US3714935A

US3714935A - Multiple plunger fuel injection pump

Info

Publication number: US3714935A
Application number: US00180689A
Authority: US
Inventors: A Dreisin
Original assignee: Allis Chalmers Corp
Current assignee: Deutz Allis Corp
Priority date: 1971-09-15
Filing date: 1971-09-15
Publication date: 1973-02-06
Anticipated expiration: 1990-02-06
Also published as: CA961360A

Abstract

A multiple plunger fuel injection pump having compact arrangement of the fuel supply pump, a high speed governor, an automatic fuel timing, fuel quantity, and programing of fuel delivery.

Description

United States Patent Dreisin 14 1 Feb. 6, 1973 i 1 MULTIPLE PLUNGER FUEL [56] References Cited INJECTION PUMP UNITED STATES PATENTS [75] Inventor Alexander Dreisin, Olympia Fields 2 813 523 11 1957 Bischoff 123 139A1 3,39s 729 8/1968 Maddalozzo... .....123/139 AP [73] Assignee: Allis-Chalmers Corporation, Mil- 7 waukee, W18. 3,673,996 7/1972 Dreisin ..l23/l39 AP [22] Filed: Sept. 15, 1971 Primary Examiner-Laurence M. Goodridge [21 1 p]. No.2 180,689 Assistant Examiner-Cort R. Flint Att0rneyArthur L. Nelson et al.

[52] US. Cl....123/140 R, 123/139 AB, 123/139 AP,

l23/l39R [57] ABSTRACT [51] Int. Cl ..F02m 59/00 A multiple plunger fuel injection pump having com- [58] Field of Search ..123/140, 139 P arrangement of the fuel pp y p p. a g speed governor, an automatic fuel timing, fuel quantity, and programing of fuel delivery.

10 Claims, 12 Drawing Figures ll l -l1l PATENTEDFEB' 6 1915 3,714,935 SHEET 10F 4 FIG. 2

41 P11 Fm FIGI 0 9Q INVENTOR Al ExANDER DREISIN ATTORNEY PATENTEDFEB 6l973 3,714,935

FIG. 3

INVENTOR ALEXANDER DREISIN ATTORNEY PATENTED FEB 6 I975 SHEET 3 OF 4 INVENTOR FIG. 5

MULTIPLE PLUNGER FUEL INJECTION PUMP This invention relates to a fuel injection pump for an internal combustion engine and more particularly to a multiple plunger fuel injection pump having a supply pump built into the housing per se, a high speed governor occupying a minimum of space, and an automatic fuel control linkage for controlling the timing, the quantity and the programing of fuel delivery for the fuel injection pump.

Multiple plunger fuel injection pumps have not been used as extensively in the past as the distributor type pumps or the unit fuel injection pump. One of the disadvantages of the multiple plunger fuel injection pump is its size, and the conventional dephasing mechanism of the fuel injection pump for the timing change with speed changes is a bulky and a rather complicated structure. The dephasing mechanism transmits torque from the engine to drive the fuel injection pump. The lack of reliability of the dephasing mechanism and the additional installation length required between the pump drive shaft and the pump itself in many cases cannot be tolerated. This space is very costly on the engine, and sometimes, especially in the smaller models, it is just not available. With the diesel engines of increasing speed, which is the modern trend, it has become more necessary to dephase the fuel injection pump and to control the beginning of injection with relation to the engine in order to obtain the best starting properties and combustion efficiency throughout the engine speed range.

The multiple plunger fuel injection pump is inherently a larger pump than the distributor type pump. Accordingly, any control mechanism which operates in response to a speed responsive device for controlling the timing and quantity of fuel injection must be arranged in a compact manner and designed to occupy the smallest space requirement possible. Accordingly, this invention provides for a fuel supply pump which is positioned in the housing per se of the fuel injection pump to pump fuel into the cavity in the housing occupied by the camshaft for driving the plungers of the pump and containing a high speed governor. The supply pump provides lubrication for the bearings of the camshaft, and also drives a high speed governor which is positioned immediately below the camshaft. A control rod is connected to a plurality of control sleeves on the plungers of the fuel injection pump and a control linkage connected between the governor, and the control rod provides for a reciprocal and rotational movement of the control sleeve in response to speed and throttle control of the engine. The linkage engages a control member on the governor which moves in response to speed of the engine and connected to the control rod and fitted on the side of the governor housing to require a minimumamount of space. Accordingly, the space limitations which are inherent with most any engine are overcome by the compact structure of the multiple plunger fuel injection pump.

