US2958319A - Fuel injection system - Google Patents

Description

Nov. 1, 1960 T. M. BALL 2,958,319

FUEL INJECTION SYSTEM Filed Sept. 5, 1959 2 Sheets-Sheet 1 w *1 N INVENTOR.

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Nov. 1, 1960 T. M. BALL FUEL INJECTION SYSTEM 2 Sheets-Sheet 2 Filed Sept. 3, 1959 FUEL INJECTION SYSTEM Thomas M. Ball, Bloomfield Hills, Micln, assignor to Chrysler Corporation, Highland Park, Mich, a corporation of Delaware Filed Sept. 3, 1959, Ser. No. 837,902

Claims. (Cl. 123--119) This invention relates to a fuel injection system particularly suited for use in an automotive internal combustion engine.

In a type of fuel injection system with which the present invention is particularly adapted pressurized fuel from a fuel pump is supplied by a fuel feed conduit to the engine through fuel metering means operable in response to variations in engine speed and load. The fuel metering means includes a housing partitioned by a movable wall into a first fuel pressure chamber and a second or fuel pressure balancing chamber. The first chamber comprises part of the feed conduit and has an orifice therein associated with valve means adjustable to vary the orifice and thereby to control the fuel flow to the engine. The movable wall is operably connected with the valve means and with a sensor device responsive to an engine operating condition and is shiftable to adjust the valve means in accordance with the balance of forces effected by the sensor device and the pressure differential between the two chambers.

A pressure equalizing duct in communication with the pressure balancing chamber and the feed conduit at a location downstream of the metering means maintains the same pressure differential between the first chamber and said downstream location that exists across the movable Wall. In the event of sudden opening of the engine throttle for the purpose of increasing the fuel supply to the engine with such a system, a sudden outflow of fuel from the first chamber results in a momentary change in the forces on the movable wall causing the latter to move in a direction to decrease the volume of the first chamber and to increase the volume of the second chamber. In consequence, without provision to the contrary, fuel is robbed from the feed conduit via the equalizing duct in order to fill the increased volume of the second chamber. This causes momentary leanness of the fuelair mixture during acceleration.

An object of the present invention is to provide simple and highly efficient improved means for preventing such an occurrence and in particular to provide means comprising a shiftable pressure actuated valve seat for said orifice cooperable with a valve element on said movable wall to vary the orifice, the valve seat being operably connected with the engine manifold pressure to be shifted thereby during acceleration to augment said valve element in supplying additional fuel to the engine.

Other objects of this invention will appear in the following description and appended claims, reference being had to the accompanying drawings forming a part of this specification wherein like reference characters designate corresponding parts in the several views.

Figure 1 is a fragmentary schematic sectional view of a fuel injection system embodying the present invention.

Figure 2 is an enlarged fragmentary view of the valve and shiftable valve seat within the dotted outline of Figure 1.

Figure 3 is a view similar to Figure 1, showing a modified form of the invention.

2,958,319 Patented Nov. 1, 1960 Figure 4 is an enlarged fragmentary view of the valve and shiftable valve seat within the dotted outline of Figure 3.

It is to be understood that the invention is not limited in its application to the details of construction and arrangement of parts illustrated in the accompanying drawings, since the invention is capable of other embodiments and of being practiced or carried out in various ways. Also it is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation.

Referring to Figure l, a fuel injection system is shown comprising separate cylinder banks 14 air intake manifold conduits 11, exhaust conduits 12, and exhaust manifolds 13. The system comprises a fuel supply tank 14, an engine operated speed sensor 15, an engine load sensor 16, an accelerator pump 17, and fuel injection nozzles 18. The speed sensor is provided with four housing portions separated from each other by diaphragms 23, 24, and 25 to provide four chambers 26, 27, 28, and 29. Chamber 26 communicates with fuel tank 14 through conduit 30 and by means of fuel pump 31 submerged in tank 14 is supplied with fuel in adequate volume and pressure to exceed the maximum requirements of the engine regardless of the engine load or speed. A tubular return flow metering orifice member 32 as described below connects chamber 26 with a return flow conduit 33 which extends to fuel tank 14 to return excess fuel thereto. A shiftable rod 19 having at one end a flattened return valve element 35 registering with the upstream side of orifice or valve seat member 32 is secured to each of the diaphragms 23, 24, and 25 by suitable grommets 34.

