US2947299A

US2947299A - Control mechanism for fuel injection pumps

Info

Publication number: US2947299A
Application number: US669172A
Authority: US
Inventors: Robert L Shallenberg; Jr Walter A Parrish
Original assignee: International Harverster Corp
Current assignee: Navistar Inc
Priority date: 1957-07-01
Filing date: 1957-07-01
Publication date: 1960-08-02
Anticipated expiration: 1977-08-02

Description

Wax 05% R. L. SHALLENBERG ETAL CONTROL MECHANISM FOR FUEL INJECTION PUMPS mm NQN o J. 9m f Emma 3? Aug. 2, 1960 Filed July 1, 1957 Aug. 2, 1960 R. L. SHALLENBERG ETAI- 2,947,299

CONTROL MECHANISM FOR FUEL INJECTION PUMPS Filed July 1, 1957 5 Sheets-Sheet 2 Aug. 2, 1 R. L. SHALLENBERG ETA!- CONTROL MECHANISM FOR FUEL INJECTION PUMPS Filed July 1, 1957 5 Sheets-Sheet .3

2, 1960 R. L. SHALLENBERG ETAL 2,947,299

CONTROL MECHANISM FOR FUEL INJECTION PUMPS Filed July 1, 1957 5 Sheets-Sheet 4 Tamas RAIIEE PART LOAD RANGE I I 1 o ENGINE rpm. 57 7 0 UNITS 0F FUEL. DELIVERY PER INJECTION 41.50 ENGINE TORQUE UNITS u m n we Aug. 2, 1960 R. L. SHALLENBERG ETAI- 2,947,299

CONTROL MECHANISM FOR FUEL INJECTION PUMPS Filed July 1, 1957 5 Sheets-Sheet 5 a ad WkSh $506k SEQ pww- United States Patent CONTROL MECHANISM FOR FUEL INJECTION PUMPS Robert L. Shallenberg, Wheaton, and Walter A. Parrish,

.112, Mount Prospect, Ill., assignors to International Harvester Company, Chicago, 11]., a corporation of New Jersey Filed July 1, 1957, Ser. No. 669,172

26 Claims. (Cl. 123-140) This invention has to do with pumps for injecting fuel into the combustion chambers of reciprocating internal combustion engines, and more particularly concerns improvements in mechanism for controlling the quantity of fuel delivered per injection.

The control mechanism herein disclosed is particularly useful with fuel pumps for compression ignition engines. The quantity of fuel deliverable by the pump to the engine combustion chambers is customarily controlled in accordance with engine speed in a manner that the engine will have speed-torque operating characteristics represented by a speed-torque curve appearing on a graph of which the abscissa is a scale of engine r.p.m. and the ordinate is a scale of fuel units delivered per injection to the combustion chambers. Such a speed-torque curve has an upper speed range portion which rises rapidly with decrease in engine speed from a high idle engine speed at which the control mechanism causes only a small quantity of fuel to be delivered by the pump, to a point of lower rpm. at which the rated quantity of fuel is delivered to the engine. Deceleration of the engine from the high idle speed to the speed at which delivery of the rated quantity of fuel occurs is caused by increasing the engine torque load from noload to rated load. The torque deliverable by the engine is proportional to the quantity of fuel delivered thereto wherefore the point on the speed-torque curve at which the rated fuel quantity occurs also represents the rated engine torque. Rated torque is that at which the engine is not to exceed for prolonged periods of operation. However, since it is sometimes desirable for the engine to operate with a torque loading in excess of rated torque, the pump control mechanism will cause an additional quantity of fuel, in excess of rated quantity, to be delivered by the pump upon further deceleration of the engine until a peak quantity of fuel is delivered that constitutes an absolute maximum which the pump is not permitted to exceed. The speed range of this further deceleration which incurs a fuel quantity in excess of the rated quantity is known as a torque control operating range for the pump and in which the fuel quantity change per unit of speed change is considerably less than during operation upon the upper portion speed range between the high idle" speed and the speed at which rated fuel and torque occur. Consequently the speed-torque curve has a knee therein at the juncture of the rapidly rising upper portion of the speed range and that portion of the curve in the torque control range. The engine is considered to be operating under governor control when operating upon that portion of the speed-torque curve in the upper portion of the speed range at speeds beyond the knee of the curve and to be operating under torque control when operating within the speed range of speeds less than that at which the knee of the curve occurs.

An important object of this invention is the provision in a fuel injection pump comprising a fuel quantity control structure having different characters of reversible .2,947,299 Patented Aug. 2., 1960 movement for changing the quantity of injected fuel, of an improved mechanism including means responsive to the speed at which the pump is driven from the engine to effect one character of reversible movement of the fuel quantity controlling structure for controlling both governor operation of the engine and torque control'operation of the engine within speed ranges determined by manual setting of the other character of reversible movement of the fuel quantity control structure.

A further object is the provision of an improved mechanism according to the first object wherein the fuel quantity controlling structure is in the form of a spill sleeve of which the one character of reversible movement is axial and the other character of movement rotative, and the mechanism being operable with diiferent speed settings attained by rotative adjustment of the sleeve to cause the knee of the speed-torque operating curve for the engine to vary along a curve of rated torque values for different engine speeds and for the peak values for the torque portion of the curve to vary along a curve of peak torque values for diiferent engine operating speeds.

A further object of this invention is the provision of an improved torque control mechanism adjustable to attain operation of the engine in the torque range in accordance with a torque curve of selectable contour.

A further object is the provision of torque control mechanism capable of adjustment to attain torque curve contour profiles of desired shape by manipulation of elements accessible exteriorly of the pump assembly casmg.

The above and other desirable objects inherent in and encompassed by the invention are elucidated in the ensuing specification, the appended claims, and the annexed drawings, wherein:

Fig. 1 is a vertical longitudinal sectional view taken through a fuel injection pump assembly embodying a preferred embodiment of the present invention.

Fig. 2 is a horizontal fragmentary view taken on the line 2-2 of Fig. 1 for illustrating certain elements'of the fuel controlling mechanism for the injection pump.

Fig. 3 is a fragmentary sectional view taken at a horizontal plane coincident with the line 3-3 in Fig. 1.

Fig. 4 is a view looking downwardly at a horizontal plane coincident with the line 4-4 in Fig, 1.

Fig. 5 is an end elevational view taken at the line 5-5 in Fig. 1, with a portion of the pump assembly casing broken away to expose a transverse section substantially at the plane indicated by the line 5a-5a in Fig. 1.

' Fig. 6 is a fragmentary elevational view with parts shown in section and parts broken away taken at planes containing the line 6-6 in Fig. 5.

Fig. 7 is a view taken substantially at a plane coincident with the line 7-7 in Fig. 1, illustrating a spill sleeve of the fuel metering mechanism together with a control lever for this sleeve.

Fig. 8 is a view taken similarly to Fig. 7,. showing the spill sleeve rotated to a position for maximum fuel and speed.

Fig. 9 is a transverse sectional view taken on the line 9-9 of Fig. 1 through an internally lobed cam ring and pump with opposed radial pistons actuated by the cam lobes during rotation of the rotor structure.

Fig. 10 is a fragmentary sectional view taken through a fuel delivery section of the pump rotor structure at the plane indicated by the line 10-10 of Fig. 1.

Fig. 11 is a transverse sectional view taken at the line 11-11 of Fig. 1 through a timing portion of the pump rotor structure and a timing sleeve cooperable with such timing portion.

Fig. 12 is a view taken similarly to Fig. 11, but showing 3 the rotorsleeve in a more advanced position rotatively of the rotor structure.

Fig. 13 is a schematic view illustrating relative positions of components of the speed and torque control mechanism for the pump While set for full speed operation, but with the pump at rest.

Fig. 14 is a view similar to Fig. 13, but illustrating the relative positions of the components while the pump is being operated to obtain peak engine torque for the speed setting of the pump.

Fig. 15 is a view taken similarly to Figs. 13 and 14, but illustrating the control components in their relative positions to obtain rated engine torque for the speed setting o t P mp- Figs. 15b and 150 are enlargements of the circled portion in Fig. 15, showing selectively obtainable alternative proximities of parts.

Fig. 16 is a schematic view showing the control components in a typical relative position occupied while having the same speed setting as for Figs. 13, 14, and 15 but while the engine is being operated at part load.

Fig. 17 is a view similar to Fig. 13, but with the spill sleeve rotatively retracted for causing the engine and the pump to operate at a speed diminished with respect to that for which the sleeve is set in Figs. 13 through 16. V Figs. l8, 19 and 20 respectively correspond to Figs. 14, 15 and 16, but illustrate relative positions of the speed and torque control components while the spill sleeve is retracted as shown in Fig. 17.

Fig. 21 is a speed-torque graph showing typical curves respectively correlated with the control mechanism adjustments shown in Figs. 13 through 16, and in Figs. 17 through 20.

Fig. 22 is a schematic view of a spill sleeve controlling lever and associated elements with cam profile angle and path of movement designations to facilitate an explanation of the functions of these elements and the lever.

Attention is now invited to Fig. 1 where the pump assembly 25 can be seento comprise a casing generally designated 30. An end wall 31 of the casing contains a ball bearing unit 32 for an end portion of a rotor structure 33 constituting a rotatable pump member of a high pressure metering pump 45 and having a fuel delivery end portion 34 thereof journalled within a sleeve bearing member 35 mounted within a bore 36 in an axially extending portion 37 of an opposite casing end wall 38. A primary pump 39 is mounted on the outer end of the wall portion 37 by a plurality of screws 41. This primary pump is of the gear type and is driven from the right end of the rotor structure 33, as viewed in Figure 1, by means of a fiat coupling member 42, having one end within a fiat sided recess 43 of a screw plug 44 in the rotor structure, and the opposite end within a corresponding recess, not shown, in one of the gears, not shown, of the primary pump.

The primary pump 39 is for supplying fuel at a uniform nominal pressure to the high pressure metering pump 45. Pump 45 comprises a pumping chamber 46 within a diametric bore 47 of the rotor structure 33 and between opposed end faces 48 of opposed pistons 49 reciprocatable within the bore 47. These pistons are constantly urged apart by a helical spring 51. The pump chamber 46 is formed within a pumping portion 52 of the rotor structure 33. Heads 53 at the outer ends of the pistons 49 have semicylindrical bearing seats 54 for rollers 55 which roll upon the inner periphery of a cam annulus 56 secured to the casing 30 by cap screws 57; see Figs. 1 and 9. This pump is designed for use with a six cylinder 4-cycle engine and to operate at one-half engine speed wherefor the inner periphery of the annulus 56 has six inwardly projecting cam lobes 58 of which each is diametrically opposed to another of such lobes. During rotation of the pumping portion 52 of the rotor structure, the rollers 55 concurrently ascend to the crests of successive pairs of diametrically PPQSite cam lobes 58 attendant to which the pistons 49 are forced together for contracting the pump chamber 46 and immediately after each ascent the rollers descend from the crests of these diametrically opposite lobes to allow the pistons 49 to move apart under the force of the spring 51 and centrifugal force to expand the chamber 46. During each expansion of the pump chamber 46, fuel is admitted thereto and during each contraction thereof, fuel is forced from this pump chamber through passages immediately hereafter described for delivering metered quantities of fuel to the combustion chambers of the engine with which the pump is operable.

