like reference numbers. Referring in greater detail to the embodiment of 
FIG. 6, it can be seen that instead of the annular manifold-like passage 
or conduit means 52, formed in body portion 46, the nozzle means 50 is 
provided with a groove or recess 272 formed generally in the periphery 
thereof forming a generally circumscribing manifold-like passage which, in 
turn, communicates with conduit 54 and each of the air nozzles as 
typically depicted by air nozzles 254 and 262. Any of the embodiments 
described herein could, of course, employ a manifold 272 formed into the 
air nozzle means 50. 
FIG. 7 illustrates a further modification of the invention. In FIG. 7 all 
elements and/or details which are like or similar to those of FIGS. 2 and 
3 are identified with like reference numbers. Referring in greater detail 
to the embodiment of FIG. 7, it can be seen that the main difference as 
between FIGS. 2 and 7 is that at least certain of the air nozzles, as 
depicted by air nozzles 254 and 262 of FIG. 7, are positioned as to have a 
generally horizontal direction of discharge which, in turn, would make 
such generally normal to the axis 150-C of the spray of metered fuel 
150-f. It is contemplated that in the embodiment depicted in FIG. 7, 
either only a certain select number of air nozzles or all of such air 
nozzles may be positioned as to have generally horizontal directions of 
discharge (as depicted by air nozzles 254 and 262). Further, such 
horizontal-discharge air nozzles of FIG. 7 may be oriented in accordance 
with the teachings herein presented with respect to FIG. 4 and/or FIG. 6. 
FIG. 8 illustrates yet another modification of the invention. In FIG. 8 all 
elements and/or details which are like or similar to those of FIGS. 2 and 
3 are identified with like reference numbers. Referring in greater detail 
to the embodiment of FIG. 8, it can be seen that the main difference as 
between FIGS. 2 and 8 is that at least certain of the air nozzles, as 
depicted by air nozzles 254 and 262 of FIG. 8, are positioned and/or 
formed as to have a path of discharge somewhat parallel to the axis 150-c 
of the spray of metered fuel 150-f. It is contemplated that in the 
embodiment depicted in FIG. 8, either only a certain select number of air 
nozzles or all of such air nozzles may be positioned as to have directions 
of air discharge as that depicted by 254 and 262 of FIG. 8. 
FIGS. 9, 10 and 11 illustrate selected ones of further modifications and/or 
embodiments of the air nozzles employable in air nozzle means 50 and/or 
50'. All elements in any of FIGS. 9, 10 and 11 which are like or similar 
to those of, for example, FIGS. 5, 6, 7 and 8 are, with noted exceptions, 
identified with like reference numbers. Referring in greater detail to 
FIGS. 9, 10 and 11, FIG. 9 illustrates that one or more nozzles of the 
nozzle means 50 may be configured in the form of a venturi as generally 
typically depicted at 274. FIG. 10 illustrates that one or more nozzles of 
the nozzle means 50 may comprise a configuration of a divergent cone as 
generally typically depicted at 276, while FIG. 11 illustrates that one or 
more nozzles of the nozzle means 50 may comprise an orifice, as generally 
typically depicted at 278, and a relatively enlarged upstream passageway 
280 in communication therewith. 
FIG. 12 illustrates an engine 282, which may be not unlike that at 36 of 
FIG. 1, with induction passage means 284 for supplying air to said engine 
282. The induction passage means 284 is depicted as comprising an inlet 
end 286, with suitable inlet air cleaner means 288 operatively connected 
thereto, and a plurality of induction runners or branches 290, 292, 294 
and 296 effective for respectively communicating with the respective 
engine cylinders or combustion chambers which, for purposes of disclosure, 
are assumed to be a total of four. Other various elements and/or details 
in FIG. 12 which are like or similar to any of the elements and/or details 
of preceding Figures are identified with like reference numbers and the 
operations thereof, except as may be noted to the contrary, would be like 
or similar in the embodiment of FIG. 12. 
In the embodiment of FIG. 12 a plurality of fuel injectors 48, of a number 
corresponding but not limited to the number of engine cylinders, are 
employed and for ease of reference, such injectors are respectively 
numbered 48-1, 48-2, 48-3 and 48-4. As will be noted each of said 
injectors has its electrical terminals electrically connected to the 
electronic control unit (ECU) or control means 90 by respective pairs of 
conductor means 86 and 88 so that the operation thereof is as described, 
for example, with regard to FIG. 2. Still with reference to FIG. 12, the 
metering valving assemblies or injector assemblies 48-1, 48-2, 48-3 and 
48-4 are depicted as being operationally mounted in or carried by suitable 
body means or support structure 298, which, as contemplated by the 
invention, may comprise a fuel rail, for example, as shown in FIG. 14. 
