US3455246A

US3455246A - Balanced fuel injection pump

Info

Publication number: US3455246A
Application number: US709047A
Authority: US
Inventors: Frank Borowiec; Stanley Borowiec
Original assignee: Individual
Current assignee: Individual
Priority date: 1968-02-28
Filing date: 1968-02-28
Publication date: 1969-07-15
Anticipated expiration: 1986-07-15

Description

July 15, 1969 F. aoRowlEc ETAIT BALANCED FUEL INJECTION PUMP Filed Feb. 28, '1968 5 sheets-sneu 1 EY JQ.

F. BOROWIEC ETAI- BALANCED FUEL INJECTION PUMP July 1s, 1.969

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BALANCED FUEL INJECTION PUMP Filed Feb. 28, 1968 5 sheets-sheet s FLE-E- 37 30/ INVEITJTORS Fraz-1.1i E: :lrcnw l; c'

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July l5, 1969 F, BoRowlEc ETAL 3,455,246

BALANCED FUEL INJECTION PUMP Filed Feb. 28. 1968 5 Sheets-Sheet 5 WwMN um Il.

Il Il llll Il I NVENTORS United States Patent O 3,455,246 BALANCED FUEL INJECTION PUMP Frank Borowiec, 213 School St., Chicopee, Mass. 01013 and Stanley Borowiec, Cedar St., Three Rivers, Mass. 01080 Filed Feb. 28, 1968, Ser. No. 709,047 Int. Cl. F04b 13/02, 19/22 U.S. Cl. 103-2 10 Claims ABSTRACT F THE DISCLOSURE The within invention is concerned with fuel injection pumping mechanisms. In the particular embodiment herein described, a rotating shaft has connected to it a plunger assembly. The plunger assembly rotates. At the bottom of the plunger assembly are four rollers or at |wheels which, as the plunger assembly rotates over the cam surfaces, will roll and will cause the plunger assembly to go up against the tension of a return spring dependingupon whether they go up on the surface or down on the surface of the cam. The surfaces which are employed are those of cams. The shape of the cams have been predetermined and predesigned and cause the plunger assembly to go up and down at predetermined times. The movement of the plunger assembly, up and down, controls the inlet and outlet of oil into the combustion chamber under the further control of a unique and novel governor. When the plunger assembly is in an upward position, it forces oil to enter into an upward chamber causing pressure on a metering piston which in turn forces a greater pressure on a previously pressurized governor chamber, forcing oil out at a particular predetermined pressure. vWhen the oil is forced out of the governo-r chamber, it relieves itself by forcing oil from the high pressure chamber of the plunger into the governor low pressure chamber. The governor chamber, therefore, releases itself by forcing its valves, `which are under spring tension, outwardly controlling the ow of oil to the combustion chamber in a balanced action. Prior to the pressure being applied in the governor cham-ber, there is a relieving effect from the piston chamber and fuel is ejected to the combustion chamber inlet. This operation is a continuous cycle and controls the amount of fuel entering the combustion chamber for the energizing of motors and the like. The effect of injecting the fuel to the combustion chamber is continuous and creates a more efficient and smoother ope-ration of the engine. When the plunger applies pressure on the return spring,` the rollers are applying downward pressure into the supply chamber causing oil to flow therefrom in the system, to be applied to the system.

This invention is concerned with fuel injecting pumping systems and particularly with a fuel injection system that improves upon the jerk effec of prior fuel injection pumps and systems.

Particularly in the diesel engine -which burns oil for its fuel, injection pumping a-rrangements have been devised for delivering the fuel oil to the combustion chamber in order to obtain a strong, quick stroke of the engine. It is desirable at slower speeds in a fuel injection diesel-type of engine to have the stroke smoother and longer in order to obtain the greatest amount of torque displacement in the chamber.

It is, therefore, a principal object of the within invention to provide a fuel injection pumping arrangement that will deliver fuel oil to a combustion chamber continuously, without jerking, under constant pressure, and without vacuum or air entering into the feed lines.

It is still another object of the within invention to provide a novel 'balancing arrangement operated by a plunger in conjunction with a specially designed cam.

