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Description  |
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The present invention relates in general to a fuel supply system, and
particularly to a fuel injection pump in use for a fuel system for an
internal combustion engine. More specifically, this invention is concerned
with the improvement in or relating to a rotary type fuel injection pump
of a small flow rate, which particularly features its control mechanisms
incorporated for fuel injection operation, and in which there are arranged
a plurality of equally spaced and radially disposed plunger pumps, of the
number corresponding to that of engine cylinders, as well as a plurality
of fuel passageways communicating distributor valves with the central bore
of a barrel through the above mentioned plunger pumps, and there is
provided fuel supply of desired quantity and timing corresponding to an
air intake pressure or negative pressure of the engine by the
reciprocating motion of each plunger created by the rotating motion of a
face cam, and by the rotating and reciprocating motions of a metering
sleeve within the central bore of the barrel of the pump.
The basic arrangement of such type rotary fuel injection pumps has
heretofore been well known, and there have been proposed many design
variations of such type pump till today. However, with respect to a
plunger pump and a fuel injection pump of small flow rate, such as in the
order of 10 mm.sup.3 or less of delivery per stroke of a plunger thereof,
there have been realized as yet none of satisfactory control mechanisms
therefor, wherein the operational relationship of the metering cam of a
metering sleeve and the metering port of a barrel, which is of a most
importance in such design, may be varied in accordance with the state of a
suction or air intake (negative) pressure of the engine cylinders, and
further, compensated in accordance with the engine revolution as well. In
addition, as controls have been increasingly intensified against the
environmental pollutions by automotive engines, etc. and the regulations
for such controls have become steadily severer, it is further essential
for the manufacturers of such automotive engines to impose the betterment
or quality and/or performance standards thereof. Under such circumstances,
the improvement of a fuel injection pump in use for such automotive
engines has likewise been required strongly for a precisely controlled
fuel injection operation which was liable to be influenced by the engine
or pump revolution in the range of small flow rate with the conventional
arrangement.
In general, if a fuel injection pump is directly driven by the driving
train of the pump, it is natural that if a certain fuel injection volume
of a pump is predetermined at a certain rotational number thereof at an
air intake pressure point of the engine, the fuel injection volume per
stroke of each plunger increases as the revolution thereof increases.
Particularly, in the case of a small capacity fuel injection pump of the
conventional arrangement, having such a flow rate range of 10 mm.sup.3 /st
or less, it is observed that since the fuel injection pump is likely to
begin fuel injection operation as its revolution speed increases, even
when the metering cam does not close completely the metering orifice of
the pump, there occurs consequently an increase of fuel injection volume
per stroke of each plunger in the fuel pump. That is to say, the fuel
injection volume is entirely under the influence of the rotational number
of a fuel injection pump. In this consideration, for precisely controlling
the pump delivery in response to air intake pressure of the engine within
the abovementioned range of small flow rate of the pump, such a mechanism
is essentially required which is adaptable to compensate the fuel
injection volume per stroke of each plunger at a predetermined constant
point irrespective of any pump revolution. This invention is essentially
directed to meet such requirements for an improved rotary type fuel
injection pump which is specifically designed with an entirely new control
mechanism as referred to above.
It is therefore a primary object of this invention to provide an improved
rotary type fuel injection pump, whereby a precisely controlled fuel
injection operation is attained by using a control mechanism incorporating
a mechanical governor therein which is responsive to the engine or pump
revolution speed.
It is another object of this invention to provide an improved rotary type
fuel injection pump incorporating a control mechanism wherein the metering
sleeve of the fuel pump is forcibly moved under the biasing force of a
mechanical governor so as to vary the position where the metering orifice
thereof passes through the metering cam surface and eventually maintain
the fuel injection quantity of the pump per stroke of each plunger at a
predetermined point.
It is still another object of this invention to provide an improved rotary
type fuel injection pump incorporating a mechanical governor wherein the
governor is supported through suitable coupling means so as to effectively
cut the transmission of mechanical vibrations to the metering sleeve of
the pump which are inherent to such governor design.
It is a further object of this invention to provide an improved rotary type
fuel injection pump wherein there is provided lubrication between the
metering sleeve and the barrel of the fuel pump so as to effectively
prevent a heat seizure or burning therebetween.