A flyweight support 36 pivotally supports flyweights 37 at 38 and is secured to a flexible shaft 39 operatively connected to the engine to rotate at a speed directly proportional to engine speed. The flyweights 37 have projections 20 which abut an end portion of rod 19 when the flyweights pivot outwardly in response to rotation of shaft 39, thereby to urge valve element 35 toward the orifice or seat member 32 against the opposite force of the fuel pressure in chamber 26 applied to diaphragm 23. As engine speed increases or decreases respectively, valve element 35 is moved toward or away from metering orifice member 32 to restrict or increase the latters effective opening.

Although the present invention is illustrated herein by Way of example with a return flow type fuel injection system, it Will be apparent from the following that the invention has application with other than return flow systems, as for example wherein orifice member 32 is closed and valve 35 is applied to conduit 30 to restrict the fuel flow therethrough with increasing pressure in chamber 26; or wherein conduit 30 is closed and the fuel is pumped in a reverse direction through conduit 33 into chamber 26, and valve 35 is applied to restrict orifice member 32 with increasing pressure in chamber 26.

Chamber 26 is connected with a downstream chamber 40 via load metering orifice 41 and thence with a downstream fuel distribution chamber or rosette 42 via fuel supply conduits 43 and 44 in series. A load metering needle 45 extends through orifice 41 and terminates in a reversely tapered end portion 46 registering with the upstream side of orifice 41. Needle 45 is operatively connected to a piston 47 reciprocable in cylinder 48, which in turn is connected with a low pressure portion of each intake manifold 11 of said engine by conduit 49. Low

pressure transmitted through conduit 49 causes piston 4'7 to move upwardly against the force of spring 50 and to urge the tapered valve 46 into closer proximity with the sides of orifice 41 to progressively restrict the latter. Conversely, with increasing pressure in the intake manifolds, as for example with increasing load, spring 50 urges piston 46 downwardly to increase the opening of orifice 411. Vent duct 4% in the lower portion of cylinder 48 maintains the space below piston 47 at atmospheric pressure.

A separate nozzle feed conduit 51 extends from chamber 42 to each of the fuel injection nozzles 18 located downstream of the throttle valve 52 in the air intake manifold 53. Chamber 40 is also connected to chamber 27 of the speed sensor unit by a pressure equalizing conduit 54 to provide an adjustment of the fuel pressure differential across the metering orifice 41, as explained below.

An idle boost conduit 55 communicates with manifold 53 at a point adjacent the edge of throttle valve 52 and with the chamber 23 of the speed sensor unit in order to augment operation of the flyweights 37 urging rightward movement of valve element 35 when the engine is operated at low'speed and light load. By virtue of duct 55, the pressure in chamber 28 during such conditions is lower than in chamber 29 which is vented to the atmosphere by vent 56. The pressure in chamber 29 thus urges valve element 35 toward orifice member 32 to retard the flow of return fuel therethrough and provide an emichment of the engine fuel supply. During high speed or high load operation, the pressure differential across diaphragm 25 has no appreciable effect.