The primary pump 39 obtains liquid fuel from a fuel tank diagrammatically illustrated at 60 in Fig. 5, and through a conduit 61 which leads to an inlet section 62 of this pump. Fuel is discharged from the primary pump 39 through an outlet section 63, then through a conduit 64, a coupling 65 and a passage 66 in the casing end wall portion 37 into an annular groove 67, Figs. 1 and 5, in the cylindrical outer periphery of the sleeve bearing 35. From this annular groove 67, the fuel flows radially inwardly through ports '68 of which there are six formed in the bearing sleeve 35 and equidistantly spaced thereabout. These ports 68 are succesively communicatively registered with by -ports 69 at the radial outer ends of fuel inlet passages 71 in the rotor structure 33. Ports 69 register with respective ports 68 during expansion of the pump chamber 46 wherefor fluid can flow through these ports and the passages 71 into an axial passage 72. of the rotor structure and thence into the chamber 46. During ensuing contraction of the pump chamber 46, the ports 69 are out of registry with any of the ports 68 so that, if at this time, timing ports 73 and fuel metering spill ports 74 are sealingly masked by a timing sleeve 75 and a metering spill sleeve 76, respectively, fuel will be forced from the contracting chamber 46 through the passage 72 and through a fuel delivery valve 77 into a radial delivery passage 78 and its port 79 in the fuel delivery portion 34 of the rotor structure. During each contraction of the pump chamber 46, the delivery port 79 will register with a respective one of radial delivery passages 81, Figs. 1 and 10, which communicate with respective conduit coupling members 82 through casing passages 83. Conduit couplings 82 communicate with respective conduits 84 which lead to respective combustion chambers of the engine. In Fig. 5, it can be seen that three of the conduit coupling members 82 project upward from the upper side of the casing wall portion 37 whereas three project downward from the lower side of this wall portion.

In Figs. 7 and 8, it can be seen the spill sleeve 76 contains six helical internal spill grooves 85 extending from end to end of such sleeve. This sleeve is in sealing, sliding relation with the outer periphery of the metering .portion 86 of the rotor structure 33 wherefore this sleeve sealingly masks the ports 74 leading from the axial passage 72 in the rotor structure excepting when these ports are in communicative registry with respective of the spill grooves 85. In Figs. 11 and 12, the timing sleeve 75 can be seen to have six internal straight timing grooves 87. This sleeve is also in sliding sealing. relation with the metering portion of the rotor structure 33 for preventing escape of fuel from the timing ports 73 excepting during registration of these ports with respective of the grooves 87. Both the timing sleeve 75 and the metering sleeve 76 are rotatively adjustable. With these sleeves set as illustrated in Figs. 7 and 11, timing ports 73 are in partial registration with respective of the timing .grooves 87 and will remain in such registration at the time the 'rotor'stnlctur'e 33 rotates counterclockwise far enough to carry the metering ports 74 into registration with the metering grooves '85 so that by the time the timing groove ports 73 move out of registration with the timing grooves, fuel can escape. from the axial passage 72 through'the spill grooves 85, wherefore during Eontraction of the pumping chamber 46 which is occurring at this time; the fuel can escape through these spill ports 74 and the spill grooves 85 to prevent development of adequate pressure for forcing fuel past the fuel delivery valve 77. This is the condition which prevails when the metering sleeve 76 is rotated into the fuel shutoff position by movement of the speed control lever 125 to the shut-off position in which it is shown in Fig. 1. By advancive rotative adjustment of the metering sleeve 76 to a position as illustrated in Fig. 8, the spill or metering ports 74 are so far out of registration with the spill grooves that upon the timing ports 73 moving out of registration with timing grooves into the masking relation, as illustrated in Fig. 12, during a substantial portion of the contraction period of the pump chamber 46, fuel can escape through neither the timing ports 73 nor the spill ports 74 Wherefore the fuelis forced from the contracting pump chamber through that portion of the passage 72 extending rightward from the pump 45 in Fig. 1 and past the fuel delivery valve 77 into the fuel delivery passage 78 with which the fuel delivery radial passage 81 then happens to be in registry. Fuel is thus delivered to the combustion chamber with which this delivery passage 81 is connected through its associated coupling member 82 and conduit 84. The quantity of fuel delivered during the ensuing contraction period of the pump chamber 46 is determinableby the rotative position of the spill sleeve 76. Before completion of the contraction of the pump chamber 46, the spill ports 74 will arrive in communicative registry with the spill grooves which they are approaching to allow escape of fuel and terminate delivery to the combustion chamber. The spill sleeve 76 is also axially advanceable or retractible to change the circumferential spacing of its internal helical spill grooves with respect to the spill ports 74. Consequently this sleeve is a compoundly movable fuel delivery control structure adapted for different characters of reversible movement, rotative or axial, attendant to each of which such structure is advanceable or retractible to respectively increase or decrease the fuel delivery of the pump. 7

Fuel spilling from the timing ports 73 and the spill or metering ports 74 into the pump casing 30 will ultimately fill the casing and as additional fuel is forcibly spilled into the casing from the contracting pump chamber 46, displacement of this spilled fuel from the casing is'by way of a passage 90 shown in full lines in Fig. 5, and by dotted lines in Fig. 1, and the casing bore 91 with which this passage 90 communicates, then through a coupling member 92 screwed into the bore 91 and finally through a conduit 93 shown diagrammatically in Fig. back to the fuel tank 60.

The timing sleeve 75 is movable both rotatively and axially upon the rotor structure 33 and is formed integrally with a driven element 95 of a speed responsive means 96 which operates responsively to the speed of the rotor structure 33. This speed responsive means comprises a bearing rod 97 projecting diametrically through a rotor structure bore 98 and disk-like roller type inertia zweights 99 journailed upon respective end portions of the Brod 97. Rims 101 of these roller Weights are pressed :against by the cup-shaped inner periphery 100 of the driven element 95. Means cooperable with the speed responsive means 96 for effecting a speed governor cornprises a pivoted structure 102 including a lever 103 pivotally mounted on a control shaft 104, and biasing means in the form of a helical contraction spring 105, Figs. 1 and 2, having a hook 106 on one end engaged with the upper end of the pivoted structure 102 and an opposite end anchored upon an anchorage stud 107 extending through the casing wall 38 wherein such stud is threaded so as to be axially adjustable by rotation. The outer end of this studhas a diametric groove 108 to fa- .cilitate its adjustment after which a lock nut 109 can be tightened for maintaining this adjustment. The lower end of the pivoted structure lever 103 has furcations 111, one

and engage a bearing annulus 112 on the speed responsive means driven element to transmit force of the biasing means to this driven element for keeping it pressed against the rims of the roller weights 99.

A cam follower element 113 having a reduced diameter lower end portion 114 threaded into a recess 115 of the speed responsive means driven element 95 projects upwardly from such element into a slot 116 of a cam plate 117 mounted upon an internal shelf 118 of the casing where such plate is held by screws 119 extending through a slot 121 of such plate. Adjustment of the cam plate 117 transversely of the timing sleeve axis is provided for by a screw 122, Fig. 3, when the anchorage screws 119 are loosened after which these screws 119 are tightened to maintain the adjustment. This adjustment alters the rotative position of the timing sleeve upon the rotor structure. .When the speed of the rotor structure increases in accordance with engine speed the' driven element 95 of the speed responsive means 96 is forced rightward as viewed in Fig. 1, pursuant to which the follower element 113 is displaced circumferentially of the rotor structure by the cam slot 116. This rotative displacement of the timing sleeve is in the direction opposite to that in which the rotor structure rotates and an examination of Figs. 11 and 12 will disclose that this rotative adjustment of the timing sleeve will advance the time when the timing ports 73 emerge from registration with the timing grooves 87 to stop spilling of fuel from the pump chamber and commence the effective pumping stroke of the pump. Thus this rotative adjustment of the timing sleeve by the speed responsive device is a rotative advancement of the timing sleeve since it initiates earlier injection by the pump.

Figs. 7 and 8 illustrate that rotative adjustment of the spill sleeve 76 in the direction of rotor structure rotation delays the time when the spill ports 74 arrive in registry with the grooves 85 for terminating injection pressure and therefore rotative adjustment of the spill sleeve in this direction amounts to an advancive adjustment. Adjustment of the spill sleeve rotatively in the direction opposite of rotor structure rotation is a retractive adjustment which diminishes the quantity of fuel delivered by the pump attendant to each injection. Rotative adjustment of the spill sleeve 76 is selectively determined manually. However, since the spill grooves 85 within the spill sleeve are helical, axial adjustment of the sleeve also varies the circumferential spacing of the grooves from the approaching spill ports 74 and therefore changes the quantity of fuel delivered by the pump attendant to each injection. Axial adjustment of the spill sleeve is attained automatically under control of the speed responsive means 96 and the biasing means 105 which exerts a force in opposition to the centrifugal force developed by the roller weights 99.

Since the structure 76 is adjustable both axially and rotatively for controlling the quantity of fuel delivered by the pump, this structure is a compoundly movable fuel delivery control structure adapted for one character of reversible movement attendant to which such structure is advanceable or retractable to respectively increase or decrease the fuel delivery quantity of the pump, and also adapted for selective opposite movement of another character to impose respectively an increase or decrease In the fuel delivery quantity. However, because the structure 76 performs the metering function of a metering sleeve which is well known in this art as a spill sleeve, this latter term is used in this description for convenience and brevity.

Manual rotative adjustment of the spill sleeve 76 is attained by manipulation of a speed control lever 125 having a main body portion in the form of a helical spring 126 of which the convolutions are contracted tightly together so that under normal conditions this spring portion of the lever will be rigid. Rocking motion imparted to an apertured head 127 on the upper end of the spring 126 will be imparted to the lower end shank member 128 which has a split bore 129, Fig. 5, receiving an outer end portion 131 of the control shaft 104 extending transversely of the rotor structure 33 and suitably journalled in the casing 30. The split bore 129 of the control lever 125 is contracted non-rotatively onto the shaft portion 131 by means of a bolt 132 and nut 133. The inner end of the shaft 104 has an arm 134non-rotatively mounted thereon by means of a set screw 134a, Fig. 1. The free end of the arm 134 carries a pivot pin 135 on which there is pivotally mounted a control lever 136 for the spill sleeve 76. The lower end of this lever 136 contains an axial bore 137 shown in Fig. 1 and illustrated in detail in Fig. 7. This bore 137 is of essentially the same diameter as a spherical head '138ron the outer end of a stud or rocking arm 139 assembled rigidly with the spill sleeve 76 and projecting radially therefrom.

Manual force applied to the upper end of the lever 125 can rock this lever between effective limits shown by dot dash lines in Fig. 1 and respectively designated shutoff and full speed. These limits are determined by adjustable stop studs 141 and 142, Fig. 6, respectively cooperable with faces 143 and 144 on a motion limiting element 145 keyed at 146' to the manually rockable shaft 104. Any attempt to rock the shaft 104 beyond the limits established by the stop members 141 and 142 which respectively correspond to the limits of the effective range designated shut-off and full speed in Fig. 1 will simply incur flexing of the spring portion 126 of the lever 125 without effecting rocking motion of the shaft 104, wherefore it is impossible to apply manual force of a magnitude to impair parts operated by the control shaft 104. Movement of the manual lever 125 to the shut-off position rocks the shaft 104 and the arm 134, Fig. 1, for lifting the control lever 136 into the position illustrated in Fig. 1 for rotatively retracting the spill sleeve 76 to the position illustrated in Fig. 7. Rocking the manual lever 125 to the full speed position of Fig. 1 causes corresponding rocking of the shaft 104 and arm 134 to move the spill sleeve control lever 136 downwardly to rotatively advance the spill sleeve 76 to a position substantially as illustrated in Fig. 8. The advancive and retractive rocking of the spill sleeve 76 is within selective limits determined by the stop studs 141 and 142, shown in Fig. 6.

Although the advancive and retractive rotative adjustment of the spill sleeve 76 is manually selected, axial advancive and retractive motion of the sleeve for changing the quantity of fuel delivery by the pump is under control of the speed responsive means 96. Such axial adjustment of the spill sleeve is possible without disturbing the manualsetting of the speed control lever and the arm 134 connected therewith because of the pivoted mounting of the spill sleeve control lever 136 on the mounting pivot 135 therefor on the arm 134 and because of the universal joint connection consisting of the spherical element 138 and bore 137 therefor in the lower end of the lever 136. The spherical element 138 can slide axially in the bore 137 relatively to the lever and said lever can pivot about the pivot 135 attendant to movement of the sleeve 76 and the spherical element 138 axially of the rotor structure 33.

