US2516828A - Fluid supply device - Google Patents

Description

Filed April 29, 1944 F. C. REGGHQ FLUID SUPPLY DEVICE 4 Sheets-Sheet l //VVE/V 70/9 4 Sheets-Sheet 2 Jufly 25,, 19% F. c. REGGHO FLUID SUPPLY DEVICE Filed April 29, 1944 Jufiy 25, 39% F. c. REGGIO FLUID SUPPLY DEVICE 4 Sheets-Sheet 3 Filed April 29, 1944 July 25 19% F. c. REGGHQ FLUID SUPPLY DEVICE 4 Sheets-Sheet 4 Filed April 29, 1944 Patented July 25, 1950 UNITED STATES PATENT OFFICE FLUID SUPPLY DEVICE Ferdinando Carlo Reggio, Norwalk, Conn.

Application April 29 1944, Serial No. 533,417

23 Claims.

This invention relates to fluid supply systems and in particular to devices for supplying fuel in measured quantity to an engine.

One of the objects of the invention is to provide a simple and compact fluid pressure controlled fuel metering unit.

A more" specific object is to provide a fluid metering unit including a fluid pressure actuated rotary control device.

Another object resides in the provision of a hydraulically controlled fuel metering unit of substantially cylindrical form devoid of transverselyarranged slidable control members.

A further object resides in the provision of an improved fuel supply system including individual fluid pressure controlled metering units and a fluid pressure regulatingvalve.

The above and other objects will be apparent as the description proceeds. In the following description and in the claims various details will be identified by specific names for convenience, but they'are intended to be as generic in the application as the art will permit.

In the drawings, which show some examples of embodiment of the invention,

Fig. l is a sectional elevational view of an injector connected with a governing device, as may be used in connection with a Diesel or compression-ignition engine.

Figs. 2'and 3 are cross-sectional views taken along the lines 2-2 and 3--3 of Fig. 1, respectively.

Fig. 4 is a fragmentary sectional view taken alongthelines 4--4 of Figs. 2 and 3.

Fig. 5 is a diagrammatic representation of the arrangement of fuel injection system in a multicylinder compression-ignition engine.

Fig. 6 is a sectional elevational view of a modifled form of injector.

Fig. '7 is a fragmentary section taken along the lines 1-1 of Fig. 6.

Fig. 8 is a sectional velevatio'nal view of another embodiment ,of'fuel supply system for spark-ignition engine.

Fig. 9 is a cross sectional view similar to Fig. 2 indicating a modified construction of rotary vane servomotor. 1; l s

The present application is a continuation in part of the following copending applications: Serial No. 333,529, ;fi1ed May 6,1940, now Patent No. 2,384,340rserial No. 346,479, filed July 20, l94Q,- ;n'ow" Patent No. 2,354,403; and Serial No. 508,897, filed November 4, 1943.

Referring in particularfto Figs- .1-5, 9 is a fuel metering unit whichincludes a 'noz'zle valve I0 and a metering pump having a barrel I provided with at least one port l2. A plunger I3 slidable in the barrel has at least one inclined edge controlling the port l2, whereby'the delivery is regulated by rotating the plunger l3 relatively to the barrel.

Conventional fuel injection pumps of this type are provided with a transversely arranged slidable control rack which renders the unit more cumbersome and in many cases precludes the location of the unit directly'on' the engine cylinder or in the immediate vicinity thereof owing to lack of space. To avoid these drawbacks a fluid pressure actuated rotary oscillating vane is provided to turn the plunger and in turn control hub and a radial wall extending therefrom is ro l. tatably mounted with small clearance within said cavity and determines therein two chambers 2| and 22. A cylindrical portion 23 of the vane hub,

formed with smaller outer diameter, axially extends through the central opening of the cover I6. The vane hub is provided with an axial noncircular opening within whichthe outer portion of the plunger I3 is slidablybut non-rotatably mounted, whereby rotation of the vane is transmitted to the plunger.