The accelerator pump 17 has an inlet duct 57 in communication with return fiow conduit 33 via ball check valve 58 and receives fuel into the lower portion of cylinder 59 upon upward movement of the accelerator piston 69. In the present instance, piston 60 is connected in accordance with customary practice with the personally operated accelerator linkage 61. The latter is suitably connected with throttle valve 52 and normally maintains piston 60 in an elevated position against the tension of spring 62 when throttle valve 52 is closed. Upon opening of valve 52 by operation of the throttle linkage, as for example during acceleration or increasing engine load, linkage 61 releases piston 69 for downward movement. The compressed spring 62 then moves piston 60 downwardly in a pumping stroke to discharge pressurized fuel from cylinder 59. Upon actuation of throttle linkage 61 to close valve 52, piston 60 is raised in an intake stroke against the force of spring 62. Fuel is then drawn into the lower part of chamber 59 below piston 69 via duct 57. Bleed duct 63 connects cylinder 59 above piston 60 with return conduit 33 to facilitate operation of piston 6tl'and to prevent entrapment of fuel in the upper portion of cylinder 59.

The lower chamber 79 of a fiuid containing pressure regulator or pressure increasing valve housing 80 is connected by duct 81 with the return flow conduit 33, the housing 80 being partitioned by a flexible diaphragm 82 to provide the aforesaid lower chamber 79 and an upper chamber 83. A needle valve element 84 secured to diaphragm 82 to move therewith extends upwardly to register with a metering orifice 85 which communicates with conduit 44 adjacent its juncture with conduit 43. A biasing spring 86 under compression between the underside of diaphragm 82 and a lower portion of housing 80 urges needle valve element 84 upwardly to maintain a predetermined minimum differential between the fuel pressure in conduit 43 and the fuel pressure in the return flow conduit 33, as described below. i

As is apparent from Figure 1, the pressure in conduit 33 augments the force of spring 86 urging diaphragm 82 and needle valve 84 upwardly in opposition to the pressure in feed conduit 43 urging diaphragm 82 downwardly. Upward or downward movement respectively of valve element 84 progressively restricts or opens orifice 35. In the event of a pressure increase in conduit33 for any cause, as for example by inclination of the vehicle to raise fuel tank 14 with respect to metering orifice member 32, the pressure increase is transmitted to the under side of diaphragm 82 to increase the restriction of orifice when the pressure in feed conduit 44 drops below a predetermined minimum value, as for example when the engine is operating at low load. The pressure in feed duct 43 is thereby increased to increase the pressure in chamber 27 via conduit 54 and also to increase the pressure in chamber 83 via duct 87 connected with feed conduit 43.

The increased pressure in chamber 27 urges diaphragm 23 to the right because of its larger area with respect to the area of diaphragm 24, causing valve element 35 to increase the restriction of metering orifice 32. The latter action reduces the pressure in return conduit 33 and also in chamber 79. The resulting reduced upward force on diaphragm 82, augmented by the increased pressure chamber 83, tends to restore the opening of orifice 85 to the extent predetermined by biasing spring 36. Accordingly, any tendency to increase the pressure in return conduit 33 results in a corresponding tendency to increase the pressure in chambers 26 and 40, so that the pressure differential between conduits 33 and 43 will not drop below a predetermined minimum value determined by the force of spring 86. This structure is particularly important during light engine loads when the pressure downstream of port 85 is a minimum. Valve 84 assures a comparatively high minimum pressure upstream of port 85 and minimizes the tendency of fuel vapor formation during such conditions in the metering system.

The operation of the speed sensor 15 and load sensor 16 will be described in relation to a static engine op erating condition, that is constant engine speed and load. Under static conditions, the force exerted on valve element 35 by flyweights 37 equals the force exerted on valve 35 by the fuel pressure differential across diaphragm 23, whereby valve 35 is positioned with respect to orifice or seat member 32 so as to maintain a pressure differential across orifice 41 determined by engine speed. In this static condition, the amount of fuel delivered to the rosette 42 is constant and is equal to the amount of fuel delivered to the system by the pump 31 less the amount of fuel being returned to the fuel tank 14 through the return flow conduit 33.