The spill sleeve 76 is operable within two contiguous ranges of axial adjustment which differ somewhat for each speed setting of the pump assembly. One of these ranges is a part load range which is the rightmost of the two ranges for the sleeve as it is viewed in Figs. 1 and 13 through 20, and the other of these two ranges is known as the torque range. These two ranges are illustrated graphically in relation to the full speed speed-torque curve in Fig. 21, and are designated by legends associated with the spill sleeve full delivery scale FD in Fig. 13. The engine speeds at which the part load and torque ranges occur are changeable by manual rotative adjustment of the sleeve. For example, the spill sleeve is manually rotatively retarded to cause a change in the speed-load operation of a typical engine from the performance character illustrated by the curve designated full speed curve in Fig. 21 to the performance character illustrated by the curve designated part speed curve." When operating according to any of these speed curves of which those designated full speed curve and part speed curve are illustrative, the engine should not operate for prolonged periods at torque loading in excess of rated torque which occurs at points as C and C. The engine is normally operated in the part load range which is between the points EC on the full speed curve and between the poitns EU on the part speed curve. Torque loads in excess of rated torque as at points C and C 'on these curves, into the torque range portions CA and CA thereof, will be for periods of only such duration necessary to cope with ephemeral abnormal loads.

Axial movement of the spill sleeve 76 in the part load range is under control of the speed responsive means and the biasing means 105, to cause a change in the quantity of fuel injected and consequently an increase in torque rapidly in accordance with an inverse function of engine speed. When the engine and pump decelerate under increasing engine load to a speed at which rated torque occurs, further leftward movement of the spill sleeve into the adjacent torque range occurs at a lesser rate per unit of engine speed change until a peak torque is incurred at which time the sleeve is allowed to move no further leftward for further increase of fuel. Within the part load range the axial position of the spill sleeve 76 is determined by the axial position of the driven element of the speed responsive device, which element 95 is then adapted to transmit axial force directly to the spill sleeve through

force transmitting elements

151 and 152 shown in the lower part of Fig. l, and also in Fig. 4. The element 151 is secured to the driven element 95 of the governor by a cap screw 153. Force transmitting element 152 is mounted on the spill sleeve 76 by a cap screw 154 and orientation studs, not shown, which project into holes 155, Fig. 4, in the element 152. Cap screw 154 passes through a hole 156 in the element 152. The governor-mounted element 151 has a point 156a engageable with an angular edge or contact profile 152a on the element 152 for imparting axial force to this element and to the spill sleeve. The speed at which the pump is operated to advance the element 151 into force transmitting relation with the element 152 is varied in accordance with the rotative position of the spill sleeve, since this varies the axial distance between the point 156a and the angular profile 152a.

The axial position of the spill sleeve 76, which in the torque range of its axial movement, occurs while the engine and pump are operating at a speed insuflicient for the speed responsive means to incur force transmitting contactbetween the

force transmitting elements

151 and 152. At this time, the axial position of the sleeve is determined by pivotal setting of the sleeve control lever 136, about the pivot by the joint action of the speed responsive means 96, the biasing means 105 which transmits yieldable force to the sleeve control lever 136 through a leaf spring 157, and a torque control device 158 which has a spring-pressed plunger 159 in engagement with such sleeve control lever. The leaf spring 157 is secured to the lever 103 by rivets 161. The amount of flex in the spring 157 and consequently the amount of force which it exerts against the sleeve control lever 136 is adjustable by means of a set screw 162, Figs. 1 and 2, disposed within a threaded bore of the pivoted structure 102 through which this set screw extends to place the right end thereof, Fig. 1, against the spring 157. Adjustment of the set screw is maintained by lock nut 163. A cam plate 164 comprising an element of the lever 136 is assembled therewith by a screw- 165 and a pair of orientation studs 166,"Figs. 1 and 7. Leaf spring 157 bears against an edge profile 167 of the cam plate 164 that is disposed angularly to the direction of endwise translatory motion of the lever 136 attendant to manual adjustment thereof by the speed control lever 125, shaft 104 and the arm 134. An edgeprofile 168 of the plate 164 registers with the torque control plunger 159 for hearing thereagainst. An upper portion 168b of the profile 168 also extends angnlarly to the direction of translatory movement of the lever 136 attendant to it belng manually adjusted. A lower portion 168a of the profile 168 intersects the profile portion 168b at point 170 and is also disposed slightly angularly to the longitudinal axis or direction of endwise translatory motion of the lever 136 and to a plane which is at right angles to the principal axis of the sleeve 76.

The torque control device 158, when its plunger 159 occupies the position shown in Figs. and 16 where it is held against the torque range lower limit stop 169 by a helical spring 171, is engageable by the sleeve control lever 136 to establish the rated torque or an upper limit of part load for the engine at the particular speed setting of the speed control lever 125; that is, an upper or rated quantity of fuel to be injected into the engine by the pump per injection. It is attendant to deceleration of the engine under increased torque load that the control lever 136 while moving the spill sleeve leftward as viewed in Fig. l, abuts against the torque control plunger 159, to determine when the spill sleeve 76 reaches the stage in its leftward movement to cause the rated quantity of fuel to be delivered by the pump for establishing rated torque of the engine. Additional leftward movement of the spill sleeve 76 by its control lever 136 for causing the pump to deliver an extra quantity of fuel for non-continuous emergency periods, commences when the force transmitting element 151 separates leftward from the complemental element 152 under the force of the biasing means 105 which transmits rotative advancive force to the lever 136 through the leaf spring 157 under control of the speed responsive means 96 and the torque control device spring 168 which permits advancement of the torque control plunger 159 from the position against the torque range lower limit stop to a position against a torque range upper limit stop 172. When the sleeve control lever 136 abuts the torque control plunger 159, the added resistance of the torque spring 171 to further advancive pivoting of this lever 136 for further advancing the sleeve 76 to increase the amount of fuel delivered, causes the advancive pivoting of the lever and axial advancive movement of the sleeve to occur'in lesser amount per unit of speed decrease by the engine and the pump or per unit of force decrease by the speed responsive means 96 in opposition to the force of the biasing means 105. When the torque control plunger 159 abuts the stop 172 this establishes the absolute maximum quantity of fuel that can be delivered by the pump per injection so that if this amount of fuel is ineffective for preventing further deceleration of the engine by the load thereon this load will necessarily need to be diminished to prevent stalling of the engine.

The torque control device 158 comprises an outer cylindrical enclosure element 173 inserted into a bore 174 through the casing end wall 38. A threaded portion 175 of this tubular element 173 is turned into a threaded portion 176 of the bore 174. In this manner the position of the stop 169 axially of the bore 174 is adjustable. A pilot sleeve 177 for the stop member 172 is threaded into the tubular outer member 173 and also serves as a reaction spring seat for the torque control spring :171. Sleeve 177 is internally threaded at 178 for receiving a threaded sect-ion 179 of the stop member 172. A head 181 on the outer end of the, stop member 172 is piloted Within a smooth bore 182 in the sleeve 177, and a diametric groove 183 is accessible through the outer end of this bore 182 for the bit of a screwdriver by means of which the stop member 172 cart be rotated to effect axial adjustment thereof. Accidental or drifting rotation of the stop member 172 is prevented by an 0-ring 184 disposed within a circumferential groove 185 of the pilot head 181. Protection for the torque control device 158 is provided by a guard cap 186 Figs. 1, 2 and 5, having an apertured extension. 187 securedto the casing wall 38 by the lock nut 109 for the biasing means anchorage bolt 107.

A stabilizer leaf spring for the spill sleeve 76 is shown at 188, this spring being anchored to a casing ledge 189 by a screw 191. The force exerted by this spring 188 upon the spill sleeve 76 is inconsequential in compari-- son to the forces exerted by the speed responsive means 96 and the biasing means 105. The force of spring 186 is of no consequence in controlling the axial position. of the spill sleeve during operation of the pump underoperating conditions, but supplements the leaf spring: 157 to insure contact of the sleeve controlling lever 136 with the torque control plunger 159 when the sleeve: control lever 136 is adjusted endwise upwardly to a slow speed or fuel shut-01f position.

Operation of the pump and controls Fig. 21 shows speed-torque curves typical for diesel engine operation when such engine is equipped with an injection pump assembly like that herein disclosed. A peak torque curve shown dotted and designated PT in Fig. 21 represents the maximum torque to which the engine is to be subjected for any speed within the range of this curve. A rated torque curve RC also shown dotted indicates the maximum torque to which the engine is to be subjected for any prolonged period. A full speed curve ABCDE indicates a typical speed torque performance of an engine when the speed control lever is set at the full speed position indicated therefor in Fig. 1. With this speed setting, under no load conditions of the engine commonly referred to as high idle the engine will operate near the point B on the curve ABCDE; that is, near 2300 r.p.m. and with a very small quantity of fuel per injection. When torque load is ap plied to the engine the pump assembly, under governor control, will cause the amount of fuel delivered to the engine to increase rapidly inversely according to the speed between the points E and C on the curve and be tween the

speeds

2300 and 2100. Normal governor control for the fuel pump assembly terminates at point C on the full speed curve in the event the torque load upon the engine is suflicient for causing deceleration below 2100 r.p.m. This is because it is not desirable for the engine to operate for prolonged periods above the rated torque curve RC. Therefore, at point C further increase of fuel ,quantity by the pump is terminated attendant to further deceleration under load, although there will usually be a slight increase in torque delivered by the engine attendant to further deceleration, without any increase in fuel per injection, attributable principally to improved aspirating efiiciency and diminished] friction of the engine. On the curve ABCDE the increase in torque from point C to point B as the engine decelerates below 2100 r.p.m. is attributable solely to this inherent torque control of the engine. At point B the torque control device 158 and the governor commence to cause an increase in quantity of fuel at a slow rate of'increase from point B to point A. Point A coincides with the peak torque curve PT at its peak torque at 1600 r.p.m. Should the load upon the engine exceed the torque available at point A and 1600 r.p.m., the amount of fuel will not increase beyond that maximum at point A so if such excess torque load persists the operation of the engine will become unstable and it will come to rest. The engine operator can detect the changed operating characteristics of the engine that occur in the full speed torque range along the speed torque curve portion AC because of the greater change in speed of the engine for any given 11 change in torque loading. Also the noise level of thev engine exhaust will be perceptibly greater than when the engine is operating on the part load range CE of the curve. The. operator will tolerate operation on the torque range curve portion AC only for limited times of emergency when such operation of the engine will be desirable for accomplishing an interim objective. An example of such temporary torque range loading would bewhen the engine propels a tractor pushing a blade which encounters a large rock or tree stump which can be removed by temporary operation of the engine within the torque range.

The part speed curve A'BC'D'E' corresponds to the full speed curve ABCDE but shows operating characteristics of the engine when the fuel control lever 125 is set below the full speed position of Fig. 1 to attain a high idle speed of 2.100 r.p.m.

' This fuel injection pump assembly is designed for use with a conventional 4-cycle, 6-cylinder diesel engine. The rotor structure 33 is driven by the engine at one-half engine speed in such phase relation with the crankshaft thereof that the pump operating rollers 55, Fig. 9, will commence to ascend the sides of diametrically opposite cam lobes 58 just prior to the time for injection into the respective combustion chambers. Consequently, at the beginning of pump roller ascension of any cam lobe 58, the fuel delivery port 79 of the rotor structure will be approaching registration with a respective one of the passages 81, Fig. 10, which communicate with respective nozzles of the combustion chambers. It can also be observed from Fig. 10 that the fuel inlet ports 69 of the rotorstructure are at this time out of registry with any f the inlet passages 68 so that attendant to the ensuing contraction of the pump chamber 46, none of the fuel will be forced backwardly or outwardly through the ports 69. However, with the speed control lever 125 in fuel shut off position illustrated in Figs. 1 and 7, the spill sleeve 76 will be sufficiently rotatively retracted clockwise, Fig. 7', that the timing ports, whether in the rotatively retarded position of Fig. ll or in the rotatively advanced position of Fig. 12, will not have time to move out of registry with the timing grooves before registration of the spill ports 74 with spill grooves 85, wherefore the ensuing contraction of the pump chamber 46 will be only effective to spill fuel first through the timing ports and timing grooves and then through the spill ports and spill grooves, and not to pump fuel through the axial passage 72 of the rotor structure to and through the delivery valve 77 for metered delivery by the pump.