Before considering, in detail, the structure as shown in FIGS. 14 and 15, 
it should be noted that at least certain of the elements and/or details 
thereof which are like or similar to, for example, FIGS. 1 and 2 are 
identified with like reference numbers and that, as in the case of the 
injector assemblies 48-1, 48-2, 48-3 and 48-4, where a plurality of such 
elements and/or details are shown, certain of these, too, are provided 
with a following "dash" number for ease of identification. 
As depicted in somewhat simplified manner in FIG. 14, typically, the 
metering or injector assembly 48-4 is shown sealingly received and secured 
(as by O-ring seals 301 and 303) in a cooperating bore or cup 300-4 formed 
in a fuel rail structure 298. The fuel rail structure or body 298, in 
turn, may be suitably secured to additional structure 302 which, in the 
assumed condition, may comprise four separate (non-communicating) passages 
or conduits one of which is shown at 304. The structure 302 may be secured 
to the engine block as to have the intake valve at 306 open and close, in 
timed relationship to engine operation, as to, when opened, permit the 
flow of combustible motive fluid therepast and into the combustion chamber 
of the associated engine cylinder. As shown, the induction passage branch 
or runner 296 communicates only with passage 304 and the other branches or 
runners 290, 292 and 294 would, similarly, communicate only with the 
respective passages, functionally equivalent to passage 304, and 
respectively associated with injector assemblies 48-1, 48-2 and 48-3 and, 
in turn, the respective engine cylinders associated therewith. As 
typically illustrated in FIG. 14, the structure 302 is preferably provided 
with an aperture or passageway 308 which permits the flow therethrough of 
metered fuel (from injector assembly 48-4) and the air (that is provided 
by the nozzle means 50-4) into the induction passage (as may be comprised 
of passage 304) to be sprayed or discharged in close proximity to the 
related engine intake valve means 306. An orifice or passageway, 
functionally equivalent to passage means 308, is similarly provided in 
structure 302 for each of the injector assemblies 48-1, 48-2 and 48-3. 
Referring in greater detail to FIGS. 14, 15 and 15a, a main simple and 
continuous fuel passage way 309 is shown formed in fuel rail structure 
298, tangentially intersecting and feeding each of the receiving cups 300, 
injector and may be described, for purposes of illustration, as comprised 
of a plurality of aligned passageway 309 segments or conduits 310, 312, 
314, 316 and 318. That is, as seen in FIGS. 14 and 15a, fuel passage 309 
extends along the entire length of fuel rail 298 in communication between 
pump 70 and pressure regulator 74, while branch conduit section 310 of 
passageway 309 communicates with fuel supply conduit 68 and with the 
chamber 300-4; branch conduit section 312 communicates between chambers 
300-4 and 300-3; branch conduit section 314 communicates between chambers 
300-3 and 300-2; and branch conduit 316 communicates between chambers 
300-2 and 300-1, while branch conduit section 318 of passageway 309 
communicates between chamber 300-1 and fuel return conduit means 80. 
Chambers 300-1, 300-2, 300-3 and 300-4 are each, of course, functionally 
equivalent to the chamber formed in body portion 46 receiving the injector 
assembly 48 as illustrated in and described with reference to FIG. 2. 
The passageway 309 is a continuous passage, with branch conduits, rather 
than separate conduits between the injector cups so as to minimize or 
eliminate fuel pressure drops that would occur at each cup. For equal fuel 
at each cylinder, as is required, the fuel pressure must be equal at all 
injector cups. 
Referring for the moment to FIG. 2, it will be remembered that a first 
annulus 192 and a second annulus 194 (and their functions) were described 
as being defined generally by the surface of the chamber receiving the 
injector assembly 48 and the juxtaposed spaced surfaces of generally 
tubular body 176. (In FIG. 15, the annuli 192-1, 192-2, 192-3 and 192-4 
are, each, functionally equivalent to annulus 192 of FIG. 2 and the annuli 
194-1, 194-2, 194-3 and 194-4 are, each, functionally equivalent to 
annulus 194 of FIG. 2.) In FIG. 2, communication between annuli 194 and 
192 could exist only by flow of fuel from annulus 194 through filters 208 
and 210, into cavity or space 170 and then have any excess of fuel exit 
via filters 204 and 206 into annulus 192. 