As throttle valve 52 is moved to a more open position by operation of the engine accelerator including linkage 61, an increase in manifold pressure is transmitted to the load sensor piston 47 through conduit 49, enabling spring 50 to move piston 47 downwardly and thereby to move the load metering valve 46 to a more open position with respect to the metering orifice 41. The pressure differential existing across orifice 41 and therefore across.

diaphragm 23 consequently tends to decrease as more fuel is allowed to flow into chamber 40. To prevent such a condition and to maintain the pressure difierential acrossorifice 41 at a value where the flow of fuel therethrough will satisfy the increased engine load requirement, the fuel pressure in chamber 26 is increased by movement of the return flow metering valve 35 closer to orifice member 32 in consequence of the increased pressure in chamber 27 which communicates via duct 54 with chamber 40. Thus the return fuel flow in conduit 33 is decreased and the fuel flow to the engine via conduits 43 and 44 is increased. Similarly when the engine speed is increased, the flyweights 37 exert increased force on valve 35 urging the latter rightward to restrict orifice member 32. The result is to decrease the return fuel flow in conduit 33 and increase the flow to the engine via conduits 43 and 44. The converse operation will of course occur in the event of a reduction in engine load or speed.

The pressurized fuel discharged from cylinder 59 upon spring urged downward movement of piston 60 during acceleration is directed through conduit 89 to the upper chamber 90 of a fluid containing pressure operated check valve housing 91 which is partitioned by afiexible diaphragm 92 into the aforesaid upper chamber 90 and a lower chamber 93. A shiftable needle valve element 94 secured to diaphragm 92 to move therewith has a tapered upper end registering with an acceleration orifice 95 to close the latter. Upon downward movement of valve element 94, chamber 90 communicates with chamber 42 via port 95 and duct 44. Needle valve 94 is normally maintained in the closed position shown by a biasing coil spring 96 under compression between the underside of diaphragm 92 and a lower portion of the housing 91. Chamber 93 is in communication with return flow conduit 33 via duct 97, whereby excess pressure buildup in chamber 93 is avoided and the return flow in conduit 33 is employed to augment spring 96 in maintaining valve element 94 in the closed position.

In accordance with the foregoing, when accelerator piston 60 is depressed to discharge fuel from cylinder 59 during an accelerating operation, the fuel output of pump 17 is directed into chamber 90 to force diaphragm 92 downwardly against the tension of spring 96, thereby causing valve element 94 to open orifice 95. Opening of the latter orifice admits the accelerating fuel into conduit 14 and thence into chamber 42 and to the engine via the various fuel supply conduits 51.

It is also to be noted that upon rapid opening of throttle valve 52 during acceleration of the engine, the manifold pressure in conduit 49 increases, enabling spring 50 to move valve 46 suddenly downwardly to decrease the restriction at orifice 41. Without provision to the contrary, the pressure in chamber 26 would drop momentarily and cause rightward movement of diaphragm 23 with a resulting drop in pressure in chamber 27. The momentary low pressure in chamber 27 would rob fuel from chamber 40 via conduit 54 and reduce the fuel pressure in chamber 40. The fuel supply to the engine would thus be reduced at the very time that acceleration was desired. Coughing or momentary stalling of the engine would result.

In order to prevent such an occurrence, a branch conduit 100 of conduit 49 opens into a pressure chamber 101 formed at the right end of a cavity 102 in a housing portion 103 of the speed sensor 15, Fig. 2. Chamber 101 is defined in part by the rigid side walls of housing 103 and a flexible diaphragm 104 which is secured around its periphery to said side walls in fluid sealing engagement therewith so as to partition chamber 101 from a second pressure chamber 105 at the left side of diaphragm 104. Chambers 101 and 105 are thus separated from each other by diaphragm 104 except at a restricted bleed duct 106 formed in housing 103 and connecting chambers 101 and 105.

Chamber 103 is defined peripherally by the side walls of housing 103 and is defined at its right and left ends respectively by diaphragms 104 and 107. The periphery of the latter diaphragm is connected in fluid sealing engagement with housing 103 and separates chamber 105 from a low pressure fuel chamber 108 comprising the left end of cavity 102 which opens into the left end of return flow conduit 33.