Schematic views in Figs. 13 through 16 illustrate re-.

spective phases in the operation of speed and torque control elements for thespill sleeve 76, When the spill sleeve 76 has been rotatively advanced to the maximum speed position by means of the speed control lever 125, Fig. 1. This rotative advancement of the spill sleeve is also illustrated in Fig. 8. By comparing Fig. 8 with Figs. 11 or 12 it can be seen that for either retarded or advanced timing the spill ports 74 will be masked by the inner periphery of the sleeve 76 when the timing ports 73 move out of registration with the internal timing grooves for blocking escape of fuel through the ports 73 and thereby to commence the buildup of pressure in the pump chamber 46 for causing metered delivery of fuel past the delivery valve 77. Delivery of fuel will continue past the delivery valve, the delivery port 79 and the delivery passage 81 registered therewith, then through the coupling 82 and conduit 84 associated with such delivery passage to the combustion chamber to which this conduit leads, until the spill ports 74 arrive in registry with the succeeding spill grooves 85 within the spill sleeve 76.

With this assumed full speed rotative setting of the spill sleeve 76 and while the engine and the pump are at rest, the biasing means 105 will be effective through the pivoted structure 102 for retracting the drivenvelement 95 of the speed responsive means 96 to its leftward limit 12 312 which the tip; of the governor-mounted and driving force transmitting, element 151 is in registry with the zero position upon the scale SPD, Fig. 13, indicating engine r.p.m. At: this time, the force transmitting element 151 will be separated from the sleeve-mounted or driven force transmitting element 152 and the biasing means 105' is effective through the pivoted structure 102, the leaf spring 157 and the sleeve controlling lever 136 to axially ad vance, the spill sleeve 76 to the limit determined by the lever 136 pivoting suflicient-ly for advancing the torque. control plunger 15,9,rightward against the force of the torque control spring 171 into engagement with the torque range upper limit stop member 172. The fuel quantity control position of the spill sleeve at this time. is indicated in Fig. 13 upon a scale FD with the legend Units of Fuel Delivery Per Injection-Also Engine Torque Units. Scale FD is arbitrarily divided into eleven units and a reference point, RP on the sleeve 76 in Fig. 13, is associated with such scale by a guide line GL. The sleeve 76 is set for delivery of eleven fuel units per injection according to the reading indicated on the scale FD in Fig. 13. Readings upon the scale FD actually reflect the distance of the spill port 74 from the spill groove circumferentially of the spill sleeve 76. However, since the circumferential spacing of the helical spill groove 85 from the spill port 74 is correlated with the axial position of the sleeve, the scale for convenience hasv been calibrated with the axial position of the sleeve.

When the engine is at rest or being cranked for starting so the spill groove 85 of the spill sleeve 76 is rotatively advanced with respect to the spill port 74 a substantial amount typically illustrated in Fig. 13, a relatively large quantity of fuel per injection will be pumped to the engine, so that when it starts to be driven by the energy from this fuel, there is rapid acceleration of the engine into the speed range for which the speed control lever 125 has been set, assumming no significant load upon the engine. Since the speed adjusting lever 125 is considered set to the maximum speed position, the speed torque char-v acteristics of the engine will correspond to the curve ABCDE in Fig. 21. As the engine speed increases from zero, the speed responsive weights 99 will move radially outwardly from the rotor structure to cause axial advance of the driven member and of the force transmitting element 151. According to assumed engine characteristics for establishing the curves in Fig. 21, when the ens gine speed rises to 1600 r.p.m. at which peak torque is to occur, the pivoted structure 102 will have been pivoted counterclockwise or retractively against the force of the biasing means 105 sufficiently for the flex in the leaf spring 157 to have been relieved such an amount that the force of this spring will exactly balance the opposing force exerted by the torque control device spring 171, so that any further speed increase in the engine and pivotal retraction, of the pivoted structure 102 will diminish the force of the spring 157 sufficiently for the spring 171 to be capable of retracting the torque control plunger 159 leftward attendant to rotatively retracting the spill sleeve controlling lever 136 about its pivot 135. This transient condition prevailing While the diminished force exerted through the leaf spring 157 exact-1y balances the force exerted by the torque control spring 171, in addition to being represented by point A at 1600 r.p.m. on the curve ABCDE in Fig. 21, is illustrated schematically in Fig. 14 where the force transmitting element 151 is at 1600 r.p.m. on the engine speed scale SPD. Note the element 151 in moving from the zero speed position in Fig. 13 is still spaced from the element 152. Also note the torque control device plunger 159 is still in contact with the torque range high limit stop 172, wherefore the spill sleeve. 76 and the sleeve controlling lever 136 have remained in their most advanced positions respectively axially and pivota-lly, the reading on the scale FD still being eleven units. Further advancive movement 011511011 13 sleeve and lever is prevented by the lever abutting the torque control plunger.

After reaching the balanced condition, illustrated in Fig. 14, between the lever operating spring 157 and the torque control spring 171, further increase in speed enabling the speed responsive device 96 to further pivotally retract the biasing lever 103 enables the torque control spring to prevail over said lever operating spring attendant to retracting the plunger 159 toward the lower limit stop 169 and moving the lever 136 and the spill sleeve 76 retractively. Normally the tension of the lever operating spring 157 is so adjusted by the set screw 162 that the torque control plunger 159 reaches engagement with the lower limit stop 169 when the speed responsive force transmitting element 151 is in close proximity with the sleeve-mounted element 152 as illustrated in Fig. 15b. The degree of contiguity of the

force transmitting elements

151, 152 at the time the torque control plunger 159 reaches the lower limit stop 169 is regulatable by the set screw 162. Rotation of the set screw to increase the force of the lever operating spring 157 increases the required engine speed for sufiiciently retracting the lever 103 to enable the torque control spring 171 to prevail over the spring 157 for retracting the plunger against the lower limit stop 169. When desired, the force of the spring 157 can be increased enough for the plunger to engage the stop 169 coincident with engagement of the force transmitting element 151 with the element 152 as shown in Fig. 150. The condition of contiguity illustrated in Fig. 15b is that desired when the pump is operating upon a normal engine with inherent torque-increase characteristics attendant to decrease in speed from its maximum rated torque operating condition indicated by point C on the curve ABCDE. However, if the engine does not have inherent torque-increase characteristics attendant to decrease in speed from the rated torque operating condition, the lever operating spring 157 will be adjusted to cause the

force transmitting elements

151 and 152 to engage simultaneously with the torque control plunger 159 engaging the lower limit stop 169 so torque control will commence immediately with deceleration of the engine beyond the lower limit of the upper portion of the speed range for which the speed control lever 125 has been set, as will be fully elucidated presently.

Attendant to retractive movement of the sleeve controlling lever 136 under the influence of the torque control spring 171 as the plunger 159 shifted from the upper limit stop 172 to the lower limit stop 169, the spill sleeve 76 was retracted to incur a reading of ten fuel units on the scale FD, Fig. 15. Also note that point C of curve ABCDE, Fig. 21 is at ten fuel units on the ordinate scale.

Following engagement of the

force transmitting elements

151 and 152 and acceleration of the engine to a higher speed, these elements will impart force directly from the speed responsive means 96 to the spill sleeve to retract it axially from the torque range into the part load range, Fig. 21. Point B on the curve ABCDE represents the condition of the control elements illustrated in Figs. 15 and 15b wherein the sleeve controlling lever 136 is still engaged with the torque control plunger 159 but the

force transmitting elements

151 and 152 are in a state of slightly separated contiguity. Point C on the curve ABCDE represents the condition of the control elements illustrated in Figs. 15 and 150 wherein there has been sufiicient acceleration of the engine and pump for the speed responsive means to establish contact between the

force transmitting elements

151 and 152. In the transition of the condition of the control elements illustrated in Fig. 15 to the relative positions of these elements illustrated in Fig. 16 attendant to an increase in speed from 2100 r.p.m. to 2200 r.p.m. the

force transmitting elements

151 and 152 axially retract the spill sleeve and rotatively retract the sleeve controlling lever 136 out of engagement with the torque control plunger 159. Point D on the curve ABCDE is at 2200 r.p.m. This is within the part load range between the curve points C and E and where an increase in torque to rated torque will decelerate the engine to point C occurring at 2100 r.p.m.. and where a lightening of the load upon the engine to zero torque will incur the high idle condition of the engine occurring at 2300 r.p.m. During high idle the speed responsive means will be eifective for axially retracting the spill sleeve to the point at which it diminishes the quantity of fuel delivered to the engine to that necessary to maintain this speed of 2300 r.p.m. without load being applied to the engine.

While the engine operates at part load; i.e., at a load not exceeding the rated torque load and hence within the range of zero to ten units of torque or fuel the engine will operate between the speeds of 2100 r.p.m. and 2300 r.p.m. constituting an upper portion of the speed range when the pump is set for a high idle of 2300 r.p.m. During this operation of the pump and engine upon which it is mounted the axial position of the spill sleeve is controlled by the joint action of the speed responsive device 96 and the biasing means 105 since the force exerted by the speed responsive means is transmitted through the

force transmitting elements

151 and 152, the sleeve 76, lever 136, lever operating spring 157, and the pivoted structure 102 to such biasing means 105. The amount of axial advance of the spill sleeve 76 at this time will constitute an inverse function of speed registered by the speed responsive means.

Fig. 16 schematically illustrates the relative positions of the spill sleeve and control elements therefor while this sleeve is at position D in the part load range GB of the speed torque curve ABCDE in Fig. 21. It can be seen that the spacing of the spill groove from the spill port 74 circumferentially of the rotor structure is such as to obtain seven fuel units per injection. This is ascertainable in Fig. 16 by noting the reference point RP on the spill sleeve is opposite the reading of seven units on the fuel delivery scale FD. This reading can be reflected in the axial position of the spill sleeve since the circumferential spacing of the groove 85 from the spill port 74 is a direct function of the axial position of the sleeve when the rotative position of the sleeve remains constant as it is for any speed setting of the speed control lever 125, Fig. 1, which constant setting prevails for Figs. 13 through 16. This speed setting is for 2300 r.p.m. at high idle which condition is illustrated by point B on the curve ABCDE in Fig. 21. While the engine is operating at point D on the speed torque curve ABCDE and while the pump assembly is operating as illustrated in Fig. 16, any diminution in the load upon the engine will cause it to increase in speed thereby causing the speed responsive device 96 to transmit force axially to the spill sleeve 76 through the

force transmitting elements

151 and 152 to retractively axially move the sleeve rightward as viewed in Figs. 1 and 16. In Fig. 16 it can be ascertained retractive rightward movement of the spill sleeve 76 will diminish the circumferential spacing between the spill groove 85 and the spill port 74 and thereby diminish the amount of fuel delivered by the pump to stabilize the speed of the engine at a slightly higher speed depending on the amount of engine load diminution. The ultimate retractive axial movement of the spill sleeve 76 for placing the reference point RP substantially at the zero position upon the fuel delivery scale FD occurs when the load is completely removed from the engine at which time its speed will increase to 2300 r.p.m. The engine speed of 2200 r.p.m. at point D on the speed torque curve is indicated in Fig. 16 on the speed scale SPD by the reference point at the tip of the governor-mounted force transmitting element 151 of which the correlation with the scale SPD is assisted by the sight line G. When the torque load on the engine is increased, the engine tends to decelerate whereupon the speed responsive device 96 in registering this diminished speed will retract its driven element leftward under the force of the biasing means 105 transmitted through the pivoted structure 102 the lever operating spring 157, the spill sleeve control lever 136, spill sleeve 76 and the

force transmitting elements

152 and 151. The resulting advancive movement of the spill sleeve 76 leftward as viewed in Figs. 1 and 16 will increase the circumferential spacing between the spill groove 85 and the spill port 74, thereby increasing the fuel quantity delivered by the pumpian amount which is registered by the sight line GL upon the fuel delivery scale FD. For each increment of added torque load on the engine, the ensuing corresponding decrease in speed of the engine incurs operation of the governor comprising the speed responsive means 96 and the biasing means 105 to axially advance the spill sleeve 76 to balance the quantity of fuel fed to the engine and the torque developable by the engine so as to stabilize its speed for the new torque load. Thus, throughout the part load range between points C and E on the speed torque curve ABCDE the speed responsive device 96 and the biasing means 105 cooperate to cause adjustment of the pump to attain an injection quantity for stabilizing the engine at a varied speed.