According to this invention, briefly summarized by way of a preferred
embodiment thereof, there is provided an improved rotary fuel injection
pump which comprises barrel means defining a central bore and first
passageways communicating the central bore; barrel or housing means formed
separately with the barrel means, including a plurality of plunger pumps
disposed in generally radial relationship with respect to the central bore
of the barrel, and defining second passageways therewithin communicating
with the first passageways through the plurality of plunger pumps; face
cam means adapted to cause the plunger elements of the plurality of
plunger pumps to be moved in reciprocating motion by the rotating motion
of the face cam means, metering sleeve means disposed centrally in the
central bore of the barrel; control shaft means extending centrally
through the metering sleeve, one end of the shaft means engaging with the
face cam shaft means and the other end thereof engaging with a booster,
respectively; the booster being arranged to respond to the changes of air
intake pressure of the engine, the control shaft means being adapted to
receive rotating motion from the face cam shaft means while receiving
axial sliding motion from the booster; governor means disposed on the
control shaft means and adapted to supply the metering sleeve with urging
force according to the rotating number of the control shaft means;
resilient means disposed between a retainer on the control shaft means and
the metering sleeve and adapted to urge the metering sleeve; and resilient
means disposed between a large diametral portion for supporting the
resilient means thereby projecting from the control shaft surface and the
face cam shaft means, and adapted to urge the control shaft means; the
metering sleeve means being arranged to be slidable axially so as to
change the relative position of a metering cam surface thereof with
respect to metering orifice means provided on the inner circumferential
surface of the barrel means in general proportion to the rotating number
of the face cam shaft means under the dynamic balance between the biasing
force of the resilient means and the urging force rendered by the governor
means, the control shaft means adapted to shift the basic operating
position of the governor means by function of the balance between the
urging force of the resilient means and the biasing force from the booster
.
The nature, principle, and details of the present invention, as well as
further objects and advantages thereof, will become more apparent from the
following detailed description with respect to a preferred embodiment of
the invention when read in conjunction with the accompanying drawings, in
which like parts are designated with like reference numerals.
In the drawings:
FIG. 1 is a longitudinal cross sectional view showing a rotary type fuel
injection pump according to this invention by way of a preferred
embodiment thereof;
FIG. 2 is a fragmentary enlarged view of the part A shown in FIG. 1;
FIG. 3 is a longitudinal cross sectional view taken along the plane
designated by line III--III of FIG. 2;
FIG. 4 is a longitudinal cross sectional view taken along the plane
designated by line IV--IV of FIG. 1;
FIG. 4a is an enlarged view of the area B shown in FIG. 4
FIGS. 5 and 6 are enlarged views of a governor arrangement of this
invention, by way of a first embodiment thereof;
FIG. 5a is a perspective view of part C as shown in FIG. 5;
FIG. 5b is a perspective view of part D as shown in FIG. 5; and
FIG. 7 is an enlarged view of a governor arrangement of this invention, by
way of a second embodiment thereof.
In the accompanying drawings, there are shown, for illustrative purpose
only but not in any way for limitations of, the preferred embodiment of an
improved rotary type fuel injection pump according to this invention.
Referring now to the accompanying drawings and particularly to FIG. 1,
there are shown a barrel 10 having a central bore 12, and housings 14 and
16 including the barrel 10 in the central position thereof. The barrel 10
is rigidly incorporated in a central position of the housings 14 and 16,
as shown in FIG. 1. And as shown in FIG. 4, there are provided a plurality
of plunger pumps, of the number corresponding to that of engine cylinders
(in this embodiment, four plungers are provided) 18, 20, 22, and 24 in
equally spaced and radial relationship with respect to the central bore 12
of the barrel 10, and further, in the housing 14 there are provided a fuel
outlet 26, a fuel inlet 28, and four delivery valves 30, 32, 34, and 36
corresponding to the number of the engine cylinders, respectively. Also,
there are provided fuel passageways 38, 40, 42, 44, and 48 communicating
the abovementioned fuel inlet and outlet and distribution valves with the
central bore 12 within and across the barrel 10 and the housing 14.
Consequently, the fuel is supplied under an appropriate pressure from the
inlet 28 through the passageway 38 to a depression 52 of a metering sleeve
50, which will be described in details hereinafter, and after filling up
this depression, the fuel is further directed through the passageways 40,
42, 44, 46 and 48, and the outlets 54, 56, 58, and 60 of the plunger
pumps, back to a fuel tank, which is not shown, from the outlet 26.
