Fuel Injection Control Device

Technical Field

This invention relates to a fluid control device and particularly to control devices suitable for fuel injection systems of internal combustion engines.

Background Art

There are two major forms of fuel admission to internal combustion engines, the carburetion and the fuel injection. Carburetors are used on the majority of engines, due to their lower cost and heretofore better reliability. However, carburetors have a number of drawbacks, such as ^' j restriction of air-flow, uneven distribution of fuel between cylinders, inaccurate fuel delivery during load changes and at low and high speed operations and evaporation of fuel in engine-off condition. In compliance with stricter clear air standards the carburetors also became more complex and expensive. As a result, there is an increased application of fuel injection systems that have overcome some of the disadvantages of the carburetor. Fuel injection is also co pati- hie with the sensing of operating and emission parameters, therefore controls the fuel utiliza¬ tion more precisely during the transient engine conditions.

The known fuel injection systems fall into three broad categoriesι the continuous, the timed and the combination of continuous and timed fuel injection systems. The continuous injection is similar to carburetion, except the fuel is metered by varying its pressure in response to the requirements of the engine. In some of its forms this type of injection has efficient air-fuel mixing and fuel vaporization, however it does not correct the uneven fuel distribution, it is easy to tamper with and require a number of very fine orifices that are difficult to calibrate and maintain. The combined continuous and timed fuel injection is used in engines termed "stratified" - that is the charge is made up of layers of lean and rich air/fuel mixtures, rather than a homogeneous mixture. This system is complex and difficult to maintain.

The third basic form of injection is the timed fuel impulse type, which is currently the most expensive injection system, because of its requirements for very accurately machined parts and complex regulating components. Consequently it is rarely used for gasoline injection. On the other hand, the timed high pressure injection is the only one that is used on diesel engines, with obviously good economy and reliability.

In summary, each of the known carburetion and fuel injection systems have one or more of the following drawbacks, imprecise metering and distribution and imperfect atomization and vaporization of fuel thus contributing to environmental pollution; limited high speed operation! complexity and high initial and subse¬ quent service and maintenance cost.

Disclosure of the Invention The foregoing deficiencies and problems are solved in accordance with specific illustrative embodiments of my invention, which provide a less complex, lower cost, more reliable and tamperproof fuel injection control device. The invention furnishes technical advances in controlling fuel injection for all three of the aforementioned injection systems and for both gasoline and diesel applications.

According to a preferred embodiment the metering device essentially comprises a metering body on the fuel supply side, a distributor body on the fuel discharge side and a input shaft driven timing body rotating between surfaces of said two bodies. The function of this device is to convert the pressur- ized supply fluid into timed and metered fluid pulses and distribute them illustratively to a utilization me ns, such as, injectors of an engine. This function if accomplished when an aperture of the rotating timing body connect at least one opening in the control body to at least one corresponding opening of the

distributor body. Specifically, the metering function if accomplished by the metering body the position of which determines the virtual overlap of the openings of both the metering and distrib- uting bodies, therefore the length of the time during which the orifice of the rotary timing body is in registration simultaneously with the metering and distributor body openings. The time of registration determines the length of each pulse of fluid flow. The timing function if accomplished by a positive linkage between the rotary timing body and a drive shaft of an engine, ef ectively synchronizing the fuel impulses with the combustion processes. The distributing function is accomplished by the location, in proper sequence, of each of the discharge body openings that register with the respective one or more orifices of the rotary timing body. The fluid pulses thus derived are at essentially ^' the same pressure as that of the pressurized source, conse- quently, the actual volume of each fluid pulse is dependent on both the supply pressure and the length of the pulse. The embodiment just described is suit¬ able for low or relatively moderate pressure pulse control for various applications, including that of fuel injection for gasoline engines.

Another preferred embodiment comprises, additionally, cam actuated plunger means, which in a pumping stroke provide higher pressure fluid impulses, such as is useful for injection systems of diesel engines. The metering of the fluid is accomplished as before, except that the fluid, under a pressure lower than the opening pressure of the respective injector nozzles, fills up a plunger cavity, pressing

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a plunger back to a stroke length that corresponds to a desired e ered quantity of fuel. At the subsequent turn of the input shaft a cam pushes the plunger, which then will press the fluid into the engine through an injector nozzle at a pressure substantially higher than the supply or "transfer" pressure. This mode of operation, termed an inlet or "charge" metering, variable plunger stroke operating mode with the charging lower pressure fluid pulse is timed to coin- cide with the receding or withdrawing, stroke of the plunger the rotating timing body blocks the back-flow of the fluid.

Another mode of high pressure operation is achieved with essentially the same structural embodi- ment, including the cam actuated plunger means, with only some changes in the phasing and shape changes in the openings of the rotating timing body. This mode of operation is termed 'the spill type metering, constant plunger stroke operating mode, which functions somewhat differently from the mode previous¬ ly described. During the plunger withdrawal the flow of fluid through the control openings fill up the entire available plunger cavity under the supply or an additional transfer pump pressure. This supply or transfer pressure, being substantially lower than the opening pressure of the injector nozzle, will not cause injection. At a subsequent turn of the input shaft a cam actuates the plunger, which then presses the fluid at a high pressure into the engine through a corresponding injector nozzle. The control of the fluid amount is achieved by the extent of the afore¬ mentioned virtual overlap during the pumping stroke, such that in a reverse flow the excess fluid is

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allowed to flow back to the supply side, or as called in the art, "spilled". The excess, or spill, then may be varied to suit the load condition of the engine, the balance of the pumped volume being injected.

The basic system illustrating this novel device is operating in the mode that may be termed time-volume mode, where the quantity of fuel is delivered at essentially constant pressur , so the time length of each pulse determines the amount of delivery. This time-volume mode is simply augmented to become pressure/time-volume mode by varying the fuel supply pressure, in addition to the variation of the time by "virtual overlap" pulse volume control. The pressure/time function is useful to (1) maintain very closely the air/fuel ration -in response to feedback sensors in the exhaust and (2) extend the range of delivery by a ratio of two or more.

The timing advance/retard function is accomplished most conveniently by changing the phase relation between the part of the shaft that mounts the rotary timing body from that part that is connected to the engine drive shaft. The timing advance/retard func¬ tion is useful for (1) in chamber, especially diesel, injection where an earlier injection pulse is required with increased speed of the engine, since it is the injection that times the combustion and at higher speed less time is available with fixed start injection pulse and (2) for very high speed engines, where the time lag caused by the length of the pipe between the metering device and the injector can cause misfire, unless the start, or timing of the injection pulse is continuously adjusted to the particular speed of the engine.

