US3446198A - Integrated fuel injection and ignition distributor assembly - Google Patents

Description

y 7, 1969 A. o. SIMKO 3,446,198

INTEGRATED FUEL INJECTION AND IGNITION DISTRIBUTOR ASSEMBLY Filed July 5, 1967 Sheet of 2 INVENTOR.

fl/ai'ar 0. 527724 0 A. O. SIMKO May 27, 1969 INTEGRATED FUEL INJECTION AND IGNITION DISTRIBUTOR ASSEMBLY Filed July 5, 1967 Sheet United States Patent 3,446,198 INTEGRATED FUEL INJECTION AND IGNITION DISTRIBUTOR ASSEMBLY Aladar 0. Simko, Dearborn Heights, Mich., assignor to Ford Motor Company, Dearborn, Mich., a corporation of Delaware Filed July 3, 1967, Ser. No. 650,798

Int. Cl. F02m 57/00 US. Cl. 123-140 17 Claims ABSTRACT OF THE DISCLOSURE An internal combustion engine fuel injection pump and an ignition distributor are integrated into a single unit with a common mechanical governor simultaneously controlling changes in fuel flow and spark advance as a function of engine speed changes. Additionally, the engine throttle lever is connected to the assembly in a manner to simultaneously also control spark advance changes and fuel flow changes as a function of the load as indicated by changes in the position of the conventional engine accelerator pedal. The pump is of the central feed type, with a fuel flow control sleeve surrounding the pump and rotatable with it and also relative to it. The distributor i of the centrifugal advance type. The pump and distributor have a common drives'haft that is axially movable in one direction by the vehicle accelerator pedal, and the metering sleeve is movable in the opposite direction relative to the driveshaft, to vary fuel flow and spark advance changes.

This invention relates, in general, to an internal combustion engine of the spark ignition type utilizing injection of fuel directly into the engine combustion chambers. More particularly, the invention relates to the integration of a fuel injection pump assembly and an ignition distributor into a single unit with common controls.

Reliable operation of an engine utilizing direct injection of fuel depends a great deal upon the correct timing of the injection and the spark. For this reason, it is very desirable to integrate the fuel injection pump and the ignition distributor into a common housing with a single governor and a control system that operates on both units. In the past, the ignition distributor generally was separated from the fuel injection pump, and separate speed responsive and other controls were necessary.

One of the objects of the invention, therefore, is to provide an integrated fuel pump and ignition distributor assembly 'having a single governor and a control system common to both units.

It is another object of the invention to provide an integrated assembly of the type described, and in which the ignition distributor is of the centrifugal advance type responsive to changes in speed of the pump drive shaft to automatically advance or retard the spark timing mechanism.

It is a still further object of the invention to provide an integrated pump and ignition distributor assembly in which both fuel injection advance and spark ignition advance or retard are provided automatically upon the attainment of a predetermined speed of rotation of the driveshaft, as modified by the load indicated by the position of the conventional engine throttle means.

Another object of the invention is to provide an integrated fuel injection pump-ignition distributor assembly in which the fuel pump is of the swash plate, central feed type having a fuel flow metering sleeve valve surrounding the driveshaft; the sleeve being axially and rotatably mounted relative the shaft to permit a variance in the fuel flow to the injection line with changes in speed as well as load; and, simultaneously, the ignition distributor spark advance mechanism is controlled to vary in accordance with load and/or speed changes.

Other objects, features and advantages of the invention will become apparent upon reference to the succeeding detailed description thereof, and to the drawings illustrating a preferred embodiment thereof, wherein:

FIGURE 1 is a cross-sectional view of one embodiment of an integrated fuel pump and ignition distributor assembly constructed according to the invention;

FIGURE 2 is an enlarged cross-sectional view of a portion of the FIGURE 1 showing;

FIGURES 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 and 14 are reduced size cross-sectional views taken on planes indicated by and viewed in the direction of the arrows 3-3, 44, 5-5, 66, 7-7, 8-8, 9-9, 10--10, 1111, 1212, 13-13 and 1414, respectively, of FIGURES l and 2; and

FIGURES l5 and 16 are cross-sectional views of modifications of the construction shown in FIGURES 10 and 13, respectively.

