US2574779A - Pump for diesel engines - Google Patents

Description

Nov. 13, 1951 w. FELS 2,574,779

PUMP FOR DIESEL ENGINES Filed Dec. 15, 1945 4 Sheets-Sheet l ana am lvjeu,

W. FELS 1 PUMP FOR DIESEL ENGINES Nov. 13, 1951 4 Sheets-Sheet 2 Filed Dec. 13, 1945 Nov. 13, 1951 w. FELS 2,574,779

PUMP FOR DIESEL ENGINES Filed Dec. 15, 1945 4 Sheets-Sheet 4 Patented Nov. 13, 1951 UNITED isTATEs' PATENT OFFICE PUMP FOR DIESEL ENGINES William Fels, Foley, Ala, assignor to F-S-K Manufacturing Company Incorporated, Mobile, Ala., a corporation of Alabama 1 Application December 13, 1945, Serial No. 634,660 '7 The present invention relates to internal combustion engines and more particularly to improvements in the construction and operation of diesel-type engines. a

It is a well known fact, that in diesel internal combustion engines the first atomized fuel entering the engine encounters a rich supply of oxygen, but during the latter part of the charge, an increasingly poorer oxygen supply is de-. veloped, with the result that the fuel is converted into fine coke particles or smoke and its maximum efficiency is not obtained. To overcome this unfavorable condition and at the same time simplify the construction and operation of a reliable fuel injection assembly, it is an object of the present invention to provide means that may be associated with a single or multi-cylinde'r diesel engine that will: (1) greatly eliminate unburned fuel and obtain maximum or higher effi-.

ciency' on increasing loads, (2) completely synchronize the flow of fuel to all of 'the'cylinder's in accordance with the load and, (3) simplify.

construction and reduce operating parts and cost to a minimum. l l l Another object of the invention consists in associating with a single ormulti-cylinder diesel engine, a fuel pump construction provided with 2 Claims. (01. 103-38) means for insuring a uniform distribution and complete combustion so as to obtainmaximum' power and minimum dissipation of the fuel. An essential feature includes associating with the pump, a movable wedgeshaped member operable bythe governor of the engine for controlling the flow of the fuel under pressure into and through an opposite direction develops a pressure for dis-- charging the fuel from the pump anddelivers' the same in select quantities or amount into each of the cylinders. The plunger is. operatively connected to a transverse wedge member operable by the governor through ajcontrol-pin; one, end of which is arranged to extend into an open-. ing formed in the pump. A pivoted lever-having upper and lower arms is associated with thepump and has its upper arm extending into the opening in the pump to engage the control pin and is yieldably maintained in its normal verti-' cal position. The lower arm of the lever engages a shaft provided with spaced cams, corresponding in number to the'number of cylinders of the engine. The parts are constructed and arranged so that the wedge member controls the reciproeating movement of the plunger and the movement of the control pin is regulated by the pivoted lever through its connection with the cam shaft, with the result that when the piston of each cylinder is in its firing position, the proper amount of fuel is conducted to the cylinder in accordance with the "engine load, and the re-" maining injection valves are closed by releasable means operatively associatedtherewith. I

A further objectconsists inassociating with a multiple-cylinder engine and the fuel pump,

a plunger valve injector for controlling theflowof atomized fuel to each cylinder of the engine, and providing means in the form of a movable. member for moving the injector valve against its seat' so a to cut off supply of fuel to the cylinder when the piston-thereof is in its non firing positionand to-permit movement of the valve injector by the pressure of the fuel when the piston associated with the cylinder is moved to its firing position.

Other objects and advantages of the inventio will become apparent from the following description when taken in conjunction with the accompanying claims and drawings.

Referring to the drawings in which are shown preferredembodiments of the invention:

Figure 1 is a side elevation with parts in section of a three-cylinder two-cycle diesel engine showing the novel features of the invention associated therewith...