3,455,246 Patented July 15, 1969 'ice It is yet a further object of the within invention to provide a fuel injection pumping arrangement wherein the camming action operates on a fixed axis so that the plunger oscillates back and forth as rollers from the plunger assembly move over the cams.

It is an additional object of the within invention to provide a fuel injection pumping arrangement that is balanced so that a governor under control of a plunger means controls, in an even amount, the tiow of oil through the outlet from the pumping system to the inlet of the work load.

It is another object of the within invention to provide a camming arrangement for controlling the operation of a fuel injection pumping system wherein the camming arrangement may be determined as a function of the revolutions per minute.

It is yet a further object of the within invention to pro vide a governor that may be pre-set and produce the same fuel delivery curve regardless of the amount of plunger leakage.

It is an additional object of the within invention to provide a fuel injection pumping arrangement that is balanced and controlled so that an even fi-ow of fuel is sent to the work load by means of a completely mechanical system.

It is still a further object of the within invention to provide a fuel injection pumping system that is inexpensive in the cost of manufacture and performs all of the objects aforementioned.

yIt is yet a further object of the within invention to combine the principles of a common rail and jerk type fuel injection pump.

This new innovation has improved features such as: (a) continually pressurized injection lines, (b) automatic relief so that if an injection nozzle becomes plugged, it will not damage the plunger, and (c) the pressurization of the plunger head at all times will prevent formation of vacuum and bubbles.

With positive pressurization of injection lines, the fol-v lowing advantages exist: (1) eliminationof destructive cavitation and erosion, (2) no vaporization of the oil in the injection lines so that there is a governable straight line curve over a much higher r.p.m. range, and (3) a much smaller required working load over the plunger.

These and other objects a-re obtained by the arrangement wherein a rotating shaft operates a plunger system Within the center of the fuel pump. Mounted at the lower portion of the plunger arrangement are rollers. The rollers are mounted in such a way that when the plunger is rotating, the rollers are caused to roll over the surface of whatever lwith which they are in contact. In this instance, specially predesigned cams are located beneath the rollers. The cams are mounted on a fixed axis and oscillate back and forth. The shape of the cam determines the amount of motion of the plunger up and down against its spring action. Each of the several rollers operates first over one cam and thenv over another. There are a similar number of cams as there are rollers. The operation of the rollers over the cams determines the oscillation of the plunger arrangement up and down causing the control of pressure into a plunger chamber which in turn causes pressure into a governor chamber, as well as a supply chamber beneath the cams.

The change of pressure in the various chambers causes a balance and determines the amount of the liow of oil from the reservoir outlet to the combustion chamber of an engine or to the work load, as the case may be.

For a better understanding of this invention, reference is made to the following detailed description and specification and to the drawings in which:

FIGURE 1 is a diagrammatic cross-section view in elevation of the entire fuel injection pumping system.`

FIGURE 2 is a side elevational, diagrammatic view of the rollers passing over the oscillating cams.

FIGURE 3 is a cross-sectional View taken along line 3-3 of the view of FIGURE 1, looking down onto the pump system as shown in FIGURE 1.

FIGURE 4 is a side perspective view of the control bar 14.

FIGURE 5 is a cross-sectional View taken along lines 5-5 of FIGURE 1 looking down on that portion of FIG- URE 1.

FIGURE 6 is a top plan View in diagrammatic form of the cam support disc assembly.

FIGURE 7 is a side perspective View of the supply pump disc upon which the cams are mounted.

FIGURE 8 is a side elevational perspective view of the upper portion of the plunger assembly showing the opening for permitting oil to pass therethrough.

FIGURE 9 is a view in cross section along lines 9-9 of the View of FIGURE 8.

FIGURE 10 is a top plan view of the disc assembly 42 showing the openings wherein the cams are mounted.

FIGURE 11 is a cross-section view taken along line 11-11 of FIGURE 1 showing the area proximate the metering plunger assembly.

FIGURE 12 is an elevational perspective view of the plunger assembly showing the mounting of the rollers upon the lower portion thereof.

FIGURE 13 is a diagrammatic elevational View of the governor assembly chamber.

FIGURE 14 is a side elevational perspective view of the metering piston assembly.