FIGURE 1, which is essentially to scale, shows an overall cross-sectional view of the integrated fuel pump and ignition distributor assembly. It includes a two-part lower housing portion 1 that encloses the drive mechanism 10 and plungers 12 for a swash plate type fuel pump, the lower portion of a fuel flow metering assembly 14, and the injection line delivery valves and connectors 16. The intermediate housing part 2 encloses a mechanical speed responsive governor 18 for controlling fuel injection flow and spark advance as a function of driveshaft or engine speed; an engine throttle lever or vehicle accelerator pedal linkage connection 20 to the driveshaft that provides fuel flow control and spark advance as a function of engine load as indicated by the axial position of the driveshaft; and the lower portion of the ignition distributor driveshaft 22. The upper housing part 3 is constituted by an engine ignition distributor.

More specifically, lower tral stepped diameter bore housing portion 1 has a cen- 24 in which a driveshaft 26 is rotatably mounted. The lower portion of shaft 26 is axially slidably splined to a driving sleeve 27 that is rotatably mounted in the housing on side bearings 28. The sleeve and shaft, in general, would be driven by a suitable power takeoff, not shown, from the engine crankshaft, at say one-half engine speed, for example. The upper part of sleeve 27 is formed integral with the drive plate 10 of a known type of swash plate pump having an angled drive surface 30. Plate 10 is rotatabl mounted on thrust bearings 32.

The angled swash plate surface 30 cooperates with, in this case, eight (only two shown) reciprocating fuel pumping plungers 34 that are concentrically mounted with respect to the axis of driveshaft 26 and bore 10. Each plunger 34 has a lower button-like end 36 that is held against the annular drive surface 30 by a disc-like plate 40 interconnecting all of the plungers. A suitable spring 42 biases the disc and thus the plungers against drive surface 30.

Each of plungers 34 is axially slidably mounted in a sealing manner in a bore 44. An annular groove 46 is provided for fuel leak-off and lubrication-sealing purposes. The upper end of each bore 44 is enlarged into a chamber 48 that is intersected by cross bores 50 and 52.

Each of the bores 50 constitutes a passage for the discharge of fuel under pressure from the pump plunger chamber 48 past a conventional delivery valve 54. The details of construction and operation of delivery valve 54 are not given since they are known and believed to be unnecessary for an understanding of the invention. Sufiice it to say, that the delivery valves open at a predetermined fuel pressure in passage 50 to supply fuel to the individual engine cylinder injection lines, and upon closing, retract a finite volume of fuel from the injection line to prevent after-dribbling or secondary injection. See U.S. Patent 3,319,568, for example.

Bores 52 constitute fuel spill and supply or fill holes or ports connected to the central bore 24. The spill holes cooperate with the fuel flow metering assembly 14 movable in bore 24, in a manner to be described, to control the pressure build up of fuel in plunger chambers 48, and, therefore, the discharge of fuel from chamber 48 past delivery valve 54.

Fuel normally is supplied to the center bore 24 from a supply line 56 and connecting passages, not shown, line 56 being supplied with fuel under pressure from a transfer pump, also not shown.

In general, each of the pump plungers 34 draws in fuel from bore 24 through its own spill hole 52 during the suction stroke of the plunger. During the plunger upstroke, fuel will be displaced either back into the central chamber defined by bore 24, or will be forced past its delivery valve 54 and out through the injection nozzle, as a function of the position of the fuel flow metering valve assembly 14.

