DE102011119519A1 - Fuel pump for high pressure compaction of fuel for direct injection two-stroke internal combustion engine, has eccentric cam chamber partially filled with lubricant, and eccentric cam received in chamber for driving compaction pistons - Google Patents

Abstract

The pump (3) has compaction pistons (33) supported in an eccentric cam chamber (31) in an axially displaceable manner. A rotatably mounted eccentric cam (30) is received in the chamber for driving the pistons. The cam and the pistons are operatively connected with each other, so that the pistons are axially displaced for compacting fuel. The chamber is partially filled with lubricant. A rolling element (37) is arranged between an outer circumferential surface (35) and an inner circumferential surface (38) of the chamber, for power transmission of a coupling shaft (6). An independent claim is also included for an engine system.

Description

The invention relates to a motor system according to claim 21, for example with a flat rotary valve arrangement according to the features of the preamble of patent claim 1.

It is known that the fresh air intake can be controlled in a crankcase via a rotary valve system. especially the DE 35 31 287 C2 describes a two-stroke internal combustion engine, in which the fresh air supply in the crankcase of the internal combustion engine via slidable control edges, which are arranged in a rotary valve housing, which is firmly seated on the crankcase of the internal combustion engine, controllable. The patent describes a non-rotatably connected to a crankshaft circular segment-shaped rotary valve with a front in the direction of rotation closing edge and an opening in the direction of rotation opening edge, which is disposed within an attached to the crankcase rotary valve housing. In this case, the wall of the crankcase has an inlet opening in the direction of rotation of the rotary valve on both sides control edges and in the opposite wall of the rotary valve housing an inlet opening opposite the intake opening with control edges. Furthermore, at least one of the control edges in the rotary valve housing wall relative to the corresponding control edge of the inlet opening of the crankcase in dependence on the crankshaft speed is displaceable. In this case, the two control edges are designed such that at increasing speed of the opening angle of the rotary valve control unit is increased overall, whereas at low speed, the opening angle is reduced in total. The described solution serves to change the intake timing as a function of the speed. A separate throttling of the fresh air supply is not provided.

A disadvantage of this arrangement is that no separate throttling of the fresh air supply is possible and that lubrication of the rotary valve assembly is possible only by means of a separate additional device.

The invention has for its object to provide an improved engine system.

This object is achieved by a flat rotary valve assembly with the features of claim 1. Embodiments of the invention are specified in the subclaims.

Thereafter, the flat rotary valve arrangement according to the invention provides a crankcase for receiving a crankshaft, which has at least one inlet opening for fresh desire, and at least two flat rotary valves for regulating a fresh air inlet into the crankcase. Wherein the at least two flat rotary valves have an axis of rotation and are rotatably mounted relative to each other to at least partially release the one inlet opening and close. In this case, the at least two flat rotary valves are arranged on a coupling surface of the crankcase on the crankcase.

In this case, at least one further inlet opening is provided on the coupling surface and the at least two flat rotary valves each comprise at least two rotary vane openings in order to at least partially release the at least two inlet openings.

In particular, it can be provided that the crankshaft of the crankcase is operatively connected to at least one piston of at least one working cylinder.

Furthermore, the flat rotary valve arrangement comprises at least one first and / or one second cover, each with at least two covering openings.

In particular, the coupling surface of the crankcase and the first cover form a first flat rotary valve chamber, wherein the at least two first cover openings of the first cover are at least partially coincident with the inlet openings of the crankcase to cover. In this case, the surface of the first cover opening of the surface of the inlet opening of the crankcase correspond.

In particular, provision may be made for the first cover openings and / or the second cover openings to be brought completely into coincidence with the inlet openings of the crankcase. It is also conceivable that the area of the first cover openings and / or the second cover openings is larger or smaller than the area of the inlet opening of the crankcase.

Furthermore, it can be provided that the at least two inlet openings of the crankcase are formed point-symmetrical to the axis of rotation of a crankshaft arranged in the crankcase. Alternatively or additionally, it can be provided that the cover openings of the first and / or the second cover are formed point-symmetrical to the axis of rotation of the first and the second rotary vane.