Cavity 102' enlarges leftward at 109 to receive the radial enlargement 110 of a tubular adaptor 111 having a threaded right end screwed snugly into the left end of cavity 102. An G-ring type seal 112 provides a peripheral fluid seal between the juxtaposed walls of the enlarged portions 109 and 110 adjacent the outer periphry of the latter. Similarly a sealing gasket 113 provides a fluid seal between the juxtaposed walls of the enlargements and 13.0 around the outer periphery of the threaded portion of adaptor 111.

As illustrated in Figure 2, the seat or orifice member 32 comprises a short tubular element freely slidable axially in the bore of tubular adaptor 110 and opening at ducts 114 into the left chamber 108 of cavity 102, which in turn opens into conduit 33 as aforesaid. An annular movement limiting shoulder 115 of member 32 6 limits the latters rightward movement. The outer periphery of an annular guide 116 is snugly pressed or screwed into the opening of enlargement 110 to comprise an integral unit therewith and has its inner periphery in free sliding and guiding relation with the tubular orifice member 32. The latter is thus free for limited leftward movement from the position shown in Figures 1 and 2. An extension 117 integral with seat member 32 mechanically connects the same with diaphragms 104 and 107 to cause axial shifting of member 32 upon pressure actuated movement of the diaphragms.

It is apparent that when throttle valve 52 is opened rapidly during an accelerating operation, the resulting pressure rise in conduit 49 is transmitted through conduit to the right side of diaphragm 104, thereby to move the latter and the freely shiftable orifice member 32 leftward toward valve element 35, provided that the increased force at the right side of diaphragm 104 exceeds the force at the left side of the smaller diaphragm 107 resulting from the fuel pressure in chamber 108. In consequence, the bore of the orifice or valve seat member 32 is restricted during the initial period of acceleration. The return fuel flow in conduit 33 is reduced with a consequent pressure rise in chamber 26 tending to increase the pressure differential across orifice 41 and to give the engine a burst of accelerating fuel as desired during acceleration. Thus the momentary effect of reducing the restriction at orifice 41 during acceleration is minimized. This action is supplemented by operation of accelerator pump 17 as described above, although with certain engine constructions the accelerator pump 17 can be eliminated entirely.

After the momentary burst of accelerating fuel is supplied as a result of the rapid opening of throttle valve 52, the pressure in chamber 101 at the right side of diaphragm 104 will leak through restricted bleed orifice 106 to chamber at the left side of diaphragm 104. The effect of the accelerating fuel boost will last for the short time interval required for the pressure leakage through bleed duct 106 to approximately equalize the pressures at opposite sides of diaphragm 104. Thereafter the fuel pressure in chamber 108 acting on diaphragm 107 will urge seat member 32 to its rightward position illustrated and the normal operation of the fuel metering system will be restored. In consequence of the fuel pressure in chamber 108 urging the seat member 32 rightward, minor pressure fluctuations in the induction conduit 53 and in ducts 49, 100 will not disrupt the normal operation of the fuel metering system.

It is also to be noted that during deceleration of the engine and movement of throttle valve 52 toward its closed position shown, the pressure downstream of valve 52 and in conduits 49, 100 is reduced so as to assure rightward movement of diaphragm 104 and seat member 32 to the limit of movement permitted by stop 115. In consequence, a minimum fuel pressure in chambers 26 and 40 will result in accordance with normal operation of the fuel metering system, so that fuel flow to the engine and unburned fuel in the engine exhaust system are minimized during rapid deceleration.