On the other hand, in the housing 16 there is provided a face cam 62
adjacent the barrel 10, the cam surface thereof constantly abutting the
ends of the plungers 18, 20, 22, and 24, and when the face cam 62 is
driven in rotation, such plungers 18, 20, 22, and 24 being caused to move
in reciprocation with the barrel 10 in the direction to and from right and
left as viewed in FIG. 1. The reference numeral 66 designates a face cam
shaft which is driven in rotation by a cam shaft of a craft shaft of the
engine, not shown.
The numeral 68 designates a control shaft which is provided extending
through the central bore 12 of the barrel, one end of which engages with
the face cam shaft 66 while the other end thhereof engaging with a booster
70. For more details, one end of the control shaft 68 is, as shown in FIG.
1, inserted into an elongated central hole 72 of the face cam shaft 66 in
such a manner that the slits provided at the leading end of the control
shaft engage slidably with pin 74 provided transversally within the above
mentioned elongated hole so that the control shaft may coaxially rotate
with the face cam shaft but may move axially in slide motion with respect
thereto, while the other end of the control shaft 68 may abut a lever 80
which is provided cooperatively with an air intake control mechanism shaft
78 of a booster assembly 70 through a bearing interposed therebetween.
There is provided a mechanical governor assembly having a pair of
mechanical governor weights 82 and 84 of pendulum type, which is rigidly
located on the control shaft 68 by means of a set pin 84 which is for
setting the governor assembly in position on the control shaft, and a
retainer 86 is centrally disposed in the governor assembly on which the
cam portions of the governor assembly rest in contact. As best seen in
FIG. 5, the governor weights 82 and 84 are positioned swingably about
fulcrum 88 and 90, so that they can swing open radially outwardly by
function of centrifugal force rendered thereon during the rotating motion
of the governor assembly as shown in FIG. 6, thus causing the retainer 86
to be pushed in the left direction as viewed in FIG. 6. The leading end of
the extension of the retainer 86 is formed with a pair of projections of
rectangular shape so as to slidably engage with the mating end of an
Oldham's coupling element 92, which in turn with the mating end of a
metering sleeve 50 in the same slidable connection as fully shown in FIG.
5. There is defined an elongated slot 94 in the retainer 86 which slot is
designed for slidable engagement with a guide pin 96 studded on the
control shaft so that the rotating motion of the control shaft may be
straightly transmitted to the metering sleeve 50, thus being rotated in
the central position of the stationary barrel 10.
The metering sleeve 50 is installed onto the control shaft 68 in such a
manner that it may slide axially within the central bore 12 of the barrel.
As shown in FIGS. 2 and 3, since there is provided an annular or
circumferential depression 52 on the metering sleeve 50 and this
depression 52 is provided with a cam shaped valve portion 98 having the
same radius as that of the larger diametral sides of the sleeve 50, the
metering orifices located at the ends of such fuel passageways 38, 40, 42,
44, 46 and 48, i.e., the openings of such passageways communicating with
the central bore 12 of the barrel are adapted to be closed or opened by
the cam 98 in succession as the metering sleeve 50 is rotated. In the
operating position illustrated in FIG. 4, the metering cam 98 is in a
position to close the metering port 100 of the passageway 42.
There are installed two coil springs 102 and 104 on the opposed sides of a
spring retainer 106 of annular shape defined on the control shaft 68, both
springs extending axially along the control shaft in such fashion that the
former spring 102 is adapted to resiliently urge the metering sleeve 50
and the latter spring 104 is for urging the control shaft 68, thus
compensating the axial movements of the sleeve 50 and the shaft 68 under
the biasing force rendered by the governor and the urging force by the
booster, rspectively.
With respect to the operation of the rotary type fuel injection pump of the
conventional construction, i.e., without any special governor arrangement
therein, the barrel 10, the face cam 62, the control shaft 68, the booster
70, the governor, the metering sleeve 50, and the springs 102 and 104,
description will now be given in details hereinafter.
Firstly, the route of transmitting the driving power or the revolution in
the rotary type fuel injection pump is such that the rotating motion of
the face cam shaft 66 causes the control shaft 68 to be rotated through
the pin 74 of the pin-and-slot coupling described hereinbefore, and the
control shaft 68 in turn transmits the rotating motion thus obtained
through the guide pin 96 to the retainer 86, the coupling 92, and
subsequently the metering sleeve 50. Thus, the transmission of rotating
motion is attained. Now, with respect to the fuel injection operation and
the metering function of the fuel injection quantity, when there occurs
the rotating motion in the movable components of the fuel pump, the fuel
is admitted from the inlet 28 and fills up the depression 52 of the
metering sleeve, the passageways 38, 40, 42, 44, 46 and 48, and the
outlets 54, 56, 58, and 60 of the plunger pumps, thereafter returns to the
fuel tank through the outlet 26.
