Fuel injection apparatus and system

A fuel metering apparatus is shown as having a throttle body with an induction passage therethrough and a throttle valve for controlling flow through the induction passage, a fuel-air mixture discharge member is situated generally in the induction passage downstream of the throttle valve, an air passage communicates between a source of air and the fuel-air mixture discharge member, the air passage is shown as also including a flow restrictor therein which provides for sonic flow therethrough, and a fuel metering valving assembly having a ball valve member is effective for metering liquid fuel as at a superatmospheric pressure and delivering such metered liquid fuel as into the air passage upstream of the flow restrictor thereby causing the thusly metered liquid fuel and air to pass through the sonic flow restrictor before being discharged into the induction passage by the fuel-air mixture discharge member, the ball valve member at least partly receives at least one resilient member which urges the ball valve member toward a seated condition.

FIELD OF INVENTION 
This invention relates generally to fuel injection systems and more 
particularly to fuel injection systems and apparatus for metering fuel 
flow to an associated combustion engine. 
BACKGROUND OF THE INVENTION 
Even though the automotive industry has over the years, if for no other 
reason than seeking competitive advantages, continually exerted efforts to 
increase the fuel economy of automotive engines, the gains continually 
realized thereby have been deemed by various levels of government as being 
insufficient. Further, such levels of government have also arbitrarily 
imposed regulations specifying the maximum permissible amounts of carbon 
monoxide (CO), hydrocarbons (HC) and oxides of nitrogen (NO.sub.x) which 
may be emitted by the engine exhaust gases into the atmosphere. 
Unfortunately, generally, the available technology employable in attempting 
to attain increases in engine fuel economy is contrary to that technology 
employable in attempting to meet the governmentally imposed standards on 
exhaust emissions. 
For example, the prior art in attempting to meet the standards for NO.sub.x 
emissions has employed a system of exhaust gas recirculation whereby at 
least a portion of the exhaust gas is re-introduced into the cylinder 
combustion chamber to thereby lower the combustion temperature therein and 
consequently reduce the formation of NO.sub.x. 
The prior art has also proposed the use of engine crankcase recirculation 
means whereby the vapors which might otherwise become vented to the 
atmosphere are introduced into the engine combustion chambers for further 
burning. 
The prior art has also proposed the use of fuel metering means which are 
effective for metering a relatively overly rich (in terms of fuel) 
fuel-air mixture to the engine combustion chamber means as to thereby 
reduce the creation of NO.sub.x within the combustion chamber. The use of 
such overly rich fuel-air mixtures results in a substantial increase in CO 
and HC in the engine exhaust which, in turn, requires the supplying of 
additional oxygen, as by an associated air pump, to such engine exhaust in 
order to complete the oxidation of the CO and HC prior to its delivery 
into the atmosphere. 
The prior art has also heretofore proposed employing the retarding of the 
engine ignition timing as a further means for reducing the creation of 
NO.sub.x. Also, lower engine compression ratios have been employed in 
order to lower the resulting combustion temperature within the engine 
combustion chamber and thereby reduce the creation of NO.sub.x. In this 
connection the prior art has employed what is generally known as a dual 
bed catalyst. That is, a chemically reducing first catalyst is situated in 
the stream of exhaust gases at a location generally nearer the engine 
while a chemically oxidizing second catalyst is situated in the stream of 
exhaust gases at a location generally further away from the engine and 
downstream of the first catalyst. The relatively high concentrations of CO 
resulting from the overly rich fuel-air mixture are used as the reducing 
agent for NO.sub.x in the first catalyst while extra air supplied (as by 
an associated pump) to the stream of exhaust gases, at a location 
generally between the two catalysts, serves as the oxidizing agent in the 
second catalyst. Such systems have been found to have various objections 
in that, for example, they are comparatively very costly requiring 
additional conduitry, air pump means and an extra catalyst bed. Further, 
in such systems, there is a tendency to form ammonia which, in turn, may 
or may not be reconverted to NO.sub.x in the oxidizing catalyst bed. 
The prior art has also proposed the use of fuel metering injection means 
for eliminating the usually employed carbureting apparatus and, under 
superatmospheric pressure, injecting the fuel through individual nozzles 
directly into the respective cylinders of a piston type internal 
combustion engine. Such fuel injection systems, besides being costly, have 
not proven to be generally successful in that the system is required to 
provide metered fuel flow over a very wide range of metered fuel flows. 