In a further embodiment, a seal between the coupling surface of the crankcase and the first cover may be provided, which is designed such that it Escape of air from the crankcase prevented. In particular, in downward movements of the piston in the working cylinder creates an overpressure in the crankcase, which presses the first flat rotary valve away from the crankcase, towards the first cover. The arrangement of the seal between the crankcase and the first cover, an escape of the air is almost completely prevented and thus minimizes a drop in flushing pressure.

In particular, the first flat rotary valve can be arranged in the first flat rotary valve chamber, positively connected to a coupling shaft, in particular operatively connected to a cranked coupling shaft and rotatably supported. In this case, the coupling shaft, or the cranked coupling shaft can be connected by means of a transmission in such a way with the crankshaft, that the coupling shaft, or the cranked coupling shaft rotates at a lower speed than the crankshaft. In particular, a speed of the coupling shaft, or the cranked coupling shaft can be provided, which corresponds to half the rotational speed of the crankshaft.

In this case, the first flat rotary valve may have at least two first rotary vane openings, which are formed such that they can be brought at least partially to coincidence by a rotational movement of the first flat rotary vane with the inlet openings of the crankcase and / or the cover openings of the first cover.

In this case, the flat rotary valve can have a substantially circular circumference. Furthermore, the rotary valve openings of the first rotary vane can be aligned concentrically and extend over an angular range defined by the angle between the side edges of the rotary vane openings and the axis of rotation of the rotary vane, between 0 and 180 °.

The opening of the flat rotary valve can in particular be dependent on the ratio of the first flat turntable (and thus the coupling shaft) and the crankshaft. Furthermore, it can be provided to make the fresh air supply of the position of the piston of the working cylinder dependent. The opening of the flat rotary valve can be defined with the following formula: θ = 0.5 × i × (γ-α)

und

α:

entspricht dem Kurbelwinkel in [°KW], bei dem das Kurbelgehäuse geöffnet wird

β:

entspricht dem Kurbelwinkel in [°KW], bei dem das Kurbelgehäuse geschlossen wird

i:

entspricht der Übersetzung der Koppelwelle (bzw. ersten Flachdrehscheibe) / Kurbelwelle

θ:

entspricht dem Winkelbereich der Flachdrehschieberöffnung

n:

entspricht der Drehzahl des Drehschiebers, bzw. der Kurbelwelle

The values are defined as follows:

and

α:

corresponds to the crank angle in [° CA] at which the crankcase is opened

β:

corresponds to the crank angle in [° CA] at which the crankcase is closed

i:

corresponds to the translation of the coupling shaft (or first flat turntable) / crankshaft

θ:

corresponds to the angular range of the flat rotary valve opening

n:

corresponds to the speed of the rotary valve, or the crankshaft

In this case, the position of the crankshaft, in which the piston of the at least one working cylinder, in the top dead center (TDC) is referred to as 0 ° of the crankshaft position (KW). At 180 ° CA, the pistons are in the bottom dead center position (UT) and in one complete revolution (360 ° CA) the piston is again in the top dead center position (TDC). Consequently, the upward movement of the piston takes place between 180-360 ° CA. If the piston moves upwards, a negative pressure develops in the crankcase. By opening the housing opening fresh air can be sucked in this time. The crank angle thus correspond to a position of the crankshaft and thus the flat rotary valve at a certain time.

This results, for example, in an opening angle of α = 220 ° KW and a closing angle of β = 80 ° KW and a ratio of i = 0.5, an angular range of the flat rotary valve opening of 0 = 55 ° for the rotary valve opening of the first flat rotary valve. Depending on requirements, the opening angle of the rotary valve opening of the first rotary vane, for example, in a range between 0 ° and 180 °, in particular between 30 ° and 70 °.

In this case, the first rotary vane openings can be opposite each other and can be formed point-symmetrically with respect to the axis of rotation of the first flat rotary vane. However, the Rotary slide openings are not necessarily opposite and can be mounted as needed in different angular ranges of the first rotary vane. A determination of two rotary valve openings is not mandatory and can be increased if necessary.