However, upon decleration of the engine under increas-.

ing load to 2100 r.p.m., the sleeve 76 will be advanced to cause delivery of enough fuel, assumed to be ten fuel units in the present case, to attain the rated torque for the engine. This occurs at point C on the curve ABCDE in Fig. 21, and the parts controlling the fuel are schematically illustrated in Fig. 15 at the instant the engine has been decelerated under increasing load or torque to such point C. In Fig. 15 it can be observed the spill sleeve 76 has been axially advanced to ten units of fuel delivery on the scale FD and that the speed responsive means has attained a position corresponding to 2100 r.p.m. of the engine. The rated torque beyond which it is undesirable for the engine to continuously operate is thus reached with the speed torque conditions corresponding to point C on the speed torque curve ABCDE in Fig. 21. During this deceleration to the rated torque condition the spill sleeve controlling lever 136 is pivoted about its fixed pivot 135 from a position as that illustrated in Fig. 16 to the position illustrated in Fig. 15 at which time this lever has its advancive pivotal movement interrupted by engaging the torque control plunger 159 which at this time is retracted into engagement with the torque range lower limit stop 169. The operator will be able to detect when this critical condition of engine operation is reached because upon any further increase in the torque load upon the engine its speed will begin to drop more rapidly as can be determined from the change in the slope of the curve section CBA with respect to the curve section EDC. Reference to the curve section CBA indicates that the engine will be allowed to operate under stable conditions while decelerating from 2100 r.p.m. to 1600 r.p.m. during an increase of fuel by a single unit from ten to eleven units Since the torque exerted by the engine is proportional to the quantity of fuel injected during each injec tion, the torque likewise will increase from ten to eleven units during engine deceleration by increasing load through this operating range CBA. This high torque loading of the engine is commonly referred to as the lugging operating condition of the engine during which time it is operating at a torque exceeding the rated torque but which is sometimes highly desirable to enable the operator of the engine to overcome a temporary inordinate load condition without interrupting progress of the operation.

Figs. 14 and 15 illustrate the operation of the pump control elements for accomplishing the operating conditions graphicaily illustrated by the torque curve section CBA. Considering the rated torque condition at point C on the speed torque curve whilethe control elements are in the position illustrated in Figs. 15 and 15C and that the torque load upon the engine exceeds the torque deliverable by the engine at the speed of 2100 r.p.m. while the pump is delivering ten units of fuel per injection V 16 t V i as indicated by the graph in Fig. 21 and by the fuel delivery scale FD in Fig. 15, the engine will continue to decelerate. In this illustrative disclosure, operating characteristics are assumed for the engine upon which the pump is mounted that have required a spring tension setting for the lever operating spring 157, that the force exerted by this spring upon the sleeve operating lever 136. will be insuflicient to exactly balance the force of the torque control spring 171 until slight deceleration of the engine for retracting the force transmitting element 151 from the force transmitting element 152 the slight distance illustrated in Fig. 1512. This corresponds to point B on the speed torque curve in Fig. 21. At this time, the tension in the lever operating spring 157 will exactly balance the force of the torque control spring 171. As a consequence, if the torque load upon the engine still exceeds the torque produced by the engine at the slightly lower speed of curve point B with the 10 unit quantity of fuel being delivered thereto, deceleration of the engine will continue to the force exerted by the biasing means will be able to overcome the force of the speed responsive means 96 causing advancive pivotal movement of the pivoted structure 102 to additionally flex the lever operating spring 157 and increase its force against the lever 136 wherefore this spring will be able to overcome the force of the torque control spring 171 for advancively pivoting the sleeve control lever 136 and advancing the spill sleeve 76 to increase the quantity of fuel delivered by the pump. This condition can prevail until the torque load upon the engine would cause its deceleration down to 1600 r.p.m. at which time the lever operating spring 157 would have completely advanced the torque control plunger 159 against the torque range upper limit stop 172 thereby placing an absolute limit on the advancive pivotal movement of the lever 136 and upon the axial advancement of the spill sleeve 76. That is, within the engine speed range of 2100 r.p.m. to 1600 r.p.m. the speed responsive means 96 will be cooperable with the biasing means 105 and also with the torque control device 158, including the spring 171 and plunger 159, to stabilize the engine at speeds inversely to the magnitude of tolerable torque load. At point A occurring at 1600 r.p.m. on the speed torque curve ABCDE, the peak torque permitted for the engine will be attained. Additional torque developed by the engine even for a limited time period would likely cause injury to the engine.

Should the torque load upon the engine exceed the peak torque which the engine is able to deliver at 1600 r.p.m., and if this torque load is allowed to prevail the engine will become unstable in its operation and will decelerate with decreasing torque of the value typically represented by that portion of the peak torque curve extending leftward from the point A in Fig. 21.

At point C on the speed torque curve ABCDE, the sleeve controlling lever 136 had just engaged the torque control plunger 159 and it was not until further deceleration of the pump and engine had occurred for the force transmitting element 151 of the governor to slightly depart from its companion force transmitting element 152 to a position as that illustrated in Fig. 15b that the lever operating spring 157 had been flexed sufliciently for its force to exactly balance the force of the torque control spring 171. During this interim of leftward movement of the force transmitting element 151 and slight advanci've pivotal movement of the pivoted structure 102, the sleeve operating lever 136 was held stationary by the torque control plunger 159 wherefore the spill sleeve 76 was held immovable so the quantity of fuel delivered by the pump did not change during the slight deceleration from point C to point B upon the speed torque .curve. However, it will be noted in Fig. 21 that during deceleration of the engine and pump from the 2100 r.p.m. speed with which point C coincides, the speed torque curve rises slightly to point B indicating an increase in torque despite .there being no increase in the quantity of fuel delivered during this interim. This increase in torque while the engine was decelerating from point C to point B Without increase in the quantity of fuel is attributable to inherent torque improvement factor of most engines. This inherent torque improvement may be effective within the speed range from B to A as Well as from C to B, but with insufficient effect for causing a torque rise to the value of A. Therefore, the torque control device 158 is provided for cooperation with the speed responsive means, 96, the biasing means 105, and the pivoted structure 162 and its lever operating spring 157 to effect a torque control providing a modest increase in the quantity of fuel delivered by the pump during deceleration between the points B and A. This occurs during adjustment of the spill sleeve and the controlling elements therefor from the position illustrated in Figs. 15 and 15b to the relative positions illustrated in Fig. 14.

The engine speed separation of points C and B upon the speed torque curve can be varied by adjusting the tension in the lever operating spring 157 by means of the set screw 162. If, for example, the pump were installed upon an engine having no inherent torque control at speeds less than the point C on the torque curve at which the rated torque occurs, further deceleration of the engine beyond this point would not obtain an increase in torque, because of the spill sleeve controlling lever 136 being against the torque control stop plunger 159 as illustrated in Fig. 15, until the engine had decelerated far enough to cause pivoting of the pivoted structure 1&2 for increasing the flex in the lever operating spring 157 an amount to create a force therein equal to the opposing force of the torque control spring 171, which occurs at point B on the speed torque curve ABCDE in Fig. 21. Therefore, with an engine having a non-rising inherent torque with decreasing speed in this speed range, the set screw 162 would be rotated to increase the force of the lever operating spring 157 so it would exactly balance the force of the torque control spring 171 at the instant of suflicient engine deceleration for the lever '136 to abut the plunger 159. This would have the effect of increasing the proximity of the upper speed limit of the mechanical torque control range with respect to the lower speed llmit of the part load range that the point B would exactly coincide with point C on the speed torque curve.

Before proceeding with a description of the pump controlling elements for causing operation of the pump to 1ncur engine speed torque characteristics according to the curve ABCDE in Fig. 21, and with the elements set at the lower speed setting illustrated in Figs. 17 through 20, attention is directed to Fig. 22 where details of the structural arrangement of these elements are illustrated. Here the sleeve controlling lever 136 is pressed by the leaf spring 157 against the torque control plunger 159 to axially advance this plunger against the force of the torque spring 171 into engagement with the high limit stop 172. Lever 136 is shown in its maximum fuel position attainable by manual endwise movement thereof and at which time it will be noted the axis ax of the arm 134 for supporting the pivot pin 135 for the lever 136 is in a horizontal plane as is the rocking arm 139, Figs. 7 and 22, for the spill sleeve 76 wherefore the spherical bearing head 138 on the outer end of such arm is at the same elevation as the axis a-a of the rotor structure 33. The endwise translatory position of the lever 136 is such that the point of intersection of the cam profile portions 168a and 1681: coincide with the point of the torque plunger 159. The center of the spherical head 138 through which rocking force is transmitted to the spill sleeve 76 occupies a point Y of an angular path XYZ along which the center of the bearing head 138 is confined for movement attendant to manual endwise adjustment of the lever 136. Consequently, the spill sleeve 76 is rocked with a motion corresponding to the configuration of the angular path XYZ. While the pump is .at

rest or operating at speeds not exceeding that of the torque range upper limits as A, A, Fig. 21, so the lever 136 presses the torque control plunger 159 against the upper limit stop 172 as in Figs. 13, 14 and 22, the fuel quantity is changed from zero to peak by movement of the spill sleeve lever bearing 138 from path point X to path point Y during which movement the cam profile portion 168a will have moved downwardly from a position in which the point X was in contact with the plunger 159 to the position shown where the point Y is in contact with such plunger. Angle t of the lever profile portion 168a is so correlated with the upper portion of the arc a-c for the path of movement of the pivot pin 135 that as the lever profile portion-168a slides downwardly to transfer point X below the torque plunger 153 and place the point Y in contact with such plunger, the spill sleeve lever bearing 138 will describe truly circumferential movement about the axis a-a wherefore the spill sleeve 76 will have no axial component of movement. This solely circumferential movement of the spill sleeve '76, occurs during traverse of the portion XY of the angular path XYZ by the spill sleeve bearing head 138.

Further downward endwise translatory movement of the lever 136 although causing rotational adjustment of the spill sleeve in the direction that would normally increase the quantity of fuel does not so increase the fuel because the lever profile portion 168b by being held against the torque plunger 159 by the spring 157 causes the sleeve bearing head 138 to move along the path portion YZ. This path portion is of the same helical pitch as the internal spill grooves in the spill sleeve and thereby in effect causes these grooves to move both axially and circumferentially of the spill sleeve in such a manner as not to change their circumferential spacing from the spill ports 74 respectively associated therewith. In other words, the angle P of the profile portion 168]) with reference to the longitudinal axis of the lever 136 is such that this profile portion causes the spill sleeve to move axially in such relation to the rotational movement of the sleeve between points Y and Z as to keep the fuel quantity at the constant peak value.

While the engine is operating under governor control as distinguished from torque control, that is, at speeds no less than the upper limits as C, C of the part load range so the torque control plunger 159 is held against its lower limit stop 169 by the torque spring 171, the profile portion 163]) is abuttable against the plunger attendantto engine deceleration to incur resistance of the torque spring 171 to the pivoting of lever 136 in the direction causing the fuel quantity to rise above the rated fuel quantity indicated by the rated torque curve RC in Fig. 21. Profile 152a determines at what engine speed the force transmitting element 151 attains a make-break contact condition with the force transmitting element 152 for transi-- tion between governor control and torque control and thus determines the position of points C, C etc. on the rated torque curve RC, whereas the profile PRO by controlling the flex of spring 157 determines at what engine speed the force of this spring dominates or is dominated by the force of the torque device spring 171 to establish the speed for points A, A etc. on the peak torque curve PT. It is explained hereinabove how the engine speed for points B, B etc. on the torque range portions of the speed-torque curves are controlled by adjusting the screw 162, Fig. 1 to regulate the force of the spring 157.