It is an object of this invention to provide a multiple plunger fuel injection pump.

It is another object of this invention to provide a compact arrangement of the multiple plunger fuel injection pump having a high speed governor placed adjacent the camshaft for driving the multiple plungers of the pump, and a control linkage connected to the governor for controlling the timing, the quantity, and the torque output of the engine through a control rod which is connected to each of the control sleeves of the plungers of the fuel injection pump.

It is a further object of this invention to provide a cam operated multiple plunger fuel injection pump having a fuel supply pump positioned in the housing per se of the fuel injection pump and a high speed governor driven from the fuel pump with a control mechanism to occupy a minimum of space and to provide a compact fuel injection pump.

It is a further object of this invention to provide a cam operated multiple plunger fuel injection pump having a fuel supply pump mounted within an opening in the pump housing for supplying fuel to a fuel supply cavity in the fuel injection pump and driving a high speed governor mounted in parallel with the camshaft of the pump with a control mechanism connected between the governor and the control sleeves to provide timing, quantity, and torque control of the fuel injection pump.

The objects of this invention are acommplished by the provision of a cam operated multiple plunger fuel injection pump. A supply pump comprising a gear mounted on the camshaft drives a gear driving a high speed governor mounted immediately beneath the camshaft. A control linkage comprising an X-shaped lever provides automatic timing, quantity of fuel delivery, and delivery programing through links connected between the X-shaped lever and the control-rod which in turn is connected to the control sleeves on the multiple plungers of the fuel injection pump. The fuel injection pump provides a compact arrangement with a minimum of space requirement and end plates on the pump housing to accommodate mounting of the fuel injection pump on either side of the engine as the space requirements dictate.

The preferred embodiments of the invention are illustrated in the attached drawings.

FIG. 1 is a side view of the pump with a section of the pump broken away on the camshaft center line and the governor center line, and another section showing the control linkage.

FIG. 2 is a cross section view taken on line 11-" of FIG. 1.

FIG. 3 is a cross section view taken on line III-III of FIG. 1.

FIG. 4 is a cross section view taken on line IV-IV of FIG. 1.

FIG. 5 is a side elevation view taken from the opposite side as shown in FIG. 1.

FIG. 6 is a cross section view taken at various levels showing related components of the plunger mechanism and control linkage in FIG. 5.

FIG. 7 is a view of the control sleeve and plunger removed from the fuel injection pump.

FIG. 8 is a cross section view taken on line VIII-VIII of FIG. 7.

FIG. 9 is a view taken on line IX-IX of FIG. 1.

FIG. 10 is a cross section view taken on line XX of FIG. 1.

FIG. 11 is a cross section view taken on line XI-XI of FIG. 1.

FIG. 12 is a graph of cam lift and velocity as related to cam angle.

Referring to the drawings, the fuel injection pump is illustrated in FIG. 1 with sections broken away to more clearly illustrate the related components of the pump. It is intended that the pump should run with the pump housing completely filled with fuel at a supply pressure of approximately 10 pounds per square inch. The camshaft is shown positioned without bearing inserts, but directly in the fore cover 1 and aft cover 2 of the pump housing 3. This symmetry fore and aft with the side cover 4, as shown in FIG. 5, permits reversing of the housing whereby the pump can be placed on either the right or the left side of the engine without requiring different parts.

The gear pump 60 is mounted in the fore cover 1 in an opening intermediate the cover 1 and the plate 8 which is fastened to the cover by a plurality of screws 61. The gear pump 60 includes a gear 5 centered on the drive end of the camshaft 11 which is driven by the dowel 6. Gear 5 engages the pinion 7 which is fitted into the pocket as shown in FIG. 9 of front cover 1, which are enclosed by the plate 8. Inlet passage and inlet port 63 are in communication with the pockets formed by the gears of cover 1, and outlet passage 64 and outlet port 65 are also in communication with the pocket receiving the gears 5 and 7 which is shown in FIG. 9. The gears 5 and 7 cooperating with the ports constitute a supply pump which can be used to draw fuel from the tank, preferably through a primary filter and to deliver to the interior of the pump housing through the port 9 shown in FIG. 2, either directly or through a secondary filter.