As a result, the first rotary vane openings of the first flat rotary vane, which is positively connected in operative connection with the rotatably mounted coupling shaft, can be brought to cover the intake openings of the crankcase in a manner dependent on the angle of rotation. Depending on the angle of rotation of the first flat rotary valve, consequently, the inlet openings of the crankcase are completely closed, at least partially open or fully opened.

In a further embodiment of the invention, a lubricating hole is provided on the coupling surface of the crankcase, which is adapted to bring lubricant located in the crankcase in the first flat rotary valve chamber. In particular, the lubricating bore opening may be designed to bring lubricant in the first flat rotary valve chamber during the downward movement of the piston of the working cylinder in the crankcase.

Furthermore, the first flat rotary valve has at least one lubricating opening, which is designed such that the at least one lubrication hole of the coupling surface of the crankcase, depending on the angle of rotation of the first rotary vane, completely closed, partially open or fully open.

This makes it possible that depending on the angle of rotation of the first flat rotary valve lubricants from the crankcase can get into the first flat rotary valve chamber. It can thus be ensured that a small part of the lubricant in the crankcase, by means of, for example, the overpressure generated by the downward movement of the piston of the working cylinder in the housing, can be introduced into the first flat rotary valve chamber, in which the lubricating bore opening of the crankcase, at a specific angle of rotation of the first flat rotary valve, is released by the lubricating opening of the first flat rotary valve.

This makes it possible to supply lubricant to the parts rotating in the first flat rotary valve chamber without having to connect an additional separate device, such as an oil atomizer. This would require more components and thus more space and would continue to cause additional throttle losses, the solution of the invention thus provides a simple and cost-effective solution without additional components.

Furthermore, the first cover and the second cover may form a second flat rotary valve chamber. In this case, the second flat rotary valve is arranged within the second flat rotary valve chamber and can be rotatably supported by means of a sliding bearing. The second flat rotary valve has at least two second rotary valve openings, which are designed such that they can be brought at least partially to cover by a rotational movement of the second flat rotary valve with the inlet openings of the crankcase.

The second flat rotary valve may have a substantially circular circumference, and the rotary valve openings of the second rotary flat valve may be concentrically aligned and extend over a defined angular range. With regard to the definition of the angular range of the rotary vane openings of the second rotary vane, reference is made to the comments on the rotary vane openings of the first vane rotary valve.

Furthermore, the second rotary vane openings of the second rotary vane can face each other and be formed point-symmetrical to the axis of rotation of the second rotary vane.

With regard to the angular range, the position and the number of openings of the second rotary vane, reference is made to the comments on the openings of the first rotary vane.

In this case, the second flat rotary valve can be designed such that in a rotational movement of the second rotary vane, depending on the angle of rotation, the inlet openings of the coupling surface of the crankcase, the first cover openings of the first cover and the second cover openings of the second cover, completely closed or partially open or be completely opened. Such an adjustment of the angle of rotation of the second rotary vane can be made manually or electromechanically independent of the angle of rotation of the first rotary vane.

In one embodiment, the second flat rotary valve has a stopper device that extends radially from the outer circumference of the second rotary vane. Furthermore, a guide ring can be arranged on the second flat rotary valve chamber, which can be attached to the second cover, wherein the guide ring on the second flat rotary slide chamber sliding or roller bearings can be rotatably arranged. The guide ring may have a receiving opening for receiving the Have stop device, wherein the guide ring is operatively connected by receiving the stop device in the receiving opening with the second flat rotary valve and is rotatable by means of a manual or electromotive operating device for adjusting the angle of rotation of the second rotary vane.

As a result, an effective and variable throttling of the fresh air supply is achieved. Depending on the angle of rotation of the second rotary vane, consequently, the inlet opening of the crankcase is completely, partially or not covered by the second flat vane.

Such adjustment and rotation of the guide ring and consequently of the second flat rotary valve can be effected by means of a cable arranged on the guide ring. Furthermore, it is also possible that the flat rotary valve has a toothed contour and the rotation of the guide ring can be effected by means of a gear transmission. It can be provided that the second cover has at least one stop, which interact with the stop device of the second rotary vane and thus can limit the rotational movement of the second rotary vane.