As the plunger pumps in this embodiment are disposed in an equally spaced
and radial relationship as described hereinbefore, description may be
assumed on the operating position of any one of the plunger pumps 18, 20,
22 and 24, for the purpose of simplicity and clarity in the description.
Now, the plunger pump 22 is taken for example for description. In the case
that the plunger pump 22 is in such a position that it is pushed to the
top dead center position thereof by the face cam 62, as the metering
sleeve 50 rotates in the direction L shown in FIG. 4a within the central
bore 12 of the barrel 10, there is such cooperative relationship that the
leading edge 108 of the cam 98 disposed on the sleeve in the depression
part thereof passes across the metering orifice corresponding to the
plunger 18. When the motion velocity of the plunger increases due to a
large rotating number of the face shaft 66, there could exist such a
position that the quantity of fuel to be pushed out by the plunger 18 and
the quantity of fuel to be discharged out of the above mentioned metering
orifice reach an equilibrium with the metering orifice left unclosed
completely. Subsequently, there follows a position that as the plunger 18
and the metering sleeve 50 continue their rotation further, the fuel
pressure within the passageway 48 rises up, and when the extent of such
accumulated pressure therewithin becomes higher than the maximum closing
pressure rendered by the delivery valve 30, there begins fuel discharge
from this delivery valve.
When the metering sleeve 50 continues its rotating motion further so that
the metering orifice begins to open as the tail edge 110 of the cam 98
passes therethrough, the fuel pressure within the passageway thus drops,
and consequently, the fuel injection from the delivery valve 30 is caused
to cease at such point that the fuel pressure therewithin becomes lower
than the valve closing pressure.
The above description was specifically made on the operating position of a
given plunger 22, and such description is exactly true with the case of
the other plunger 18, 20 and 24, thus the fuel being delivered out of the
delivery valves 30, 32, and 36 in succession as the pump continues its
rotation. As referred to hereinbefore, such a phenomenon to give rise to
fuel injection while the metering orifice is not completely closed by the
cam surface 96 of the metering sleeve 50 is liable to occur as the
rotational number of the face cam shaft 66 increases. Further, in the case
of a fuel injection pump of a small flow rate, the ratio of fuel injection
operated while the metering orifice is not completely closed by the cam
surface with respect to the total quantity of fuel injection by the pump
trends to increase due to a small circumferential width of the cam
surface, and consequently, the fuel injection volume per stroke of each
plunger becomes liable to be influenced by the pump revolution speed.
On the other hand, after the above described operation, each of the
plungers 18, 20, 22 and 24 is caused to come down to the original place of
reciprocating motion thereof by function of a certain pressure applied on
the fuel to be supplied from the tank so as to abut the lower surface 64
of the face cam 62, thus performing further cyclically reciprocating
motion of the plungers in sequence given by the rotation of the face cam
shaft 66. In this manner, if it is arranged that the uprising stroke of
each plunger and the timing of closing the metering orifice by the
metering cam are associated with each other, there occurs likewise such
fuel injection in each of the engine cylinders in a desired sequence in
accordance with the rotation of the face cam shaft, thus resulting in a
proper fuel injection operation so desired.
With respect to the operation and effects performed by the rotary type fuel
injection pump according to this invention, description will now be given
on a fuel injection control mechanism including a specific governor
arrangement therein of this invention. In this arrangement, as described
briefly hereinbefore, there is arranged a booster 70 at the left end of
the control shaft 68 in cooperation with rod and lever connection
therebetween. When the booster 70 is applied with an air intake pressure
or negative pressure from the suction tube of the engine, a suction
pressure control shaft 78 is caused to lift upwardly as viewed in FIG. 1,
thus a lever or bell crank 80 rotates or swings about a pivot thereof to a
certain angle so that the control shaft 68 is caused to be pushed toward
the left as viewed in FIG. 1. Along with such axial movement of the
control shaft, thus resulting in axial travel of the retainer 86 fixed on
the control shaft and the metering sleeve 50 through the Oldham's coupling
92 to the left following the control shaft movement.