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Note that the "timing of the pulse" is a term different from the "time of the pulse", the prior is the beginning of the pulse, relative to an engine position and the latter is the length of the pulse. Also note, that for conventional piston- ype gasoline engines a fixed timing is ^' usually suf i¬ cient, which is properly adjusted by a slight turning of this control device assembly or its distributor body, which method however is too cumbersome for continuous timing changes during operation.

Particular advantages of this metering device are derived from the utilization of rotary and turnable members for timing and metering of fluid impulses. Reciprocating metering members encounter mechanical and liquid inertia and require a fair amount of lubrication, which at very small strokes can easily exceed the amount of fuel to be injected. As a result, the fuel impulses are attenutated, at very small-volume demand or at very high frequency, or engine speed. The rotable and rotating control elements of this invention have low inertia problems, and comprise surfaces that require minimum rotational clearance and fluid film for lubrication. The structure of this invention provides limited internal leakage and fluid slip losses, for producing fluid pulses of very small amounts and at very high speed, or frequency.

Some embodiment of this invention utilize reciprocating plunger means, however, the metering function if performed by the interaction of the controlling openings of stationary and rotating bodies, therefore the structure provides few leakage paths and allows the use of simpler, smaller

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plungers, with reduced inertia.

The structure of embodiments utilizing disk shaped rotary timing body advantageously includes a spacer, which illustratively is a washer or bearing means. The spacer separates the metering control body from the distributor body to provide the space required to freely rotate the rotary timing disk. The spacer assumes most of the mechanical _* hydraulic and spring pressures that otherwise would be thrusted upon the timing disk. As a result, the rotary disk has less friction and a more defined clearance from the cooperating body surfaces. The small clearance assures that the friction torque is small and controllable, One embodiment of the spacer is a sliding or anti¬ friction type ring, which enables the torque required to operate the control body to be more independent from the friction of the timing disk and the variable .pressures. A feature of my invention is the provision of a fluid control device comprising a housing having at least one source port connectable to a pressur¬ ized source of fluid, at least one discharge port and means forming a cavity in communication with the at least one source port. The device has a first and a second body disposed within the cavity about a common axis. The first body is turnably mounted about the common axis. The second body is mounted for cyclical rotation about that axis and has surfaces cooperating in a fluid sealing relation with a surface of the first body and a surface of the cavity forming means. The housing, ^• first body and second body each have means defining

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a fluid conduit periodically alignable during rotation of the second body to form at least one passageway for a flow of fluid from said cavity to the at least one discharge port. The first body is turnable for adjusting an overlap alignment of each of the fluid conduit defining means of the first and second bodies and the housing and thereby the dimensions and time duration of the opening of the at least one passageway. Another feature is that the housing comprises a third body disposed within the interior cavity of the housing and that body is aligned with each of the first and second bodies about the common axis. The third body is structured with the housing fluid conduit and the discharge ports. It is another feature of the invention that the second body comprises planar upper and lower surfaces and the fluid conduit defining means thereof defines at least one bore extending between the upper and lower surfaces thereof. Each of the first and third bodies comprises at least one planar surface facing a respective one of the upper and lower surfaces of the second body and the fluid conduit defining means thereof defines at least one bore extending to the at least one planar surface thereof. Another feature is that the interior cavity of the housing is cylindrical in shape and each of the first and second bodies is circular in perimeter shape for respective turning and rotation within the cavity. Another feature is the provision of an annular spacer member disposed within the interior cavity of the housing about the second body and between the first body and the cavity forming means for supporting the first body and for rotation of the second body

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about the common axis.

It is another feature that the annular spacer comprises an axial thickness at least equal to an axial thickness of the second body. A feature of the invention is that the housing comprises means defining a central bore in registra¬ tion with the common axis and a drive shaft extend¬ ing through the central bore and affixed to the second body for cyclically rotating that body. Another feature is the provision of piston pumping means mounted for reciprocating actuation in a chamber of the second body, that chamber communicates with the fluid conduit of the second body for receiving fluid therefrom and pumping fluid thereto. A structure including a cam device cooperates with the second body for cyclical actuation of the piston pumping means during rotation of the second body.

The cam device is stationarily mounted within the interior cavity and about a periphery of the second body and comprises at least one lobe member for controlling the piston pumping means during rotation of the second body to pump fluid through the passage¬ way defined by the fluid conduit defining means of the first and second bodies and the housing.

It is a feature that the housing comprises a plurality of discharge ports and that the fluid conduit defining means of the housing and the first body define a plurality of fluid conduits alignable in pairs sequentially with the fluid conduit of the second body to form an individual passageway for a flow of fluid from said interior cavity to one of the discharge ports.

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A further feature is that the piston pumping means comprises a plurality of piston pumping elements, the chamber defining means defines a plurality of chamber bores each of which houses an individual one of the pumping elements for reciprocating actuation, and the cam device comprises a plurality of lobe members for sequentially controlling reciprocating actuation of the piston pumping elements.

A feature is the provision of a pumping means including piston means reciprocably mounted in at least one chamber disposed in the third body, the chamber communicating with the means defining a fluid conduit in third body receiving fluid therefrom releasing fluid thereto and a cam member mounted on ' the drive shaft means, whereby the pumping means also include means to engage the cam member for cyclical actuation during the rotation of the second body.

Another feature of my invention is the provision of a fluid injection control device comprising a housing having at least one source port connectable to a pressurized source of fluid, at least one discharge port and a cavity in communication with the at least one source port, a first, second and third bodies disposed in the cavity about a common axis, the first body mounted for limited rotation about a part of the second body, the third body axially spaced from the first body further disposed about a part of the second body and secured s ationarily to the housing, the second body mounted for rotation about the axis, having essentially cylindrical surfaces that cooperate with minimal clearance for fluid sealing relation with a corresponding cylindrical inner surface of

each of the first and third bodies, the first, second and third bodies each having means defining a fluid conduit periodically alignable to form - passageways for a flow of fluid from the cavity to- each of the at least one discharge port at least once during each rotation of the second body, means to turn the first body relative to the third body to adjust the effective cross section of the passageways in response to movable external control means further having means including drive shaft means to drive second body.

Another feature is the provision of a cartridge member for installation removably in a discharge port of a fuel injection control device of this invention. Reciprocable plunger means and spring loaded valve means are disposed in the cartridge member.

Another feature is the' provision of individual sleeve means for each of the reciprocable plunger means and the -spring loaded valve means to be disposed in the cartridge member.