. A calibrated spiral" spring 24 has its inner coil secured to the extension 23: of the vane 9, while the outer coil thereof I is connected with the cover 16. The spring load, which exerts upon the vane a torque tending to turn it in a direction to decrease the volume of the chamber 2|, may be adjusted by means of a screw 25 tangentially mounted in the-body'll. A dowel '26 keeps in predetermined relative angular adjustment the barrel II, the housing li and. the cover 15. chamber 22 may be vented to the atmosphere by means of a duct 27 formedin the cover It, or,

if desired, may be connectedwith a suitable fluid leakage return conduit lnot-shown in the drawings. The chamber 2| com municates through grooves 32 and 33 with anannula-r cavity 34 comprised betweenfthe bore or theunit'bodyd and the barrel an'dfbymeansof a duct 35 and pipe 31 with the excess fuel. return line $53.

The plunger |3 may be reciprocated in the usual way from an engine driven cam, for instance by means of a rocker arm ,40, the return or suction stroke thereof being determined by ;a sprin 4|.

The various parts of the injectors are assembled The through the lower end of the bore formed in the body 9 and are clamped by means of a threaded cap 42. Fuel under pressure is led to the annular space 34, in which the admission port If: opens, by way of a duct 43 and pipe 44 connected with the fuel supply line 45 receiving fuel under pressure from a pump 41 driven from the engine or other suitable power source and designed to deliver fuel in excess of the engine consumption.

The excess fuel from the line 39 is led through a conduit 49 to a governor device 59 having a slidable pilot valve the upper end of which is connected with fiyballs 52 driven from the engine through a gear 53. This valve controls a flow restricting orifice 54 through which the excess fuel must pass before attaining the pipe 55 which leads back to the reservoir 5? or to the intake side of the primary pump ll. The centrifugal force of the flyballs 52 tending to lift the valve 5| is balanced by the load of a spring 59 adjustable by means of the speed control lever 60. The lower end of valve 5| is'subject to the pressure of fuelcontained within a resilient bellows 6| mounted in a housing 62. The interior of this bellows is connected with lines 49 and 535 by means of small orifices 63 and 64 adjustable by way of needle valves 65 and 55 respectively, while the space comprised between the bellows and the housing 62 is connected with the conduit 45* by means of a duct of comparatively large section.

The movable wall of bellows 6| is subject to oppositely directed axial loads of two springs and H, the latter spring being so designed as to have a number of active cells which depends upon its load. The lower end of this spring H is connected by means of a linkage '12 with the speed control lever 60 insuch manner that clockwise rotation of the latter compresses and stiffens the spring.

An example of arrangement of injection system for a v-12 compression-ignition engine or for two fi-cylinder synchronized engines is diagrammatically shown in Fig. 5. Like reference numeral in the various drawings indicate like parts. Fuel from a tank 14 is delivered by the primary pump 41 through a heat exchanger 15, a filter 11 and the supply lines 45 and 44 to the admission port |2and vane chamber 2| of each metering unit 9. The excess fuel from each unit 9 is led through pipes 31, 39 and 49 to the pressure regulating orifice 54 controlled by valve 5| of the governor 50, and thence by way of pipe 55 to the intake side of the pump'4l. In the preferred embodiments ofthe invention which are shown in the drawings, the port-controlling edge of plunger I3 is so designed that the fuel delivery increases as the pressure in chamber 2| increases and causes rotation of the vane |9 against the torque transmitted thereto by the calibrated spiral spring 24. This torque is initially adjusted by means of the screw so that each metering unit under specified conditions of cam speed and pressure in chamber 2| discharges a determined quantity of fuel in a given time, thus rendering these units interchangeable. With engine fuel conduits properly designed to keep the fuel pressure in the chamber 2| of the various units at substantially uniform v'alue, the engine cylinders will receive equal fuel supplies.