The aft plate 2journals one end of the camshaft 11 in the recess 66. An oil seal 10 is positioned around the opposite end of the camshaft 11 which is adjacent the fuel pump 60 on the opposite journaled end of the camshaft 11.

The camshaft 11 is drilled longitudinally to form passages 12 and 13 which are connected by a space between the gear 5 and the front camshaft journal through the passage 14 to the inlet passage 15. This construction is shown in FIG. 1 and FIG. 9.

When the fuel pump is in operation, this arrangement allows the continuous flow of the fuel from the interior of the pump housing around the outside surfaces of the camshaft bearing journals and from there to the intake port 63 of the supply pump 60 assuring positive lubrication ofthe journal bearings and the cooling flow of the lubricant.

The supply pump gears are utilized to drive a centrifugal type governor. The ratio shown on the drawings of the pump gears is 4:1. The injection pump is driven at one-half engine speed resulting in the governor speed being double that of the engine speed. This allows for a very compact and small governor weight as sembly 16. The governor drive pinion 7 has a shaft extension 17 with an axial slot 18, shown in FIG. 10. The weight assembly is driven through the clock spring 19, or it may be some other elastic type coupling having a natural frequency lower than any torsional frequency induced either by the engine or the injection pump per se. The inner tang of the clock spring 19 is shown penetrated radially into a slot arranged in the governor spindle 20, thus rotation of the pinion shaft 17 causes the governor spindle 20 to rotate with it.

The governor weights 116 are shown arranged in the conventional manner on the weight carrier 21, The weight carrier 21 is more clearly shown in FIGS. 10 and 11. THe outer shoulder of the weight carrier abuts against the thrust plate 22. An antifriction bearing 23 is shown interposed between the thrust plate 22 and the spacer 24. Centrifugal force of the weights 16 is transmitted by the fingers 25 to the thrust bearing 26 and to the shifter 27. The centrifugal force is counterbalanced by the springs 28 and 29 which abut against the spindle cover 30 positioned in the rear cover 2 and secured by the lock nut 31. Accordingly, it can be seen that the governor assembly is mounted in the pump housing 3 parallel with the camshaft l1 and compactly arranged to occupy a minimum space.

The governor is of the so-called movable fulcrum type. Three main functions must be accomplished by the governor. These functions provide for the automatic timing adjustment, the delivery quantity control, and the delivery programing to provide the proper output torque throughout the operating speed range of the engine.

These functions are accomplished in response to the governor operation which moves the shifter 27 in response to engine speed. The shifter 27 moves axially on the governor spindle 20 to operate as a control member to operate the control linkage.

The fuel injection pump consists essentially of a plurality of plungers operated by a camshaft to sequentially pump fuel to a plurality of combustion chambers through delivery valves. A more detailed description may be had by reference to a copending patent application entitled Multiple Plunger Fuel Injection Pump of the same inventor and same assignee, Ser. No. 65,202. A more limited description will be set forth in the following paragraphs to give the general background for the operation of this invention.

Cam 67 is integral with camshaft 11 and causes the cam follower 68 to rise and fall as the camshaft 11 rotates. The cam follower consists ofa pin 69 carried in the follower sleeve 70 which is embraced by a bearing assembly 170. The bearing assembly 170 rotatably supports the roller 71. The follower plate 72 carries the plunger 73 with an adjusting spacer 74 positioned intermediate these two elements. The plunger 73 extends upwardly through the control sleeve 33 which is carried by a retainer sleeve 41. The plunger 73 forms a pressurizing chamber 174 with the barrel 75. Fuel delivery valve 76 is positioned immediately above the pressurizing chamber 174 with provisions for attachment to a fitting for a conduit to transmit fuel to a fuel injection nozzle.

The camshaft 11 is provided with a plurality of cam lobes as shown in FIGS. 3 and 4, which are angularly spaced about the periphery of the camshaft. Each cam lobe sequentially operates a fuel injection pump as described above, with the assembly as shown providing for six such pumping pistons and cylinders.

For each plunger assembly, start of fuel injection occurs when the lower edge of the metering helix 32 on the plunger 73 registers with the lower edge of the control sleeve 33. This is shown in the enlarged view shown in FIG. 7. It is desirable to advance the beginning of injection as the engine speed increases. This is accomplished as described in the copending application as referred to above by lowering the control sleeve Timing advance is a function of engine speed. Briefly describing this operation, the control rod 77 is rotated causing a lowering of pin 40 carrying the retainer sleeve 41 and the control sleeve 33 which lowers the control sleeve and initiates fuel injection at an earlier point in time. Conversely retardation of fuel injection is accomplished by raising the sleeve 33 by the control rod 77 1 speeds decreasing from the rated speed. This is neceswhich will be described more fully in subsequent description.