^• Drawing Description

In the drawing. Fig. 1 is a cross-section view of a fuel injection control device of an embodiment of the inventionj

Fig. 2 shows a top view with partial cross- section taken along line 2-2 in Fig. 1 and a schematic diagram of an external fuel supply circuit;

Fig. 3 is a schematic illustration of the relation of the control passageways of Fig. lj

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Fig. through Fig. 9 are sequential diagrams illustrating the function of the control passageways;

Figs. 10 and 11 are diagrams showing arrangements for the actuation of the control shaft of the device; 5 Fig. 12 shows a cross-section of another basic embodiment of the device;

Fig. 13 illustrated the cross-sectional view of an embodiment of the device having a phaseable timing element; 0 Fig. 1^ is a cross-section of another embodiment utilizing the fluid pressures to effect sealing;

Fig. 15 illustrated the disposition of a check valve utilized in conjunction with Fig. 16;

Fig. 16 is a partial cross-section of an -*- embodiment utilizing pumping plungers disposed in rotary timing body;

Fig. 17 is a partial cross-section of an embodi¬ ment utilizing pumping plungers disposed in the housing; 0 Fig. 18 illustrated the disposition of a check valve utilized in conjunction with Fig. 17;

Fig. 19 illustrated a cam body with external tapered lobes utilized in conjunction with Fig. 20;

Fig. 20 is a partial cross-section of another ² -5 embodiment of the device utilizing plungers in rotating body actuated by centrally located cam;

Fig. 21 is a cross-section of another embodiment of the device, utilizing axially actuated plungers;

Fig. 22 is a partial cross-section of an e bodi- 3° ent utilizing plungers angularly actuated;

Fig. 23 is a diagram of the cam member of Fig. 16;

Fig. 2 is a diagram of the fluid conduits of the rotary body of Fig. 16;

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Fig. 25 is a diagram of the fluid conduits of a rotary body of Fig. 18;

Fig. 26 is a diagram of a cam corresponding to the rotary body of Fig. 25; Fig. 27 is a diagram of the fluid conduits.of an alternate rotary body of Fig. 18;

Fig. 28 is a diagram of a cam corresponding to the rotary body of Fig. 27;

Fig. 29 is a diagrammatic cross-section taken along line 29-29 in Fig. 16;

Fig. 30.1s a cross-section of a plunger cartridge with sleeve mounted plunger and valve;

Fig. 31 is a cross-section of a plunger cartridge with plunger and valve; Fig. 3 is a partial cross-section of an embodi¬ ment of the device having two rotary timing disks;

Fig. 33 is an isometric diagram indicating multiple control passageways;

Fig. 3^ is an isometric diagram showing digitalized control, passageways;

Fig. 35 is a cross-section of an embodiment of the invention with cylindrical control elements and plungers disposed in the housing;

Fig. 36 is a sectional diagram taken along line 36-36 in Fig. 35;

Fig. 37 is a sectional diagram taken along line 37-37 in Fig. 35;

Fig. 38 is a cross-section of another embodiment with cylindrical principal control elements with plungers disposed in the rotary timing body;

Fig. 39 is a schematic cross-section of the basic relation of the cylindrical elements with the principal control passageways;

Fig. kO is a schematic partial cross-section of an embodiment utilizing multiple movable cylindrical control means.

Description of Preferred Embodiment

Figures 1 and 2 illustrate an embodiment having circular housing members cover 2, intermediate enclosure 3 and lower distributor body 6, defining cylindrical cavity 20. Said housing members forming assembly 1 secured by- screws 3 in spaced appropriate bores 33• Disposed in cavity 20 are flange 9, cylin¬ drical control plate , annular spacer 10 and thrust bearing 29. Control shaft 8, an extension of flange 9, is turnably mounted in cover 2 and sealed with shaft seal 28. External control force causes control shaft 8, therefore flange 9 to turn within the range limited by stop pin 38 of flange 9 and mating cover groove 39. Coupling pins 11. ^' and 12 transfer the control motion from flange 9 to control plate . Initial spacing between flange 9 and control plate is provided by spring pressure. Illustrated are such preloading springs 36 and 37, conveniently disposed around coupling pins 11 and 12, respectively. Drive input shaft 7 is rotatably mounted is distributor body 6 with suitable bearings 30 and shaft seal 27 secured by retaining ring 31« Rotating disk 5 _> arranged between corresponding flat surfaces of control plate 4 and distributor body 5 is driven by input shaft 7 through suitably mounted key 26. Input shaft 7 may be an extension of a suitable engine shaft or connected thereto, as shown, by coupling member 25. The fluid in space 20 exerts pressure on flange 9 seated on suitable

thrust bearing 29, and -further exerts pressure on control body 4 seated on the spacer 10. Spacer 10 may be a roller or ball bearing, a washer or any suitable thrust bearing member with a spacing thick- ness equal to or slightly exceeding the thickness of disk 5 _» thereby limiting the fluid and spring caused contact pressure on disk 5« Pressurized liquid fuel enters cavity 20 from external supply circuit through pipe 5 fitted to tapped inlet port 18. The flow of fluid to injectors 48 and 9 through the various, normally steady internal passageways is altematingly blocked and permitted by rotating disk 5«

Assembly 1 is mounted to an engine housing (not shown) by screws (not shown) installed in tapped bores 35 on mounting surface 34 either directly or with suitable adapter. Additionally, Fig. 2 indicates a particular fuel supply and return circuit, compris¬ ing essentially fuel tank 50, filter 52.» pressurizer pump 54i suitable pressure regulator 58 and respective pipe connections, 51» 53» 55 _> 51 and 59. equipped with suitable connectors and fittings. Excess fuel from the metering device assembly 1 is returned to the fuel circuit via pipe 57 fitted to tapped return port 5^> _' This excess return line may be omitted and substituted by a "T" connection 61 and' a return cir cuit line 62. Suitable shut-off valve 60 may be installed to stop fuel flow to metering device when engine is off or decelerating. The through type circuit is preferred to the "T" connected supply cir- cuit, because of the flushing, cleaning and cooling effects of through flowing excess fluid. Pressure regulator 58 maintains the fluid pressure of the circuit at a predetermined level. However, in

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certain applications a computer 63 controls regulator 58 to vary the pressure to suit particular engine conditions detected by sensors 64. Throttle linkage 65 is also connected in certain applications to regulator 58 to control-pressure directly or by the operator's action. With the application of this fuel metering device, however, the control body 4 still remains the principal means to control fuel delivery. The variation of supply pressure by regulator 8 serves as fine adjustment or extender of minimum-maximum range of delivery. As can be seen on Figs. 10 and 11, control shaft 8 is turnable by a force executed on operator lever 69 either by a servomechanism from computer type control, air density/volume metering device, throttle control, engine operator's foot pedal or any suitable means that can sense or anticipate the engine load - none of which are shown. Arrow 70 indicates the direction of the force to increase or decrease fuel delivery. The transmission of the force then is either by lever 69 and control line 68 connected to control arm 66 or by a cam 71 mounted on arm 69 that engages cam follower 72 mounted on control arm 66. Return spring 67 is calibrated to suit particular engine, furthermore, spring 67 can be biased by a rotating speed responsive weight or fluid force to compensate for decreasing pulse time at increasing speeds, to provide proper injection timing advance/retard. Such speed compensating features can be provided by external means or be built within the housing of the metering device.