Figure 2 is an enlarged detailed sectional view of the cylinder head of one of the cylinders showing the plunger valve injector and stop means associated therewith.

Figure 3 is a sectional view taken substantially along the line 3-3 of Figure 2.

' Figure 4 'is a detailed sectional view of the bracket member on the cylinder head for guiding the control lever, taken substantially on the line 4-4 of Figure 1.

' Figure 5 is a sectional view taken substantially along the line 5-5"of Figure 1.

Figure 6 is a sectional view taken substantially along the lineG-G of Figure 1.

Figure 7 is a sectional view taken substantially along the line'l1--ofFigure 1.

ing the same operatively associated with the fuel pump.

Figures 12, 13 and 14 are detail sectionalyiews showing the different positions of tlie"wedge member and its associated 'pafts when the-recipe.

rocating plunger is moved front -it"s -zerobr 'closed ls position to its intermediate position, and toits full load position respectively.

Figure 15 is a detailed sectional'view of the injector valve plunger moved to its raised-posithe pump 24 is also provided with a vertical through openin 51 (Figure 8) into which extend the upper arm 58 of a lever 59 that is pivoted as at B0 to the outer side of the cylinder 1 6. The lower arm 6| of the lever 59 engages the outer surface of a cam shaft 62 that is provided with circumferentially spaced cam surfaces 63, which equal in numbertheinumber. of cylinders associatediwith the engine: In the :.present instance, three cams 63 are provided so as to correspond with the cylinders I5, [6 and H. The cam haft. may be operated by any suitable means connected to the crank shaft of the engine and'ras shown isiprovided with a gear 64 (Figure tion to allow fuel to be introduced into the cylinde'rand;

Figure' lfi ia a-"sectional view takensubstan-: tially along the-linel6==|6 'of Figure 15.

III'FigUIB 1, the novel features are shown aSsb-- tw'o-cycl'e'diesel engine. 'I'h head'lB-of eachcylinder has air openingrl 9"in which is mounted the"combustion-chamber 2D (Figure'Z); Anin je'ctor casing" 2 I" is: preferably provided with a tapered bottom -portionfl whibh engagesa com- 30 plement'aryl tapered surface '23 in= the top i'ofistlie combustion chamber 211: A fuel' pump 24-' ha's.'-at one-end an enlarged annular recess 25*(Fi'gure' 8)- that'- receives"'a*reduced cylinder portion 26 of: a

dtachably clamped to 'the -pumpiby the threaded set screw-28L" Fuelifromasuitable source of 'sup-' ply or' ta'nk is conducted under pressure through theipi-pe zs into a -rece'iving chamber-30' in the member 21-; and th'e 'Supply of 'Tuel is normally streomrnonieates withr. an outlet chamber 36' throughra ort sli A spiing pres's ball' check valve 3e normally to elose the 'port" 31; and wn'en tne 'bal-i -valve as is'raised;the ruel under pressure is conducted through -tliepipeor fiexible' connection: 39 int'o afloranch coupling (Figure ders I5, l6 and l1'res'pectivelyi The fuel pump' 24" is' provided in the'end opposite the annularrmemb'era25' with' an elongated' 551 recess fl and "an intermediate solid portion '45 having an a5 ial b0re 46 whiolireceives a sliding! controlpinor member ll-thatha's its upper-inter-'- mediate surface cut out or removed' as at 48 to receive a-transverselyi'disposed member or'ilev'er 49' tlfat"exten'ds thi dughi'a 'transve'rseiop'ening"50- in the solid portion 45 of' -the' pump;:' The'left hand side wall of the cut outportion48 is formed" with a' straight edge -5 l"(Figu'1 'e"9) that engages the adjacent straight 'si'de' ofthe im'ember"49 while' the opp'osite' 'side =wall is preferably nosed of conveXedas at :52 The transv'ersemember 49 is1fornied withr a tapered or inclinedside '53 that engages the curved surface-i 52"i'when the leiiefi49+ is movd transversely: relative -to* the pump. A governor'54"associatedwith the engine is-T'operatively connected to theilever 49 through the links 55 and 5B so as td-impart longitudinal movement' to the -member ifi 'as determined-by the load on the engines" The isoli'daportion 45 7 1)=whichmeshesawith a complementary gear keyed to a longitudinally disposed cam shaft 66, havingatone end a gear l2 connected to gear l3that may be driven by the crankshaft of the enginei. Within the recess 44 of the pump 24, is a cup shaped member 61 that engages one end 0f-= a lpin- -6 8--that 1 extends -tr-ansverselyinto the opening 5l-andcengages-atits opposite end-Ea socket fiaiinsthe upper arm5&-of the lever .59 so;