Furthermore, the second flat rotary valve can have idling bores, which make it possible to allow a minimum air supply into the crankcase, even with inlet openings of the crankcase closed by the second flat rotary valve.

Furthermore, the second cover may have an attachment device for integrating a fuel pump.

In particular, the second flat rotary valve has a thickness of 0.5 to 5 mm, in particular 1 mm. This makes it possible to achieve control of the air supply in the crankcase with an extremely low material and space requirements.

The solution according to the invention makes it possible to control the flow of air into the crankcase with a low expenditure on material and space. By the movement of only one flat rotary valve (here the second flat rotary valve), it is possible to synchronously vary the inlet openings of the crankcase for the fresh air supply.

The flat rotary valve arrangement is particularly suitable for a supply of fresh air into a crankcase of a two-stroke internal combustion engine with direct injection and working cylinder in a boxer arrangement. In addition to a two-cylinder Boxeranordnung also four-cylinder, six-cylinder or more are conceivable. The use of a flat rotary valve assembly for internal combustion engines with working cylinder in the boxer arrangement is not limited thereto, also a use of the flat rotary valve arrangement in inline engines is for example possible.

According to a second aspect of the invention as set forth in claim 13, the engine system provides a fuel pump for compressing fuel.

A high-pressure fuel pump is for example from the DE 197 16 242 A1 known. The patent describes a high-pressure fuel pump with a plurality of pump pistons, which are arranged at an angular distance from each other about a central drive shaft. The pump pistons are by means of prestressed springs with their radially inner ends to a drain ring of an Exzenterwellenteils and are each guided axially displaceably in a guide bore.

A disadvantage of this high-pressure fuel pump that the pump piston and the drain ring are exposed to strong abrasion forces and consequently an increased cost of materials is necessary to counteract signs of wear.

The fuel pump according to the invention for compressing fuel, in particular for high compression of fuel, has at least two compression pistons. Furthermore, the fuel pump has an eccentric chamber, in which the at least two compression pistons are mounted axially displaceable and in the eccentric chamber a rotatably mounted eccentric for driving the at least two compression pistons is received, wherein the eccentric and the at least two compression pistons are operatively connected to each other, so that the two Compression piston for compressing fuel to be moved axially. The eccentric chamber is at least partially filled with lubricant. By lubricating the rotating parts in the eccentric chamber, the stress on the respective materials is significantly reduced and the service life significantly increased.

In an alternative embodiment, at least one closable opening may be provided on the eccentric chamber in order to discharge the lubricant from the eccentric chamber, for example by means of gravity. Alternatively, the opening may also be provided to supply new lubricant into the eccentric chamber. Another opening for the supply is also conceivable.

In particular, the eccentric from a on a crank of a coupling shaft seated rolling bearing, which is disposed within an eccentric chamber (or a rolling bearing chamber) consist. Wherein the compression piston bear with their radially inner ends on the outer peripheral surface of the outer rolling ring of the rolling bearing.

Furthermore, the outer peripheral surface of the eccentric or outer Wälzrings may be formed as a drain ring made of hardened material. In this case, the outer peripheral surface of the eccentric or outer Wälzrings with the lower end of the compression piston in operative connection.

The power transmission to the compression piston, for example via a cranked coupling shaft on the outer peripheral surface of an outer Wälzrings, which is operatively connected to the compression piston, by means of the rolling bearing via rolling elements, which are arranged between the outer Wälzring and the inner Wälzring of the rolling bearing. The rolling bearing can be designed for example as a ball or needle roller bearings.

In a further embodiment, the fuel pump in each case comprises a bushing for a respective compression piston, wherein the bushing has a radially elastic bearing. Such storage can be done for example by means of one or more elastomer rings. Alternatively or additionally, it is possible that the bushing of the compression piston is mounted axially elastic. This can be done for example by means of a plate spring.

The inventive solution, it is possible to provide a fuel pump, which significantly reduces the material load of the individual components and allows smooth operation with a low material and space requirements. The elastic resilience of the sleeve bearing arrangement thus achieved substantially minimizes the edge bearing between the sleeve and the compression piston.