FIGURE 15 is a side elevational diagrammatic view of the plunger head assembly.

FIGURE 16 is a side elevational perspective view of the cylinder main housing.

FIGURE 17 is a side elevational diagrammatic view of the cam mounting assembly.

FIGURE 18 is a portion in perspective elevation of the metering piston.

FIGURE 19 is a diagrammatic cross-section View of the pumping system showing the roller at a particular point on 'the cam wherein all of the reservoirs are being filled with oil.

FIGURE 20 is a diagrammatic cross-section view of the fuel injection system showing the roller at a second position on the cam wherein all reservoirs are commencing the act of becoming pressurized with oil.

FIGURE 21 is a diagrammatic cross-section view of the fuel injection system showing the roller at a second position on the cam wherein the fuel has been injected into the chambers and the relief of each of the chambers is in operation.

A drive shaft 1 is cylindrical in shape and is connected in a conventional transmission arrangement to a take-olf gear from the motor or other energizing source. The drive shaft 1 has a spline section 23. The teeth of the spline section 23 are in engagement with the teeth in the conventional manner with the injection plunger 5. This can be seen in the View of FIGURE 1. The injection plunger 5 has a long narrow portion extending upwardly and then extends out to a main body portion which surrounds the shaft 1. Reference is made to the view of FIGURE 12 wherein the injection plunger 5 can be seen in detail. In the main body portion of plunger 5, there is connected on the lower surface thereof the cam roller lugs 33. The lugs 33 have bifurcated protrusions in which are mounted the roller 2 by means of the pin 32. In the embodiment shown, there are four separate roller assemblies.

The bottom lines in FIGURE 12 are indicated by the numeral 25 which may be referred to as the spline opening or hole. This is in location where the spline teeth engage the teeth 23a of the shaft 1.

At the upper portion of the plunger 5 is located the opening 55 which may be referred to as the injection plunger fuel hole 55. An elongated fuel opening 56 appears in the View of FIGURE l2 on the left side of the plunger 5. Within this area 56 is the fuel connecting hole 57. On the opposite side of the plunger 5 is a milled out section 41.

Beneath the plunger assembly 5 in the view of FIG- URE 12 and as shown in the view of FIGURE l, is the cam assembly.

In addition to the View of FIGURE l, reference may be made to the view of FIGURE 17 and the View of FIGURE 10, FIGURE 6, and FIGURE 7 to understand how the cams are mounted. Movement of the cams can be seen in the view of FIGURE 2 in conjunction with the rollers.

The cams 3 are mounted by the cam pivot pins 29 which are vertically mounted. Within the cam support disc 42 within the cam lugs 31 are the pin openings 53. The pins 52 pass through openings in the cams 3 and through the pin 4openings 53 in the lugs 31 for vertically mounting the cams. The cams will move back and forth on the pins 52. However, it is necessary that the cams move back and forth within limitation and a cam supporting disc 42 is located above the disc 4, upon which lugs 31 are mounted for controlling the motion of the cams 3 on the pins 52, as well as preventing the cams 3 from p lateral movement.

The disc 42 can be seen in a top plan view of FIGURE 10. There is a center opening 44 for the shaft 1 in the center of the disc 42. There are four slots 43 located in quadrants opposite the center disc 44. The slots 43 permit the cams 3 to pass therethrough and are suciently designed to permit the cams 3 to move back and forth Within the slots 43. It is to be noted that these are elongated slots and are so designed as to prevent the cams 3 from lateral movement. The cams 3 pivot as can be seen in FIGURE 2 on the axis of the opening 30. The opening 30 permits the pin 29 to pass therethrough to make the cams engage with the disc guard 42. The dotted lines 30 in FIGURE 10 indicate the openings. The pin 29 can be seen in the view of FIGURE 1. It can also be seen in the view of FIGURE 6. Beneath the disc 4 is a seal or grommet disc 39 to maintain a pressure tight cavity.

In FIGURE 1 located above the plunger 5 is the metering and relief piston 6. The cross-section diagrammatic view of the area about the relief piston 6 can be seen in the view of FIGURE 11. The cylindrical shaped pump head 18 has a small circular cut 50 located around the periphery of the cylindrical shape metering and relief piston 6. Across the top of the piston 6 is the fuel elongated opening 48.