The engine fuel supply system operates as follows: assuming the needle valve 65 in the governor 50 to be so adjusted as completely to close the orifice 63, under steady engine operative conditions the pilot valve 5| regulates the effective area of the orifice 54 in such manner as to maintain in the vane chambers 2| of the injection units 9 the pressure corresponding to the necessary engine fuel supply. The fuel pressure at the lower end of the valve 5| is kept at atmospheric value by means of the orifice 64 and pipe 55 connected to the tank 14; and the centrifugal force of the fiyballs 52 is balanced by the spring 59.

If the engine load varies, for instance increases, the engine-driven flyballs 52 decelerate, the centrifugal force decreases, and the pilot valve 5| moves downward. As a result, the effective area of the orifice 54 decreases and determines an increase of fuel pressure in the chambers 2| of the metering units which causes rotation of the plungers l3 thereof in a direction to increase the engine fuel supply, thus tending to restore the initial engine speed. As the pressure within the housing 62 increases, the bellows 6| contracts, forcing fuel through the small orifice 64 and bringing about a temporary increase of pressure within the bellows whereby a temporary fuel pressure load is upwardly exerted on the lower end of the pilot valve 5| which tends to restrain the downward motion thereof. Although this restraining load is only a small fraction of the centrifugal force, it is su'fiicient to prevent overtravel of the valve and avert hunting.

With a'bellows 6| having an effective diameter considerably larger than that of the valve 5|, for instance three times as large as shown in the drawings, when the end wall of the bellows moves at certain velocity forcing fuel through the orifice 64 it determines apres'sure variation within the bellows which is 81 times as large as that produced by a displacement of the valve 5| of same velocity. It will therefor. be appreciated that the orifice 64, properly adjusted to cause upon displacement of the bellows a restraining pressure variation of proper magnitude to eliminate hunting, will not determine any material pressure variation upon initial motion of the pilot valve which may delay this motion. Such a delay would be harmful as under sudden changes of engine load it would. cause a serious underspeed or overspeed condition.

It is thus apparent that the governor 50 reacts to a change of engine speed by varying the by draulic pressurewhich controls the rotary vane servo. motor |9 included in the metering units 9. As the bellows 6| approaches its new posi* tion of equilibrium corresponding to the'chang ed surrounding fuel pressure, the restraining pressureload on the pilot valve gradually diminishes and the engine speed resumes theinitial value, at which speed the centrifugal force againbalances the load of spring 59. This load, and in turn the engine speed, may be varied-by changing the adjustment of the speed control lever 60.

As stated above, it has been found that the restraining pressure load which is to beapplied to the pilot valve 5| in order to eliminate hunting is a small fraction of the centrifugal force transmitted thereto by the-flyballs 52. It further appears desirablethat the ratio therbe tween be maintained substantially constant regardless of speed changes. To that end when the speed control lever 66 istur'ned clockwise'to decrease the engine spe'ed,'t-he linkage l2 causes compression and stiffening of the spring Thus, under a certain pressure variation within the housing 62, both the displacement andthe magnitude of the'restraining pressure variation 7 atthe lower-end or the pilot valve =51 be.

smaller.-

With the orifice 63 closed, the pressure variaunits, the ratio of proportionality therebetween being dependent upon the ratio of the effective areas of the orifices 63 and 64. The upward pressure load applied to the pilot valve is greater under full load than under no engine load, and the centrifugal force required to keep the valve 5| in balance, being equal to the spring load minus the upward fuel pressure load applied thereto, will decrease with an increase of engine load. The engine speed will accordingly be lower under full engine load than under no load; and the difierence between these speeds may be increased or decreased by augmenting or reducing the open area of orifice 63.

In the rotary vane device shown in section in Fig. 2 the vane member I9 is subject on one side to the comparatively high pressure existing in chamber 2 I, while the opposite side, defining the low pressure chamber 22, is at atmospheric pressure. A resultant radial load is thus exerted on the vane member, which may determine objectionable friction and wear. In order to eliminate these drawbacks the rotary vane may be designed as in Fig. 9, wherein the vane member I9 is provided with two diametrally opposed radial vanes, while the housing I5 is provided with two diametrally opposed radial walls I1, thus defining two symmetrical high pressure chambers 2| connected by way of passages 32' with the variable pressure fuel conduits 35, 43, and two symmetrical chambers 22' kept at atmospheric pressure by means of ducts 21 formed in the cover I6.