Quantity control is controlled in response to engine speed to provide engine stability and to protect it against over speeding. It also is controlled externally by the operator through the throttle control linkage. The quantity control is controlled by reciprocation of the control rod 77, which in turn is connected through the control finger 40 on the retainer sleeve 41 which carries the control sleeve 33. As the rod 77 is reciprocated, the control sleeve 33 rotates about the axis of the plunger 73. This in turn controls the point in time at which the helical groove 32 registers with the spill port 79. A clockwise rotation as viewed in a plan view would retard the register of the port 79 with the helical groove 32 and therefore retard spill in the fuel injection cycle and increase the quantity of fuel injected per cycle. Conversely, a counter-rotation of the control sleeve 33 would cause earlier register in the cycle of the helical groove 32 in the plunger 73 with the spill port 79 and the control sleeve 33, and accordingly, decreases the quantity of fuel injection per cycle.

Graphically the operation of the cam for reciprocating the plunger 73 is illustrated in FIG. 12. The curve 80 illustrates the velocity of the cam follower as the cam rotates through the cam angle as indicated on the abscissa of the graph. The cam lift is the independent variable or the ordinate of the graph. As the cam lobe initially engages the cam follower at point 0, the cam follower initials a velocity as indicated, until it reaches the constant velocity portion, as shown by the top level part of the curve. As the cam continues to rotate, the cam follower passes through the constant velocity portion of the cam profile and then the velocity of the cam follower begins to decrease until it noses over the top of the cam at 60, as shown on the graph. At this point the cam lift is at the maximum height, which is approximately 10 mm, as indicated on the graph. The cam lift is shown by the graph line 81 and the maximum lift being at 60 rotation. Beyond this momentary point of dwell of the cam follower, the cam follower falls in accordance with the profile of the cam lobe which is approximately a reversal of the movement shown on the graph.

While it is understood that the governor must provide a speed responsive member to control the timing and the quantity of fuel injection, it must also limit the maximum fuel delivery of the pump throughout the operating engine speed range, depending upon a number of parameters which vary, which in turn depend upon the engine itself or depend on the nature of the load driven by the engine. This last feature will be called delivery programing.

The function of the delivery programer can be illustrated by a speed torque curve. The typical speed torque curve provides a decreasing torque at speeds higher than rated speed, and an increasing torque for sary to maintain stability of the engine, particularly when a load is placed on the engine at rated speed, the torque must increase to peak torque in order to carry the load and overcome stalling of the engine. With speeds lower than the peak torque speed on the speed torque curve, the torque decreases and the engine is operating under an unstable condition. Also provisions must be maintained for cranking of the engine to assure that the engine will not stall at low speeds, and to provide adequate turn-over of the engine to maintain stable conditions once the engine is started.

To provide the desired speed torque characteristics for delivery programing, this invention provides an X- shaped lever 93 which is fulcrumed on a pin 34 which is fixed to the governor cover 4. The lower arm of the X- lever carries a pin 35 which is positioned between .cheeks of the shifter 47.

In FIG. 1 the weight assembly is shown when the governor is under standstill conditions. Rotation of the weights will cause their outward movement and subsequent movement of the shifter 27 toward the right compressing the springs 28 and 29. This will cause the X-lever to rotate in a counterclockwise direction when viewed as shown in FIG. 1. The timing arm 83 will move upwardly. The timing arm 83 is connected through the timing link 36 with the timing screw 37 which is arranged cross-wise in the control rod 77. This linkage is also shown in FIG. 3. As the pump speed increases, the timing arm 83 of the X-lever 93 moves up thereby transmitting this movement through the timing link 36. Spherical portion 39 of the timing screw 37 is moved upwardly causing the control rod 77 to rotate counterclockwise as viewed in FIGS. 2, 3 and 4. The control finger 40 being attached to the retainer sleeve 41 causes the control sleeve 33 to lower. The outer spherical portion of the control finger 40 being spherical engages in the hole 42 of the control rod 77 and permits rotation of the spherical end 40 in the control rod 77. The counterclockwise rotation of the control rod lowers the finger 40 and with it the retainer sleeve 41 and the control sleeve 33 thereby advancing the beginning of fuel injection.