Angle b of profile PRO is correlated with angle a of profile 152a to control the pressure of the leaf spring 157 on the lever 136 so this pressure will have a substantially constant value for all speeds at which make-break contact occurs between the force transmitting elements- 151 and 152, and also a substantially constant value of pressure upon the lever 136 for all speeds for makebreak contact of the torque plunger 159 with the high limit stop 172. Therefore, profile PRO so controls the flex and force of the leaf spring 157 that the force of this spring will exactly balance the force of the torque control spring 171 at the different speeds for points A, A etc. upon the peak torque curve PT and to also cause the force of the spring 157 to exactly balance the force of the torque control spring 171 at the points B, B etc. on the torque range portions of the speed-torque curves in Fig. 21.

Schematic Figs. 17, 18, 19 and 20 illustrate various stages in the pump control elements when the speed control lever 125 is set for causing operation of the engine at less than full speed. These figures illustrate a speed setting of the pump for operating of the engine under speed and torque conditions illustrated by the speed torque curve ABC'D'E in Fig. 21. The part load range C'E occurs between the speeds of 2100 r.p.m. and 1900 r.p.rn., high idle speed of the engine occurring at E and rated torque occurring at C. The relative positions of the parts shown in Figs. 17 through 20 are correlated with the engine at rest in Fig. 17; with the engine at the peak torque condition represented by point A of the speed torque curve at a speed of 1400 rpm. in Figs. 18 and 21; with the elements in the relative positions occupied at the rated torque condition of point C on the speed torque curve occurring at 1900 r.p.m. in Figs. 19 and 21; and with the control elements in the relative positions occupied at point D within the part load range of the speed torque curve and occurring at 2000 rpm. as illustrated in Figs. 20 and 21. These operating conditions for the engine are obtained by moving the speed control lever 125 from the full speed position shown in Fig. l to a lower speed position whichby counterclockwise rocking of the pivoted structure 102, Fig. 1, retractively endwise translates the spill sleeve controlling lever 136 upwardly and thereby retractively rotates the spill sleeve 76; Assuming this adjustment of the speed control lever to be'madewhile the engine and pump are at rest, retractive rotative adjustment of the spill sleeve diminishes the circumferential spacing of the spill groove 85 from the spill port 74. However, an examination of Figs. 13 and 17" will disclose the circumferential spacing of this groove 85 from the spill port 74 to be the same even though the spill sleeve has been rotatively retracted for lower speed operation in Fig. 17. This is because of axial advancement imparted to the sleeve attendant to the r etr'active rotation, and this is accomplished by the lever operating leaf spring 157 which maintains the cam profile portion 168b of the lever 136 against the torque controlplunger 159 during retractive upward translation of this lever whereby pursuant to such retractive translation this lever will be pivoted slightly clockwise about its pivot 135. The angularity of the cam profile 168b with respect to the direction of axial translation of the lever 136' is so correlated with the spiral pitch of the spill groove 85 that for any rotative adjustment of the spill sleeve by manipulation of the speed control lever 1 25' will incur proper axial adjustment of the spill sleeve to maintain the fixed peak fuel distance circumferentially of the sleeve between the spill groove 85 and the spill port 74 while the pump control elements are in the conditions illustrated in Figs. 17' and 18, that is, While the pump is at rest or operating at a speed not in excess of that at which peak torque occurs, points A, A etc. upon the speed-torque curves in Fig. 21. Therefore, the fuel delivery scale FD has been disposed in Figs. 17, 18, 19- and 20 for the reduced speed settingso that in Figs. 17 and 18 this scale indicates an axial and rot-ative setting of the sleeve for delivering the maximum eleven units of fuel. In Fig. 19 the sleeve has been axially retracted to .ten units of fuel and in Fig. 20 the sleeve has been further retracted to seven units of fuel. This is compatible with the values represented by the speed-torque curve A'BCDE'.

Upon starting the engine without load, When it accelerates from cranking speed up to the speed of 1400 r.p=.m. at point A- on the speed-torque curve A B C'" 20 D E, it is essential that the lever operating spring 157' shall have been relaxed to the point that its force exactly balances the force exertedby the torque control spring 171 so that upon further acceleration of the engine, as it enters the-torque range A C, the torque-control spring 17 1 can commence toprevail over the force of the spring 1 57' for retractively pivoting the sleeve control lever 136 andaxially retracting the spill sleeve to diminish the quantity of fuel delivery. Operating spring 157 was diminished inflex and force to balance the force of the torque spring 171 at point A on the peak torque curve P T at 1400 r.p-.m. insteadof at point A at 1600 rpm. because. of the upward translation of the lever 136 and the lever profile. PRO attendant to the speed control lever 125, Fig. 1., being set. forv the lower speed. Since the tension of the spring 157 is substantially the same in Fig. 18 as in Fig. 14 and. therefore. at point A of the peak torque curve PT as the point A thereon, virtually the same; rrpxm. increase of the engine is required to further: diminish the force of the spring 1 57 for the torque spring 171 to? dominate ithe spring 157 while moving the torque plunger 159* from the high limit stop 172 to the low limit 169 to change from the Fig. 18 condition. to. the Fig; 19 condition; as; was: required to change from the Fig. 14 condition to; the Fig. 15 condition. Therefore in Fig. 21 a. speed increase of 500' rpm. from 1600 rpm. to 2100 rpm. for the torque range AC on the-full: speed torque curve is. duplicatedby thepart speed curve for which there is a. 500 rpm. speed increase from point A at. 14.00. rpm. to point. C at .1900 rpm. Point B. which. is the high speed terminus for the controlled torque range. ofxthe part speed curve has the same. relative position. in. the torque range AC asthe corresponding point B has in. the torque. range ACof the full. speed curve.

Fig. 19 schematically shows: the. spill sleeve controlling elements at the time. coinciding with the attainment of point C on the part speed curve in Fig. 21. Counterclockwise pivoting of the. sleeve control lever 1 36 under the force of the torque control spring. 171 while moving from the high limit stop 172' to the low limit stop 169 caused the axial retraction of the spill sleeve from the maximum fuel delivery quantity position of 11 units to the rated delivery quantity of. 10 units. The angularity of the profile 152a on the: force transmitting element 152 is socorrelated with the: slope of. the. lever profile PRO which controls the. hex. of the lever operating spring 1'57 that the driving force transmitting element I51 operated by thefspeed responsive device: 96 makes contact With the profile 15241 of the spill. sleeve. 76, which was retractively rotatedfor: attaining thepart speed adjustment, substantially simultaneously with the torque control: spring 171shifting the spill sleeve to the 10 fuel unit position as. the stop torque plunger lfifireached. engagement with the l'ow limit stop 1691 Upon further acceleration of the.- engine, the pump assembly will. be under governor control as illustrated in Fig. 20' where the profile 168 has. moved out of contact with the torque plunger 159, and. the. axial. position of the. spill sleeve 76 is under control of the. speed responsive means 96 and the biasing means which with: their interconnectingpivoted. structure' 102- serve as a. governor. Fig. 20 illustrates the spill sleeve: controlling elements. in. the positionsv they occupy at 20010 rpm. while the engine is subjected to a torque load requiring 7 units of fuels. This condition is represented by the point D on the part speed curve in Fig.1 21. With the speed control lever retracted some what from the full speed position of Fig. 1 to place the spill sleevev controlling. elements. at the setting illustrated inFigs- 17" through 2.0 the. engine will operate with speedtorque performance represented by the part speed curve A'B'CDLE. in a manner similar to that explained hereinabove with reference to' the full speed curve ABCDE and to Figs. 13 through 16.

-It should benoted that'the profile 1521: of the spill sleeve element 152 cooperates with the element 151, in response to adjustment of the speed control lever 125 and consequent endwise translation of the lever 136 and rotative adjustment of the spill sleeve, to change the engine operating speed for any given torque load upon the engine and to set the pump control elements for causing a corresponding change in the speed-torque performance of the engine. That is, adjustment of the speed control lever and attendant rotative adjustment of the element 152 with the spill sleeve determines which speedtorque curve, of which AB CDE and ABC'D'E' are typical, the engine operation will follow. Consider, for example, that the speed control lever is set for full speed to cause the engine to operate with speed-torque characteristics according to the curve ABCDE and a constant torque load upon the enginethat requires 7 units of fuel per injection to maintain a constant speed of 2200 r.p.m. These operating conditions are represented by point D on the curve ABCDE and by the position of the control elements illustrated in Fig. 16. Now if it is desired to diminish the engine speed, the speed control lever 125 will be rocked counterclockwise, Fig. 1, with the efiect of translating the lever 136 upwardly and rotatively retracting the spill sleeve and raising the force transmitting element 152 as viewed in Fig. 16. The profile 152a will thus be caused to slide upon and react against the force transmitting element 151 so the spill sleeve is retracted axially as well as rotatively to decrease the spacing of the spill grooves 35 from the spill ports 74 rotatively of the rotor structure, thereby diminishing the quantity of fuel delivered per injection. Consequently the engine will decelerate under the influence of the constant torque load wherefore the speed responsive means will allow the element 151 to advance leftward under the force of the biasing means 135 and advancively followed by the element 151 and the spill sleeve 76 until the fuel quantity delivery is restored to the 7 units per injection to balance the constant torque load. The profile 152a in this new rotative position now reacts against the speed responsive means in a lower speed position than before to establish the 7 fuel unit position of the spill sleeve to balance the constant torque load. Although the engine is now receiving 7 units of fuel per injection as it was before the change in the speed setting there are fewer injections per unit of time so less fuel is consumed per time unit and the diminished speed and horsepower is not attained at the expense of fuel efiiciency.

As the lever 136 was translated endwise upwardly to diminish the engine speed in the manner just explained, the attendant counterclockwise pivoting of this lever about the pivot 135 caused by the profile 152a sliding on the force transmitting element 151 increased the spacing between the lever profile portion 16817 and the torque control plunger 159 but as the engine speed decreased and the speed responsive means allowed leftward movement of the

elements

151, 152 and the spill sleeve, the lever 136 pivoted clockwise about the pivot 135 slightly more than it had pivoted counterclockwise because the spill sleeve grooves are reestablished to the same circumferential spacing from the spill ports 74 to again provide 7 fuel units per injection, and since the sleeve has been rotated to raise the groove 85, as viewed in Fig. 16, toward the port 74 the sleeve will necessarily have been moved leftward from the Fig. 16 position to establish the 7 fuel unit spacing from the port 74. However, because of the angle P of profile portion 168b, Fig. 22, the spacing between this profile and the torque control plunger 159 will be substantially the same as before the speed change adjustment, wherefore substantially the same r.p.m. decrease in speed is required to reach the rated torque fuel quantity, determined by the profile 168k abutting the torque plunger 159, as before the speed change adjustment. The conditions described correspond to those illustrated by the curves ABCDE 22 and A'BCD'E in Fig. 21 and to theadjustment of control elements shown in Figs. 16 and 20. Pursuant to the speed reducing adjustment described, the operating condition of the engine would have been altered from that represented by point D on the curve ABCDE to that represented by the point D on the curve AB'CDE. Since the spacing of the lever profile portion 168b from the torque plunger 159 in Figs. 16 and 20 is substantially equal, the horizontal or r.p.m. spacing of points D, D, Fig. 21, is substantially equal to the horizontal or r.p.m. spacing of the points C, C and E, E so the part load range of the curves ABCDE and ABCD'E' have similar contour.

Also as the lever 136 was translated endwise upwardly to diminish the engine speed and shift the operating performance of the engine from curve ABCDE to curve ABCDE, the lever profile PRO diminished the flex and tension in the leaf spring 157 so this tension substantially balanced the tension of the torque spring 171 at the threshold of torque control at the slower speed of 1900 r.p.m., Fig. 19 and at point C in Fig. 21, as would have been the case at the threshold of torque control at the speed of 2100 r.p.m., Fig. 15 and at point C in Fig. 21. Consequently the horizontal or r.p.m. spacing of the points C, A and the horizontal or r.p.m. spacing of the points C, A in Fig. 21 are substantially the same so the r.p.m. space of the torque range is about i the same for engine performance on each of the speedtorque curves ABCDE and ABCDE.

The r.p.m. space and contour of the torque range portion of the speed torque curves can be altered by changing the tension of the torque spring 171, and also by changing the spacing between the stops 169 and 172-.