- In Figs. 1 and 4 the injector plunger I3 is shown in its uppermost position. A collar formed at the lower end of guide 38 bears against a shoulder provided in the bore of the housing 9 and prevents further upward motion of the plunger. With this arrangement the position of plunger I3 relative to the cylinder port or ports I2 may be very accurately determined. A threaded member TI having a lock-nut l8 isprovided in the tappet mechanism which actuatesthe injector plunger l3 from a cam I4, and the adjustment of the injection timing is similar to the well known adjustment of the engine valves, that is, consists in setting the screw 11 so that the distance between tappet or rocker 40 and guide 38 has a predetermined value when the follower I5 is in contact with the dwell portion of the cam. Such adjustment may be made with the aid of the usual go and no-go shim used for the valve tappets. When the guide 38 is actuated directly by the follower, the latter is provided with a. conventional threaded adjusting cap screw;

' In Fig. 8 there is shown a modified form offuel metering pump I28 which vis radially mounted in the housing I29 of a radial aircraft engine. The pump plunger I3 is reciprocated by means of a roller I30 from a cam |3I whichmay be the same cam from which the engine intake or exhaustyalves are actuated. Afuel supply line I32 and. an excess fuel return line..l33z'are" connected with the annular fuel reservoir 34.

The metered fuel is led through a check valve I34 and a pipe I35 to the injection nozzle, not:

shown, mounted preferably on the cylinder head.

In the fuel metering unit I28 the fluid pressure chamber 2| of the rotary vane servo-motor is .not connected with the fuel system. It is instead connected by means of conduits I36, I3!

and I38 to a port I33 controlled by a slidablevalve l40 of a regulating device I4I. The valve I40 as shown in the drawing is in neutral position and closes the port I39. Upward displacement of this valve connects the chamber 2| with a conduit I42 which is supplied by means of a pump I43 with lubricating oil under pressure from the engine sump or other suitable reservoir I44. Downward motion of the valve I40- connects the chamber 2| with a return pipe I45 which leads the oil back to the reservoir I44.

The valve I40 is attached to the lower wall of a, coaxial resilient bellows I46 which is surrounded by atmospheric or engine sum pressure. The pressure within the bellows is kept by means of a duct I41 at the same value as in the chamber 2|. The upper Wall of this bellows may be connected by way of a rod slidable through the wall of a housing I40 with a bellows I49. The housing I48 is sealed, is connected by way of a passage with the engine induction manifold I52, and therefore is filled with air having substantially the same pressure as in the engine induction manifold. At the lower end of valve I40 there is provided an anti-hunting device in-' cluding a bellows 6| contained in a housing 62,

and a small orifice 64 controlled by valve 66 between the interior of the bellows and the low pressure fluid system, the function and manner of operation of which device have already been set forth in detail in connection with the gov;

ernor 50. j

The bellows I49, like bellows I46, has highly flexible walls, and therefore is a highly sensi tive manifold air pressure responsive device. 7 It is apparent that the axial adjustment of the valve I40 is dependent upon the manifold air pressure and the pressure within the chamber 2| of the vane servomotor. During steady engine operation the valve I40 is in neutral position. If the manifold air pressure varies, for

instance increases, the bellows I49 contracts and lifts the valve, determining admission of pres-,-

sure oil to the chamber 2|, rotation of the control vane I9 against increasing torque of spring, 24, and increase of engine fuel supply. Rotation of the vane stops as theincreasing pressure within the bellows I46 so expands the latter as to bring the valve I40 back to neutral position. 1

Oil lubrication of the plunger "I3 is provided by means of a groove I51 connected with the:

chamber 2I. This arrangement has been found particularly advantageous, as the pressure of the lubricant in the groove is comparatively small when the engine is idling, and increases with the engine load. Oil leakage from the chamber 2| is returned to the engine sump through a duct I58. In a multicylinder radial engine the metering pumps I28 are preferably radially arranged, symmetrically with respect to theengine crankshaft, and are connected with the corresponding cylinders by means of short fuel pipes I35 of equal'length. The fuel supply and return lines I32 and I33 may have substan'e :tiallyannular form, with the metering pumps connectedlthereto parallel, eachpump I28 being also. connected with theoil line I31.