as normally to urge the arm:58 against the adjacent-wall oflthe-opening 5'I-. A COlliSPI'lHE'TUiS confinedwith-in the recess ill between the cup 61'- and an adjustable plug'll which is-threaded to the outerend of the pump to=control the tension of the spring-10.= Intotheenlargedaxially disposed chamber- 34 (Figures). .extendsi one end-of at-reciprocating plunger l3 that engages the bottom of-cl'osed end'l l of a hollow-plunger or slidable guide -'member.-'l8:- A coil' spring -1 5 contactsaa one'end'with:the:bottom-l'4 and has its-other end'wextendlngmtoa recess of plug '16 that is:

threaded-as of 1 1 to the-inner wall? of the chamber 34'? Thebo'ttom. 14-may alsobe provided with: openingsrild whichiallow the'fluid to pass freely:- The plungerw 18 with its perforatedbottomfll' iseloosely mounted in-the intotheirplunger 18-:

chamberr13 l-and:functions-zmerelyito .constitutea guidefor. the spring 15;:

' 'Iheneciprocating/plunger: l 3 abuts iand is. in: longitudinal alignment with the adjacentendofs' the control rod-I and is tsconstantly' maintained we'dgememberl- 49 that is. movedtransversely relative'ato-the-pump :24=-byfi-the-l0ad on the enginethrouglf; the governor 54- or .the like; Whenthe lo'adremains. constantthe slidable wedge member 49'-1'willremain in'a .fixedposition; but if the load:

varies, it will: cau'sea correspondingly transverse movement oh the :membe1v49 relative to'the pump,- to increase or decrease the supply of fuel to theengine; It willabe seen that as the shaft 62 (Figure :8) "rotates in. a clock-wisedirection, the arm 61 will gradually: be :moved to the .right 'as' it passes vover ai'cam .163 and suddenly drops onto thesouten; surfaceofcthe: shaft 62.

arm 58 is moved' away fro'mthe wall" of the open-,1

ing .51 and whemthe-arm-firi -released fromthe' cam su'rfacat-the:tensionatofi:the spring 10 will rapidlymove theiarm: 58 tdits normal orvertical positionu. Simultaneously; with the movement of tlierleverr59,whent'operated by one ofthe cams 63 the controli pin: 41 andsplungerx1l3 are moved" axiallyito the left (Figure"8)' by the tension of theespningzfi. Theachamberra l' is arranged'to beeompletelyifilled with-'oilor other suitable fuelv and itwilhsbexinoted athat whenithe parts are in:

When the arm 6| engage'sionez-of-the camsz'63 the upper '5 the position as shown in Figure 8, an end portion of the plunger 13 extends into the chamber 34. As the spring 15, when the arm 6| of the lever 59 is out of contact with one of the cams 63, causes the plunger 13 to be moved outwardly relative to the chamber 34, this axial movement of the plunger creates a suction in the chamber 34 suificient to raise the valve 3| so as to fill the chamber 34 with fuel, while the quick return movement of the arm 59 by release of the spring 10, causes the plunger 13 to rapidly force the fuel in the chamber 34 past the outlet valve 38 into each of the cylinders of the engine. The location of the wedge member 49 determines the tance the end I4 01 the control'pin extends into 3 the vertical opening 51. Thus','it will be seen that the position of the slidable wedge member 49' on the control pin 41 will select and control the quantity of fuel delivered to each cylinder as determined by the load, and that the opposed tension of the springs 10 and 15 under control of the lever 59 and cam shaft 62, will act to move the plunger 13 and 18 to draw the fuel slowly into the pump and rapidly therefrom into each of the cylinders. The spaced cams 63 on the shaft 62 are always in'the same position relative to the operating direction of the engine, but are automatically released upon a reverse direction of the engine.