Generally, those prior art injection systems which are very accurate at 
one end of the required range of metered fuel flows, are relatively 
inaccurate at the opposite end of that same range of metered fuel flows. 
Also, those prior art injection systems which are made to be accurate in 
the mid-portion of the required range of metered fuel flows are usually 
relatively inaccurate at both ends of that same range. The use of feedback 
means for altering the metering characteristics of such prior art fuel 
injection systems has not solved the problem of inaccurate metering 
because the problem usually is intertwined within such factors as: 
effective aperture area of the injector nozzle; comparative movement 
required by the associated nozzle pintle or valving member; inertia of the 
nozzle valving member; and nozzle "cracking" pressure (that being the 
pressure at which the nozzle opens). As should be apparent, the smaller 
the rate of metered fuel flow desired, the greater becomes the influence 
of such factors thereon. 
It is now anticipated that the said various levels of government will be 
establishing even more stringent exhaust emission limits. 
The prior art, in view of such anticipated requirements, with respect to 
NO.sub.x, has suggested the employment of a "three-way" catalyst, in a 
single bed, within the stream of exhaust gases as a means of attaining 
such anticipated exhaust emission limits. Generally, a "three-way" 
catalyst is a single catalyst, or catalyst mixture, which catalyzes the 
oxidation of hydrocarbons and carbon monoxide and also the reduction of 
oxides of nitrogen. It has been discovered that a difficulty with such a 
"three-way" catalyst system is that if the fuel metering is too rich (in 
terms of fuel) the NO.sub.x will be reduced effectively but the oxidation 
of CO will be incomplete; if the fuel metering is too lean, the CO will be 
effectively oxidized but the reduction of NO.sub.x will be incomplete. 
Obviously, in order to make such a "three-way" catalyst system operative, 
it is necessary to have very accurate control over the fuel metering 
function of the associated fuel metering supply means feeding the engine. 
As hereinbefore described, the prior art has suggested the use of fuel 
injection means, employing respective nozzles for each engine combustion 
chamber, with associated feedback means (responsive to selected indicia of 
engine operating conditions and parameters) intended to continously alter 
or modify the metering characteristics of the fuel injection means. 
However, as also hereinbefore indicated, such fuel injection systems have 
not proven to be successful. 
It has also heretofore been proposed to employ fuel metering means, of a 
carbureting type, with feedback means responsive to the presence of 
selected constituents comprising the engine exhaust gases. Such feedback 
means were employed to modify the action of a main metering rod of a main 
fuel metering system of a carburetor. However, tests and experience have 
indicated that such a prior art carburetor and such a related feedback 
means can never provide the degree of accuracy required in the metering of 
fuel to an associated engine as to assure meeting, for example, the said 
anticipated exhaust emission standards. 
It has also heretofore been proposed to employ fuel injection type metering 
means wherein such metering means comprises solenoid valving means and 
more particularly valving means carried by the solenoid armature. Although 
this general type of metering means has proven to be effective in its 
metering function, the cost of producing such solenoid valving means has 
been generally prohibitive. 
Further, various prior art structures have experienced problems in being 
able to supply metered fuel, at either a proper rate or in a proper 
manner, as to provide for a smooth engine and/or vehicle acceleration when 
such is demanded. 
Accordingly, the invention as disclosed and described is directed, 
primarily to the solution of such and other related and attendant problems 
of the prior art. 
SUMMARY OF THE INVENTION 
According to the invention, a valving assembly for variably restricting 
fluid flow, comprising housing means, bobbin means situated in said 
housing means, said bobbin means comprising a generally medially situated 
tubular body portion, electrical field coil means carried by said bobbin 
means, pole-piece means situated generally within said tubular body 
portion, a valve seat member, fluid flow passage means formed through said 
valve seat member, said pole-piece means comprising a pole-piece face 
portion, a ball valve member situated generally between said face portion 
and said valve seat member, and resilient means normally resiliently 
urging said ball valve member toward operative seating engagement with 
said valve seat member as to thereby terminate flow through said fluid 
flow passage means, at least a portion of said resilient means being 
received within said ball valve member, said ball valve member forming the 
armature of said electrical coil and said pole-piece means. 