Conversely, a decrease in engine speed will cause a clockwise rotation of the X-lever 93 and a clockwise rotation of the control rod 77 as viewed in FIGS. 2, 3 and 4 causing the control finger 40 to raise the retainer sleeve 41 and the control sleeve 33 thereby retarding initiation of fuel injection.

Quantity regulation of fuel injection is accomplished through quantity control arm of the X-lever 93. The pin 43 is engaged in the slot in the lower end of the torque link 44. The upper end of the torque link 44 is fulcrumed around pin 45 which is positioned in the upper end of the throttle link 46. The lower end of the throttle link 46 is fulcrumed on the pin 47 of the throttle crank 48. The throttle shaft 49 extends through the governor cover 4 and is fixed on its outer end to the throttle lever 50. Movement of the throttle lever will move the crank 48. Referring to FIG. 1, the crank movement in the counterclockwise direction will move pin 47 to the left which will cause the throttle link 46 and the pin 45 to move to the left. The inner extension of pin 45 is embraced in the cross slot 51 of the control rod 77. Movement of pin 45 to the left will move the control rod 77 in the same direction; in other words, toward the drive end of the pump causing the control sleeve 33 to rotate in a counterclockwise direction when viewed from above thereby increasing the fuel quantity. The spring 52 is arranged around the assembly of the torque link 44 and the throttle lever 46 in such a way as to normally press the torque link 44 towards the pin 47. For a given position of the crank 48 an increase in engine speed causes the pin 43 to move to the left, as shown in FIG. 1. This causes the link assembly 44 and 46 to fulcrum around the pin 47 in a clockwise direction moving the pin 45 to the right which is toward the rear of the pump rotating the control sleeve 33 in a clockwise direction when viewed from the above thereby reducing the pump delivery quantity.

Maximum fuel delivery at any speed is limited when the edge 53 of the torque link 44 contacts the outside diameter of torque screw 54. The torque screw 54 is positioned in the upper end of the program link 55. The lower end of the program link is fulcrumed on pin 56 positioned in the left arm or the program arm 86 of the X-lever 93. The spring 57 forces the program link 55 against the maximum delivery screw 58 which is ad justable from the outside of the pump assembly.

The operation of the multiple plunger fuel injection pump will be described in the following paragraphs.

The camshaft 11 is driven by the engine 100. The camshaft carries a plurality of cam lobes which sequentially operate plungers in the multiple plunger fuel injection pump. The rotation of the camshaft 11 bears a constant speed relation to the engine per se. As the camshaft 11 rotates, the cam lobes cause the rise and fall of the cam follower 68 to reciprocate the plunger 73 within the control sleeve 33. This in turn pressurizes fuel in the pressurizing chamber 174 which is discharged through the delivery valve 76 to a combustion chamber of the engine.

Simultaneously with rotation of the camshaft 11 the gear pump 60 operates to pump fuel and the pump also drives the governor 16. The gear pump 60 receives fuel from the reservoir through the input passage conduit 15 and input port 63 and also draws fuel through the central passage 12 and the angular passage 13 drilled in the camshaft 11. The suction side of the supply pump draws fuel across the journaled portion of the shaft 11 seated in the recess 66 of the end plate 2, as well as across the journaled portion 91 seated in end plate 1 connected to the annular passage 92 in the end of the journaled portion 91 and passage 14. The fuel is then pumped through the outlet port 65 and the outlet conduit 64 and delivered through the passage 9 to the in terior of the cavity 94 which encloses the high speed governor 125 and the camshaft 11. Tile cavity 94 is filled with fuel at a pressure of approximately 10 pounds per square inch. This in turn supplies fuel to the multiple plungers of the fuel injection pump.

The governor 125 includes fly weights 116 which expand and pivot outwardly as the speed of the governor increases thereby moving the shifter 27 to the right and with the decrease in speed, the springs 28 and 29 cause the shifter 27 to move to the left. The relative movement of the shifter 27 relative to the governor spindle provides a control member 27 for operation of the X- lever 93. Movement of the X-lever 93 combined with movement of the throttle lever 50 controls the timing and fuel quantity delivered to the engine.