The fuel pump is particularly suitable for high pressure compression of fuel for a two-stroke direct injection internal combustion engine and cylinder in a boxer arrangement. In addition to a two-cylinder Boxeranordnung also four-cylinder, six-cylinder or more are conceivable. The use of the fuel pump for internal combustion engines with working cylinder in the Boxeranordnung is not limited thereto, a use of the fuel pump in inline engines is for example possible.

According to a third aspect of the invention as set out in claim 16, the engine system provides a fuel distributor block for an internal combustion engine.

The fuel distributor block for an internal combustion engine according to the invention comprises a belt arrangement, the belt arrangement comprising a belt which is operatively connected to a pulley coupled to a shaft, via a pulley operatively connected to the belt, an aggregate, in particular an engine unit to power. In this case, a belt deflection device for deflecting the belt is arranged on the fuel distributor block in order to minimize the spatial extent of the belt arrangement.

Furthermore, the fuel distributor block can have a high pressure input receptacle for receiving a supply device for high pressure compressed fuel, a high pressure output receptacle for receiving a discharge device for high pressure compressed fuel, a return receptacle for receiving a return device, for returning fuel. The high-pressure inlet receptacle, the high-pressure outlet receptacle or the return receptacle can consist, for example, of a bore in the fuel distributor block which has a thread within the fuel distributor block, wherein the feed device, the discharge device or the return device consists of a pressure-tight connection element connectable to the high-pressure inlet receptacle and a pressure-tight connected thereto Input line, outgoing line or return line may exist.

In this case, the high-pressure compressed fuel from a fuel pump via the supply device in the fuel distribution block are passed and via the discharge device in, for example, injectors of an internal combustion engine Furthermore, a pressure control valve to regulate the fuel flow to the fuel rail block be arranged.

In this case, the fuel distributor block may have a high-pressure side line and a low-pressure side line for fuel, wherein the lines are coupled together by means of the pressure control valve and wherein the pressure control valve may have a seal for separating the low-pressure side line from the high-pressure side line.

Alternatively or additionally, a pressure sensor for measuring the fuel pressure of the high-pressure compressed fuel may be coupled to the high-pressure side line of the fuel distributor block.

Furthermore, the return device is connected to the low-pressure side line to the fuel, via the pressure control valve from the high-pressure side line in the low-pressure side Pipe was directed to conduct in the return line. In this case, the return line may be connected, for example, with a fuel pump or with a fuel tank.

The fuel pressure in the high-pressure side line may be up to 200 bar, in particular 120 bar, wherein the fuel pressure in the low-pressure side line is preferably between 2 to 4 bar.

The fuel rail block may be configured to direct fuel to the injectors or into a return. The integration of each of the above elements allows control of the fuel flow by means of a simple, space-saving and weight-saving arrangement.

In one embodiment, the belt is operatively connected to a first pulley and a second pulley and may be angularly defined by the belt deflection device defined by an angle between the axis of rotation of the first pulley and the axis of rotation of the second pulley, the angle range being an angle of 10 ° be deflected to 170 °, in particular an angle of substantially 90 °. It can be provided as a belt, for example, a toothed belt, flat belt or a V-belt. This essentially means that the angle can differ within the usual manufacturing tolerances.

Furthermore, the belt deflection device may comprise at least two deflecting elements which are arranged on the power distribution block by means of connecting elements, wherein the axes of the connecting elements have an angle of less than or equal to 180 ° and the angle extends in the direction of the plane in which the peripheral surface of the first pulley is located , Alternatively or additionally, the axes of the connecting elements may have an angle of less than or equal to 180 ° and the angle extends away from the plane in which the peripheral surface of the second pulley lays.

Such an arrangement allows a wear-minimal running of the toothed belt over the deflection device and enables smooth operation.