In contrast, and referring in greater detail to FIG. 15: conduit section 
310 is so situated that in communicating with chamber 300-4 it 
communicates with both annuli 192-4 and 194-4; conduit section 312, 
similarly, communicates with both annuli 192-4 and 194-4 of chamber 300-4 
and with both annuli 192-3 and 194-3 of chamber 300-3; conduit section 
314, similarly, communicates with both annuli 192-3 and 194-3 of chamber 
300-3 and with both annuli 192-2 and 194-2 of chamber 300-2; conduit 
section 316, similarly, communicates with both annuli 192-2 and 194-2 and 
with both annuli 192-1 and 194-1, while conduit section 318, similarly, 
communicates with both annuli 192-1 and 194-1 and with excess fuel return 
conduit means 80. 
As a consequence of the foregoing, and in view of FIG. 12, it can be seen 
that fuel under superatmospheric pressure, delivered by pump means 70, is 
supplied via conduit means 68 to conduit 310 which directs all of such 
fuel to fuel metering or injector means 48-4 with the then excess of fuel 
being directed from annuli 192-4 and 194-4 into conduit 312 which, in 
turn, directs such fuel to fuel metering or injector means 48-3 with the 
then excess of fuel being directed from annuli 192-3 and 194-3 into 
conduit 314 which, in turn, directs such fuel to fuel metering or injector 
means 48-2 with the then excess of fuel being directed from annuli 192-2 
and 194-2 into conduit 316 which, in turn, directs such fuel to fuel 
metering or injector means 48-1 with the then excess of fuel being 
directed into conduit 318 from where it flows through return conduit 80 
and pressure regulator means 74 as to fuel tank or reservoir means 72. 
It should now be apparent that any fuel vapors within either the fuel 
conduit means (comprised of 310, 312, 314 and 316) and/or within the 
injector assemblies 48-1, 48-2, 48-3 and 48-4 as well as the respective 
annuli will be swept by the fuel flowing therethrough and being, in part, 
returned to an area upstream of fuel pump means 70. 
Referring to FIGS. 14, 15 and 15b, the fuel rail structure 298 is shown as 
also being provided with a single continuous air passage 319, comprised of 
conduit sections 320, 322, 324 and 326, which are preferably formed in 
alignment with each other, in much the same manner, and for the same 
reasons (to avoid pressure drops across the annular manifolds) as in the 
case of fuel passageway 309. That is, conduit section 320 communicates 
with air supply conduit means 62 and with the annular manifold or 
distribution passage 52-4; conduit section 322 communicates between 
annular manifolds or distribution passages 52-4 and 52-3; conduit section 
324 communicates between annular manifolds or distribution passages 52-3 
and 52-2; and conduit section 326 communicates between annular manifolds 
or distribution passages 52-2 and 52-1. In certain Figures, the fuel 
conduit sections 310-318 and the air conduit sections 320, 322, 324 and 
326 are illustrated as being positioned as to have their axes passing 
through the axes of injector assemblies 48-4, 48-3, 48-2 and 48-1; 
however, such conduit sections preferably comprise single continuous 
passages which, in turn, either have respective conduit branches 
communicating with the cups or manifolds or, in effect, tangentially 
intersect the same. 
Operation of the Apparatus of FIGS. 12, 13, 14 and 15 
The operation of each of the fuel metering or injector assemblies 48-1, 
48-2, 48-3 and 48-4 of FIG. 15 is the same as that described with 
reference to FIGS. 1 and 2 and the actuation of such injector assemblies 
is brought about and controlled by the ECU 90 in the same manner as also 
described with reference to FIGS. 1 and 2. 
Further, as each of the injector assemblies of FIGS. 12, 13 and 15 are 
metering and injecting fuel, the air supplied via conduit means 62, and 
the conduit means comprised of conduit sections 320, 322, 324 and 326, 
flows through the nozzles of the respective nozzle means 50-1, 50-2, 50-3 
and 50-4 to impinge upon the spray of metered fuel (from the respective 
injectors 48-1, 48-2, 48-3 and 48-4) in the manner and for the purposes 
described with reference to FIGS. 2-6. 
The embodiment of FIG. 12 is illustrated as employing air flow restriction 
means 330. Such restriction means 330 is depicted as, in turn, comprising 
first and second air flow restrictors 332 and 334. Restrictor 332 may be a 
mechanically adjustable restriction, in parallel with restriction 334, 
selectively set to provide the desired total air flow through the 
restriction means 333 as at, for example, normal engine temperature 
operating conditions. Restrictor 334 is, preferably, an electrically 
adjustable restriction or orifice which is adjustable as by an 
electrically driven stepper motor many forms of which are well known in 
the art. Generally, the effective flow area of restrictor means 334 would 
increase during conditions of cold engine start-up and drive-away, cold 
engine idle operation and during conditions of additional applied engine 
loads as may occur, for example, during curb-idle engine operation and the 
intermittent interconnection to the engine of vehicular air conditioning 
compressor means. 