The rotor structure 33 with its various ports and masking means therefor are within the scope of claims in US. Patent 2,790,432, issued April 13, 1957, in the names of the present inventors.

Having described a single preferred species of the invention with the view of clearly and concisely illustrating the same, we claim:

1. In a fuel injection pump drivable at variable speed by an internal combustion engine whose speed and torque are influenced by the quantity of fuel metered thereto by such pump, a compoundably movable fuel delivery control structure adapted for one character of reversible movement attendant to which such structure is advanceable or retractable to respectively increase or decrease the fuel delivery quantity of the pump, means in force transmitting relation with said structure and yieldably biasing such structure in the direction of such advance thereof and operable to exert a force to advance the same when unopposed by an equal or superior force, speed responsive means sensitive to pump speed to exert a force of a magnitude constituting a direct function of pump speed, the speed responsive means being disposed to exert at least a portion of such force upon the fuel delivery control structure to urge the same retractively and being operable in opposition to the biasing means to retract the fuel delivery control structure to a retractive limit attendant to an increase in pump speed to an upper limit of an upper speed range portion of the pump, the speed responsive means and the biasing means being cooperable in response to speeds in said upper speed range portion to attain an amount of advancement of the control structure from said refractive limit according to an inverse function of pump speed, the pump having a torque control speed range contiguously below a lower limit of said upper speed range portion, yieldable torque control means disposed for transmitting force to the control structure in opposition to the biasing means force coterminously with the pump operating within the torque control speed range and being thus cooperable with the speed responsive means to yieldably oppose advancement of the control structure within said torque control speed range, the biasing means being operable pursuant to.

pump deceleration in said torque speed range to prevail over the speed responsive means and the yieldable torque control means to cause further advancement of the control structure at a rate influenced by resistance characteristics of such torque control means, the fuel delivery control structure also being adapted for selective opposite movement of another character to impose respectively an increase or decrease in the fuel delivery quantity influenced by the position of such structure attained through the one character of movement, and means operably connected with the fuel delivery control structure and operable at will for imparting the other character of movement to the fuel delivery control structure.

2. In a fuel injection pump drivable at variable speed by an internal combustion engine whose speed and torque are influenced by the quantity of fuel metered thereto by such pump, fuel delivery control means adapted for different characters of reversible adjustment for varying thefuel delivery quantity of the pump, yieldable biasing means in force transmitting relation with said control means and being thus adapted to exert a force operable of said control means for effecting such adjustment of one character to increase the fuel delivery quantity of the pump when unopposed by an equal or superior force, speed responsive means sensitive to pump speed to exert a force of a magnitude constituting a direct function of pump speed, the speed responsive means being disposed to exert at least a portion of such force upon the fuel delivery control means to urge such adjustment of the one character thereof to decrease the fuel delivery quantity and being thus operable in opposition to the biasing means to cooperate with the latter in response to speeds in an upper portion of the speed range at which the pump is driven to effect such one character adjustment for attaining fuel delivery quantity constituting an inverse function of pump speed, torque control means disposed for transmitting force to the fuel' delivery control means to yieldably oppose such one character adjustment of such control means that would increase the quantity of fuel delivery conterminously with the pump decelerating within a torque control speed range contiguously below said upper speed range portion, the biasing means being operable pursuant to pump deceleration in the torque control speed range to prevail over the speed responsive means and said torque control means to effect said one character adjustment of the fuel delivery control means to increase the fuel delivery quantity, and means operably connected with the fuel delivery control means and operable at will for effecting adjustment of different character of the fuel delivery control means to selectively in crease or decrease the fuel delivery quantity with respect to that determined by the one character of adjustment.

3. In a fuel injection pump drivable at variable speed by an internal combustion engine whose speed and torque are influenced by the quantity of fuel metered thereto by such pump, a rotatable pump member having a feul delivery passage and a spill port communicative with such passage, a fuel delivery control sleeve sealingly journalled upon the rotatable pump member in masking relation with said spill port but having an internal helical groove with which the masked port periodically registers for spilling fuel from the fuel delivery passage and terminating fuel delivery by the pump, the sleeve being rotatively advanceable in the direction of pump member rotation to delay the time when the port arrives in registry with the groove to increase the amount of fuel delivery and being alternatively rotatively retractible to shorten the time when the spill port arrives in registry with the groove to decrease the amount of fuel delivery, the sleeve being advanceable in one axial direction to delay the time when the spill port arrives in registry with the internal groove and also being axially retractible to shorten the time when the spill port arrives at registry with the" internal groove to respectively increase and decrease the amount of fuel deliveryof the pump, yieldable biasing means exerting an axial force on. the. sleevein the direction to axially advance the samewhen unop posed by an equal or superior force, speed responsive means sensitive to pump speed to exert a force. of a magnitude constituting a direct function of pump speed and disposed to apply at least a portion of such force.-

to the biasing means in opposition to the force of the biasing means to cooperate with such biasing. means in. response to speeds in an upper portion of the speed range at which the pump is driven to effect axial adjustment of the sleeve for attaining fuel delivery of a quantity constituting an inverse function of pump speed, torque control means disposed to apply a yieldable force to the nously with the pump decelerating within a torque control. speed range contiguously below said speed range portron,.

the biasing means being operable pursuant to pump. deceleration in the torque control speed range to prevail over the speed responsive means and said torque control meansto effect said axial advancement of the fuel delivery control sleeve to increase the fuel delivery quantity, and means operably connected with the sleeve and operable at will for effecting rotative adjustment of the sleeve to selectively increase or decrease the fuel delivery quantity with respect to that determined by the axial position of the sleeve.

4. In a fuel injection pump drivable at variable speed by an internal combustion engine whose speed and torque are influenced by the quantity of fuel metered thereto by such pump, a rotatable pump member having a fuel delivery passage and a spill port communicative with such passage, a fuel delivery control sleeve sealingly journalled. upon the rotatable pump member in masking relation. with such spill port but having an internal helical groove. with which the masked port periodically registers for spilling fuel from the delivery passage to terminate fuel delivery by the pump at the end of each injection thereof and thus determine the delivery quantity per injection, the sleeve being rotatively advanceable in the direction of pump member rotation to delay the time when the port arrives in registry with the groove to increase the quantity of fuel delivery per injection and being alternatively rotatively retractible to shorten the time when the spill port arrives in registry with the groove to decrease such quantity of fuel delivery, the sleeve also being advanceable in one axial direction to delay the time when the spill port arrives in registry with the internal groove and also being axially retractible to shortenthe time when the spill port arrives in registry with the internal groove to respectively increase and decrease the quantity of fuel delivery, yieldable biasing means exerting an axial force on the sleeve in the direction to axial advance the same when unopposed by an equal or superior force, speed responsive means sensitive to pump speed to exert a force of a magnitude constituting a direct function of pump speed and disposed to apply at least a;

responsive means to the sleeve, the speedresponsive means being operable to impose force through the control force transmitting means onto the sleeve in opposition to the force imposed on such sleeve by the biasing means and being thus operable to cooperate with the biasing means in response to speeds in an upper portion of the speed range in which the pump is driven to effect axial adjustment of the sleeve for attaining fuel delivery of a quantity constituting an inverse function of pump speed, yieldable torq ue control means disposed to apply a yieldable force to the biasing means in opposition to the biasing. means force and being thus operable to interrupt ad'- vancive axial movement of the sleeve at" the lowerltmit speed responsive means to resume advancement of the sleeve as the pump decelerates into a torque control portion of the speed range, and means operably connected with the sleeve and operable at will for effecting rotative adjustment of the sleeve to selectively increase or decrease the fuel delivery quantity with respect to that determined by the axial position of the sleeve.

5. The combination set forth in claim 4, wherein the means for transmitting force from the speed responsive means to the sleeve includes cooperative elements adjustable attendant to rotative adjustment of the sleeve to alter the axial position of the sleeve in relation to the pump speed registered by the speed responsive means for causing the sleeve to attain interruption of advancement by the torque control means at pump speeds correlated with the rotative position of the sleeve.

6. In a fuel injection pump drivable at variable speed by an internal combustion engine whose speed and torque are influenced by the quantity of fuel metered thereto by such pump, a fuel delivery control structure advanceable to increase the fuel delivery quantity of the pump coordinately with the amount of such advancement successively within and through a part load range of fuel delivery and beyond an upper limit of such range into a contiguous torque control range of fuel delivery, said structure being respectively retractible within such ranges to coordinately decrease the fuel delivery quantity, yieldable biasing means disposed for exerting a force on said structure in a direction to advance the same when unopposed by an equal or superior force, speed responsive means sensitive to pump speed and operable to exert force of a magnitude constituting a direct function of pump speed, force transmitting means adapted to transmit force exerted by the speed responsive means to the fuel delivery control structure and to the biasing means, the speed responsive means being operable in response to acceleration of the pump and through said force transmitting means to retract the fuel delivery structure into said part load range wherein the biasing means and speed responsive means are cooperable to establish the amount of advancement of such structure according to an inverse function of pump speed wherefore upon sufficient deceleration of the pump the biasing means will prevail over the speed responsive means to advance the fuel delivery control structure to the upper limit of its rated range, yieldable torque control means disposed to apply a yieldable force to the biasing means and being operable to impose such yieldable force in opposition to the biasing means force and inferior thereto but effective to impede further advancement of said structure simultaneously with it thus reaching the upper limit of its part load range, the force transmitting means being operable upon said structure reaching the upper limit of the part load range and pursuant to continued deceleration of the pump to relieve the force transmitted by such force transmitting means from the speed responsive means to said structure, and the torque control means being cooperable with the speed responsive means to control advancement of said structure beyond said upper limit and into the torque control range by force of the biasing means attendant to further deceleration of the pump.

7. In a fuel injection pump drivable at variable speed by an internal combustion engine whose speed and torque are influenced by the quantity of fuel metered thereto by such pump, a rotatable pump member having a fuel delivery passage and a spill port communicative with such passage, a fuel delivery control sleeve sealingly journalled upon the rotatable pump member in masking relation with such spill port but having an internal helical groove with which the masked port periodically registers for.

tractible to shorten the time when the spill port arrives.

in registry with the groove to decrease the amount of fuel delivery, the sleeve also being advanceable in one axial direction to delay the time when the spill port arrives in registry with the internal groove and also being axially retractivle to shorten the time when the spill port arrives in registry with the internal groove to respectively increase and decrease the amount of fuel delivery of the pump, th sleeve being axially advanceable successively within and through a part load range of fuel delivery and beyond an upper or rated load limit of such range into a contiguous torque control range of fuel delivery, yieldable biasing means disposed for exerting an axial force on the sleeve in the direction to axially advance the same when unopposed by an equal or superior force, speed responsive means sensitive to pump speed to exert a force of a magnitude constituting a direct function of pump speed and being disposed in force transmitting relation with the biasing means to exert at least a portion of such force in opposition to the biasing means force, force transmitting means including separable elements respectively connected with the speed responsive means and with the sleeve and engageable for transmitting force (from the speed responsive means to the sleeve for axially retracting the same, the speed responsive means being operable in response to acceleration of the pump to prevail over the biasing means force to retract the sleeve through the torque control range attendant to engaging the force transmitting elements substantially at the upper limit of the part load range and upon further acceleration to transmit force through such engaged elements to the sleeve to retract it into said part load range wherein the biasing means and speed responsive means are cooperable to establish the amount of advancement of the sleeve according to an inverse function of pump speed Wherefore upon sufiicient deceleration of the pump the' biasing means will prevail over the speed responsive means to axially advance the sleeve to the upper limit of its part load range, yieldable torque control means disposed to apply a yieldable force to the biasing means and being operable to impose such yieldable force inferior to but of suflicient magnitude in opposition to the biasing means force to arrest advancement of the sleeve beyond the upper limit of its part load range while the elements of the force transmitting means separate pursuant to continued deceleration of the pump to terminate force transmittal through such elements from the speed responsive means to the sleeve, the torque control means being thereupon cooperable with the speed responsive means to control advancement of the sleeve into the torque control range by force of the biasing means attendant to further deceleration of the pump, and

- means operably connected with the sleeve and operable at will for effecting rotative adjustment of the sleeve to selectively increase or decrease the quantity of fuel delivery With respect to thatdetermined 'by the axial position of the sleeve.