The fuel after passing through the pump 24 i conducted by the branch coupling 40 to each of the fuel injectors 2| through the pipes 4|, 42 and 43. An externally threaded tubular member 19 (Figure 2) extends into an opening in one side of the injector casing 2| and is connected at its outer end by clamping nut 80 to the adjacent fuel supply pipe. The bottom of each of the injector casings 2| has an atomized chamber 8| (Figure 15) that communicates through the reduced passage 82 with the tubular member 19, and a reduced passage 83 that communicates through the port 84 (Figure 2) with the combustion chamber 20. The upper end of the passage 83 is formed with a conical valve seat 85 arranged to receive a complementary formed valve 86 on a reciprocating injector plunger 81 that extends through a vertical opening 81' in the injector body or casing 2| Each of the injectors 2| is maintained firmly in position relative to'its associated combustion chamber by a clamping member 88 (Figure 2). Extending through the clamping member 88 is a tubular member 89 having a reduced threaded portion that extends into a chamber 90 formed in the top of the injector 2|. Slidably mounted in the tubular member 89 is a rod 9| having at its lower end a head 92 that engages the upper end of the injector valve 81. A threaded plug 93 is connected as at 94 to the wall of a recess formed in the upper end of the tubular member 89 and has a longitudinal bore 95 through which extends the upper end 96 of the rod 9|. A coiled spring 90' confined between the head 92 and the inner end of the plug 93 serves to move the injector valve 86 against its seat 85 but is contracted by the pressure of the fuel into the chamber 8| so as to allow the valve 86 to be moved away from its seat during the firing operation. Positioned above the three rods 9| of the cylinders I5, I6 and I1 are transversely disposed levers 91, 98 and 99. Each of these levers is pivotally connected at one end as at I to a bracket IOI that is secured at its lower end by a bolt I02 to the adjacent cylinder of the engine (Figure 1). Each of the levers 91, 98 and 99 at the end opposite to the pivotal connection I00 is connected to a push rod I03 through an externally threaded plug I04 (Figure that extends through a threaded opening I05 in the adjacent lever such as 91, for adjustment purposes, and is locked in adjustment by the nut I06 that bears against the top of the lever. The lower portion of the plug I04 has an elongated flaring recess I01 into which extends the upper end of the push rod I 03. The lower end of the push rod fits into a similar recess I 08 in a member I09 that is slidably mounted in a bushing III] posisurface II2 on the shaft 66. It will be seen from Figure 1 that the cams I I2 on the shaft 66 are positioned circumferentially 120 apart so as to control the movement of the injector valve during the movement of the pistons in the respective cylinders to their firing and non-firing positions. An overballast spring I I3 is adjustably connected at its upper end through the eye bolt I I4 to each of the control levers 91, 98 and 99 and is secured at its lower end to the adjacent cylinder by the eyelet bolt II5. In order to limit the downward movement of each of the control levers about its pivot, the free end portion of each of these levers may extend through a recess I I6 formed in a rod II1 that is fastened by a bolt II8 to the cylinder heads.