As described hereinbefore, there is provided a cam 98 of a shape as shown
in FIG. 2 in the circumferential depression 52 of the metering sleeve 50,
as the metering sleeve 50 travels axially to the left as viewed in FIG. 2
together with the control shaft 68, there occurs a relative travel of the
cam edge 108 with respect to the metering orifice opened to the central
bore 12 of the barrel 10 from a position "a" to position "b". The cam has
a trapezoidal shape in transversal section with gradually tapered or
inclined edge 108 with respect to the edge 108 as best seen in FIG. 2. In
this respect, as the metering sleeve 50 axially travels, the opening of
the metering orifice which comes to cooperate with the cam 98 varies as
schematically shown by the symbols a, b, thus obtaining variations in the
controls of fuel injection volume. This is a first effect and function of
the control mechanism incorporated in the fuel injection pump according to
this invention.
In general, however, in such a metering mechanism as described above, if
there increases the velocity of such transversal movement of the cam
across the metering orifice, there exists such a specific trend to
increase the fuel injection volume per stroke of each plunger, therefore
it is now necessary to control in a secondary manner such increase in the
fuel injection volume. According to this invention, such problem is met
with the use of a mechanical governor arrangement adapted to provide such
controls in response to the above mentioned fluctuations of air intake or
negative pressure rendered upon the booster of the pump by the engine.
Thus obtained is a second effect and function of the control mechanism
according to this invention.
In operation, when the governor weights 82 and 84 are caused to lift open
radially outwardly due to the rotating motion of the governor assembly, as
best seen in FIGS. 5 and 6, the governor weights cause the retainer 86 to
be biased axially a distance of which is generally proportional to the
extent of change in the rotational number of the governor, thus causing
the metering sleeve 50 to travel to the left as viewed in FIG. 6, which
travel may cause the fuel injection volume to be decreased in
predetermined proportion, thus realizing an effect to compensate the fuel
injection volume which is liable to increase due to the arrangement for
fuel injection controls by the cooperative motion of the cam and metering
orifices.
When the rotating motions of the control shaft 68 and the metering sleeve
50 come to decrease, thus there occurs a necessity to control the fuel
injection in a reverse direction. In such a case, the control shaft 68 in
the mentioned travelled position as hereinbefore is now caused to be
biased in a reverse direction by the urging force of the coil spring 104,
or in the right as viewed in FIG. 1, and so caused in the metering sleeve
50 by function of the coil spring 102. For assuring such performance of
reverse axial movement of the shaft and sleeve, there are provided such
two springs separately on the opposite sides of the control shaft 68
through the larger diametral portion or spring retainer 106. This is one
of the advantageous design features attained by this invention. As
described hereinbefore, prior to use, each of the springs 102 and 104 is
selected with its own urging force in connection with the biasing forces
rendered by the governor and the booster, respectively. In this
connection, the coil spring 102 shown in FIG. 1 is designed with a
non-linear characteristic in an attempt that the displacement of the
metering sleeve is generally in proportion to the variation of the
governor revolution.
In FIG. 7, there is shown a second embodiment of a governor assembly
according to this invention, wherein such a design concept is applied that
a spring of non-linear characteristic described above is not used, and by
function of a plurality of springs the displacement of the metering sleeve
is made generally proportional to the variation of the governor
revolution.
Referring to this Figure, the second embodiment of the governor is shown,
which comprises a generally U-shaped armature member 128 securely
connected at the central portion 130 to the control shaft 68 in such a
manner that the leg portions 132a are symmetric to each other with respect
to the control shaft 68, Each of the leg portions is provided with a pin
90' at the portion thereof as shown in the drawing. Pivotally connected to
the pin 90' is a governor weight 84 which comprises a weight portion and a
lever portion 134 extending from the weight portion toward the leg portion
132a, and a cam surface portion 122 abutting against a flange portion 136
of the retainer 86. A tension spring 112 is connected at one end thereof
to the top end portion of the lever 134 and at the other end thereof to a
pin 120 secured on the leg portion 132a. In operation, when the control
shaft 68 is driven in rotation, the governor weights 82' and 84' are
likely to swing open radially outwardly about the fulcrums thereof due to
a centrifugal force created during the rotating motion thereof. For the
purpose of simplicity and clarity, description on the operation of such
governor weights is limited to one of them, for instance 84'. During
rotation, a quadratic moment to the governor revolution is now produced at
the fulcrum 90' of the governor weight 84' due to the centrifugal force
induced thereby. As the governor weight 84' is pivotably held at a pin or
fulcrum 90' on the armature 128 of the governor assembly, the extension
part or the lever portion 134 of the governor weight being connected to
one end of the tension spring 112 while the other end of the spring being
connected to another governor weight, the governor weights may swingably
open radially outwardly against the biasing force of the springs by
function of centrifugal forces created thereon during rotating motion
thereof. Consequently, the spring 112 may resiliently elongate in a
non-linear manner, thus effecting a non-linear moment about the fulcrum
90' of the governor weight of the opposite direction to that of the moment
produced by the centrifugal forces rendered on the governor weights.