Turning now to the fuel flow metering assembly, fuel flow is controlled by proper phasing of a rotating helix 58 that also is movable axially with respect to .each of the spill holes 52 to variably close or open them for a greater length of time during one rotation of the driveshaft 26. Helix 58 is part of a rotatable sleeve valve 60 of the spool type that has upper and lower lands 62 and 64 interconnected by a neck portion 66 of reduced diameter. The land diameters are such as to effectively seal the annular internal fuel reservoir or chamber 68 defined between the lands so that axial movement of the valve (and helix) can vary fuel flow.

Helix 58 is an extension of lower land 64, and consists of a circumferentially extending portion raised radially with respect to neck portion 66, and has a predetermined shape.

Fuel flow metering sleeve 60 surrounds and rotates with driveshaft 26, and can be moved both axially and rotatably with respect to it, in a manner to be described. As best seen in FIGURE 2, driveshaft 26 has a solid lower portion 70 that extends upwardly slightly beyond the spill holes 52, at which point the shaft is bored or hollowed out to a tubular portion 72. This latter portion then extends upwardly into the ignition distributor.

Driveshaft 26 is radially spaced from metering sleeve valve 60 by a pair of additional flow control sleeves 74 and 76 that are concentrically mounted with respect to both driveshaft 26 and metering sleeve valve 60. Sleeve 74 is a delivery control sleeve, and sleeve 76 is a speed advance control sleeve.

Driveshaft 26 and sleeve valve 60 are interconnected by a drive pin 78 (left side of FIGURE 2). The pin passes through and engages a cam follower slot 80 (FIGURE in the metering shaft sleeve 60; is pressed through an aperture 82 (FIGURE 6) in the speed advance sleeve 76; passes through an axial slot 84 (FIGURE 7) in the delivery control sleeve 74; and rides in a vertical slot 86 (FIGURE 8) in driveshaft 26. The vertical slots in driveshaft 26 and delivery control sleeve 74 permit relative axial motion between speed advance sleeve 76 and delivery control sleeve 74 and the driveshaft, for a purpose to be described.

Speed advance sleeve 76 is yieldably separated from delivery control sleeve 74 by a preloaded spring 88. Delivery control sleeve 74, in turn, is biased upwardly by a preloaded idle speed control spring 90 located between a shoulder 92 on the delivery control sleeve 74 and a washer 94 (FIGURE 1) slidably mounted on the driveshaft 26. The washer 94, in turn, is urged upwardly by means of a preloaded overspeed spring 96 (FIGURE 1) seated between the washer and a stationary portion 98 of the housing.

Additional functions of drive pin 78 are to maintain the delivery control sleeve 74 phased with the rotation of driveshaft 26 and to maintain a preload on speed advance spring 88.

Speed advance sleeve 76 rests against the lower portion of'a ball bearing unit 100, the upper portion of which is abutted by an axially slidable bearing plate 102 forming a part of governor mechanism 18. Bearing against the top of bearing plate 102 on each side is a horizontally disposed arm portion 104 of a governor weight 106 that is hingedly mounted on an essentially rectangular mounting plate 108. The plate 108 is fixedly secured for rotation with the upper driveshaft sleeve portion 72. It will be clear that with increased engine speed, the outward displacement of weights 106 due to centrifugal force will rock them about the hinge-points 110 and cause the lever arms 104 to move the speed advance sleeve 76 downwardly relative to driveshaft 26.

The sleeve-like upper portion 72 of driveshaft 26 rotatably receives within it the ignition distributor driveshaft 22. This latter shaft is drivingly connected to shaft 26 by a pin 112 (see also FIGURE 2) that extends loosely (for both horizontal and vertical movements relative to it) through a slot 114 (FIGURE 9) in the driveshaft, through a horizontally elongated slot 116 (FIGURE 10) in the delivery control valve sleeve 74, and through an angled cam follower type slot 118 (FIGURE 11) in speed advance sleeve 76.