Each of the injector casings 2| has a return pipe I I9 that communicate through the port I20 with the chamber for returning any unused fuel from the injector to the fuel tank that may escape upwardly past the plunger valve 81. Each 'of the levers BI, 98 and 99 may be provided with lateral projections or lugs I23 (Figure 3) positioned above the upper end 99 of the rod 9| so that the injector Valve 81 will be held firmly in its closed position during the non-firing operation. In other words, should the end 96 of the rod 9| while in operation be moved out of central alignment with the lever 91, the projections I23 insure the injector valve 81 being held to its closed position when the lever 91 is depressed and the cylinder associated therewith is in its non-firing condition.

When the fuel pump 24 is associated with a single cylinder diesel engine, the lever 91, push rod I03 and their associated parts are dispensed with. As shown in Figure 11, the pump 24 is disclosed connected to a single cylinder I24 through a fuel supply pipe I25 that is connected to the valve fitting 2? of the pump in substantially the same manner as the pipe 39 previously described. The supply pipe I25 communicates with the injector casing 2| that is arranged to conduct the atomized fuel into the combustion chamber of the cylinder I24 so that the fuel may be delivered in variable quantities to the cylinder as automatically determined by the load on the engine, through the instrumentality of the position of the slidable wedge member 49 relative to the control pin 41. Thus, it will be seen that the pump 24 may be operatively associated with either a single or multi-cylinder diesel engine for controlling the quantity of fuel in accordance with the load imposed on the engine.

In operating the multi-cylinder engine as shown in Figure 1, it may be assumed that the wedge member 49 and its associated parts are in their closed or zero position and after a supply of fuel has been introduced into the combustion chamber 20, with the fuel pump 24 and ii -Fi e 4:. sozthat :the check ivalves cutoff ..the flow ;.:of fuel into. and out of- ;thepump. v.As the engine started theuspeed ofithe, governor causesthe ,edgemember 19v tobevmoved transversely relaengineload. Simultaneously; the shaft .62 is ro- -;}tated and as the arm-6| rides up on the adjacent am 63, the arm 58 of; the lever '59 moves, away rpm the wall of the opening 51. The spring 15 --the cylinders in accordancewith the load imposed ontthe engine. "The cams fiton'the'shaft 62 controlr the .operationyof the pump; 24..=while the 4 spaced cams 112 on theshaft. 66 insurethe proper tive ,to the pumpa distance determinedby the -,5 injection valve to be openedgduring the firingopv=,eration-andxtheother two valvesto befirmly closedgduring the non firing operation. The

chamber-waiter each operation of. the pump-is ;.filled with oil and the displacement of the plunger imoves the plunger 13 and control pin 41 to the 10 13; determines the amount 1. of fuel injected. into left adistance determined by the point of eng agement of the shoulder 52 .with the inclined mid e 53 of the-memberttii. Thisoutward move- ;gment of theplunger; 13 relative to the chamber =the. combustion chamber-20. The spring 10 which is much larger than the spring 15, is constructed and, arranged so as to' give a very rapid thrust lto therplungerzvle so as to raise the valve 534; by. the expansion of the spring :5; creates a 38 and force'the'oil in the chamber-:M'intofthe suction in the chamber 34 which raises the valve 131. and allows oilto be introduced into the chamjber 34 so as to fill the same. The openings {in the guide member I3 allow'the oil tobe unicombustion chamb er, w ith the resultthat each ydroplet of oilenters the combustion chambemzfl -very rapidly-and everypartofthe surface of: the droplet- ;of oil; is simultaneously; attacked-bysthe lgformly distributed throughout the chamber=3i oxygen of the-air in order'toobtain-complete .At the same time, assuming that the piston-in jthe cylinder I5 is moved to its firing position; the shaft 66 will move the cam- I I2 to the; position gas shown. in Figure 1, thus raising thelever,- 91

- combustion and minimumdissipation of 'thefuel. In,other. words, the oxygen of the air attacksfthe entire droplet of oil at practically the same instant so-as to-convert the largest possible amount so that the pressureof the fuel into the chamber ,.of the .dropletof oil into power, insteadof: being 85 (Figure 15) may raise the plunger so as to ,move the valve.86 away from itsseat 85 in or- ;der that. the proper amount of atomized. fuel .I naybe delivered into the combustion chamber -wasted as smoke or carbon. *-The purpose :of' the ..(J I 1:shaft-62 and the lever 59 is to-force the spring: 10 .toits compressed position so that upon the suddenv release andexpansion of! the spring,