Various general and specific objects, advantages and aspects 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 EMBODIMENT 
Referring now in greater detail to the drawings, FIG. 1 illustrates fuel 
injection apparatus 10 and system comprised as of induction body or 
housing means 12 having induction passage means 14 wherein a throttle 
valve 16 is situated and carried as by a rotatable throttle shaft 18 for 
rotation therewith thereby variably restricting the flow of air through 
the induction passage means 14 and into the engine 20 as via associated 
engine intake manifold means 22. If desired suitable air cleaner means may 
be provided as to generally encompass the inlet of induction passage means 
14 as generally fragmentarily depicted at 24. The throttle valve means 16 
may be suitably operatively connected as through related linkage and 
motion transmitting means 26 to the operator positioned throttle control 
means which, as generally depicted, may be the operator foot-operated 
throttle pedal or lever 28 as usually provided in automotive vehicles. 
A source of fuel as, for example, a vehicular gasoline tank 30, supplies 
fuel to associated fuel pumping means 32 which, in turn, delivers 
unmetered fuel as via conduit means 34 to conduit means 36 leading as to a 
chamber portion 38 which, in turn, communicates with passage or conduit 
means 40 leading to pressure regulator means 42. As generally depicted, 
the pressure regulator means 42 may comprise a recess or chamber like 
portion 44 formed in body 12 and a cup-like cover member 46. A deflectable 
diaphragm 48, operatively secured as to the stem portion 50 of a valving 
member 52 as through opposed diaphragm backing plates 54 and 56, is 
generally peripherally contained and retained between cooperating portions 
of body 12 and cover 46 as to thereby define variable and distinct 
chambers 44 and 58 with chamber 58 being vented as to a source of ambient 
atmospheric pressure as through vent or passage means 60. A valve seat or 
orifice member 62 cooperates with valving member 52 for controllably 
allowing flow of fuel therebetween and into passage means 64 and fuel 
return conduit means 66 which, as depicted, preferably returns the excess 
fuel to the fuel supply means 30. Spring means 68 situated as within 
chamber means 58 operatively engages diaphragm means 48 and resiliently 
urges valving member 52 closed against valve seat 62. 
Generally, unmetered fuel may be provided to conduit means 36 and chamber 
38 at a pressure of, for example, slightly in excess of 10.0 p.s.i. 
Passage 40 communicates such pressure to chamber 44 where acts against 
diaphragm 48 and spring means 68 which are selected as to open valving 
member 52 in order to thereby vent some of the fuel and pressure as to 
maintain an unmetered fuel pressure of 10.0 p.s.i. 
Chamber 38 is, at times, placed in communication with metered fuel passage 
means 70 as through metered fuel orifice means 72 comprising, in the 
preferred embodiment of the invention, a portion of the overall fuel 
metering assembly 104 which, in FIG. 1 is shown in elevation and not in 
cross-section. Passage means 70 may also contain therein venturi means 78 
which may take the form of an insert like member having a body 80 with a 
venturi passage 82 formed therethrough as to have a converging inlet or 
upstream surface portion 84 leading to a venturi throat from which a 
diffuser surface portion 86 extends downstream. A conduit 88 shown as 
having one end 90 communicating as with a source of ambient atmosphere has 
its other end communicating with metered fuel passage means 70 as at a 
point or area upstream of venturi restriction means 78 and, generally, 
downstream of metered fuel passage means 72. 
A counterbore or annular recess 92 in body means 12 is illustrated as 
closely receiving therein an annular or ring-like member 94 which may have 
an upper or upstream annular body portion 96 which converges and a lower 
or downstream annular body portion 98 which diverges. The coacting 
converging and diverging wall portions of annular member 94, in turn, 
cooperate with recess 92 to define therebetween an annulus or annular 
space 100 which communicates with metered fuel passage means 70 and the 
downstream or outlet end of restriction means 78. A plurality of discharge 
orifice means 102 may be formed, in angularly spaced relationship, in 
annular member 94 as to be generally circumferentially thereabout. 
Further, such discharge orifice means may be formed in the downstream 
diverging portion 98 as to be at or below the general area of juncture 
between upstream and downstream annular portions 96 and 98. Of such 
discharge orifice means 102, one orifice means, as designated at 160, may 
be formed as to be in general alignment with the discharge axis of 
restriction means 78. 