Within the opening 48 and in the center of the metering and relief piston 6 is a fuel aperture or hole 47.

The view of FIGURE 5 is a cross-sectional View taken along line 5 5 of FIGURE 1 looking down on that portion of FIGURE l. The pump head 18 is circular in crosssection and has protruding at its four quadrants a supply head lug which have within each a bolt hole 37.

The top of the plunger 5 can be seen in the center of the pump head 18. It is located within a milled out section 41. The injection plunger fuel hole is located within the center of the plunger 5. Connected to the fuel hole 55 is the elongated fuel opening 56 which is connected to the injection lines 76 which are tubular and made of steel to withstand high pressure. Since the plunger 5 rotates, it can be seen that the effect is like a railroad turn-table in that the elongated fuel openings 56 will mate with the various openings opposite the injection lines 76 as plunger 5 rotates about its vertical axis. There are dotted lines 49 beneath the cross-section in the View of FIGURE 5. The dotted lines 49 indicate the disc-shaped circular member surrounding the periphery of the plunger 5. This can be seen in the view of FIGURE 1 andV is a recessed cut in the pump head 18. The inlet tubular assembly 79 connected from the supply pump cavity or chamber 34 can be seen in dotted lines in the View of FIGURE 5, as well as midway in the head assembly in the view of FIGURE 1.

The view of FIGURE 8 shows, in side-elevational perspective, the arrangement of the milled out section 41 of the plunger 5, as well as the elongated fuel opening 56 and the fuel connecting hole 57, all as described in the view of FIGURE 5 previously. The injection plunger fuel hole 55 can -be seen in the elevational view of FIGURE 8. FIGURE 9 also discloses this in an exploded arrangement. However, the view of FIGURE 9 is a top elevational view.

The supply pump inlet check valve asembly which is located at the bottom portion of FIGURE 1 is designated by the numerals 7, 7a and 7b. The valve consists of a housing 7 in which is mounted a spring 7a and proximate the spring 7a is a solid ball 7b. The presure of oil applied against the ball 7b will push or compress the spring 7a permitting oil to ow therearound into the chamber 34. The chamber 34 is hereinafter designated as the supply pump fuel area 34. Similarly, on the left hand side of the View of FIGURE 1 is an outlet check valve assembly similar to the inlet check valve assembly designated as 7, 7a and 7b. This system is designated as 8, 8a and 8b and similarly operates when the oil pressure against the ball causes the spring to close. In this instance the ball 8b exerts a pressure on the spring 8a.

The flow regulating valve assembly 9 may be seen in the view of FIGURE 1 and is located near the right hand corner of the view. The ow regulating valve assembly comprises the Valve head 9, the spring attached thereto 9b, and a housing 9a. Again the oil in the direction of the arrow will exert pressure againt the head 9 of the valve and compress the spring 9b within the housing 9a.

Reference is made to the view of FIGURE 3 wherein is located the low idle governor control valve 10. The valve 10 is similar in many respects to a piston. It has connected to it the spring 10a and a bolt 26.

There is also located in the View of FIGURE 3, the full load governor control valve assembly 11 which is similar to the style of the valve 10 having its own spring 11a connected to a bolt 51. The tubular control valve ducts 77 connect with the

valves

10 and 11 respectively. The arrangement of the ducts 77 can be seen clearly in the cross-sectional diagrammatic view of FIGURE 3. The ducts 77 connect to the hole 28, and the low idle and full load control bar 14. The governor ball check valve 13 has a spring 13a connected within the ducts 77. The governor housing fuel reservoir 21 which is cylindrical in shape, is connected to the governor ball check valve 13 via the duct 77. The metering and relief piston fuel hole 54 is located within the reservoir 21 and can be seen in FIGURE 3. There is located on the bar 14, a control bar regulator which has a flat section 45 as well as a control bar regulator pin 46. There is also within the bar 14, a hole 27. Hole 27 is located in the area of the upper portion of the ducts 77 when the bar drops downwardly as shown in the view of FIGURE 3 is dotted lines. The bar 14 has two positions as shown by the dotted line area permitting the openings at 27 and 28 to pass or go through into the ducts 77 through the

valve assemblies

10 and 11 respectively. At the bottom of the valve 11 is bolt 51'. The bar 14 can be seen in a side elevational view in FIGURE 4.