Further connections between the sleeve members includes a torque drive pin 120 that extends through a horizontally and vertically elongated slot 122 in driveshaft 26, through a horizontally elongated slot 124 in the delivery control sleeve 74, and is pressed through an aperture 126 in the metering shaft sleeve 60.

Returning to FIGURE 1, the upper portion of the ignition distribution driveshaft 22 is press fitted with a drive pin 128 (FIGURES 3 and 4). The pin slides in an elongated cam follower type slot 130 (FIGURE 4) in a sleeve 132 on which is fixed the conventional distributor breaker point cam 134. Sleeve 132 is rotatably mounted on a bearing race 136, and has at its upper end a distributor rotor 138 of a known construction. The rotor successively engages the circumferentially spaced cylinder spark plug contacts 139 on the inside of distributor cap 140, in a known manner, upon rotation of shaft 22, to complete the circuit from the center coil contact 142 to the respective spark plug. The cap is clamped to the housing portion 2 in the manner shown.

Distributor driveshaft 22 is pivotally connected by a lever 144 to a shaft 146 that is rotated by the engine throttle lever or accelerator pedal linkage (not shown). Opening movement of the throttle lever between an at rest or engine idle speed position and a wide-open throttle position will pivot shaft 146 clockwise to vertically raise the distributor driveshaft 22. With the drive pin 112, 128 and 78 connections as described, this will also raise driveshaft 26, governor assembly 18, delivery control sleeve 74, speed advance sleeve 76, and the metering shaft sleeve 60, as a unit.

OPERATION Assume that the engine on which the fuel pump and ignition distributor assembly is installed is not running. The throttle lever 144 will be in the down or engine idle speed position due to the force of the accelerator pedal return spring (not shown); the lever, therefore, will not exert an upward pulling force on the distributor driveshaft at this time. Also, since the governor is in an inoperative position, no downward force is exerted on the sleeves. Therefore, the parts will be positioned as shown in FIGURE 1 due to the preload forces of overspeed spring 96, idle speed spring 90, and the fuel injection speed advance spring 88. The forces of these springs would be so chosen, such as 20 lbs., 1 1b., and 4 lbs.,

respectively, for example, and the helix on the metering shaft sleeve so formed, as to position the apex of the helix at a particular point with relation to spill holes 52 so that if nothing else were done but the fuel pump mechanism now rotated, the small cross-sectional raised portion of the helix opposite the spill holes would block off the spill holes for only a short duration of one rotation of driveshaft 26. During this short time, fuel pumped by plungers 34 into the bores 50 and 52 would be forced past delivery valve 54 and out into the injection nozzles so as to supply the desired amount of fuel to the engine at this time.

Therefore, the amount of fuel delivered to the engine at this time will vary as a function of the position of throttle pedal lever 144 (which raises the metering shaft sleeve 60 and helix 58 and thereby blocks the spill holes 52 for a longer period during any one rotation of the driveshaft 26), and the outward position of the governor weights 106 (which exert a downward force through the speed advance spring 88 on delivery control sleeve 74 against idle speed spring 90 in an attempt to move delivery control sleeve 74 and thus metering shaft sleeve 60 downwardly to decrease the fuel supply through the delivery valves 54).

More specifically, assume that a prime start of the engine is desired. The conventional accelerator pedal would be moved to or near to its wide-open position. This will rotate the throttle lever shaft 146 clockwise and pivot the lever 144 in the same direction to raise the lower dis tributor driveshaft portion 22 upwardly. This raises distributor drive pin 128 (FIGURE 1) vertically in slot 130 (FIGURE 4), which rotates the distributor breaker point cam 134 and sleeve 132 relative to shaft 22 to advance the spark its maximum or near maximum amount. Simultaneously, the raising of shaft 22 raises delivery control sleeve 74 through drive pin 112, and metering shaft sleeve 60 through drive pin 120. The raising of delivery control sleeve 74 also raises speed advance sleeve 76 and thereby governor mechanism 18. The idle gap, which is the distance between the lower end of the delivery control sleeve 74 and the washer 94 on driveshaft 26, and is shown in FIGURE 1, is now wide open, since there are no governor centrifugal forces acting against the spring preload.