Passage 72 is formed through a valve seat member 74 preferably operatively 
carried by an oscillator type valving means or assembly 104. The metering 
assembly 104 is illustrated in FIG. 1 as being closely received within a 
bore 108 in body means 12 as to result in face-like portion 110 forming a 
portion of the wall means defining chamber 38. A counterbore 112, forming 
an annular shoulder, serves to receive the larger portion of the assembly 
104 and a flange portion 114 of the assembly 104 abuts against such 
shoulder while suitable clamping means 116 serves to hold the assembly 104 
against the shoulder of counterbore 112. An annular seal, such as, for 
example, an O-ring 118 serves to prevent fuel leakage from chamber 38 past 
the assembly 104. 
Referring now also to FIGS. 2 and 4, the metering valving means 104 is 
illustrated as comprising a generally tubular outer housing 120 having a 
lower (as viewed in FIGS. 2 and 4) end wall 122 the outer surface of which 
defines said face 110. A generally tubular extension 124 is preferably 
formed integrally with end wall 122 and internally threaded as at 126 in 
order to threadably engage an externally threaded portion 128 of the valve 
seat member 74. The housing 120 is provided with a circumferential groove 
130 for the reception of annular seal 118. Preferably, the inner surface 
of lower end wall is provided with an annular stepped (or the like) 
surface 132 for the reception of a suitable sealing means such as, for 
example, an O-ring 134. 
The cylindrical inner surface 136 of housing 120 closely receives bobbin 
means 138 which, in FIG. 2, is illustrated as comprising a generally 
tubular body portion 140 with integrally formed radially extending annular 
flange or wall portions 142 and 144 at opposite ends thereof. An 
electrical coil or winding 146 is carried generally about bobbin tubular 
body 140 and situated axially between flange wall portions 142 and 144. 
A pole piece or core means 148 is depicted as comprising a disc-like body 
portion 150 and an integrally formed cylindrical extension 152 which is 
closely received within the inner cylindrical surface 154 of bobbin 
tubular body portion 140. The pole piece end face is formed as to have a 
90.degree. or even larger included conical surface portion 156 which, in 
effect, meets with an axial passageway 158. The configuration of such pole 
face means 156 may be any suitable configuration and, in fact, may be one 
of generally spherical contour. The upper (as viewed in FIG. 2) end of 
passageway 158 is threaded as at 161 in order to threadably coact with an 
externally threaded portion 162 of a body section 164 which may be 
integrally formed with a cylindrical extension 166. The extension 166 is 
preferably provided with a circumferential groove for the reception of 
suitable sealing means such as, for example, an O-ring 168. 
The disc body 150 of pole piece 148 is provided with passage means 170 and 
172 for the respective reception of tubular dielectric members 174 and 
176, which may have respective annular flanges 178 and 180. Similarly, a 
disc-like end cover or capping member 182 is provided with passages 184 
and 186 for the respective reception of dielectric members 174 and 176. 
Upper (as viewed in FIG. 2) flange 142 of bobbin means 138 is formed with 
slots or cut-out portions 188 and 190 for the reception therethrough of 
the ends or leads 192 and 194 of coil means 146. Such electrical 
conductors 192 and 194, respectively, pass through dielectric members 174 
and 176. Cover member 182 is also preferably provided with a clearance or 
access aperture 196. 
As seen in both FIGS. 2 and 4, wall portion 122 and extension 124 have a 
cylindrical passageway 198 formed therethrough and a plurality of inlet 
passageways or conduits 200 and 202 are formed generally through wall 122 
and extension 124. 
As best seen in FIG. 5, the outer diameter 204 of valve seat member 74 is 
preferably a size as to be closely received by pilot diameter or surface 
198 of extension 124. Further, the valve seating surface 206 is formed as 
to be substantially concentric with outer diameter surface 204. Although 
other configurations are possible, in the preferred form the seating 
surface 206 is of conical configuration. 