The air restriction or controller means 330 has air supply conduit means 
336 leading thereto as from an area in said induction passage means 284 
downstream of the air cleaner means 288 and upstream of the throttle valve 
means 38. As should now be apparent, the conduit means 336 could 
communicate directly with the interior of the air cleaner assembly 288. An 
outlet conduit portion 338, of air controller means 330, communicates with 
air supply conduit means 62. The mechanically set or determined air flow 
orifice means 332 may have its inlet connected to conduit means 336, as by 
conduit means 340, and its outlet connected to conduit portion or means 
338 as by conduit means 342. Further, suitable conductor means 344 serves 
to operatively interconnect the ECU 90 and the electrical motor means of 
the electrically adjustable variable orifice means 334 to thereby cause 
adjustment of variable flow orifice means 334 to satisfy the then engine 
operating conditions as sensed by the ECU 90. 
As illustrated, in the preferred form of the embodiment of FIG. 12, a low 
leakage throttle body is provided so that all, or substantially all, of 
the engine curb-idle air flow is provided by and through the air 
restriction or controller means 330 effectively bypassing the throttle 
valve means 38. Such a low leakage throttle body increases the 
effectiveness of this system. 
In such an arrangement all of the curb-idle air flows through supply 
conduit means 62 to and through the air nozzle means 50-1, 50-2, 50-3 and 
50-4. Consequently, the flow of air through such air nozzle means 50-1, 
50-2, 50-3 and 50-4 will be the result of the then effective flow area of 
restriction or controller means 330, the effective flow areas of the air 
nozzles comprising the nozzle means 50-1, 50-2, 50-3 and 50-4 and the 
pressure differential, as exists from upstream of air controller or 
restriction means 330 (between air cleaner 288 and the closed throttle 38) 
to downstream of the respective air nozzles, the latter being the intake- 
manifold vacuum generated by the engine in its operation. Therefore, the 
greatest rate of air flow through the nozzle means 50-1, 50-2, 50-3 and 
50-4 would occur during curb-idle engine operation as well as possibly 
during the periods of when, during closed throttle deceleration, the 
vehicle is driving the engine. 
In view of the foregoing, it can be seen that in the embodiment of FIG. 12, 
the air supplied via nozzle means 50-1, 50-2, 50-3 and 50-4 not only 
impinges upon the already metered fuel flow but also provides the air flow 
necessary for curb-idle engine operation. Further, since the rate of air 
flow through nozzle means 50-1, 50-2, 50-3 and 50-4, in the embodiment of 
FIG. 12, is dependent upon the magnitude of engine or manifold (as in the 
area of 304 of FIG. 14) vacuum, there would be generally less impingement 
of air, upon the metered fuel flow, as the engine load (intake manifold 
pressure) increases. 
It should be understood that the by-pass air assembly 330, which is shown 
in FIG. 12 as a remote device, could be integrated, as shown in FIG. 12a, 
into a suitable support structure 299, such as the fuel rail 298 or the 
induction passage means 284, for example. It is apparent that for V-type 
engines with two or more cylinder banks, there may be a fuel rail/by-pass 
air assembly structure for each cylinder bank. 
In the embodiment of FIG. 13, all elements which are like or similar to 
those of FIGS. 12, 14 and 15 are identified with like reference numbers. 
Referring in greater detail to the embodiment of FIG. 13, such differs 
from the embodiment of FIG. 12 by having the air flow restriction means 
330 comprise a further control means 333 which, for example, may be a 
solenoid operated valve assembly. Such solenoid valve means 333, in turn, 
is operatively connected to the conduit means 62 and conduit means 335 as 
by conduit or passage means 337 and, further, connected as by conduit or 
passage means 339 to the induction passage means 284 as at an area 
downstream of the throttle valve means 38. 
Generally, when the solenoid valve 333 is open, flow upstream of the 
throttle means 38 is allowed to flow to the downstream side of the 
throttle means 38 via passage means 336, flow restrictor means 334, 
conduit 335, conduit 337, valve assembly 333 and conduit 339. Such flow, 
and the degree thereof, is controlled by the signal transmitted from the 
ECU 90 via transmission means 344 to flow restrictor means 334 and by a 
signal transmitted to the valve assembly 333 by the ECU 90 via 
transmission means 341. During such periods when solenoid valve means 333 
is opened, some flow of air occurs through conduit means 62 to the air 
nozzle means 50-1, 50-2, 50-3 and 50-4. 