Thus metering helix 58 (FIGURE 1) on the metering shaft sleeve 60 will be raised to a point where the spill holes 52 will be blocked for a maximum or near maximum period during any one rotation of driveshaft 26 and sleeve 60. Pump plungers 34 will now be capable of pumping the maximum quantity of fuel out past the delivery valves 54 to the injection nozzles, when the engine is started.

Assume now that the engine has started, and the operator releases the accelerator pedal. Releasing throttle lever 144 now lowers the assembly 18 as a unit, and the governor will now attempt to establish an idle speed condition in a speed range of say 300-800 r.p.m. 550 r.p.m. would be the desired idle speed setting, for example. In this particular instance, the preload on the idle speed spring 88 is such that when the desired 550 r.p.m. idle speed is obtained, the idle gap will be approximately half of the axial length indicated in FIGURE 1. Stable idle speed operation will be assured by the governor action, which forces the metering sleeve helix 58 downwardly to cut down fuel delivery in case of speed increases above 550 r.p.m., or increases fuel delivery at speed decreases below 550 rpm. by axial repositioning of delivery control sleeve 74 and metering shaft sleeve 60. Since the distributor driveshaft 22 is positioned axially by the delivery control sleeve 74 through the speed advance sleeve 76, any axial movement of metering shaft sleeve 60 will induce appropriate road sensitive change in spark timing due to the movement of the distributor drive pin 128 in the spark advance breaker point cam slot 130 (FIG- URE 4).

Therefore, at idle speed increases above 550 r.p.m., the

outward movement of the governor weights will move the speed advance sleeve 76, and through spring 88, delivery control sleeve 74 downwardly against idle speed spring and, through pin 120, the metering shaft sleeve 60, to decrease the fuel supply. Decreases below 550 r.p.m. will cause the parts to operate in reverse, thus moving sleeve 60 upwardly to block the spill holes 52 for a greater period of time and cause an increase in the fuel delivery until the desired idle speed is reached.

At 800 rpm. the centrifugal force of the governor weights will have moved the delivery control sleeve 74 downwardly against idle spring 90 until the sleeve has bottomed against the washer 94 on driveshaft 26. The governor, therefore, now will be ineffective to supply further increase in fuel flow until approximately 1,000 r.p.m. is reached (preload on spring 88).

Assume now that greater engine speeds are desired, and throttle lever 144 is depressed. This will raise distributor driveshaft 22 upwardly proportionate to the lever movement, and with it delivery control sleeve 74 and metering shaft sleeve 60. This will increase the fuel supply by blocking the spill holes 52 for a longer period.

As stated previously, the force of the speed advance sleeve spring is chosen so that no relative axial motion will occur between the speed advance sleeve 76 and delivery control sleeve 74 until a speed of approximately 1,000 r.p.m. is reached. Therefore, in the speed range between 800 and 1,000 r.p.m., fuel flow control will vary strictly as a function of throttle lever position (load). Appropriate spark timing advance will result from the axial movement of the distributor drive pin 128 in the vertical portion of the breaker point cam slot 130. At different axial positions, therefore, the amount of fuel injection will change, as controlled by the axial and rotative positions of the metering shaft helix 58 (FIGURE 1); the ignition timing will, of course, change as controlled by the spark load-advance slot 130.

Above 1,000 r.p.m. engine speed, the increase in the centrifugal forces on the governor weights will overcome the preload force of the speed advance spring 88. Therefore, as the speed increases, for a constant throttle opening setting, speed advance sleeve 76 will begin to compress spring 88 and move sleeve 76 downwardly relative to delivery control sleeve 74, which is resting against washer 94 on driveshaft 26. The downward movement of speed advance sleeve 76 will move pin 78 in the diagonal portion of metering shaft slot 80 to rotate sleeve 60 relative to driveshaft 26 and thereby advance the circumferential position of metering helix 58. Therefore, fuel now will be injected earlier than previously for a given rotation of the driveshaft, resulting in an advancement of the fuel injection to meet increased r.p.m. conditions.