Looking at Figs. 1 and 3 _> the' development of fuel pulse can be seen. Once during each revolution of

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disk 5 orifice opening 15 contacts openings 13 or 14 - of control plate 4 and openings 16 or 17 of distributor body 6. Provided that orifice 15 contacts both openings 13 and 16 simultaneously, a fluid flow of short duration is established from cavity 20 through openings 13, 15 and 16 and conduits 23 to injector 48 through pipe 46 fitted to tapped outlet port 21. Similarly, another flow pulse is established at a further 180 degree turn of disk 5» through openings 14, 15 and 17 to injector 49 by pipe 47 fitted to tapped outlet port 22. Conduits 23 and 24, disposed in distributor body 6 connect openings 16 and 17 to outlet ports 21 and 22, respectively.

The amount of fuel delivered at a given rotation- al speed depends on the length of the pulse, which is a function of the "virtual overlap" between respective openings of control plate and the distributor body 6, that is the time orifice 15 is in contact with both openings 13 and 16, and similarly openings 14 and 17.

In a practical application the actual number of sets of corresponding control plate and distributor body openings shall equal the number of injectors utilized. The shape and size of each control open- ing or orifice shall correspond to the particular characteristics of the engine.

The fuel delivery or pulse length from this device can be most conveniently controlled by turning control plate 4 within certain angular limits. The flow control action is illustrated in sequence on Figs. 4 through 9» where 40 is a reference line, numbers 41, 42, 43, 44 and 45 are- radial centerlines of openings 13. 15. 16, 14 and 17 respectively. Control plate 4

can perform the desired flow control by turning in either one of two movement ranges labeled for the description as (1) lagging range and (2) leading range. Both range control methods are illustrated on the same set of figures and in essence achieve the same pulse flow time or fuel amount control by a similar process, however, each method has a different effect on the timing of the pulse relative to the phase of the engine operation. Fig. 8 illustrates maximum pulse flow position of control plate 4, whereby centerlines 41 and 3 coincide for total virtual overlap. It can be seen that turning control plate opening 13 in either direction from distributor body opening 16, represented by respective centerlines 41 and 43, decreases the virtual overlap, therefore shortens the fluid pulse. Conversely, if plate opening 13 is dis¬ placed in either direction from body opening 16, by turning opening 13 toward opening 16 increases the virtual overlap, resulting a longer pulse. In this context it is further defined that in the lagging range of movement control plate 4 turns in the rotational direction of disk 5 and in the leading range of movement control plate 4 turns opposite to the rotational direction of disk 5 to increase the injected amount, that is pulse time.

The flow pulse control in the lagging range movement of control plate 4 is as follows: Assumed that in Figs. 4 through ^' disk 5 rotates clockwise, therefore control plate 4 turns clockwise to increase and counterclockwise to .decrease the virtual overlap or length of pulse. The angular

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extent of the turn of control plate 4 is shown by the position of centerline 41 on Fig. 4, represent¬ ing no-flow and the position of centerline 41 on Fig. 8, representing maximum flow. Control plate 4 position between these limits may be varied to provide the variable flow conditions required for the apparatus served. Centerline 43 remains fixed, at least for this example. Fig. 4 then indicates a no- flow or engine-off condition, because in the position indicated by centerlines 41 and 43 the angular displacement between opening 13 and 16 is larger than the angular disposition of orifice 15, consequently there is no-.flow path between openings 13 and 16, at any position of rotary disk 5 and orifice 15. By turning control plate 4 clockwise to a position indicated by centerline 41 on Fig. 5 orifice 15 connects- openings 13 and 16, establishing at the momentary position of rotary disk 5 a small cross sectional aperture through which a small, initial pulse flow occurs - as required for instance,, for idling speed of an engine.

By turning control plate 4 further clockwise to a new position indicated by centerline 41 on Figs. 6 & 7 _> longer virtual overlap exists between openings 13 and 16 creating a larger dynamic aperture in combination with orifice 15 through which a longer flow pulse occurs, such as may be required at start or medium loads of the engine. The pulse begins at the momentary position of disk 5 shown on Fig. 6, when orifice 15, which is already registering with opening 13, enters into contact with opening 16. The pulse ends later by the time .interval required by the orifice 15 to rotate from centerline 42

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position on Fig. 6 to centerline position 42 on Fig. 7i at which later position orifice 1 stops being in contact with opening 13. The coincidence of centerlines on these sequential diagrams has no real significance, other than to simplify illustration. Further reviewing, Fig. 8 indicates maximum pulse flow, when openings 13 and 16 are in total virtual coverage, such as may be required for full load engine condition. In this position, the flow is established throughout the time length it takes orifice 15 to sweep the angular displacement between the two positions of centerline 42 shown. - Fig. 9 indicates the same maximum pulse flow position except here openings 14 and 17, which feel flow to another injector, are indicated, where they were omitted from previous figures to simplify illus¬ tration. Actually, this momentary position of orifice 15, as represented by centerline 42, indicates a between pulse (no-flow) condition be- cause of pulse through openings 13, 15 and 16 just ceased and pulse through openings 14, 15 and 17 will begin shortly. It can be seen from this foregoing discussion of the lagging range operation, that regardless of control plate 4 position and the result- ing pulse length, the pulses always start when orifice 15 reaches distributor body opening 16 or 17, that is the start of pulses remain constant. Timing advance/ retard control for the lagging range operation then may be achieved only by turning, or phasing rotary disk 5 by additional means, relative to the engine output shaft.

The flow pulse control in the _. leading range movement of control plate 4 is as follows: Assumed

that in Figs. 4 through 9 disk 5 rotates counter¬ clockwise, therefore control plate 4 turns clock¬ wise to increase and counterclockwise to decrease the virtual overlap or length of pulse, From this it seems the leading range operation differs from the lagging range operation in that disk 5 rotates in different direction. Otherwise the operating principles are similar enough that detailed description is not necessary, except to point out certain differences, such as, that in the leading range operation disk orifice 15 always registers with distributor body opening 16 or 17 before it registers with control plate openings, or at least at the same time. As a result, injection pulses start when orifice 15 registers with control plate opening 13 or 17- Inasmuch as control plate opening 13 or 17 are changing position, the injection pulse timing is also changing. In fact, when the engine operation calls for more fuel, usually to increase the engine speed, control body will move opposite to the rotation of the disk, consequently injection timing is also advancing. In other words, with the application of leading range control it is possible to get a certain timing advance and rotary function inherent with the process of fuel control of this device. If this inherent timing advance/retard function does not exactly match the engine operating characteristics then application of the disk 5 phasing can be applied for closer matching. Return- ing to the sequential illustrations, for the leading range operations Figs. 4, 5 and 8 function as discussed before, Fig. 7 indicates the beginning of