Passage 72 is shown in communication with a generally enlarged conduit or 
passage portion 208 which, in turn, as shown in each of FIGS. 1 and 2, 
communicates metered fuel passage means 70. The lower portion (as viewed 
in FIGS. 2 and 5) is provided with a circumferential groove 210 which 
receives suitable sealing means such as, for example, an O-ring 212 so 
that upon assembly of the overall assembly 104 to the body means 12, such 
seal 212 prevents any leakage flow from chamber 38 to the metered fuel 
conduit or passage means 70. The lower-most end of valve seat member 74 is 
preferably provided with a slot-like recess 214 serving as tool-engaging 
surface means. 
An annular groove or recess 216 formed in the upper end of bobbin tubular 
body 140 is suited for the reception of suitable sealing means such as, 
for example, an O-ring 218. 
A compression spring 220 received within passageway 158 is seated at its 
one end against the end of axially adjustable extension (spring seat) 166. 
The opposite end of spring 220 is operatively received within recess or 
pocket-like means 221 formed in a ball valve 222. In the preferred 
embodiment the end surface means 223 of recess or chamber means 221 is 
formed as to be effectively, as viewed in FIG. 2, below the center of 
rotation of said ball valve 222. The resilient means 220, of which there 
may be more than one, thusly engages the armature-ball valve member 222 
and resiliently urges such valve member 222 into seated sealing engagement 
with valve seat member 74 seating surface 206. 
The following may be the method and manner of assembling the various 
details, subassemblies and/or elements. First, the sealing means 134 is 
placed as onto surface 132 and this is followed by placing the bobbin-coil 
assembly into housing 120 compressing sealing means 134. Next, the 
electrical leads 192 and 194 may be respectively drawn through the 
dielectric members 174 and 176 and then such dielectric members may be 
inserted through passages 170 and 172 of pole piece or core means 148. 
Next, the annular sealing means 218 may be placed generally into recess 
216 and then the pole piece means 148, with the adjustable spring seat 
means 164, 166 therein, may be placed within housing 120, thereby axially 
containing the bobbin 138, and abutted against the inner annular shoulder 
137 of housing 120. Following this, the dielectric members 170 and 172 
(with conductors 192 and 194 therein) may be inserted through passages 184 
and 186 of cover or end member 182 and such member 182 then seated against 
the disc body 150 of pole piece means 148. The upper end 224 of housing 
120 is then suitably formed over the end member 182 as to maintain the 
described assembled elements in assembled relationship as generally 
depicted in FIG. 2. 
Following the above, the spring 220 is inserted, through passageway 198, 
into passageway or clearance 158 and the ball armature 222 is then placed 
generally within passageway 198 as to at least partially receive and be 
against the spring 220. The valve seat member 74 is then threadably 
engaged with the threaded extension 124 of housing 120. 
Once the various elements are thusly assembled, calibration of the assembly 
104 is undertaken. In such calibration, the valve seat member 74 is 
threadably rotated axially inwardly until the armature 222, pushed against 
the resilient resistance of spring 220 by the valve seat member 74, 
becomes seated against the surface 156 of pole piece 148. Following this, 
the valve seat member 74 is threadably rotated in the opposite direction, 
causing outward axial movement thereof, until the valve seat member 74 has 
moved axially outwardly (downwardly as viewed in FIG. 2) a preselected 
distance as, for example, 0.005 inch. Since spring 220 is constantly 
resiliently urging armature 222 away from the pole piece face 156, 
armature 222 will have moved a corresponding distance away from the pole 
piece face 156 which, in this case, is assumed as being 0.005 inch. 
At this time the valve seat member 74 is preferably suitably fixed to the 
extension 124 as to prevent any further relative threadable rotation of 
the valve seat member 74. 
The assembly 104 is then placed into a test stand and the coil 146 pulsed 
at a preselected frequency and a preselected pulse width while fluid under 
a preselected pressure (assumed to be, for example, 10.0 p.s.i.) is flowed 
into ports 200 and 202 of extension 124. At this point it should be made 
clear that even though ball 222 has heretofore been referred to as an 
armature, it also functions as a valve member. With every pulsed 
energization of coil means 146, armature-valve 222 is drawn upwardly (as 
viewed in FIG. 2) against the pole piece face 156 thereby opening valve 
seat member 74 passage 72 to flow therethrough. The rate of flow of such 
pressurized fluid (during the pulsing of the coil means 146) through the 
inlet port means 200 and 202 and out of passage 208 is measured and if the 
rate of fluid flow is, for example, less than a preselected magnitude of 
rate of flow screw 164 which may have an allen head, is adjusted upwardly 
to thereby lessen the preload of spring 202 which, consequently, has the 
ultimate effect of increasing the rate of fluid flow through passages 72 
and 146 without changing the pulse frequency or duration. Of course, such 
upward movement of spring perch 164, 166 is continued until the desired 
rate of fluid flow through passages 72 and 208 is achieved at which time 
the adjustable spring perch 164, 166 is preferably prevented from further 
unauthorized adjustment. 