In FIG. 13 is located a diagrammatic elevational view of the governor assembly chamber 16 with the governor housing fuel reservoir covers 60 on top of the chamber 16. Clearance hole 65 is for the metering and relief piston 6. There are threads 61 located on the interior surface of 16. The threads 61 can be seen clearly in the view of FIG URE 1. The inlet 5 in housing 66 is connected to the side walls of the chamber 16. The governor control hous ing 75 is mounted to the right upper portion of the chamber 16.

FIGURE is a side elevational diagrammatic View of the assembly of pump head 18. There is a cut out area of 64 atop of the pump head 18. There is a threaded area 63 on the outer surface of 18. The threads 63 are opposite the threads 61 in FIGURE 1. There is a small circular cut 50 located in the pump head 18. This can be seen in the view of FIGURE 1. There is a large circular cut 49 also located in 18 and this can be seen in the View of FIGURE 1. At the lower portion of the pump head 18 are the head lugs 35 in which are located the lug bolt holes 37. At the lower portion of the pump head 18 is the groove disc 70. The ring seal 20 ts within the groove 70 and can be seen in the View of FIGURE 1. Injection plunger hole 71 may be seen in dotted lines in the view of FIGURE l5 located within the pump head 18.

The view of 16 is a side elevational perspective view of the cylinder main housing. This is referred to as the pump housing 19. The bottom of the pump housing 19 is the pump housing flange 59. The threaded holes 68 for supply pump outlet check valve 8 are located Within the pump housing 19. There are also threaded openings 67 within the surface of 19 for engagement with the threaded surfaces of 7. The hole 67 for the shaft 1 is located at the bottom of the pump housing 19.

In the view of FIGURE 1 the governor sump inlet valve 12 can be seen on the left side thereof. The valve 12 comprises a spring 12a within the tubular inlet valve housing 66.

A shut-olf valve 15 may be seen in the view of FIG- URE 1. This may be controlled manually.

A spacer 17 is located between the pump head 18and the governor housing 16. The purpose of 17 is in the nature of keeping proper sealing and spacing between the various component parts between which it is located.

In the view of FIGURE 1 above the plunger 5 may be seen the fuel compression area 22.

Surrounding the plunger 5 above the housing that supports the rollers 2 is located a compression spring 24. This maintains the rollers in contact with the cam surfaces because of its tension.

In the view of FIGURE 1 are located bolts 36 which engage the pump head 18 with the pump housing 19. In the Ibottom of the governor housing fuel reservoir 21 isl located a ber disc 38 for sealing and maintaining the reservoir pressure in 21.

In the view of FIGURE 14 there is shown the perspective elevational view of the metering and relief piston 6. As stated, atop piston y6 is the fiber disc 38 which has already been referred to as being in the bottom of the governor reservoir 21. Beneath 38 on the lower sidel thereof is the relief piston plate 62.

The spill tube or fuel return 72 can be seen in the view of FIGURE 1 connected to the supply pump sucti'on tube 74. The governor and head ll tube 73 is conn ected to the head fill tubular duct 79 which is connec'ted to the injection plunger fuel hole 55. The fill tube 73 is also connected to the valve assembly 8, and also connected to the inlet valve housing 66 and the governor sump inlet valve 12. The spill valve duct 78 is connected to the spill tube or fuel return 72 and also to the valve 15. The reamed cylinder hole 80 is located within the duct 77 before the

valves

10 and 11. (See FIGURE 3.)

The system herein described is pre-pressurized. That is to say that all of the tubes, ducts and chambers have been filled with oil and placed under a pressure of approximately fifty pounds per square inch. All of the tubes, ducts and chambers have thus been made of a sufficiently strong material to withstand this pressure. In the event that the pressure is reduced by leakage, the system will of course not work properly unless it is preprimed with pressure. All leaks, however, must be corrected and closed in order to insure proper and efficient operation, in such a case.