The above relative rotative movement of the sleeve 60 is permitted by the horizontally elongated slot 124 (FIG- URE 13) in which the torque control pin 120 moves. If desired, the slot could be angled as shown at 124' in FIG- URE 16 so that the metering sleeve 60 can then be subjected to an automatic speed-sensitive axial readjustment. By this means, any desirable wide-open throttle fuel delivery curve can readily be obtained.

Simultaneously, downward movement of speed advance sleeve 76 acts through pin 112 and slot 118 (FIGURE 11) to rotate distributor driveshaft 22 relative to main driveshaft 26, and thus superimpose a further advance (depending upon the degree of depression of the accelerator pedal) on the distributor breaker point cam 134 so as to advance the spark as a function of the speed changes. This advance is permitted without disturbing the axial position of driveshaft 26 and the delivery control sleeve 74 by means of the horizontally elongated slots 116 (FIG- URE 10) and 114 (FIGURE 9) in delivery control sleeve 74 and driveshaft 26, respectively. If a modified fuel schedule is called for, a change in fuel delivery can be obtained by angling the straight slot 116 in FIGURE in 7 the manner shown in FIGURE to cause axial movement of sleeve 74 relative to the driveshaft.

In this 1000+ r.p.m. speed range, therefore, the axial position of the metering shaft sleeve 60 is primarily controlled by the position of throttle lever 144; that is, the accelerator pedal. The axial displacement of the metering shaft sleeve 60 thereby induces an appropriate change of load sensitive spark timing through displacement of the upper distributor drive pin 128 in the spark load advance slot 130 (FIGURE 4).

The maximum downward movement of speed advance sleeve 76 occurs when the sleeve bottoms against the top of the delivery control sleeve 74. From this point on, until a maximum or overspeed limit r.p.m. has been reached, a further increase in speed will not cause any further increase in fuel delivery, due to the pre-load force of overspeed spring 96.

Within the above speed range, if throttle lever 144 is suddenly released, to decelerate the vehicle and engine, the resultant downward movement of distributor driveshaft 22, delivery control sleeve 74, and metering shaft sleeve 60 will position metering shaft helix 58 (FIGURE 1) for zero fuel delivery, by totally or entirely uncovering spill holes 52. All of the fuel delivered by the pump is then spilled back into bore 24 or chamber 63 rotation of the assembly, and none is delivered out through delivery values 54 to the nozzles. This, of course, is due to the fact that the idle gap now is zero (spring 90 collapsed) as compared to being one-half open at engine idle speed, and speed advance sleeve 76 is resting against the top of the delivery control sleeve.

An overspeed fuel cutoff is provided when the engine r.p.m. exceeds a desired value. At this speed limit, the centrifugal forces of the governor weights are sufficient to overcome the pre-load of overspeed spring 96 and thereby move the entire fuel regulating assembly downwardly. The governor thus acts through the speed advance sleeve 76, which is resting against the delivery control sleeve 74, to move the metering shaft sleeve 60 downwardly through pin 120 and move metering helix 58 downwardly to decrease the fuel supply until the desired maximum speed level is obtained. Simultaneously, the lowering of the distributor driveshaft 22 lowers the drive pin 128 and thus rotates the spark advance cam 134 to change the spark advance in accordance with the decrease in fuel delivery. Correct spark timing is thus achieved whether over-speeding takes place from a wide-open throttle position of the throttle lever 144 or from any part load position. The above action, therefore, will gradually cut back fuel delivery to zero even if the throttle lever holds the governor shaft in wide-open throttle position.