Considering the fuel injection system in the wide open position at rated engine speed, the manual throttle 50 is resting against the high idle screw 59. The throttle crank 48 is in the position shown in FIG. 1. The governor weights 116 are in their outer position and the governor springs 28 and 29 are fully compressed when the X-lever 93 has moved all the way in the counterclockwise direction and the torque link 44 contacts pin 47 while the edge 53 is in contact with the torque screw 54. At this point pin 56 is in its lowest position and the outside diameter of the torque screw 54 is contacting the edge 53 at its lowest point.

Assuming that the engine speed diminishes due to an overload, then the centrifugal force of the governor weights 116 diminishes and the governor springs 28 and 29 move the shifter 27 to the left causing the X lever to rotate in a clockwise direction. Torque link 44 now pivots around the contact points between the edge 53 and the torque screw 54. Pin 45 moves to the left causing the control rod 77 to move toward an increase in pump delivery. At the same time pin 56 is moved upward causing the contact point between the edge 53 and the outside diameter of the torque screw 54 to move upward. At a certain intermediate engine speed designed to correspond to the maximum torque output of the engine, the protruding nose of the edge 53 overrides the outside diameter of the torque screw 54 causing the torque assembly 44 and control rod 77 to move to the right thereby decreasing pump delivery and therefore decreasing the engine torque.

At standstill the governor mechanism is in a position as shown in FIG. 1. The operator has put the manual throttle in wide open position. As the starter revolves the engine at low speed (150-250 rpm), the relative position of the links remains essentially the same. The upper portion of the edge 53 which now contacts the torque screw 54 is recessed in respect to the rest of the edge profile allowing the control rod to move farther to the left corresponding to an excess fuel quantity. As the engine starts firing and the engine speed begins to increase, the shifter 27 moves to the right and pin 56 is pulled down and the outside diameter of the torque screw climbs over the nose of the edge 53 thereby cutting the pump delivery to a desirable lower level. Thus, to program the pump delivery at wide open throttle to any desirable shape, we can change the profile of the ramp 53. Adjusting the torque screw 53 up or down in the link 55 will vary the specific engine speed at which the separate events in the torque program are initiated. Adjustment of the maximum torque screw 58 allows a variation of the maximum delivery of the pump at rated engine speed without initially changing the shape of the torque program.

Accordingly, the multiple plunger fuel injection pump as described provides for a high speed governor which occupies the limited space and which is posi tioned immediately adjacent the camshaft. The supply pump driven by the camshaft 11 is also nestled in a pocket in the end plate of the fuel injection pump requiring a very limited space. The linkage connected between the governor and the control rod 77 is fitted adjacent the cover of the fuel injection pump and requires a very limited space while providing a dephasing of the fuel injection relative to the engine rotation. Accordingly, the timing mechanism changes the fuel injection responsive to engine speed. The fuel quantity controls the duration of fuel injection, and the quantity of fuel injected for each cycle. The speed torque curve is programed according to profile of edge 53 and through the program link 55 which in turn can be ad justed to control the rated speed and the peak torque in response to the desired engine load. Accordingly, the compact arrangement provides a multiple plunger fuel injection pump which can be installed on a conventional diesel engine.

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. A multiple plunger fuel injection pump for an internal combustion engine comprising, a pump housing means defining a plurality of bores, a plunger received in each of said bores and defining a fuel injection pumping chamber and a fuel supply chamber for each of said bores, said pump housing means defining a fuel supply cavity in communication with said fuel supply chambers, a delivery valve in communication with each of said fuel injection pumping chambers, each of said plungers defining passage means selectively communicating between said injection pumping chamber and said supply chamber for supplying fuel to said injection pumping chamber, a camshaft in said fuel supply cavity sequentially reciprocating each of said plungers for discharge of fuel from said injection pumping chambers through said delivery valves, a control sleeve mounted for reciprocal and rotational movement about each of said plungers and defining port means with said plungers for controlling the closing and opening of said passage means in each of said plungers between the supply chamber and the fuel injection chamber, a governor having a speed responsive control member mounted in said fuel supply cavity of said housing and lying adjacent said camshaft, a fuel supply pump including a drive gear mounted on said camshaft and a driven gear connected and driving said governor, conduit means adapted for connection to a fuel reservoir for supplying fuel to said fuel supply pump, conduit means connecting the high pressure side of said supply pump to the fuel supply cavity within said housing means, a control rod having means connected to each of said control sleeves for reciprocating and rotating said control sleeves in response to rotation and reciprocal movement of said control rod, a control linkage connected between said control member on said governor and said control rod to thereby transmit movement from said control member to said control rod, 21 throttle linkage connected to said control linkage to thereby provide means for controlling the timing and quantity and programing of fuel injection of said fuel injection pump in response to speed and load of said engine.

2. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said pump housing means includes an end plate defining pockets therein, said drive and driven gears of said fuel supply pump received in said pockets, a cover plate covering the pockets receiving said drive and driven gears to thereby provide a fuel supply pump within the end of said housing means for supplying fuel to said multiple plunger fuel injection pump.

3. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said housing means includes end plates defining pockets on their inner sides for receiving journaled portions of said camshaft and supporting the ends of said camshaft, said camshaft defines a central opening extending through said camshaft, passage means connected between the low pressure side of said fuel supply pump and to a point adjacent to the outer side of the journaled portions of said camshaft to thereby draw fuel for lubrication and cooling of the journaled portions of said drive shaft when said pump is in operation.

4. A multiple plunger fuel injection pump for an in ternal combustion engine as set forth in claim 1 wherein said fuel supply pump includes said drive gear and driven gear having a 4:1 ratio and said governor rotates at four times the speed of the camshaft with said camshaft rotating at one-half the engine speed thereby providing a compact high speed governor for controlling fuel injection.

5. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said housing means defining said fuel supply cavity includes means supporting said camshaft for rotation in said cavity, means for supporting said governor adjacent to said camshaft in said fuel supply cavity to thereby provide a compact arrangement of said governor in said multiple plunger fuel injection pump.

6. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 including means rotatably supporting said camshaft and defining an axis of rotation, means rotatably supporting said governor and defining an axis of rotation in parallel with the axis of rotation of said camshaft.

7. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said governor defines a centrifugal type governor, spring means connected between the driven gear of said fuel supply pump and said governor driving said governor to thereby eliminate torsional vibrations in said governor drive.

8. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 including means rotatably supporting said camshaft in said pump housing means, means rotatably supporting said governor for rotation about an axis immediately below said camshaft to thereby provide a compact arrangement of said multiple plunger fuel injection pump.

9. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said control linkage includes a flat control linkage extending downwardly from said control rod adjacent said camshaft and pivotally supported in the side portion of said housing means for connection to the speed responsive member of said governor to thereby limit the space requirements of said control linkage.

. 10. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said control linkage comprises a plurality of flat elements connected between said control rod downwardly adjacent said camshaft to control member to thereby operate within a limited lateral space in said housing.

Claims

1. A multiple plunger fuel injection pump for an internal combustion engine comprising, a pump housing means defining a plurality of bores, a plunger received in each of said bores and defining a fuel injection pumping chamber and a fuel supply chamber for each of said bores, said pump housing means defining a fuel supply cavity in communication with said fuel supply chambers, a delivery valve in communication with each of said fuel injection pumping chambers, each of said plungers defining passage means selectively communicating between said injection pumping chamber and said supply chamber for supplying fuel to said injection pumping chamber, a camshaft in said fuel supply cavity sequentially reciprocating each of said plungers for discharge of fuel from said injection pumping chambers through said delivery valves, a control sleeve mounted for reciprocal and rotational movement about each of said plungers and defining port means with said plungers for controlling the closing and opening of said passage means in each of said plungers between the supply chamber and the fuel injection chamber, a governor having a speed responsive control member mounted in said fuel supply cavity of said housing and lying adjacent said camshaft, a fuel supply pump including a drive gear mounted on said camshaft and a driven gear connected and driving said governor, conduit means adapted for connection to a fuel reservoir for supplying fuel to said fuel supply pump, conduit means connecting the high pressure side of said supply pump to the fuel supply cavity within said housing means, a control rod having means connected to each of said control sleeves for reciprocating and rotating said control sleeves in response to rotation and reciprocal movement of said control rod, a control linkage connected between said control member on said governor and said control rod to thereby transmit movement from said control member to said control rod, a throttle linkage connected to said control linkage to thereby provide means for controlling the timing and quantity and programing of fuel injection of said fuel injection pump in response to speed and load of said engine.

4. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said fuel supply pump includes said drive gear and driven gear having a 4:1 ratio and said governor rotates at four times the speed of the camshaft with said camshaft rotating at one-half the engine speed thereby providing a compact high speed governor for controlling fuel injection.