If, instead, it is found that the rate of fluid flow is, for example, more 
than a preselected magnitude of rate of flow, the allen head spring perch 
164, 166 is adjusted in such a direction as to cause an increase in the 
preload of spring 220 which, consequently, has the ultimate effect of 
decreasing the rate of fluid flow through passages 72 and 208 without 
changing the pulse frequency or duration. Of course, such downward 
movement of spring perch means 164, 166 is continued until the desired 
rate of fluid flow through passages 72 and 208 is achieved at which time 
the adjustable spring perch means 164, 166 is preferably prevented from 
further unauthorized adjustment. After such calibration, the metering 
means 104 may be assembled as to associated induction means 10 as 
generally depicted in FIG. 1. Terminal means 192 and 194 may be 
respectively electrically connected as via conductor means 320 and 322 to 
related control means 324. As should already be apparent, the metering 
means 104 is of the duty cycle type wherein the winding or coil means 146 
is intermittently energized thereby causing, during such energization, 
valve member 222 to move in a direction away from valve seat member 74. 
Consequently, the effective flow area of valve orifice or passage 72 can 
be variably and controllably determined by controlling the frequency 
and/or duration of the energization of coil means 146. 
The control means 324 may comprise, for example, suitable electronic logic 
type control and power outlet 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 326 
may provide a signal via transmission means 328 to control means 324 
indicative of the engine temperature; sensor means 330 may sense the 
relative oxygen content of the engine exhaust gases (as within engine 
exhaust conduit means 332) and provide a signal indicative thereof via 
transmission means 334 to control means 324; engine speed responsive 
transducer means 336 may provide a signal indicative of engine speed via 
transmission means 338 to control means 324 while engine load, as 
indicated for example by throttle valve 16 position, may provide a signal 
as via transmission means 340 to control means 324. A source of electrical 
potential 342 along with related switch means 344 may be electrically 
connected as by conductor means 346 and 348 to control means 324. 
OPERATION OF INVENTION 
Generally, in the embodiment disclosed, fuel under pressure is supplied as 
by fuel pump means 32 to conduit 36 and chamber 38 (and regulated as to 
its pressure by regulator means 42) and such fuel is metered through the 
effective metering area of valve orifice means 72 to conduit portion 70 
from where such metered fuel flows through restriction means 78 and into 
annulus 100 and ultimately through discharge port means 102 and to the 
engine 20. 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 222 is 
relatively close to or seated against orifice seat member 74 as compared 
to the percentage of time that the valve member 222 is relatively far away 
from the cooperating valve seat member 74. 
This is dependent on the output to coil means 146 from control means 324 
which, in turn, is dependent on the various parameter signals received by 
the control means 324. For example, if the oxygen sensor and transducer 
means 330 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 324, the control means 324, in turn, will require that 
the metering valve 222 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 324 will 
respond to the signals generated thereby and respond as by providing 
appropriate energization and de-energization of coil means 146 (causing 
corresponding movement of valve member 222) thereby achieving the then 
required metered rate of fuel flow to the engine. 
The prior art has employed relatively high pressures both upstream and 
downstream of the fuel metering means in an attempt to obtain sufficient 
fuel atomization within the induction passage means. Such have not proven 
to be successful. 
It has been discovered that the invention provides excellent fuel 
atomization characteristics even when the upstream unmetered fuel pressure 
is in the order of 10.0 p.s.i. (the prior art often employing upstream 
unmetered fuel pressures in the order of 40.0 p.s.i.). 
That is, within the environment of the embodiment or assembly illustrated, 
conduit means 88 supplies at least most of the air needed to sustain idle 
engine operation when the throttle valve means 16 is closed. As can be 
seen a flow circuit is described by inlet 90 of conduit 88, conduit 88, 
passage means 70, passage means 82, annulus 100, orifice means 102 and 
engine intake manifold induction passage means 13; such, in the depicted 
embodiment, provides all of the air flow to the engine 20 required for 
idle engine operation. The restriction means 78 is of a size as to result 
in the flow through passage 82 being sonic during idle engine operation. 