Figures 3 and 4 illustrate a fuel metering system similar to that shown in Figures 1 and 2,. the fuel metering means and the structure and mounting of the seat or orifice member 32 in housing 103 being the same as in Figures 1 and 2. Thus corresponding parts are numbered the same in all drawings. In Figures 3 and 4, bleed orifice 106 is omitted and diaphragms 105 and 107 are replaced by a single diaphragm 120 secured around its periphery in fluid sealing engagement with housing 103. Diaphragm 120 partitions cavity 102 into left and right chambers, the former chamber being in communication with ducts 114 and 33 to establish return fuel flow via orifice member 32 as before, and the latter chamber being connected by duct 100 with duct 49.

A spring 121 under compression between the right side of diaphragm 120 and a portion of housing 103 partially opposes the fuel pressure at the left side of diaphragm 120 to assure a sensitive response to pressure increases in the induction system 53 and at the right side of diaphragm 120. Upon opening of throttle valve 52 during acceleration, the increased pressure at the right side of diaphragm 120 enables spring 121 to urge the diaphragm 120 and seat member 32 leftward, thereby to restrict the bore of member 32 and increase the pressure in chamber 26 as described above in regard to Figures 1 and 2. In consequence, the tendency for cavitation in chambers 27 and 40 and momentary stalling of the engine during the initial accelerating period are avoided.

I claim:

1. In a fuel system for an internal combustion engine having an air induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine including a port in said conduit means, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, means responsive to changes in the fuel pressure in said conduit means and being operatively connected with said valve element to shift the same, valve actuating means responsive to an operating condition of said engine and being cooperable with said valve element for shifting the same, and means responsive to pressure changes in said induction conduit for adjusting said valve seat.

2. In a fuel system for an internal combustion engine having an air induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine including a port in said conduit means, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, means responsive to changes in the fuel pressure in said conduit means and being operatively connected with said valve element to shift the same, valve actuating means responsive to an operating condition of said engine and being cooperable with said valve element for shifting the same, and means responsive to pressure changes in said induction conduit during acceleration of said engine for adjusting said seat to augment operation of said metering means tending to increase the fuel flow to said engine.

3. In a fuel system for an internal combustion engine having an air induction conduit and a throttle valve in said induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine including a port in said conduit means, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, means responsive to changm in the fuel pressure in said conduit means and being operatively connected with said valve element to shift the same, valve actuating means responsive to an operating condition of said engine and being cooperable with said valve element for shifting the same, and means responsive to the pressure increase in said induction conduit downstream of said throttle valve during acceleration of said engine for adjusting said seat to augment operation of said metering means tending to increase the fuel flow to said engine.

4. In a fuel system for an internal combustion engine having an air induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine including a port in said conduit means, an adjustable valve seat at said port, a shiftable valve element cooperable with saidseat to regulate the fuel flow through said port, means responsive to changes in the fuel pressure insaid conduit means and being operatively con nected with said valve element to shift the same, valve actuating means responsive to an operating condition of 5. In a fuel system for an internal combustion engine.

having an air induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine including a port in said conduit means, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, means responsive to changes in the fuel pressure in said conduit means and being operatively connected with said valve element to shift the same, valve actuating means responsive to an operating condition of said engine and being cooperable with said valve element for shifting the same, means responsive to pressure changes in said induction conduit during acceleration of said engine for adjusting said seat to augment operation of said metering means tending to increase the fuel flow to said engine, said last named means comprising a pressure chamber, a movable wall partitioning said pressure chamber into two parts and being operably connected with said seat, said pressure chamber at one side of said movable wall being in communication with said induction conduit and being responsive to pressure changes therein, and a bleed duct connecting the parts of said pres? sure chamber at opposite sides of said wall for gradually equalizing the pressure at said opposite sides.