As to the details of operation, reference should be made not only to FIGURE 1, but to the views of FIG-

URES

19, 20 and 21. As in most engines, it is necessary to turn on the energizing source which may be either from" a battery or from a source of electricity which turns over the motor. Once the engine starts, shaft 1 which is connected to the transmission system of the engine (not shown) starts to rotate counter-clockwise, the rollers 2 at the bottom of the plunger assembly of FIGURE 12 roll over the surfaces of the cams 3. Reference at this point of the detailed description of the operation should be had to FIGURES 19, 20, and 21. It can be seen in each of these figures that the rollers 2 roll over the surfaces of the cams 3 in an up and down manner as shown by the shape of cams 3 in the aforesaid views of FIGURES 19, 20, and 21. The rotation of the rollers causes the plunger 5 and its assembly to go up and down within its housing 18. The up and down motion of '5 controls the operation of the fuel within the system. For example, in the view of FIGURE 19, when the roller 2 is near the bottom of the cam 3, the plunger within the chamber 18 is at a low point. The fuel from the duct 73 flows into the fuel compression area 22. As the rollers 2 move up on the cam 3 as shown in FIGURE 20 they cause a compression to build up in the area at 22. When the rollers 2 reach the point at the top of the cam 3, in the view of FIGURE 21, a complete pressure is built up in the area 22 by the applied pressure from the top of the plunger 5. This pressure in 22 now causes oil to go out through the opening 76 for delivery into the load or compression cylinder of the engine. Actually, the delivery of the oil to the load takes place when the roller 2 is not quite at the point shown in the view of FIGURE 21 on the cam 3. When the roller 2 reaches the point shown on the view in FIGURE 21 on cam 3, the pressure is of such magnitude in the chamber 22 that it forces the metering and relief piston `6 to be forced up into the chamber 21. The oil from the chamber 21 is then under an increased pressure and causes release of the valve 13. The oil now passes out of valve 13 from the chamber 21 l(see FIGURE 3) down through duct 77 through the opening 28 in the control bar 14, through duct 77 within the governor housing 16, through valve 11, and into duct 77 as shown located on the other side of valve 11 in the housing 16. The excess is then caused to flow into duct 72 (see FIGURE 21) and returns to the sump area at 34 to be pumped over.

Going back to FIGURE 19, at the time the roller 2 started to move up the cam surface 3, a vacuum was created in the reservoir 34. This causes oil to come from a source into the reservoir 34 through the duct 74. As the fuel oil fills up the chamber 34 from the source through the duct 74, the vacuum is now eliminated and as the roller 2 starts to go up the surface of the cam 3 as shown in FIGURE 20, there is pressure exerted upon the cam 3 by the roller 2 causing the plate 4 to exert a downward pressure against the top of the area at the reservoir 34 causing presure to be placed upon the oil Within 34 against the valve 8. This causes a flow of oil through the valve 8, through duct 73, up into the inlet 79. At the same time, oil is caused to flow from the reservoir 34 up the duct 73 on the left side of the view of FIGURE 20, through the valve 12 into the governor reservoir 21, maintaining a constant amount of oil in chamber 21. This action maintains an equilibrium or balance with the oil in chamber 34 and the oil in chamber 21. It is obvious that as roller 2 rolls up the surface of cam 3 as shown in FIGURE 2l, the maximum amount of pressure on plate 4 against the reservoir 34 in its compressed position will cause the last flow of oil in the duct 73 in both directions up to valve 12 and up to the inlet 79.

The cycle is now complete and the roller 2 starts out again on the next cam 3 to perform the same function. It is to be noted that there are four rollers 2 and four cams 3 and that the complete rotation of the shaft 1 causes each of the four rollers `to roll over each of the four cams. Note the four cams are located in the quadrants of the cross-section in FIGURES 6 and 10.

`Of importance in the detail of operation is the milled out section 41 and the plunger 5.