20. During this operation, the cams H2 vasso-,;;. when the arm 6| of the lever 59 passes a-camon f ciated ,with the cylinders l6 and I l are out of contact with theirassociated push rods I03 (Fig- .ures 6 and 7) so that the springs I [3 of these cyl- .inders act to move the lever.98 and 99 respecthe shaft; 62, the plungenfl 3 will, be rapidly. thrust .;into the chamber 34 .in orderwto displace the oil therein and, force the same through-.- the .supply vpipe ,39 into the: combustion chamber 120. 111

,fiv Y t 1 6 1 Oieach rod 9| other words, the camshaft Brand-itsassociated to, force its associated valve 86 against its seat 85. Conversely, when the lower arm SI of the lever 59. rides past the adjacentcam 63, the pressure of. the spring 1!] will move-the upper arm 58 of parts havenothing to douwith increasing or-sclecreasing thepressure of the liquid in the cham- -ber 34, sincethis iswcontrolled-by-the rapidity and.- extent .of movement of. the -plunger:-.'l3 into the ,lever- 59 against the wall of the opening 69 340 the chamberi-l i under the influence of the spring and the quick returnmovement of the plunger 13 into-the chamber 34 that is now filled with oil,.wil1 force the fuel in the chamber 34-.up- .wardly past the outlet check. valve 38 so that the .lfi-and themovement; of the plunger 'lii outward- ,lyfrom the, chamber-.34 by theeaction-of the springr'li. The. distance-1 the end portion of-.the plunger 13 projects. into the chamber-:34, is con- -f e m y ni 0 vh h 5 trolled by -the. position of thewedgemembersfl! pipe 42 and .43 to theirassociated cylinders and in such selected quantities as determined by the speedof the governor .54. Figures 12, 13 ,and 14 illustrate the. different positions assumed .and the oil displaced in the chamber 34 is in proportion to the sizeand crosssectionaharea of the plunger 'I3= thateXtends-intothe chamber .34.

'Thespring 1 3- *DIOVldtBSTthE: injecting force-.120

.by the wedge member. and. its associated parts 1150 ,insure the entireamountof fuel beingintroduced when the plunger 13- is movedfrom-its closed or zero position Figure8) to its extreme or-full load position. In Figure l2 the wedge member 49 is shown with its. widest portion engaging the into the combustion chamber so that the fuel will burn instantly and -completely, thus providing .maximum power andpractically no smoke and very little carbon formation. It will be seen that shoulder 52 so that. both check valves are. closed. ,55 the spring injected feature provides very'rapid In Figure 13the wedge member .49 is moved ,transverselyrelative to the pump by the gov- -ernorj lso that an intermediate portionof the tapered side 53 engages the'shoulder 52 andthe injection and rapidburning'of the fuel, as-contrasted to cam actuated injection 1 which"I pushes in the -fuel .slowly, andv causes incomplete comfbustion and leakage. .-Moreover, when thespring endv of the control rod 41 projects slightlyinto g0 :10 is set at a-certainipressure it willalways r-ethe opening .5? so that the parts are in their half loaded positions. In Figure 14 the wedge member-l9 is movedtransversely to its extreme position and the outer end portion of the tapered .main practically the same or uniform, regardless :of the speed of-the engine.

lhepump .21, and its associated-parts may be associated with either 1 a multi-cylinder engine side 53 isin contactwith the shoulder 52. The .05 ,such as shown in Figure l or with a single engine parts. are now in their full-load position with the .end ofthe control pin 41 extending anapprec iable distance within theopening .51. Thus, it .will beseen that simple, efficient-and positive as shown-in Figure 11 while the levers 91, 98"and .99.are only-associated with a multi-cylinderen- .gine .for the purpose of insuring a prcperand complete openingof the injector valves during ,meansareprovidedfor delivering variable quan- '70 the firing operation. and the closing of the valves Ititie s of fuelto one or more cylinders of a diesel ,eng-ineas determined by the setting of the wedge member 49 which is underthe operative control '.of the engine orgovernor 54 in orderthat the during their non-firing operation.