The fuel which is metered by valve member 74 and injected into passage 70 
mixes with the air as the metered fuel and air flow into inlet 84 of 
venturi nozzle-like means 78 and become accelerated to sonic velocity. The 
fuel within such fuel-air mixtures becomes atomized as it undergoes 
acceleration to sonic velocity and subsequent expansion in portion 86 of 
venturi means 78. The atomized fuel-air mixture then passes into annulus 
100 and is discharged, generally circumferentially of induction passage 
means 14, through the discharge port means 102 of diffuser means 94 and 
into passage means 13 of engine 20. In the depicted embodiment, the 
restriction means 78 not only provides for sonic flow therethrough during 
idle engine operation but also provides for sonic flow therethrough during 
conditions of engine operation other than idle and, preferably, over at 
least most of the entire range of engine operation. 
When further engine power is required, throttle valve means 16 is opened to 
an appropriate degree and the various related parameter sensing means 
create input signals to control means 324 resulting in fuel metering means 
104 providing the corresponding increase in the rate of metered fuel to 
the passage 70 and, as hereinbefore described, ultimately to engine 20. 
As should be apparent, suitable temperature responsive means may be 
provided in order to slightly open throttle valve 16 during cold engine 
idle operation in order to thereby assist in sustaining such cold engine 
idle operation and preclude rough engine operation. 
Referring to FIG. 1 it can be seen that in the depicted embodiment the 
diffuser or discharge nozzle means 94 is comprised of a plurality of 
generally radially extending circumferentially spaced discharge ports or 
apertures 102 and that preferably at least one, as at 160, of the 
apertures or ports 102 is situated as to be generally aligned with the 
path of flow from the sonic nozzle or restrictor means 78. That is, all 
apertures or discharge ports 102, except for the one identified at 160, 
are illustrated as having their respective axis generally contained as 
within a common plane normal to the axis of the induction passage means 
14. However, as indicated in FIG. 1 discharge port or aperture 160 is 
generally aligned with the nozzle 78 axis which, in the preferred 
embodiment, is inclined (and not normal) to the axis of the induction 
passage 14. 
It has been discovered that good engine and vehicle performance can be 
obtained even though the spacing as between discharge ports 102 be varied 
and even though the angle of discharge of such ports 102 (or any one of 
them) be varied. However, it has also been discovered that generally 
better engine performance occurs when discharge port or aperture means 
such as depicted at 160 is provided. 
FIG. 7 illustrates in general block diagram the structure of FIG. 1 along 
with other contemplated operating parameter and indicia sensing means for 
creating related inputs to the control means which, as generally 
identified in FIG. 7, may be an electronic control unit. For ease of 
reference, elements in FIG. 7 which correspond to those of FIG. 1 are 
identified with like reference numbers provided with a suffix "a". 
As generally depicted in FIG. 7 the electronic control or logic means 324a 
is illustrated as receiving input signals, as through suitable transducer 
means, reflective and indicative of various engine operating parameters 
and indicia of engine operation. For example, it is contemplated that the 
electronic logic or control means 324a would receive, as inputs, signals 
of the position of the throttle valve means 16a as via transducer or 
transmission means 340a; the magnitude of the engine speeds as by 
transducer or transmission means 336a; the magnitude of the absolute 
pressure within the engine intake manifold 22 as by transducer or 
transmission means 350; the temperature of the air at the inlet of the 
induction system as by transducer or transmission means 352; the magnitude 
of the engine 20a coolant system temperature as via transducer or 
transmission means 326a; the magnitude of the engine exhaust catalyst 354 
temperature as by transducer or transmission means 356; and the percentage 
of oxygen (or other monitored constituents) in the engine exhaust as by 
transducer or transmission means 334a. 
In considering FIGS. 1, 2 and 7, it can be seen that the electronic control 
means 122a, upon receiving the various input signals, creates a first 
output signal as along conductor means 320a and 322a thereby energizing 
fuel metering valving means 104a. If the operator should open throttle 
valve means 16a, as through pedal 28a and linkage or transmission means 
26a, the new position thereof is conveyed to the control means 324a and an 
additional rate of air flow 358 is permitted into the induction passage 
means 14a as to become commingled with the motive fluid being discharged 
by the nozzle means 94. 