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flow pulse, Fig. 6 indicates the end of the flow pulse and in Fig. 9 'pulse through openings 14, 15 and 17 just ceased and pulse through openings 13, 15 and 16 will begin shortly. The embodiment shown in Fig. 12 is a simplified version of the embodiment of Fig. -1. The differences are mainly in the construction of the control plate 7 which is directly connected to control shaft 8 and preloaded with spring 73 • T^ ^e fuel pressure in this arrangement tends to unseat control plate 74 from rotary disk 5» so it is the accuracy of components that maintains proper seating, clearances and contact pressures, such as, that the combined axial dimensions of thrust member 29, control plate 74, disk 5 and distributor body 6 is minimally less than the dimension of housing 83 in the same direction. The sealing of pressurized fluid may be accomplished by an "0"-ring 78 as shown, or at control shaft 8, or by any suitable seal at shaft 8 and cover 2. Additional sealing is provided by "0"-ring 79 and shaft seal 27, suitably mounted. Control plate 4 also includes a peripheral supply groove 75 inter¬ connecting intake port 18, return port 5 and conduit 76 and 77 that supply fluid to openings 13 and 14, respectively. Cylindrical housing is pro¬ vided with typical slots 80 for access to fittings of tapped outlet ports 22 and 23. The assembly is mounted on flange 82 and held together by screws 32. Mounting of the assembly on an engine is facilitated by mounting slots 81, which allow radial positioning of the assembly for timing adjustment purposes. Speed input shaft 7 is an extension of a shaft of an engine, there ore does not require additional

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bearing members within the metering device. In general, numbered items, whose functions are described previously, have the same function on this and correspondingly on subsequent figures, therefore are not described repeatedly.

Another embodiment of the invention is illustrated on Fig. 13 which includes yet another means, a turn- able circular body 86, that can be used to control the fluid pulse length, similarly to the function of control plate 4 previously described, and, in addition, used as phase or timing control of the pulse, by turning it around its axis by external control means (not shown). With this arrangement it is possible to use either through openings (not shown) whereby discharge conduits and taps would be located in body 85» or, return type conduits 88 and 89 that register with exit conduits 23 and 24, respectively, located in a combined housing and distributor body 84. Space ring 87 is provided to limit pressures on said body 86, both shown disposed in a cavity of lower housing 85, although other ways to dispose said ring and body are also feasible. This arrangement indicates one of many variations of more complex, multi-layer construction based on basic control functions and construction features disclosed herein.

Fig. 14 is representative of yet another embodi¬ ment, utilizing a return type conduit 96, disposed in rotatable disk 95 _' Conduit 96 , however, functions similarly to the through type disk openings utilized on prior figures, when it coacts with control plate openings 13 or 14 and openings 97 or 98, respectively, of the distributor body 92. While the rotatable disk 95 is disposed in the lower housing body 93, the

supply pressure of the fluid can be utilized to exert sealing pressure on control plate 94 and disk 95 against each other, as well as against the seat be¬ tween body 92 and disk 95, through conduits 19 and 90, and suitably disposed annulus spaces 91 and 99, all interconnected with supply port 18. Supply annulus 91 also conducts the supply fluid to control body openings 13 and 14. A metering device based on this embodiment, being simple and essentially self-

10.sealing, can be used in control valve or dispensing type applications, whereby further control of leakage can be achieved by additional sealing ele¬ ments disposed suitably around the discharge conduits such as sealing element 100.

15 Fig. 16 illustrates another embodiment of the invention, that includes additionally plunger piston pumping means to boost injection fuel pressures for certain, especially diesel engine applications. _. Two plunger assemblies each comprising plunger piston

20109, shoe 124 and roller tappet 125, are essentially disposed in an enlarged rotary disk body 105 in suit¬ able chamber 108. During the rotation of said body the rollers 125 come in contact with the internal lobes 111 of annular* cam 110. Said cam 110 is further 25detailed on Fig. 23. Regarding the rotational direction, arrow 130, when said rollers contact the rising cam slope 126 the opposing plungers 109 are forced together, thus pump the fluid contained in chamber 108 through disk"outlet conduit 118 and 30outlet opening 119. Outlet opening 119 is in communi¬ cation with distributor body opening 16 or 17 during the pumping stroke of said plungers, thus injection can take place , since openings 16 and .17 are connected

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to injectors (not shown) by respective conduits 23 and 24, tapped outlet ports 21 and 22 and piping (not shown). The injection volume control is functioning as follows. The set opening pressure of the injector nozzles (not shown) is considerably higher than the supply or transfer pressure on the- inlet side of control plate 4. Plungers 109 develop sufficiently high pressure during the pumping stroke to force the nozzles open and inject. During the desired injection period control plate 4 will block the back flow. However, by turning control plate 4 so that its opening 13, or 14, communicates with disk inlet opening 106 during any point of said pumping stroke the high pressure fluid will prefer flowing back to the lower pressure supply side, or spill, as it is called, thus effectively stop the injection at that point. This spill point can be set at any corres¬ ponding part ^' of the pumping stroke, therefore the amount of injection is controlled by the position of control plate 4. Looking at Fig. 24, which is a diagrammatic representation of the openings and fluid conduits of disk 105, the function of the spill type control for this embodiment can further be explained. Pumping stroke occurs when roller tappets 125 simultaneously engage the rising cam slopes 126, during which the spill is controlled by the cooperation of control plate opening 13 or 14 and the spill section 131 of disk inlet opening 106. At subsequent turn of rotary disk body 105 roller tappets 125 engage cam lobe apices 128, signifying the end of pumping stroke and back slopes 127, which allow the withdrawal of plungers. During the withdrawal period fill

section 13 of inlet opening 106 is registering with control body opening 13 or 14, thus fluid through conduit 107 fills the space in chamber 108 vacated by receding plungers 125 _' This filling cycle can also be accomplished in a way illustrated by Fig. 15• During plunger withdrawal or during plunger dwell when roller tappets 125 engage the low lands 129 of cam 110, the pressure in chamber 108 is lower than supply pressure in housing cavity, therefore check valve assembly 117, disposed in disk bore 116, permits fluid flow through control plate opening 114 and disk orifice 115, ^" which openings are in registration continuously or during part of the revolution. With this type of check valve utiliza- tion openings 13 and 106 need not be in registration during the fill cycle. The operation just described is the constant plunger stroke, spill type metering control. The basic embodiment of Fig. 16 is suit¬ able for another type of operation whereby the fill or charge volume is metered,. effecting a variable plunger stroke. This type of control is known as the inlet metering or charge control and it requires the modifications in the fluid conduit system illus¬ trated on Fig. 29, a diagrammatic representation of a cross-section of Fig. l6- plunger barrel 108 disposed in rotary disk body 105 is filled at supply pressures through openings and conduits 13, 15, 113, 120, 121, 122 and 123, when these are correspondingly engaged. The amount of fill or charge fluid is metered by the virtual overlap be¬ tween control body opening 13 or 14 and distributor body opening 113 connected by rotary disk body orifice 15 during the withdrawal stroke of plungers