In the View of FIGURE 19, the outlet 56 is not in proper position to permit oil to liow through to 76 from the inlet at 79. However, in the View of FIGURE 20 when the roller is part way up the cam surface 3, the inlet 73 is now in a liquid engagement with the outlet 76 on the right hand side of the view of FIGURE 20. This can be seen more clearly in the view of FIGURE 5. This is the turntable effect talked about previously in the specification. As the shaft 5 rotates counter-clockwise, there is an opening at 55 connected to the duct at 57. The duct at 57 first makes liquid contact with 56, then as shaft 5 rotates, it closes olf contact with 56 and picks up liquid contact again with the vertical entrance of 76 in the bottom quadrant. The plunger 5 then continues to rotate counter-v clockwise so that it picks up contact with the duct at 76 in the right hand quadrant, and so on to the upper quadrant and back to its original position. Oil is permitted to flow for that moment when 57 is in contact with 56 or 76 as the case may be in each quadrant. (See FIGURE 5 to understand the turntable effect.)

One of the important effects of this turntable arrangement is to prevent any vacuum being created in the chamber 22. This eliminates vapor bubbles and maintains a much evener ow of oil to the engine.

The clearance `41 of the plunger 5, FIGURE 5, is feeding oil to the remaining duct outlets 76 when there is liquid contact with the outlet 76 in the quadrant in which the elongated fuel opening 56 is engaged. When 56 is not in engagement with a duct 76, there is oil being fed from 41 to all ducts 76. The elongated fuel opening 56 is like' a jet gun. The effect of 56 rotating into the ducts 76 in each quadrant is like a pulsing jet, shooting oil under 4,000 pounds per square inch pressure into the injection nozzles, not shown, of the engine. The speed of rotation of the plunger 5 is the same speed of rotation of the fuel opening 56, obviously, and therefore, increased speed of rotation will increase the delivery of oil from 56.

The oil feeding from 41 is to soften the recoil effect of the oil jetting from 56 when 56 is in liquid contact with 76. Oil feeding from 41 to the other ducts 76 keeps them free of air, bubbles, and vapor. The pressure of oil from 41 is at about 500 pounds per square inch.

The end result of this arrangement is that the same amount of oil that is injected into the system is ejected, eliminating vacuums and vapor bubbles. The speed of the shaft 1 will operate synchronously with the speed of the engine. The faster the engine, the faster the rotation of the shaft 1 and consequently the plunger 5 will rotate faster. From this explanation, this pumping system may work at extremely high speed, much faster than heretofore of any known pumping arrangement. The prior art will not permit the oil to be pumped at high rates of speed because flo-w control is ungovernable whereas the within disclosure teaches the idea of a balanced arrangement in the governor chamber at 21 so that at all times there is oil available in a balanced arrangement between the oil in chamber 21 and the oil in chamber 34.

One of the important details of structure that should be emphasized is the fact that there is a brous dise 39, which is located above the top of the lower chamber and is in contact with the supply pump disc 4. The iiber disc 39 actually moves up and down within pump housing 19 under control of the pressure exerted by the roller 2 against the cam 3. The displacement of fiber disc 39 ex' pands or contracts the supply pump fuel chamber 34 causing oil to flow therefrom as previously explained. Since the material of disc 39 is fibrous. It is resilient and oil proof so that no oil can pass above it.

Similarly, in the governor chamber 21 there is a fiber disc 38 at the lower portion thereof in contact with the metering piston 6. As stated when the metering piston 6 exerts a pressure on the fiber disc 38, the size of governor chamber 21 contracts or expands. The amount of pressure exerted on relief piston 6 is dependent upon the position of the roller 2 in contact with the cam 3 as already stated. Again because the disc 38 is made of fiber material, it is oil proof and resilient and will move within the housing 16.

We claim:

1. In a fuel pumping system, a moveable plunger assembly, a housing, said plunger assembly located within said housing, roller means attached to the botton of said plunger, a plurality of cams moveably mounted beneath said roller means, spring means for causing said roller means to be in contact with said cam surfaces, said cam surfaces being of a predetermined shape whereby when said rollers are in contact therewith said roller means will move upwardly and then downwardly upon same as said plunger assembly rotates within said housing, a chamber containing oil mounted beneath said cams, a governor chamber containing oil mounted above said plunger assembly, outlet means in both of said upper and lower chambers for releasing oil therefrom when pressure is applied against said chambers, a transmission system having a drive shaft connected to said plunger assembly for rotating said plunger assembly, said plunger assembly having means thereon for causing pressure against said upper chamber when said roller means are on the upper portion of the cam surfaces and said cams having means thereon for causing pressure against the lower chamber when said roller means are on the upper surfaces of the said cams causing oil to be ejected from each of said chambers.