Thus, it will be seen that the invention provides a fuel pump that is integrated with an ignition distributor in a single housing with a single set of governor weights and suitable controls interconnecting the two in a manner to provide coordinated changes in the spark advance or retard and the amount of fuel delivery with changes in load and speed.

While the invention has been illustrated in its preferred embodiments in the drawings, it Will be clear to those skilled in the art to which it pertains that many changes and modifications may be made thereto without departing from the scope of the invention.

What is claimed is:

1. An integrated fuel pump and ignition distributor assembly comprising, a fuel pump, an ignition distributor having adjustable spark timing control means thereon, a drive shaft common to said pump and distributor for driving both at the same speed, a fuel discharge line, fuel delivery metering means rotatable with said drive shaft and associated with said pump and discharge line and movable to positions variable controlling fuel flow from said pump through said line as a function of its movement, and movable means operably connected both to said spark timing control means and said metering means for concurrent movement of said control and metering means to control fuel flow and adjustment of said spark control means in response to movement of said movable means.

2. An assembly as in claim 1, said drive shaft being axially movable, said movable means being connected to said drive shaft for axial movement thereof.

3. An assembly as in claim 1, said movable means including speed responsive means driven by said shaft.

4. An assembly as in claim 1, said movable means including manually operable means.

5. An assembly as in claim 1, said metering means and adjustable spark timing control means being movable relative to said drive shaft, said movable means including a single speed responsive means driven by said shaft and operably connected both to said metering means and said control means for movement thereof at times relative to said drive shaft to concurrently control fuel flow and spark advance as a function of changes in speed of said drive shaft.

6. An assembly as in claim 5, said drive shaft being axially movably mounted, said movable means also including manually operable means movable at will and connected to said drive shaft for the simultaneous movement of said drive shaft and metering means and adjustment of said control means.

7. An integrated fuel injection pump and ignition distributor assembly comprising, in combination, a rotatable drive shaft having spark timing ignition distributor mechanism at one end and a fuel pump at the opposite end both rotatable therewith and each having portions mounted on said shaft for limited relative movements therebetween, said fuel pump having movable fuel flow metering means associated therewith rotatable with said shaft for controlling the discharge pressure of fuel from said pump as a function of the movements of said metering means, said distributor mechanism having adjustable spark advance means operably connected to said shaft and distributor portion for adjusting said advance means, and a plurality of movable means operably connected to said metering means and distributor mechanism providing movement thereof to simultaneously control both fuel delivery and spark advance adjustment.

8. An integrated fuel pump and ignition distributor assembly for use with an internal combustion engine of the spark ignition type comprising, a rotatable and axially movable main drive shaft, a fuel pump having a common fuel inlet and outlet chamber connected to a source of fuel and an input drive member operably connected to and driven by one portion of said drive shaft, an ignition dlstributor having a drive member and a breaker point cam fixed thereon and operably connected to and driven by another portion of said shaft, movable fuel flow metering means driven by said drive shaft and cooperating with said chamber for variably controlling fuel flow thereto and therefrom as a function of the movement of said metering means, means mounting said metering means for limited axial and rotative movement at times with respect to said drive shaft, manually operable engine throttle control means variably movable between engine idle speed and wide open throttle positions, means connecting said throttle means and said drive shaft for unitary axial movement of said shaft and metering means and distributor drive member in one direction in response to movement of said throttle means in one direction between said positions to thereby control fuel flow, drive shaft driven speed responsive means operably connected to said metering means for moving said latter means in the opposite direction, and adjustable spark advance means operably connected to said drive shaft and distributor cam and operable in response to axial movement of said drive shaft to control the spark timing advance position of said distributor cam.

9. An assembly as in claim 8, said spark advance control means including cam and cam follower elements mounting said distributor drive member and said distributor cam for relative axial and rotative movements therebetween to vary the spark timing position of said distributor cam as a function of the axial position of said drive shaft, and thereby as a function of the load indicated by the position of said throttle means.