-'I herod oinpin 9| constitutes aportion ,ofthe stem of theiinjector valve 8'! thatis-engaged by the lever'filandzis forced by the pressure of the chargewill beuniformly distributed to eaoh of 176 s pring flfl3- ,to move and ;maintain the valve against its seat at certain predetermined intervals during the operation of the engine. This push rod is forced upwardly by the action of its associated cam I 12 at other predetermined intervals so as to insure proper and selected firing of each cylinder. The transverse movement of the wedge member 49 relative to the pump 24 insures the fuel being delivered to the engine, in a very small or microscopic quantity and is automatically changed in accordance with a change of the engine load.

Thus it will be seen that simple and eflicient means are provided for rapidly injecting a select quantity of fuel into each cylinder, and that the fuel has time to gasify completely before it burns so that maximum consumption of the products of combustion are obtained with minimum loss of power or waste of the fuel in smoke.

It will be understood that the forms of the invention described are merely illustrative or preferred embodiments and that such changes may be made as fall within the purview of one skilled in the art without departing from the invention and the scope of the claims.

I claim:

1. A pump of the class described including a casing having a fuel chamber, an inlet check valve controlling the flow of fuel into the chamber, an outlet check valve for controlling the flow of fuel from the chamber, a reciprocating plunger extending into said chamber between the inlet and outlet check valve for creating suction and pressure to open selectively said check valves, expansible spring means on one side of the pump for moving the plunger into the chamber, a movable control pin in axial engagement withsaid plunger, a transversely disposed movable member having a tapered side slidably connected to said control pin for regulating the axial movement thereof, a pivoted lever having an upper and lower arm, the upper arm of said lever extending into the pump between the spring means and the control pin, means for moving said lever so as to compress said spring and for suddenly releasing the spring pressure so as to rapidly thrust the plunger into the chamber to force the fuel therein past the outlet check valve, and yieldable means within said chamber and disposed pposite to said spring means for moving the plunger outwardly therefrom, said plunger in its outward movement creating a suction in the chamber for drawing fuel past the inlet check valve and into the chamber to fill the same.

2. A pump of the class described including a fitting connected to one end of the pump, said fitting having a fuel chamber, an inlet check valve controlling the flow of fuel into the chamber, an outlet check valve for controlling the flow of fuel from the chamber, a reciprocating plunger mounted in the fitting and extending into said chamber for creating suction and pressure to open selectively said check valves, said pump on its opposite end having a tubular housing, an expansible spring mounted in said housing, a control pin axially slidable in said pump and engaging at one end said plunger, said pump having a transverse opening, said pin having a transverse recess registering with said transverse opening, a movable member slidably mounted in said recess and extending through said transverse opening, said movable member having a tapered side arranged to engage the adjacent wal1 of said recess for controlling the axial movement of said control pin, a pivoted lever having an upper and lower arm, the upperarm of said lever extending intothe pump between said housingand said control pin and engaging the latter, means connecting said upper arm to said expansible spring, means for moving said lever so as to compress said spring and for suddenly releasing the spring so as to rapidly thrust the plunger into the chamber to force the fuel therein past the outlet check valve, and yieldable means Within said chamber and engaging said plunger for moving the latter outwardly, said plunger in its outward movement creating a suction in the chamber for drawing fuel past the inlet check valve and into the chamber to fill the same.

WILLIAM FELS.

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

UNITED STATES PATENTS Great Britain Oct. 27, 1930

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