109• During the same time disk inlet opening 122 shall be in registration with opening 121 of distributor body return duct 120, which is further connected to opening 113. so the metered fluid charge can enter disk chamber 108 through inlet conduit 123 and press plungers 109 ^' back, by a stroke length that corresponds to the metered amount of fill. This usually means in partial load operation, that the plungers 109 are only partially withdrawn and held there against their centrifugal and inertia forces by a spring (not shown). The pumping stroke occurs when roller tappets 125 engage some part of rising slopes 126 of cam 110. During pump¬ ing stroke the conduit path utilized in filling is broken to avoid back flow, and this is achieved by phasing the openings so that openings 15 and 113 or 121 and 122 are disengaged. It shall be noted that each injector nozzle shall have a corresponding number of cam lobes in pairs, and respective control and distributing body openings and suitable conduits, although only one pair of cam lobes 111 are shown, to simplify illustration. Further looking at Fig. 16, it can be seen, that control plate 4 is spaced from distributor body 6 by the body of cam 110 and spacer member 101, which may be made in one piece. Since there may be considerable frictional forces opposing the turning of cam body 110 for injection timing changes, a more convenient timing control can be achieved by the turning of shaft 102, which is keyed to rotary disk body 105• Shaft 102 may be turned relative to drive shaft 7 by internal or external means responsive to speed of engine. In applications, v/here it is desirable to turn cam 110 for timing changes, circular control plate 4 may be

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extended radially to limits indicated by line 104 and spacer 10 installed. Control and bias means for timing control are not shown. When cam 110 is used for timing changes shaft 7 can directly drive rotary disk body 105- Access slots 112 in disk body 105 provided, corresponding to cam ^" lobes 111, to allow installation and removal of cam 110. A pressure relief conduit 103 may be provided to lower built-up pressure in back of plungers 10 . Fig. 17 illustrates an embodiment featuring individual plunger pump assembly for each injection outlet or discharge port. Each p ^' lunger assembly consists of plunger 109, plunger shoe 124 and tappet roller 125, all essentially disposed in plunger chamber 108 formed in the distributor body l4l. Tappet roller may be substituted with ball tappet, tappet head or plunger ending in a suitable surface. Each plunger is activated by the same cam 138, mounted on shaft 7- This embodiment is suitable or either the charge or inlet metering, variable plunger stroke mode of operation, or the spill or excess metering, constant plunger stroke mode of operation. The difference between the two modes is only the change in the design and phasing of the conduit or conduits of the rotary disk l4θ. In the inlet metering mode the amount of fluid to be injected is charged into the plunger chamber 108, pressing the plungers back by a length that corres¬ ponds to the charge amount. The metering of the charge amount is accomplished by controlling the

"virtual" overlap between openings 13 and 133, or 14 and 134 respectively, by turning control plate 4 in response to control means (not shown). Fluid flows

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- from the supply side of control plate 4 to discharge conduit 23 or 24 through openings 13 or 14 and openings 133 or 134, when opening 135 of rotating disk 1 0 registers with these openings, respectively, forming a momentary fluid conduit, similarly as described for Figs. 4 through 9- ^" The pumping stroke and injection occurs when a roller tappet 125 engages some part of rising slope 151 of cam 138, shown on Fig. 26. During pumping stroke the conduit path utilized in filling is broken to avoid back flow by phasing the openings so that openings 13 or 14 and 15 or openings 15 and 133 or 134 are not aligned. At the end of the pumping stroke , which occurs normally at the same position of rotary disk 140, the injection pressure may be released through a properly phased groove 148 or conduit (not shown) or the disk orifice 135 itself, allowing the pressure field in the injector line to collapse and the injector to close more quickly. Groove 148 is in communication with fluid in cavity 20 through groove 147.

In the spill or excess metering, constant plunger stroke mode of operation the plungers always pump the same amount of fluid, however, a desired portion of the pumped fuel can be released or spilled-back to supply cavity 20. When cam I38 activates plunger 109 through tappet roller 125 and plunger shoe 124, the plunger forces the fluid in chamber 108 through outlet conduits 23 or 24 and discharge taps 21 or 22 to respective injectors. The injection volume control functions as follows. The set opening pressure of the injector nozzles _. (not shown) is considerably higher than the supply or transfer

pressure on the inlet side of control plate 4. Plunger 109 develops sufficiently, high pressure during the pumping stroke to force the nozzles open and inject. During the desired injection period rotary disk 1 0 or control plate 4 blocks the back flow. However, by turning control- plate 4 so that its opening 13 or 14 communicates with distributor body opening 133 or 134 through rotary disk opening 135 during any point of the pumping stroke, the high ^' pressure fluid will prefer flowing back to the lower pressure side, or spill, as it is called, thus effectively stop the injection at- that point. This spill point can be set at any corresponding part of the pumping stroke, therefore the amount of injection is controlled by the positioning of control plate 4. Further- looking at Fig. 25, representing a slot type opening arrangement of rotary disk 140 and Fig. 26, illustrating a figuration for cam 18, rising slope 151 of cam 138 corresponds to the pumping stroke, apex 150 corresponds to the top dead center and receding cam slope 149 corresponds to the withdrawal of plunger 12 . Slot 135, that co-rotates with the cam, has a' spill control section with an angular displacement 144 that corresponds to the length of the pumping stroke, represented by angular displace¬ ment 146, and a fill section, angularly 143, corres¬ ponding to the plunger withdrawal stroke, angularly 1 5. Spilling can be controlled by positioning aforementioned control plate openings 1 and 14 within angular displacement 144. Filling of plunger chamber 108 occurs when a part, angularly 143, of disk slot 135 is engaged by both openings 13 and 133 or 14 and 134, further corresponding to the plunger withdrawal stroke. If filling takes place