10. An assembly as in claim 8, said spark advance control means including cam and cam follower elements mounting said distributor drive member and said distributor cam for relative axial and rotative movements therebetween, and second cam follower means connecting said drive member and drive shaft for a limited rotation therebetween to vary the spark timing position of said distributor cam as a function of the relative rotation between said drive member and drive shaft.

11. An assembly as in claim 10, including means operatively connecting said second cam and cam follower means to said speed responsive means for varying spark advance as a function of change in speed of said drive shaft.

12. An assembly as in claim 8, said fuel flow metering means comprising a sleeve valve axially and rotatably slidably mounted on said drive shaft and variably movable across said fuel pump fuel chamber to control fuel flow thereinto and therefrom as a function of the position of said valve.

13. An assembly as in claim 8, including spring means biasing said metering means in one direction to one fuel flow control position, said speed responsive means acting at times on said metering means to move said latter means in the opposite direction to other fuel flow control positions.

14. An assembly as in claim 12, including spring means biasing said valve to one fuel flow position in opposition to the force applied to said valve by said speed responsive means, and cam and cam follower means operatively conmeeting said valve and drive shaft and speed responsive means operable in response to the attainment of a predetermined speed of rotation of said drive shaft for rotating said sleeve relative to said drive shaft to vary the fuel flow control by said metering means.

15. An integrated fuel injection pump and ignition distributor assembly for use with an internal combustion engine of the spark ignition type comprising, in combination, a fuel injection pump of the swash plate type having a drive shaft axially slidably mounted in a central bore of said pump and connected to and progressively reciprocating a plurality of pump plungers concentrically and slidably mounted about said shaft, eachof said plungers having a fuel chamber adjacent one end, a fuel discharge line connected to said bore and intersected by said chamber, a fuel flow metering valve drivably connected to and surrounding said shaft and variably slidable across said line upon axial movement of said valve to control fuel flow between said chamber and line and bore, an ignition distributor having a driving member axially aligned with and secured to said drive shaft for rotation and axial movement therewith and having a breaker point cam mounted on said drive member for limited relative rotation and for axial movement therewith, cam and cam follower means between said driving member and breaker point cam operable in response to relative axial movement between said latter cam and driving member for rotating said breaker point cam relative to said drive member to vary the spark timing position of said breaker point cam, a manually operable engine throttle member movable between engine idle speed and wide open throttle positions and connected to said drive shaft for axially moving said shaft and metering valve sleeve and distributor drive member as a unit in one direction in response to movement of said throttle means in one direction between said positions to vary fuel flow to said line and vary the position of said breaker point cam, a single speed responsive means secured to said drive shaft for rotation therewith, means connecting said speed responsive means and said sleeve valve for movement of said valve axially in the opposite direction relative to said drive shaft in response to predetermined changes in speed of said drive shaft, and spring means operably biasing said sleeve valve to an initial position in opposition to the force of said speed responsive means.

16. An assembly as in claim 15, said means connecting said speed responsive means and said sleeve valve comprising cam and cam follower means effecting rotation of said sleeve valve relative to said drive shaft upon the attainment of a predetermined speed or rotation of said drive shaft for varying the fuel flow to said line as a function of drive shaft speed changes and the load on said engine as determined by the position of said throttle means.

17. An assembly as in claim 15, including cam and cam follower means operably connecting said speed responsive means and said distributor drive member efiecting rotation of said distributor drive member relative to said drive shaft upon the attainment of a predetermined speed of said drive shaft to vary the position of said breaker point cam as a function of drive shaft speed changes.

References Cited UNITED STATES PATENTS 2,624,284 1/1953 Straub l03-44 2,670,724 3/1954 Reggio 123-1465 XR 2,963,014 12/1960 Voelcker 123-139 3,319,568 5/1967 Repko et a1 12314O XR LAURENCE M. GOODRIDGE, Primary Examiner.

US. Cl. X.R.

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