6. In a fuel system for an internal combustion engine having an air induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine including a port in said conduit means, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, valve actuating means responsive to an operating condition of said engine and being cooperable with said valve element for shifting the same, an

actuating pressure chamber, a first pressure actuated,

movable wall defining a portion of said actuating chamher, a second pressure actuated movable wall partition: ing said actuating chamber into two parts and being operably connected with said seat to shift the latter, said first wall being operably connected with said second wall to shift the latter, means for limiting movement of said.

second wall in one direction, means for applying the pressure in said conduit means at the low pressure side of said port to said first movable wall to urge said second wall to the limit of movement in said one direction, a bleed orifice connecting the two parts of said actuating chamber, and means for connecting the pressure of said induction conduit with one of said actuating chamber parts to shift said second wall and adjust said seat to augment operation of said metering means tending to increase the fuel flow to said engine during acceleration.

7. In a fuel system for an internal combustion engine having an air induction conduit and a throttle valve in said induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine including a port in said conduit means, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, valrve actuating means responsive to an operating conditionof said engine and being cooperable with said valve elementfor shifting the same, an actuating pressure chamber, a first pressure actuated movable wall defining a portion, of said actuating chamber, a second pressure actuated movable wall partitioning said actuating chamber into two 9 parts and being operably connected with said seat to shift the latter, said first wall being operably connected with said second wall to shift the latter, means for limiting movement of said second wall in one direction, means for applying the pressure in said conduit means at the low pressure side of said port to said first movable wall to urge said second wall to the limit of movement in said one direction, a bleed orifice connecting the two parts of said actuating chamber, and means for connecting the pressure of said induction conduit downstream of said throttle valve with one of said actuating chamber parts to shift said second wall and adjust said seat to augment operation of said metering means tending to increase the fuel flow to said engine during acceleration.

8. In a fuel system for an internal combustion engine having an air induction conduit and a throttle valve in said induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine, said fuel metering means including a fuel chamber in said conduit means having a port, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, a movable partition separating said chamber into two parts with said port being in one thereof, said partition being shiftable in response to changes in the fuel pressure differential at its opposite sides and being operatively connected with said valve element to shift the same, an actuating pressure chamber, a first pressure actuated movable wall defining a portion of said actuating chamber, a second pressure actuated movable wall partitioning said actuating chamber into two parts and being operably connected with said seat to shift the latter, said first wall being operably connected with said second wall to shift the latter, means for limiting movement of said second wall in one direction, means for applying the pressure in said conduit means at the low pressure side of said port to said first movable wall to urge said second Wall to the limit of movement in said one direction, a bleed orifice connecting the two parts of said actuating chamber, and means for connecting the pressure of said induction conduit downstream of said throttle valve with one of said actuating chamber parts to shift said second wall and adjust said seat to augment operation of said metering means tending to increase the fuel flow to said engine during acceleration.

9. In a fuel system for an internal combustion engine having an air induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine including a port in said conduit means, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, valve actuating means responsive to an operating condition of said engine and being cooperable with said valve element for shifting the same, a spring yieldingly urging said seat to a predetermined position of adjustment, an actuating pressure chamber, a pressure actuated movable wall defining a portion of said actuating chamber and being operably connected with said seat to shift the same, means for applying the pressure of said conduit means at the low pressure side of said port to one side of said movable wall urging the latter in opposition to said spring, and means connecting the other side of said wall with the pressure of said induction conduit to adjust said seat to augment operation of said metering means tending to increase the fuel flow to said engine during acceleration.

10. In a fuel system for an internal combustion engine having an air induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine, said fuel metering means including a fuel chamber in said conduit means having a port, an adjustable valve seat at said port, a shiftable valve element cooperi0 able with said seat to regulate the fuel flow through said port, a movable partition separating said chamber into two parts with said port being in one thereof, said partition being shiftable in response to changes in the fuel pressure differential at its opposite sides and being operatively connected with said valve element to shift the same, valve actuating means responsive to an operating condition of said engine and being cooperable with said valve element for shifting the same, a spring yieldingly,

urging said seat to a predetermined position of adjustment, an actuating pressure chamber, a pressure actuated movable wall defining a portion of said actuating chamber and being operably connected with said seat to shift the same, means for applying the pressure of said conduit means at the low pressure side of said port to one side of said movable wall urging the latter in opposition to said spring, and means connecting the other side of said well with the pressure of said induction conduit to adjust said seat to augment operation of said metering means tending to increase the fuel flow to said engine during acceleration.