8. The combination set forth in claim 7, wherein one of the force transmitting elements is operable attendant to rotative adjustment of the sleeve to react against the other of such elements to alter the axial. position of the sleeve and thus alter the pump speed at which the speed responsive means accommodates axial advancement of the sleeve into position to be arrested by the torque control means.

9. In a fuel injection pump drivable at variable speed by an internal combustion engine whose speed and torque for spilling fuel from the delivery passage to terminate fuel delivery by the pump, the internal groove being cooperable with said port to increase the amount of fuel delivery when such sleeve is rotatively advanced and to decrease the amount of fuel delivery when the sleeve is rotatively retracted, such groove also being cooperable with the port to increasev the amount of fuel delivery when the sleeve is axially advanced and to decrease'the amount of fuel delivery when the sleeve is axially re tracted, the sleeve being axially advanceable successively within and through a part load range of fuel delivery and beyond an upper limit of such range into a contiguous torque control range of fuel delivery, yieldable torque control means comprising a torque range upper limit stop,-a torque range lower limit stop, a torque control plunger shiftable between such stops and means yieldablyurging the plunger againstthe lower limit stop, means movable with the sleeve to separably engage the plunger coincident with axial advancement of the sleeve tothe upper limit of its part load range and to shift suchplunger from the lower limit stop toward and to the upper limit stop attendant to' axial advancement of the sleeve through the torque control range, a sleeve-advancing' structure including a spring applying force to thesleeve in a direction tending to advance the sleeve and the structure "being advanceable to compress the spring; for increasing such force, biasing means yieldably biasing the sleeve-advancing structure in the direction of advance thereof and operable to exert a force to advance such structure and hence the sleeve when unopposed by an equal or superior force, speed responsive means sensitive to the pump speed to exert arforce of a magnitude constituting a direct function of pump speed, thelspeed responsive means being operable in response'to acceleration of the pump to exert at least a portion of such force as a retracting force against the sleeve-advancing structure in opposition to the force of the biasing means to supplement the force of the yieldable urging means on the torque control plunger so the plunger is shifted from its upper limit. stop to its lower limit stop attendant to retracting the sleeve through the torque control range to the upper limit of the part load range, force transmitting means comprising separable elements respectively movable with the sleeve and with the speed responsive means and interengageable substantially concurrently with retraction of the sleeve to the upper limit of thepart load range to transmitforce from the speed responsive means to the sleeve to retract the same into said part loadrange thereof wherein the biasing means and the speed responsive means are cooperable to establish the amount of advancement of such sleeve according-to an inverse function of pump speed, wherefore upon sufiicient subsequent deceleration of the pump the biasing means will prevail over the'speed responsive means to advance the sleeve-advancing structure and hence the sleeve to the upper limit of its part load range, the torque control plunger meanwhile remaining against its lower limit stop being operable toirnpede further advance of the sleeve under the force of the biasing means while the elements of the force transmitting means separate to facilitate advancement of the sleeve into the torque control range attendant to further deceleration of the pump which diminishes the force exerted by the speed responsive means to a magnitude for the speed responsive means to cooperate with the biasing means and the torque control yieldable means to establish the amount of advancement of the sleeve within the torque control range according to an inverse function of pump speed.

10; The combination set forth in claim 9, wherein the force transmitting means elements are cooperable while engaged to cause axial advancement or retraction of the sleeve respectively according to rotative advancement or retraction thereof and thereby correspondingly alter the pump speed at which the torque control plunger impedes. advancement of the sleeve at the upper limit of the part.

load range attendant to pump deceleration.

1-1. In a fuel injection pump drivable at variable speed by an internal combustion engine Whose speed and torque are influenced by the quantity of fuel metered thereto by such pump, a fuel delivery control sleeve axially advanceable or retractible to respectively increase or decrease the amount of fuel delivery, said sleeve being.

axially advanceable selectively within and through a part load range of fuel delivery and beyond an upper rated load limit of such range into a contiguous torque control range of fuel delivery, a control lever for said sleeve, a pivot about which the lever is pivotally advanceable or retractible for axially moving the sleeve Within such part load and torque control ranges, yieldable torque control means comprising a torque range upper limit stop, a torque range lower limit stop, a plunger, and a spring yieldably holding the plunger retracted against said lower limit stop where the plunger is abuttable by the lever to impede advancive pivotable movement vof the lover beyond the position wherein the sleeve is advanced to the upper limit of the rated range, said plunger being advanceable from such lower limit stop by the lever attendant to further advance of the sleeve from such range upper limit into the torque control range, the torque control means upper limit stop limiting advance of the plunger and advancive movement of the lever to establish an upper torque control range limit for the sleeve, biasing means including a pivoted structure and a biasing spring operable upon such structure to urge pivoting of the same in an advancive direction, a leveroperating spring connected with the pivoted structure for pivoting therewith, the lever-operating spring being flexed and disposed with respect to the control lever to exert a force thereon for pressing the same pivotally advanced against said plunger while reacting retractively against the pivoted structure whereby the amount of flexing of this spring and the force exerted thereby on the control lever is a direct function of the amount of pivotal advance of such structure, speed responsive means sensitive to pump speed and operable upon the biasing means pivoted structure to pivotally retract the same against the force of the biasing means spring an amount in accordance with pump speed, separable force-transmitting elements respectively movable with the speed responsive means and with the sleeve and operable when engaged to transmit operating force from the speed responsive means to the sleeve to axially retract the same, the speed responsive means being operable in response to acceleration of the pump from a sub-normal operating speed to retractively pivot the pivoted structure in opposition to the force of the biasing spring and to diminish the force of the lever-operating spring against the control lever in such an amount that the torque control means spring can prevail over the force of such lever-operating spring to retract the torque control plunger from the upper limit stop into engagement with the lower limit stop attendant to retractively pivoting the control lever for retracting the sleeve from the upper limit of its torque control range to the upper limit of its part load range, the force-transmitting elements being engageable substantially concurrently with the torque control plunger engaging the lower limit stop therefor and being thereby operable by the speed responsive means attendant to further increase in pump speed to transmit force from the such sleeve according to an inverse function of pump speed, the torque control plunger being operable attendant to subsequent deceleration of the pump sufliciently for causing advancement of the control lever and axial advancement of the sleeve to the upper limit of its part load range to interrupt further pivotal advancement of such lever and concomitant axial advancement of the sleeve, the speed responsive means being thereupon operable attendant to further pump deceleration to separate the force transmitting elements and diminish the speed responsive means force upon the pivoted structure where by the biasing spring can advancively pivot the pivoted structure to increase the force of the lever-operating spring for pivotally advancing the operating lever and advancing the torque control plunger against the force of the torque control spring while advancing the sleeve into the torque control range wherein the biasing means and the torque control spring are cooperable with the speed responsive means to establish an amount of sleeve advancement constituting an inverse function of pump speed.

12. The combination set forth in claim 11 wherein the fuel delivery control sleeveis also selectively rotatively advanceable or retractable to respectively increase or decrease the amount of fuel delivery, and wherein the force-transmitting elements respectively upon the speed responsive means and upon the fuel delivery control sleeve have cooperative profiles which are engaged for the transmission of said operating force through these elements from the speed responsive means to said sleeve, and wherein these profiles are relatively adjustable attendant to rotative adjustment of such sleeve to change the pump speed required by the speed responsive means to effect inter-engagement of these profiles, and the amount of such required pump speed being a direct function of the amount of rotative advancement of said sleeve.

13. The combination set forth in claim 12 wherein there is means operable in accordance with rotative adjustment of said sleeve to maintain the flexed status of the control lever operating spring and the force exerted by such spring on the control lever substantially constant for various rotative adjustments of the sleeve while the sleeve is in contiguity to its part load range upper limit and during engagement of the force-transmitting element profiles.

14. In a fuel injection pump drivable at variable speed by an internal combustion engine whose speed and torque are influenced by the quantity of fuel metered thereto by such pump, a fuel delivery control sleeve axially advanceable or retractable to respectively increase or decrease the amount of fuel delivery per injection and selectively rotatively advanceable or retractable to respectively increase or decrease the amount of such fuel delivery, said sleeve being axially advanceable successively within and through a part load range of fuel delivery and beyond an upper rated load limit of such range into a contiguous torque control range of fuel delivery, a lever-mounting pivot selectively advanceable or retractable, a control lever for said sleeve and pivotally mounted on said pivot, the lever being alternately pivotally advanceable or retractable to respectively axially advance or retract said sleeve, the lever being bodily translatable advancively or retractively with the pivot to respectively rotatively advance or retract the sleeve, yieldable torque control means comprising a stop, a plunger operable when retracted against such stop to arrest advancive pivotal movement of the control lever beyond the position wherein the sleeve is advanced to the upper limit of said part load range, and spring means yieldably opposing advancement of the plunger attendant to forcible pivotal advancement of the lever for axially advancing the sleeve into the torque control range, biasing. means including a pivoted structure and a biasing spring operable upon such structure to urge pivoting of the same in an advancive direction, a lever-operating spring connected with the pivoted structure for pivoting" therewith, the lever-operating spring being flexed and disposed with respect to the control lever to exert a force thereon urging pivotal advance thereof while reacting pivotally retractively against the pivoted structure, speed responsive means sensitive to pump speed and operable upon the pivoted structure to pivotally retract the same against the force of the biasing means an amount in accordance with pump speed, separable force-transmitting elements respectively movable with the speed responsive means and with the sleeve and operable when engaged to transmit operating force from the speed responsive means to the sleeve to axially retract the same, the speed responsive means being operable in response to acceleration of the pump from a sub-normal speed to retractively pivot the pivoted structure relatively to the control lever in opposition to the force of the biasing spring and thus engage the force transmitting elements attendant to diminishing the flex of the lever-operating spring an amount that such spring is prevailed over by the torque control spring to retract the plunger against the stop and thereby pivotally retract the lever to axially retract the sleeve to the upper limit of the part load range substantially simultaneously with such engagement of the force transmitting elements, said force-transmitting elements being relatively adjustable pursuant to rotative adjustment of the sleeve to change the pump speed required by the speed responsive means to effect interengagement of such elements, the amount of such required pump speed being a direct function of the amount of rotative advancement of the sleeve, said sleeve operating lever being translatively advanced to attain rotative advance of the sleeve, and means operable to vary the flex of the lever-operating spring in accordance with translative adjustment of the lever to cause the amount of flex in such spring to be substantially constant for various pump speeds required by the speed responsive means to inter-engage the force transmitting elements.

15. The combination set forth in claim 14 wherein the means for varying the flexin the lever-operating spring comprises a profile portion of the lever slidably engaging such spring and disposed angularly to the directionof translative movement of the lever to increase or decrease the flex and consequently the pressure of such spring on the lever attendant to respective advancive or retractive translative movement of the lever.

16. In a fuel injection pump drivable at variable speed by an internal combustion engine whose speed and torque are influenced by the quantity of fuel metered thereto by such pump, a fuel delivery control sleeve axially advanceable or retractable to respectively increase or ,decrease the quantity of fuel delivery per injection and selectively rotatively advanceable or retractable to re spectively increase or decrease the quantity of such fuel delivery, said sleeve being axially advanceable successively within and through a part load range of fuel delivery and beyond an upper rated load limit of such range into a contiguous torque control range of fuel delivery, a lever-mounting pivo't selectively advanceable or retractable, a control lever for said sleeve and pivotally mounted on said pivot, the lever being alternately pivotally advanceable or retractable to respectively axially advance or retract said sleeve, the lever being bodily translatable advancively or retractively with the pivot to respectively rotatively advance or retract the sleeve, yieldable torque control means comprising a stop, a plunger operable when retracted against such stop to arrest advancible pivotal movement of the control lever beyond the position wherein the sleeve is advanced to the upper limit of said part load range, and torque control spring means yieldably opposing advancement of the plunger pursuant to forcible pivotal advancement of the lever for axially advancing the sleeve into the torque control range, a governor comprising a pivotal structure alter: nately advancively or retractively pivotal, biasing means