2. In a fuel pumping system as described `in claim 1, including a cam support plate having a plurality of slots therein, said cam support plate mounted horizontally in said plunger assembly, each of said cams being located vertically within said slots, an opening in the center of said cam support plate for enabling the said drive shaft to be connected to the plunger assembly, said housing including a bottom housing, said plate being mounted in said pump bottom housing.

3. In a fuel pumping system as described in claim 1, means for releasing said oil so as to ow from said governor chamber into said lower chamber when said roller means are on the upper portion of the cam surfaces.

4. In a fuel pumping system as described in claim 1, including a pump head having a plurality of circumferentially spaced openings located between the plunger assembly and the governor chamber, an injection plunger located within said pump head, an L-shaped opening within the injection plunger whereby when said injection plunger is rotating the L-shaped opening will have contact intermittently with each of said plurality of openings located in said plunger head.

5. In a fuel pumping system as described in claim 2, including a pump head located between the plunger assembly and the governor chamber, said plunger head having a plurality of circumferentially spaced openings, an injection plunger located within said pump head, an L- shaped opening within the injection plunger whereby when said injection plunger is rotating the L-shaped opening will have contact intermittently with each of lsaid plurality of openings located in said plunger head.

6. In a fuel pumping system as described in claim 3, including a pump head located between the plunger assembly and the governor chamber, said plunger head having a plurality of circumferentially spaced openings, an injection 4plunger located within said pump head, an L-shaped opening within the injection plunger whereby when said injection plunger is rotating the L-shaped opening will have contact intermittently with each of said plurality of openings located in said plunger head.

7. In a fuel pumping system as described in claim 1, including a governor housing, a control bar located in said housing, a plurality of control valve ducts located within said governor housing, a pair of openings within said control bar, means whereby when said control bar is in one position, one opening is in alignment with one of the aforesaid ducts in said governor housing, and means whereby when said control bar is in another position, a second opening therein is in alignment with a different valve duct of the aforesaid plurality of valve ducts, whereby oil will ow from said governor chamber through either of said openings depending upon the position of the control bar.

8. In a fuel pumping system as described in claim 3, including a governor housing, a control bar located in said housing, a plurality of control valve ducts located within said governor housing, a pair of openings within said control bar, means whereby when said control bar is in one position, one opening is in alignment with one of the aforesaid ducts in said governor housing, and means whereby when said control bar is in another position, the second opening therein is in alignment with a different valve duct of the aforesaid plurality of valve ducts, whereby oil will How from said governor chamber through either gf said openings depending upon the position of the control 9. In a fuel pumping system as described in claim 4, including a governor housing, a control ba-r located in said housing, a plurality of control valve ducts located within said housing, a pair of openings within said control bar, means whereby when said control bar is in one position, one opening is in alignment with one of the aforesaid ducts in said governor housing, and means whereby when said control bar is in another position, a second opening therein is in alignment with a ditferent valve duct of the aforesaid plurality of valve ducts, whereby oil will flow from said governor chamber through either of said openings depending upon the position of the control bar.

10. In a fuel pumping system as described in claim 9, wherein the first of said openings in said control bar permits the flow of oil to a duct connected to said pump head and the second opening in said control ba-r permits the flow of oil from said governor chamber to said lower chamber beneath said cams.

References Cited UNITED STATES PATENTS 2,286,928 6/ 1942 Pipkin 10B-2.1 2,519,733 8/1950 Beard 103-2.1 2,679,804 6/1954 Bischoff 10S-2.1 2,746,443 5/ 1956 Meyer 10S-2.1 2,827,852 3/1958 Links 10S-2.1 2,831,473 4/1958 Liardet 10S-2.1 3,311,062 3/1967 Knapp et al. 103-2.1

HENRY F. RADUAZO, Primary Examiner US. Cl. X.R.