According to the differences between such moments, there occurs a
differential force which effects a push the retainer 86 of the governor
assembly through a cam surface 122 of the governor weight 84'. In this
respect, it is now feasible to select such design factors as spring
constant, spring span, etc., thereby to find a suitable spring having
theoretically non-linear character in actual use.
Description will now be given on the operation of an Oldham's coupling 92
incorporated in the governor assembly of this invention in connection with
the above mentioned effect and function of the control mechanism. As fully
described hereinbefore, the application of the governor are found quite
effective, and thus indispensable in connection with the fuel injection
control operation, however, it is inevitable that there exists uneven
static mass distribution or deviation in the construction of the governor
weights 82 and 84 due to lack of precision, etc., in the machining process
thereof, which static mass deviation would bring dynamic unbalance, thus
producing undesirable mechanical vibrations. Such mechanical vibrations
are liable to be immediately transmitted to the metering sleeve unless any
cushioning member is provided therebetween, which vibrations would cause
directly or indirectly heat seizure or burning between the metering sleeve
and the barrel of the fuel injection pump of the conventional
construction. In this consideration, according to this invention, there is
provided an Oldham's coupling element 92 which is designed to
cooperatively mate in a known manner between the leading ends of the
retainer 86 and the opposed end of the metering sleeve 50 so as to cushion
out or absorb the transmission of such mechanical vibrations described
above to the metering sleeve 50. Since the control shaft 68 is constantly
urged to the left as viewed in FIG. 1 under the biasing force of the
counter force spring 104 urging against the operation of the booster 70,
there is expected such an effect to eliminate the dimensional play or
loose fitting of the bearing 126 disposed at the rightmost end of the
control shaft as viewed in FIG. 1, thus resulting in an assured
transmission effect of the angled axial motion of the suction control
shaft 78.
With the above described fuel injection pump of rotary type according to
this invention, there are afforded such an improved fuel injection pump of
rotary type wherein constant fuel injection operation is assured by virtue
of the following advantageous features that upon change of the rotating
number of the face cam shaft, there occurs control of fuel injection
operation by causing the metering sleeve therein to be moved axially
within the barrel of the pump by function of centrifugal forces rendered
on the mechanical governor, thus maintaining the fuel injection volume per
stroke of each plunger incorporated therewithin; upon change of the
suction pressure of the engine there also occurs fuel injection control by
causing the metering sleeve to be slided axially by function of the
booster so as to change the fulcrum position or the basic operating point
of the governor, thus relatively controlling the fuel injection volume
irrespective of the changes of rotating number of the pump.
In addition, there is afforded another advantageous feature of this
invention by adaptation of an Oldham's coupling arrangment to be
incorporated between the governor shafting and the metering sleeve, such
that static and/or dynamic unbalance existing in the mechanical
construction of the governor assembly due to improper machining procedures
thereof is well met as such coupling arrangmenet functions to cushion out
or absorb mechanical vibrations created from the static or dynamic
unbalance existing in the governor assembly; and further, there is
provided such an outstanding secondary effect to prevent heat seizure or
burning from occurring at the bearing area along the metering sleeve
through the governor shafting by virtue of such cushioning-out effect of
the coupling arrangment plus lubrication effected by the fuel to be
applied therearound.
It should be understood, as indicated hereinbefore, that the preferred
embodiment as described and shown hereinbefore does not mean in any way
limitations of this invention, but on the contrary, many changes,
variations and modifications with respect to the construction and
arrangement in practice thereof may further be derived by those skilled in
the art to which the present invention pertains, whereby the advantageous
characteristics of this invention may be realized without departing from
the spirit and scope of the invention as set forth hereinto in the
appended claims.
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