In any event, the fuel-air mixture is introduced into the engine 20a (as 
via intake manifold means 22) and upon being ignited and performing its 
work is emitted as exhaust. An oxygen or other gas sensor, or the like, 
330a monitors the engine exhaust gases and in accordance therewith creates 
an output signal via transducer means 334a to indicate whether the exhaust 
gases are overly rich, in terms of fuel, too lean, in terms of fuel, or 
exactly the proper ratio. The electronic control means, depending upon the 
nature of the signal received from the gas sensor 330a, produces an output 
signal as via conductor means 320a and 322a for either continuing the same 
duty cycle of fuel metering valve means 104a or altering such as to obtain 
a corrected duty cycle and corresponding altered rate of metered fuel 
flow. Generally, each of such input signals (varying either singly or 
collectively) to the electronic control means (except such as will be 
noted to the contrary) will, in turn, cause the electronic control means 
324a to produce an appropriate signal to the fuel metering valve assembly 
104a. 
As is also best seen in FIG. 7, a fuel supply or tank 30a supplies fuel to 
the inlet of a fuel pump 32a (which may be electrically driven and 
actually be physically located within the fuel tank means 30a) which 
supplies unmetered fuel to suitable pressure regulator means 42a which is 
generally in parallel with fuel metering valving assembly 104a. Return 
conduit means 66a serves to return excess fuel as to the inlet of pump 
means 32a or, as depicted, to the fuel tank means 30a. Fuel, unmetered, at 
a regulated pressure is delivered via conduit means 36 to the upstream 
side of the effective fuel metering orifice as determined by orifice means 
72 and coacting valving member 74. 
It is contemplated that certain fuel metering functions may be or will be 
performed in an open loop manner as a fuel schedule which, in turn, is a 
function of one or more input signals to the control means 324a. For 
example, it is contemplated that acceleration fuel could be supplied and 
metered by the fuel metering valving assembly 104a as a function of the 
position of throttle valve means 16a and the rate of change of position of 
such throttle valve means 16a while the engine cranking or starting fuel 
and cold engine operation fuel metering schedule would be a function of 
engine temperature, engine speed and intake manifold pressure. Further, it 
is contemplated that open loop scheduling of metered fuel flow would be or 
could be employed during catalytic converter warm-up and for maximum 
engine power as at wide open throttle conditions as well as being employed 
during and under any other conditions considered necessary or desirable. 
Although various inlet ports through the extension 124 (FIGS. 2 and 4) are 
possible, it is preferred to provide inlet ports 200 and 202 as large as 
practicably possible. 
It is further contemplated that the metering assembly 104 may be so 
situated within the related induction structure as to have a substantial 
portion of the housing 120 in contact with liquid fuel as to thereby 
employ such fuel to serve as a heat sink. In such a situation, of course, 
the lower end (as viewed in FIG. 2) of the bobbin-coil assembly 138-146 
would be exposed to such fuel. However, the fuel would not flow upwardly 
further than the distances determined by seals 134, 168 and 218. 
Further, it should be made clear that the valving assembly 104 need not be 
employed in combination with an overall induction system as depicted in, 
for example, FIG. 1. The valving assembly 104 may be employed in 
combination with any other fuel-air engine induction system as, for 
example, where fuel is directly metered to each engine combustion chamber 
(this being done for example, by injecting the fuel into the air stream at 
or near the respective engine intake valves) or by metering fuel as into 
or near a main engine throttle body which serves to control the flow of 
motive fluid to all of the engine combustion chambers. 
It should also be made clear that by providing the spring 220 as to exert 
its resilient force upon the ball valve at a point or area below the 
geometric center of rotation of the ball valve, or relatively closer to 
the ball valve seat that the ball valve 222 thereby has a greater 
propensity to align itself with the sealing area of the seat surface 206 
resulting in enhanced sealing characteristics. It is, of course, 
contemplated that the resilient means thusly received by valve member 222 
may actually comprise means other than mechanical springs and may comprise 
more than one of such means as well as more than one of such mechanical 
springs. 
Although only a preferred embodiment and selected modifications 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.