In this case, the deflection elements can be rigidly aligned around the connecting elements and a deflection can be done for example via a simple cylindrical shape, which is wetted, for example, with lubricant. Alternatively, the deflection elements can also be rotatable about the connecting elements, which are formed for example as a bearing shaft, be stored. Furthermore, the deflection elements can also have guide devices for a splined or toothed belt, in which the geometric structure of the belt can engage.

In an alternative embodiment, the at least two deflection elements of the belt deflection device are arranged by means of connecting elements on a base surface of the power distribution block at an angle of 90 °, wherein the base surface tapers in the direction of the plane in which the peripheral surface of the first pulley is located, alternatively or additionally the base surface is tapered away from the plane in which the peripheral surface of the second pulley lies.

In a further embodiment, a pulsation damper, which is designed to damp pressure fluctuations in the fuel line system, may be arranged on the fuel distributor block.

In an alternative embodiment, the crankcase consists of two identical parts, which can be produced by means of a casting technology production and assembled by a 1800 rotation to a housing. As a result, a significant cost reduction in the production is realized. Alternatively, more than two identical parts can be assembled into a crankcase.

The fuel distributor block according to the invention is particularly suitable for high-pressure compression of fuel for a two-stroke internal combustion engine with direct injection and working cylinder in a boxer arrangement. In addition to a two-cylinder Boxeranordnung also four-cylinder, six-cylinder or more are conceivable. The use of the fuel distributor block for internal combustion engines with working cylinder in the boxer arrangement is not limited thereto, and also a use of the fuel distributor block in in-line engines is possible, for example.

The inventive solution is characterized in particular by an engine system with a flat rotary valve arrangement with the features of claim 1 and / or a fuel pump with the features of claim 13 and / or a fuel distributor block with the features of claim 16. The solution according to the invention makes it possible to improve the degree of flushing of the internal combustion engine while at the same time significantly increasing the weight and installation space and reducing the material load on the engine system compared with known internal combustion engines of the same power.

The engine system according to the invention is particularly suitable for a two-stroke internal combustion engine with direct injection and Working cylinder in a boxer arrangement. Alternatively, the two-stroke internal combustion engine can be easily extended to four, six, eight or more cylinders according to a modular concept.

The use of the engine system for internal combustion engines with working cylinders in the boxer arrangement is not limited thereto, and also a use of the fuel distributor block in in-line engines is possible, for example.

The invention is explained in more detail below with reference to embodiments with reference to the figures. Show it:

1 a first embodiment of a flat rotary valve assembly for regulating the supply of fresh air in a crankcase;

2 a partial view of the first embodiment of the flat rotary valve assembly of 1 ;

3A a partial view of the first embodiment of the flat rotary valve assembly of 1 wherein the rotation angle of the second flat turntable and the rotation angle of the first flat turntable correspond to a fully opened state;

3B an embodiment of the arrangement according to 3A wherein the rotation angle of the second flat turntable corresponds to a fully opened state, and the rotation angle of the first flat rotary valve corresponds to half an opening of the inlet opening of the crankcase;

3C a further embodiment of the arrangement according to 3A wherein the angle of rotation of the second flat turntable corresponds to a fully opened state and the angle of rotation of the first flat rotary vane corresponds to a complete closure of the inlet opening of the crankcase;

4A a partial view of the first embodiment of the flat rotary valve assembly of 1 wherein the angle of rotation of the first flat rotary valve corresponds to a fully opened state and the angle of rotation of the second rotary flat valve corresponds to a 75% closed state;

4B an embodiment of the arrangement according to 4A wherein the angle of rotation of the first rotary vane valve corresponds to a 50% closed state of the opening of the crankcase;

4C a further embodiment of the arrangement according to 4A wherein the angle of rotation of the first flat rotary valve corresponds to a fully opened state of the opening of the crankcase;

5 an embodiment of a fuel pump in cross section;

6 an enlarged section of the liner of the fuel pump according to 5 ;

7 an embodiment of a fuel distributor block;

8th the embodiment of the fuel distributor block according to the 7 in cross-section;

9 the embodiment of the fuel distributor block according to the 7 in the top view;

10 the embodiment of the fuel distributor block according to the 7 in the side view

11 a schematic view of a belt with two pulleys

12 a schematic view of an engine system with the flat rotary valve assembly according to 1 , the fuel pump according to 5 and the fuel rail block according to 7

13 a crankshaft on the flat rotary valve assembly according to 1 , the fuel pump according to 5 and a pulley of the fuel rail block according to 7 can be arranged.