through portions of disk opening 135 _> as illustrated, then a relatively long slot may be required, that can lead to uncontrollable cross flow between adjacent discharge conduits, such as 133 and 134, in effect limiting the number of discharge ports and the injectors that -can be supplied. One way to minimize the length of slot 135 is to utilize a separate filling groove 148 on the side of the rotary disk that cooperates with the distributor body openings. The angular length of filling groove 148 corresponds to the angular disposition 145 of the cam receding slope 149, consequently the filling fluid flows to push back plunger 109 against the receding cam slope 149 effecting plunger withdrawal, regardless the position of control plate openings 13 and 14. Filling groove 148, by coming in registration with opening 133 or 135 at approximately the end of the pumping stroke, relieves the pressure in chamber 108 at the end of the injection pulse, allowing the collapse of pressure field and quick closing of the injector nozzle. Filling groove 148 may communicate with cavity 20 by appropriate openings in rotating disk 140 and control plate 4, or by a supply groove 147, extended, if necessary, through spacer 10. Looking at Fig. 27 representing a different slot arrangement of rotary disk 140 and Fig. 28 illustrating a different shape for cam 138, another way to minimize the length of at least the spill control portion of slot 135 can be seen. By providing an extended apex 159 on cam 138 for an extent of angular displacement 156, the plunger dwells at top dead center for an angular distance equal to angular displacement 153• As a result filling slot 142 can begin at an angular

distance 153 and may extend to an angular distance 152 that corresponds or exceeds angular distance 155 of cam receding slope 158. This arrangement can accommodate, for instance, injectors of an eight cylinder engine, with a cam rising slope 160 of an angular distance 157 extending to ^f 0 degrees speed input shaft revolution, that is 15 degrees engine crank shaft revolution, and still having about 15 degrees sealing distance between rotary disk slot 135 and the sequentially following distributor body opening 133 or 134 to prevent any cross flow between adjacent discharge ports. It shall be noted that filling slot 142 as shown on Fig. 27 will not relieve pressure at the end of the pumping stroke of plungers 109, consequently it can be used only for the "spill" mode control, where disk opening 135 relieves injector line pressure during the spill or it can be used for the ^' inlet metering mode control with an application of a delivery valve type check valve in the discharge lines (not shown). Another method to fill plunger chamber 108 of the embodiment shown on Fig. 17 is by the utilization of a check valve assembly 117, illustrated on Fig. 18 as being disposed in bore 116 of the distributor body. Between pumping strokes the pressure in chamber 108 is lower than the supply pressure in housing cavity, therefore check valve assembly permits the flow of fluid to fill cavity 108 and to force the withdrawal of plunger 109. The fluid flow occurs when control plate opening 114, disk opening 136 and check valve inlet opening 115 are aligned.

The embodiment illustrated on Fig. 20 is similar in its construction and operation to the embodiment

of Fig. 16, however, with a center located cam body. I6l having external cam lobes 162 to actuate plunger 109. Similarly a plunger assembly, consisting of plunger 109, shoe 124 and tappet roller 124 are

5 mounted in a chamber 108 displaced in rotating body 105. Description of operatio ^' n for Fig. 16, in conjunction of Figs. 15 and 29 is also applicable for Fig. 20, including both the spill control, with constant plunger stroke mode and the inlet

10 metering, variable plunger stroke mode of operation. An advantage derived from the embodiment of Fig. 20 is that the plunger assemblies do not require springs for the inlet metering mode of operation such as to be used for Fig. 16 type embodiment to restrain

^ ^■ 5 plunger movement. Additional chambers 108 for plunger assemblies can be provided in rotating body 105, if better force balancing or additional pumping capacity is required. These chambers can be connected operably to the rotary disk conduit 119 0 by ducting 163. A refinement in timing and plunger stroke control can be achieved by the utilization of cam body 164 in place of cam body l6l. Cam body 164 having tapered or tapered spiral cam lobes 165, cooperating with rounded tappet heads, for instance -5 in the form of a ball tappet I67 connected to plunger 109 for actuation by shoe 166. Timing and volume control can be achieved by the rotational as well as the axial movement of cam body 164.

The embodiment shown on Fig. 21 is similar in 0 function and structure to the embodiment of Fig. 17, except instead of radially movable plungers axially reciprocating plungers 167 are utilized, actuated by cam lobe 168 of cam body 172. Cam lobe 168 is

indicated with a gradual incline activating sur ace, however cam lobe 168 can be shaped to other useful contours. Cam body 172 is mounted on input drive shaft 7 and disposed in cavity 171 formed in lower housing cover 170, and supported by thrust bearing I69. Due to considerable forces acting on cam body 172, additional shaft bearing I65 is utilized. Use of replaceable sleeve 166 simplifies matching of plunger 167 with a housing bore. The embodiment of Fig. 22 is very similar in structure and function to the embodiment shown in Figs. 17 and 21, except the utilization of conical cam lobes 173 of cam body 172. At least one plunger 174 is disposed in the distributing body for reciprocation in chamber 108 having an axis perpendicular to the mean actuating surface of lobe 173.

Any suitable outlet fitting, with or without check valve or delivery valve can be utilized in the dis- charge ports of the various embodiments of this invention. The utilization of combined fitting, valve and plunger cartridge 137, shown on Fig. 30 is particularly useful for embodiments of Figs. 17, 18, 21, 22, 3 and 40. Cartridge 137 comprises central bore 175, inlet bore 179, outlet bore 185, wrench accommodating head 187, sealing seat 178 and threads 188 and 189. Thread 188 corresponds, illustratively, to the threads of tapped discharge port 21 or 22 of Fig. 17, having suitable seating surfaces to accommodate seats 177 and 178. Thread 189 corresponds to the thread of the connector of the injector line (not shown) communicable with bore 185• Inlet bore 179 is communicable with

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discharge conduits 23 or 24 with cartridge 137 installed, illustratively, in discharge port 21 or 22 of Fig. 17« Disposed and suitably secured in cartridge bore 175 are valve sleeve 180 and flanged plunger sleeve 176. Operably disposed in valve e_- sleeve 180 are valve spring 183 and valve member 184 shown as a ball, however, any useful check valve or delivery valve member (not shown) may be substituted in the place of the ball. Valve sleeve further features fluid ducts 181 and inlet annulus 182 communicable with cartridge inlet bore 179• Plunger sleeve 176 is fabricated for close tolerance fit with reciprocable plunger 109. Flange of sleeve

176 is featuring seat 177 for pressure sealing relation with corresponding sealing seat of a discharge port. Gaskets (not shown) between seats

177 and 178 and the corresponding discharge port seats (not shown) are useful in certain applications in providing better pressure sealing. Fig. 31 illustrates a valve and plunger cartridge 137 similar in construction to the embodiment of Fig. 30, except having the valve assembly, consisting of spring 183 and valve member 184 and plunger 109 installed operably in suitable boxes formed in cartridge 137. Cartridge 137 includes two seats

178 for mating, illustratively, corresponding seats of discharge port 21 or 22, in Fig. 17.