-.-On the suction side of pump I43 and in the return pipe I45 there are provided two threeway cocks I59, I actuated by a common link 61. In normal operation these cocks connect the regulator Ml with the lubricating oil sump or reservoir I44, as already stated. When these cocks are .turned anticlockwise, however, they connect the regulator, through alternate supply and return pipes I62 and 163, with a tank or reservoir I64 containing engine fuel or other liquid having sufiiciently low freezing temperature. This arrangement is particularly suitable for'engines operating in cold weather: a short time before stopping the engine, the cocks are turned counter clockwise so as to fill the regulator and the conduits up to the chambers 2| of the metering pumps with fuel. When the cold engine is started the fuel control system will operate promptly and correctly; and as soon as the lubricatin oil is sufiiciently warm the cooks may be turned clockwise again to connect'the regulator 14! with the lubricating oil reservoir.

Figs. 6 and '7 illustrate a further embodiment of injector unit 8| in which the plunger 82 may be angularly adjusted for regulation of the fuel delivery by a rack cut in the intermediate portion of a plunger 84 and meshing witha pinion 85 having a splined connection with plunger 82. Qne end of the plunger rack 84 extends into a chamber 86 closed by a cap 81 to which variable pressure fluid, such as lubricating oil, is led from the pipe 83. A calibrated spring 89 is mounted between the opposite end of the rack and an adjustable threaded cap 98. A small rod 91 secured to the rack extends through a passage formed in cap and can be manually operated to temporarily alter the axial adjustment of rack 84. The extreme position that the latter can reach toward the right may be adjusted by means of a screw 92 cooperating with a notch 93 formed in the rack.

The units 3| may be made interchangeable by using'sp'rings 89 having the same rate of defiection and initially adjusted by means of cap 90 so that for a determined value of the oil pressure in chamber 86 and at certain cam speed the injector discharges a preselected amount of fuel per unit time. It will be appreciated that an engine provided with a hydraulically controlled injection system is safer than one provided with a coventional injection pump. With injection-units such as 9, I28 or 8|, if the plunger l3 or 82 should stick in its barrel and remain stationary at the end of its discharge stroke with the load of the spring insufiicient to bring it back against the receding tappet or rocker 40, the unit stops delivering fuel to its cylinder, but does not interfere with the control of the remaining units; while with a conventional in-'- jection system in which the various plungers are controlled angularly by a common linkage, a damaged plunger may prevent the control of theremaining plungers and put the engine out of control.

The injection unit 8| of Fig. 6 operates substantially as the unit I28 of Fig. 8. A groove 93, connected with the pressure oil chamber 86, serves to lubricate the plunger 82. One or more screws 94 cooperating with slots 95 formed in guide 96 are provided for determining the end of.;the suction stroke of plunger 82 and bearing theload of the plunger spring duringthe dweu directed to less than all of the elements of the period-of; the .cam,l- -.as..stated in connection with Fig. 4. Fuel is supplied to the unit through pipe stand the excess fuel leaves the unit by way of the return pipe 99.

The fuel control systems. illustrated in Figs. 1 and 8. are intended for compression ignition engines andspark-"ignition engines, respectively.

While in the abolve embodiments of the inven tion thelsupply or metering units are used for the delivery of combustible fuel to an internal combustion engine, it will be clearlyunderstood that. according to the invention the units may be employed in connection with any suitable machine or. installation, and may be used to supply or discharge anysuitable liquid or fluid.