In the embodiment of FIG. 13, during low temperature cold engine starting, 
the solenoid valve means 333 would be open thereby providing for the 
relatively larger air flow needed for this condition. At this time there 
would also be some relatively small air flow through each of the air 
nozzle means 50-1, 50-2, 50-3 and 50-4 to thereby assist in fuel 
preparation; i.e., the enhanced atomization of the metered fuel. Following 
such a cold start, when the engine 282 attains a preselected engine 
operating temperature (as sensed by, for example, means 92) considerably 
less bypass air (bypassing throttle valve means 38) is needed in order to 
sustain, for example, curb-idle engine operation and therefore, when such 
preselected engine operating temperature is attained, the solenoid valve 
means 333 is closed thereby directing all the bypass air (via conduit 336, 
flow restrictor means 334, conduit 335 and passage 62) to the air nozzle 
means 50-1, 50-2, 50-3 and 50-4. By so doing the flow restriction means 
330 and, in particular, flow restrictor means 334, through the signals 
applied thereto via transmission means 344 from ECU 90, becomes effective 
for controlling idle engine speed once the preselected engine operating 
temperature is attained. Further, the same elements along with the opened 
solenoid valve 333 would also be effective for controlling idle engine 
speed at engine temperatures less than said preselected engine operating 
temperature. 
Operation of the Apparatus of FIGS. 14, 15 and 16 
In FIG. 16, elements and/or details which are like or similar to any of the 
preceding Figures are identified with like reference numbers. An 
inspection of the embodiments of FIGS. 12 and 16 will show that the two 
are the same except for the manner in which air is provided for the air 
nozzle means 50-1, 50-2, 50-3 and 50-4. 
With the exceptions hereinafter described in detail, the operation of the 
embodiment of FIG. 16, which would comprise the typically depicted 
structures of FIGS. 14 and 15, is the same as the operation of the 
embodiment of FIG. 12, which would also comprise the typically depicted 
structures of FIGS. 14 and 15, as hereinbefore described. 
Referring in greater detail to FIG. 16, the embodiment therein is shown as 
being provided with air pump means 346 having its inlet connected as via 
conduit means 348 to a source of air as, for example, the interior of the 
associated air cleaner assembly 288. The outlet of air pump means 346 
communicates with air supply conduit means 62. 
Air pump means 346 may be either electrically as by associated electrical 
motor means or mechanically driven as by operative connection to the 
engine 282. 
In the event that the air pump means 346 were to be electrically driven, 
the speed thereof could, if desired, be substantially constant with the 
output thereof being sufficient to provide for the degree of metered fuel 
atomization desired (by the air flow through the air nozzle means 50-1, 
50-2, 50-3 and 50-4) during all engine loads. 
In the event that the air pump means 346 were to be mechanically driven by 
the engine 282, the speed of the air pump means and its output would 
increase with an increase in engine speed. The output, however, could be 
regulated (as to, for example, a maximum magnitude) by any suitable 
regulating means many of which are well known in the art. 
The embodiment of FIG. 16 also contemplates the possibility of providing 
engine idle air controller means 350 as, especially in recent years, has 
often been employed to by-pass the throttle valve means 38. The air 
controller means 350 may be comprised of variable orifice means controlled 
by electrically operated stepper motor means, operationally electrically 
coupled as via conductor means 352 to ECU 90, and inlet conduit means 354, 
communicating as with the induction passage means 284 upstream of throttle 
valve means 38, and outlet conduit means 356 communicating as with the 
induction passage means 284 downstream of throttle valve means 38. 
In view of the foregoing it should be apparent that the source or air 
supply means 60 of FIG. 1 could be the air source or air supply means as 
disclosed and described with reference to FIGS. 12 and 16 and that the 
calibrated passage means 64 could comprise the functionally equivalent 
means of FIGS. 12 and 16 as, for example, controller means 330. 
The respective air nozzles, in any of the embodiments disclosed could be 
any of the configurations of FIGS. 9, 10 and 11, as well as other 
configurations, and such may be positioned in any selected relative 
position as described, for example, with reference to FIGS. 2, 3, 4, 5, 6, 
7 and 8. 
Further, it should be made clear that the practice of the invention is not 
limited to the use of the specific form or type of metering or injector 
means 48 disclosed. 
Although only the presently known preferred embodiments of the invention 
have been disclosed and described, it is apparent that other embodiments 
and modifications of the invention are possible within the scope of the 
appended claims.