11. In a fuel system for an internal combustion engine having an air induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine, said fuel metering means including a fuel chamber in said conduit means having a port, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, a movable partition separating said chamber into two parts with said port being in one thereof, said partition being shiftable in response to changes in the fuel pres sure differential at its opposite sides and being operatively connected with said valve element to shift the same, valve actuating means responsive to an operating condition of said engine and being cooperable with said valve element for shifting the same, and means responsive to pressure changes in said induction conduit for adjusting said valve seat.

12. In a fuel system for an internal combustion engine having an air induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine, said fuel metering means including a fuel chamber in said conduit means having a port, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, a movable partition separating said chamber into two parts with said port being in one thereof, said partition being shiftable in response to changes in the fuel pressure differential at its opposite sides and being operatively connected with said valve element to shift the same, valve actuating means responsive to an operating condition of said engine and being cooperable with said valve element for shifting the same, and means responsive to pressure changes in said induction conduit during acceleration of said engine for adjusting said seat to augment operation of said metering means tending to increase the fuel flow to said engine.

13. In a fuel system for an internal combustion engine having an air induction conduit and a throttle valve in said induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering mean for regulating the fuel flow in said conduit means to said engine, said fuel metering means including a fuel chamber in said conduit means having a port, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, a movable partition separating said chamber into two parts with said port being in one thereof, said partition being shiftable in response to changes in the fuel pressure differential at its opposite sides and being operatively connected with said valve element to shift the same, valve actuating means responsive to an operating condition of said engine and being cooperable with said valve element for shifting the same, and means responsive to the pressure increase in said induction conduit downstream of said throttle valve sesame 11 during acceleration of said engine for adjusting said seat to. augment operation of said metering means tending to increase the fuel flow to said engine.

14. In a fuel system for an internal combustion engine having an air induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel flow in said conduit means to said engine, said fuel metering means including a fuel chamher in said conduit means having a port, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, a movable partition separating said chamber into two parts with said port being in one thereof, said partition being shiftable in response to changes in the fuel pressure differential at its opposite sides and being operatively connected with said valve element to shift the same, valve actuating means responsive to an operating condition of said engine and being cooperable with said valve element for shifting the same, resilient means yieldingly urging said seat to a predetermined position of adjustment, and means responsive to pressure change in said in duction conduit during acceleration of said enginefor adjusting said seat against the force of said resilient means to. augment operation of said metering means tending to increase the fuel flow to said engine.

15. In a fuel system for an internal combustion engine having an air induction conduit, fuel conduit means for supplying said engine with fuel, fuel metering means for regulating the fuel .flow in said conduit means to said engine, said fuel metering means including a fuel chambet in said conduit means having a port, an adjustable valve seat at said port, a shiftable valve element cooperable with said seat to regulate the fuel flow through said port, a movable partition separating said chamber into two parts with said port being in one thereof, said partition being shiftable. in response to changes in the fuel pressure differential at its Opposite sides and being operatively connected with said valve element to shift the same, valve actuating means responsive to an operating condition of said engine and being cooperable with said valve element for shifting the same, and means responsive to pressure changes in said induction conduit during acceleration of said engine for adjusting said seat to augment operation of s'aidmetering means tending to increase the fuel flow to said engine, said last named means comprising a pressure chamber, a movable wall partitioning said pressure chamber into two parts and being operably connected with said seat, said pressure chamber at one side of said movable wall being in communication with said induction conduit and being responsive to pressure changes therein, and a bleed duct connecting the parts of said pressurechamber at opposite sides of said wall for gradually equalizing the pressure at said opposite sides.

No references cited.

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