These embodiments-of the invention have been shown merely for purpose of illustration and not as a limitation of the scope of the invention. It is therefore'to. be expressly understood that the invention is not limited to the specific embodiments shown, but may be used in various other ways, in connectionwith other mechanisms and installations, that various modifications may .be made to suit different requirements, and that other changes, substitutions, additions and omissions may be made in the construction, arrangement andmanner of regulation and operation of the units within the limitsor scope of the invention asdefined the following claims.

In interpreting the claims, where they are complete systems disclosed, they areintended to cover possible uses of the recited elements in installations which may lack the non-recited elements.

What I claimis:

l. A pump having a plunger, tappet means for actuating the latter, resilient means for effecting the return stroke of said plunger, stop means in said pump for determining the end of said return stroke, and a threaded-member in said tappet means whereby the desired backlash between the latter and said plunger may be established.

2. A fuel pumphaving a cylinder, port means in the latter, a plunger reciprocable in said cylinder and controlling-said port means, resilient means for elfecting the return stroke of said plunger, stop means in; said pump for determining the position ofsaid plunger at the end of v said return stroke thereof in predetermined relation to said port means, and tappet means for actuating said plunger and including a threaded member so as to render it possible to establish and adjust the desired backlash between said tappet meansand said plunger when the latter rests against said stop means.

3. A pump including a plunger and 9, servomotor coaxial with saidplunger; vane means in said servomotor rotatable about the axis of said plunger and having a splined connection with said plunger, aspiral springconnected with said vane means tending'to rotate the latter in one direction, and a fluid pressure chamber for exerting variable operative pressure load on said vane means tending to. rotate the latter in the opposite direction;

4. A fluid metering unit includingv a barrel, at least one port in said barrel, a plunger having at least one inclined port-controlling edge, rotary fluid pressure responsive servo-motor means coaxial with said plunger, and a spline connectionfor turning said plunger from said servo-motor means.v

5. A pump having a plunger, arotar'y vane hydraulic servo-motor eoaxiaiwith said plunger and connected thereto by means of splines for controlling the angular adjustment of said plunger to regulate the pump delivery said servomotor being provided with multiple vanes defining symmetrical pressure chambers to eliminate side thrust.

6. A fluid supply device having a plunger, fluid pressure responsive means connected with said plunger for rotating the latter to regulate said supply, resilient means operating on said pressure responsive means in opposition to the fluid pressure, and means for adjusting said resilient means to calibrate said supply.

7. A fluid supply device having a plunger, fluid pressure responsive rotary vane means connected by means of splines with said plunger for rotating the latter, a spiral spring connected with said vane means and opposing said fluid pressure, and means for adjusting said spring.

8. Fluid supply units; each unit including a plunger and fluid pressure responsive rotary vane means coaxial with said plunger and mechanically connected therewith for rotating said plunger to regulate the unit supply; a fluid pump; conduit means connecting saidpump with the pressure responsive vane means of each unit; valve means to control the pressure of the fluid actuating said vane means, resilient means in each of said units connected with said vane means and opposing the fluid pressure applied thereto; and calibrating means in each of said units for varying the load of said resilient means.

9. An injection pump including a ported cylinder, a reciprocable plunger therein having an inclined port-controlling edge, a hydraulic servomotor including vane means rotatable about the axis of said plunger, conduit means for the admission of pressure fluid to said servomotor to cause rotation of said vane means, and a splined connection between said vane means and plunger to transmit rotating motion of said vane means to said plunger, whereby the pump delivery is controlled by said servomotor.

10. A pump having a ported cylinder, 3, plunger therein having aninclined port-controlling edge, tappet means reciprocating said plunger, resilient means effecting the return stroke of said plunger, stop means in said pump determining the end of said return stroke, a threaded member in said tappet means for adjusting the backlash between said tappet means and plunger, a hydraulic servomotor in said pump including vane means rotatable about the axis of said plunger, conduit means for the admission of pressure fluid to said servomotor to cause rotation of said vane means, and a splined connection between said vane means and plunger to cause said plunger to rotate with said vane means.