Fig. 3 illustrates a part of an embodiment of the invention, having multiple rotary timing disks, illustratively rotary disks 5 and 5a, aligned and axially spaced about a common axis, mounted connect- ably to input drive shaft 7. Each rotary disk opening 5 or 5 and corresponding openings 13 and 16

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o ^" r 13a and 16a or 14 and 17 or 14a and 17a of respective control body 4 or 4a and at least one distributor body 6 functions as described for Figs. 4 through 9. The multiple disk arrangement is useful for controlling the same fluid to a larger e- number of discharge ports, corresponding illustra¬ tively to discharge ports 21 or 21a or of different fluids to discharge di ferent discharge ports, illustratively 21 or 21a, disposed in the same distributor body 6 as shown or in a plurality of aligned distributor bodies (not shown) .

Fig. 33 is a diagrammatic illustration of multiple control openings controlling fluid flow to common discharge port 21. As illustrated, openings 190 of control body 194, openings 191 of rotary body 195 and openings 19 of distributor body 196 form periodically aligned multiple parallel passageways for the control of fluid flow from the fluid source cavity side of body 194 to the common outlet duct 193 and connected discharge port 21. Bodies 19^, 195 and 196 with multiple openings in place of the respective bodies of the various embodiments of this invention are useful for increasing of allow¬ able cross section for increased flow of the same fluid or for the simultaneous control of a plurality of fluids-

Fig. 3-* is a diagrammatic illustration of at least one control opening 201 in a turnably mounted auxiliary control body 197 and multiple control openings 202 of control body 1 8 alignable with opening 203 and opening 204 of rotary disk 199 and distributor body 200 for controlling fluid flow to common discharge duct and port 23 and 21. The at

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least one opening 201 of auxiliary control body 197 provides for control of fluid flow in discrete pre¬ determined increments, as body 197 is turned relative to body 198 and the multiple openings 202 of control body 198 are useful to provide multiple peak fluid pulses to discharge port 21, when'these bodies are employed in embodiments of this invention.

Figs. 33 and 34 illustrate the potential of the fluid control principle of this invention in structuring specific embodiments for a variety of applications.

Figs. 351 3 and 37 illustrate an embodiment of the invention utilizing cylindrical control ring and cylindrical rotating timing shaft in place of control plate and rotating timing disk, respectively, utilized in the embodiments heretofore illustrated. Particularly, the embodiment of Fig. 35 includes control ring 218 coupled with coupling 229 to flange 9 of control shaft 8. and a part of rotating timing shaft 205 disposed in cavity 20. Cavity 20 defined by housing member 207 and distributor ring 219 is connectible through parts 18 and 26 to an external source of pressurized fluid. Further dis¬ posed in cavity 20 is a preloading control spring 220 urging control ring 218 against distributor ring 219 directly or through an intermediate bearing member (not shown) . Control shaft 8 is turnably mounted in housing member 207 and sealed with shaft seal 28. The embodiment further includes distributor body 205 and lower cover 229 together defining a second housing cavity 171. Drive input shaft 7, further comprising cam body 172 and a shaft extension utilized as rotating timing shaft 205, i rotatably

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mounted in distributor body 206 with bearings 222 and 225, sealed by shaft seals 223 and 226 and secured by retaining ring 224 and cover plate 229. Cover plate is held to distributor body 206 by typically shown cover screws 228 in suitable boxes 227. Housing member 207 and control ring 219 are secured to body 206 by screws (not shown) in appropriate boxes 33 indicated generally on Fig. 3 . Cam body 172, disposed in second housing cavity 171, includes a removable cam lobe element 209 and removable blank cam element 210 each disposed in separate groove 208 and secured to cam body 172 by screws 212 in suitable bore 211 of cam body 172 as shown on Fig. 37. The control of the fluid flow from cavity 20 to each discharge port 21 or 22 is controlled by the periodically conductively aligned openings 213, 205 and 216 or 214, 205 and 217 essentially the same way as described for the embodiment of Fig. 17, the operation for both inlet charge and spill metering modes being similar, except for the shape ^' of the control elements. Consequently, the fluid pulse volume can be controlled by the turning of control ring 218 in response to external movable control means connectable to control shaft 8. Plungers 109 are advantageously disposed in a removable outlet cartridge 137 and are actuated by cam lobe element 209 once during each rotation of cam body 172. Dual actuation of each plunger is effected by replacing blank cam element 210 v/ith another cam element 209. Discharge port 21 is shown v/ith cartridge 137 removed.

Fig. 39 is a diagrammatic illustration of the control principle of this invention advantageously

employing the structure of cylindrical control- elements, which are more suitable for high pressure sealing and low friction operation. In Fig. 39 control ring 4c is disposed in concentric relation within rotating timing body 5c, which is further coaxially disposed in cavity 20 of housing distribu¬ tor body 6c. Cavity 20 connectable through inlet opening 18 to external source of pressurized fluid, is further defined by cover 233. The control of 0 fluid flow from cavity 20 to each discharge port 21 or 22 is controlled by the periodically aligned openings 13c, 15c and 16c or 14c, 15c and 17c essentially as described for the disk shaped control bodies in Figs. 4 through 9- Particularly advanta- 5 geous the cylindrical structure of the control elements for facilitating injection timing changes by utilizing helical slots 230 cooperating with at least one opening 15c 'of rotary timing body 5c. Moving control ring 4c axially effectively changes 0 the timing of an injection pulse, and turning the control ring 4c effectively changes the volume of injection pulse.

Fig. 38 illustrates another embodiment of this invention utilizing cylindrical control ring 218 -5 and cylindrical rotary timing shaft 205 advanta¬ geously, having plunger chamber 108 disposed in rotating body 105, where both rotating body 105 and timing shaft 205 are extensions of input drive shaft 7. ^' The control of fluid flow from cavity 20 to any 0 discharge port 21 is otherwise similar to the control described for the embodiment of Fig. 16.

Fig. 40 is a diagrammatic illustration of an embodiment similar to the embodiment of Fig. 35,

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except having multiple control rings 218U and 218L, with corresponding control openings. The multiple control rings accommodate the control of more than one fluid or a finer adjustment in the control of the same fluid, by independently controlling the beginning and the end of an injection pulse.

It shall be understood that applicable features of the embodiments of Figs. 1, 2 and 35 apply to all figures in the drawing shown without housing and control features. It shall be also understood that the embodiments illustrated on the drawing and described in the specifications utilize devices of known construction, such as gear or vane type rotary booster pumps, pressure regulators, viscosity compensators, delivery, dampener and check valves, centrifugal weight or hydraulic pressure activated speed responsive control bias means and the like, for certain applications. In fact, the availability of the input and control shafts , the convenience of common housing and the desirability of shorter passageways make such combinations a natural exten¬ sion of the disclosure well within the scope of this invention. The disclosure here is explained, in most part, relative to internal combustion engine, a more complex application in terms of control, sensing and operating parameters. However, it shall be recognized that the novel principles advanced herein may have broad applications in fields where measured, variable amount and frequency fluid impulses and valving, utilizing the same, are desired.