, 11. A pump having a plunger; oil pressure actuated power means variably adjusting the effective stroke of said plunger to increase or decrease the pump supply upon increase or decrease of oil pressure, respectively; valve means regulating the pressure of the oil actuating said power means to, control said supply; and conduit means leading oil under the regulated pressure to said plunger to increase the pressure of lubrication thereof with increase of the pump supply.

12. A fuel pump having a barrel; a port in said barrel; a plunger in said barrel controlling said port; a fuel pressure actuating rotary servomotor in said pump coaxial with said plunger; vane means in said servomotor rotatable about the axis ofsaid plungerin response to changes of 10 fuel pressure to vary the angular adjustmen't'of said plunger relative to said barrel; and a fuel inlet in said pump connected with said port and servomotor.

'13. A pump having a ported barrel, a reciprocable plunger therein having aninclined portcontrolling edge, a fluid pressure actuated rotary servomotor in said pump coaxial with said plunger and connected therewith for altering the angular adjustment thereof to control the pump delivery, an inlet port in said pump for supplying the latter with fluid to be pumped, a passage leading fluid from said inlet port to said servomotor, means to control the fluid pressure in said inlet port, and calibrating means in said pump to adjust said plunger angularly independently of said fluid pressure. I

14. An engine injection system including injection pumps, a plunger in each pump angularly adjustable to vary the pump delivery, a rotary servomotor in each pump coaxial with said plunger to control the angular adjustment thereof, common control means actuating said servomotor simultaneously and calibrating means in each of said pumps to alter the angular adjust-' ment of said plungers separately.

15. In a fuel pump, a substantially cylindrical housing assembly; relatively reciprocable sleeve and plunger elements in said housing assembly; cooperating port means and controlling means therefor in said elements whereby the pump delivery is regulated by altering the relative ad'- justment of said sleeve and plunger elements; a rotary servomotor in said pump housing assembly; said servomotor including relatively rotatable inner and outer members; and an operative connection for varying the relative adjustment of said sleeve and plunger elements upon relative rotation of said servomotor member to con-' trol the pump delivery; said pump housing assembly, said sleeve and plunger elements and said servomotor members being all coaxial.

16.'A fluid pump including a reciprocable plunger; variable pressure lubricating oilcontaining means; pump delivery control means; means responsive to the lubricating oil.pressure in said containing means to actuate said control means in a direction to increase or decrease the pump delivery upon increase or decrease respectively of said lubricating oil pressure; and conduit means leading lubricating oil under substantially the same pressure as in said containing means to said plunger to lubricate the latter under'pressure increasing with increase of the pump;

delivery.

1'7. In a fuel pump having oil lubricated parts,

control means for variably regulating the fuel? delivery of the pump; hydraulic means actuated by lubricating oil under variable pressure and: operating on said control means to increase ordecrease the fuel delivery of said pumpupon increase or decrease in the pressure of said lub'ri-i catin-g oil; and conduit means leading said variable pressure lubricating oil to said hydraulic means and to said oil lubricated parts, whereby" the pressure under which said parts are lubri-' the fuel delivcated increases or decreases with ery of the pump. I

' 18. A fuel pump for supplying fuel to an engine, including a housing; a sleeve element withstroke of said plunger element; a control member connected to one of said elements for varying the relative adjustment of said two elements to vary the fuel delivery of said pump; fuel pressure actuated hydraulic means actuating said control member whereby the position of said control member and in turn the pump delivery are dependent upon the-pressure of said fuel; calibrating means altering the position of one of said eles ments independently of said fuel pressure for varying the relative adjustment of said elements to obtain desired fuel delivery; and lock means for said calibrating means.

19. A fuel supply system for a multicylinder engine, said system including pumping units each of which delivers fuel to a corresponding engine cylinder; each of said units having a sleeve element, a plunger element slidable in said sleeve element, a port in one of said elements, a fuel passage connected with said port, and by-pass means in the other of said elements controlling said port and determining the effective plunger stroke; control means connected with one of said elements for varying the relative adjustment of said two elements to vary the fuel delivery; fluid pressure actuated hydraulic means actuating said control means whereby the position of said control means and in turn the engine fuel supply are dependent upon the fluid pressure actuating said hydraulic means; a calibrating member for each of said units; said member altering the position of one of the elements of the cor-responding unit so as to vary the relative adjustment of said elements thereof independentl of said fluid pressure to obtain uniform fuel delivery from each of said units; and lock means for each of said calibrating members.

20. In a fuel pump, a housing; an inlet therein for the admission of fuel to th pump; a sleeve element; a plunger element slidable in the sleeve element; a tappet in said housing to reciprocate the plunger element; a spring to effect the return stroke of the plunger element and tappet; port means in one of said elements and a portcontrolling surface in the other element to determine the effective stroke of said plunger element; fuel containing means in said housing; conduit means connecting said inlet with said port means and fuel containing means; movable wall means subject to the pressure in said fuel containing means and actuated in response to pressure changes therein; a connection between said wall means and one of said elements for varying the adjustment of the latter relative to the other element to variably regulate the fuel delivery of the pump in predetermined relation to changes of pressure in said "fuel containing means; calibrating means operatively connected with one of said elements for'varying the ad!- justment thereof to obtain the desired fuel de, livery of the pump under selected pump operating conditions; and lock means for said calibrating means.

21. For a combustion engine having an air passage, a pump to supply combustible fuel to the engine, said pump including a housin a sleeve element within the housing; a plunger element reciprocable in the sleeve element; a port in one of said elements; a fuel conduit connected with said port; a control surface in the other element, controlling saidport and determining the effective stroke of the plunger element; a control member connected to one end of said elements and adapted to change the relative adjustment of said two elements so as to vary the fuel deliv.

12 ery of. the p mp; f l pressure. a tuat m ans operating on said control member; air pressure responsive means operating to regulate the pressure of the fuel applied to said fuel pressure actuated means; conduit means through which the air pressure responsive means may be connected with said air passage; calibrating means for altering the relative adjustment of said elements to vary the pump delivery independently of said fuel pressure actuated means and air pressure responsive means; and lock means for said calibratin means.

22. In a combustion engine fuel injection system having a housing, an inlet therein for the admission of fuel, fuel containing means in said housing, movable wall means subject to the pressure in said fuel containing means and actuated in response to pressure changes therein, valve means controlling the fuel pressure in said fuel containing means, air pressure responsive means actuating said valve means, and conduit means through which the air pressure responsive means may be connected with an engine combustion air passage, a fuel delivering unit including: a Sleeve element in said housing; a plunger element slidable in the sleeve element; a tappet toreciprocate the plunger element; a spring to effect the return stroke of the plunger element; port means in one of said elements and a portcontrolling surface in the other element to determine the effective stroke of said plunger element; means for connecting one of said elements to said movable wall means for changing the relative adjustment of the two elements to variably regulate the fuel delivery of said unit; calibrating means operatively connected with one of said elements for varying the adjustment thereof and the fuel delivery of the unit independently of said movable wall means and air pressure responsive means; and lock means for said calibrating m ans.

23. In a fluid supply pump having variable pressure fluid containing means and movable wall means subject to the pressure of the fluid in said fluid containing means, a sleeve element, a plunger element slidable in the sleeve element, a port in one of said elements, a fluid passage connected with said port, by-pass means in the other element controlling said port, means to connect one of said elements with the movable wall means for altering the relative adjustment of said two elements to vary the fluid delivery upon changes of pressure in said fluid containing means, and calibrating means for altering the relative position of said elements to adjust the fluid delivery independently of said movable wall means.

FERDINANDO CARLO REGGI'O.

REFERENCES CITED The following references are of record in the file of this patent:

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