In detail one recognizes in 1 the for a flat rotary valve assembly 2 essentially necessary parts. Suggestion is a section of the crankcase 1 shown on the inlet side of the coupling surface 10 two inlet openings 11 . 11 has, in the rotation range of a first flat rotary valve 21 lie. Here are the inlet openings 11 . 11 ' circular segment-shaped, wherein the inlet openings 11 . 11 ' side edges 111 . 112 extending radially from the center of the coupling surface 10 extend. The coupling surface 10 is formed substantially circular. It essentially means that the coupling surface 10 may also have flattened segments on the circumference or on the circumference arranged geometric elements, such as a rectangle, may have. An embodiment of the coupling surface 10 essentially as a circular area is not absolutely necessary and can also be changed if necessary. For example, a rectangular shape of the coupling surface is possible.

The two inlet openings 11 . 11 ' the coupling surface 10 of the crankcase 1 lie opposite each other and are point symmetrical to the axis of rotation of the crankshaft of the crankcase 1 educated. That the coupling surface has two identical identical inlet openings 11 . 11 ' is merely exemplary. Also inlet openings with different shape and opening areas are conceivable. Furthermore, the embodiment of the invention is not limited to two inlet openings, but also three or more inlet openings are conceivable, which are arranged in a respective identical angular distance from each other. An arrangement of different inlet openings with unequal angular distances from each other is also possible.

The crankcase 1 points to the coupling surface 10 cradles 100 for fixing the flat rotary valve assembly 2 on. At the coupling surface 10 is a first cover 25 over the recording device 100 the coupling surface 10 by means of the attachment opening 200 over fasteners 2000 , wherein the attachment opening 200 at the first cover 25 is arranged, fastened. This form the coupling surface 10 and the first cover 25 a first flat rotary slide chamber 201 , The attachment can be done for example by means of screws, rivets, welding or the like.

Furthermore, between the coupling surface 10 and the first cover 25 a seal 29 arranged. The seal 29 also has mounting hole 200 on, by means of which the seal 29 at the recording devices 100 the coupling surface 10 , as already explained, can be attached.

The seal 29 is designed to prevent the escape of air from the crankcase. In particular, during the downward movement of the piston in the working cylinder (not shown here) is formed in the crankcase 1 an overpressure, the first flat rotary valve 21 from the coupling surface 10 away, towards the cover 25 the first flat rotary valve chamber 201 suppressed. The seal 29 prevents air from escaping and thus minimizes waste of flushing pressure.

Inside the first flat rotary valve chamber 201 is the first flat rotary valve 21 arranged. The first flat rotary valve 21 is positively connected to a cranked coupling shaft, not shown, operatively connected and rotatably mounted. In this case, the cranked coupling shaft by means of a transmission, not shown here in such a way with the in the crankcase 1 arranged crankshaft connected, so that the cranked coupling shaft rotates at a lower speed than the crankshaft. In particular, the cranked coupling shaft is connected to the crankshaft by means of a transmission such that the cranked coupling shaft rotates at half the speed of the crankshaft.

In this case, the first flat rotary valve 21 at least two first rotary valve openings 23 . 23 ' on, which are formed such that they by a rotational movement of the first flat rotary valve 21 with the inlet openings 11 . 11 ' of the crankcase 1 can be brought to cover. Here are the first rotary valve openings 23 . 23 ' circular segment-shaped and concentric with the center of symmetry of the first flat rotary valve 21 aligned. The first rotary valve openings 23 . 23 ' extend over an angular range of 55 °, with the side edges 231 . 232 . 231 ' . 232 ' the first rotary valve openings 23 . 23 ' extending radially from the center of the circular first rotary vane. The angle range is not limited to this information and can be adjusted if necessary, as already described.

Here are the side edges 231 . 232 . 231 ' . 232 ' , parallel to the side edges 111 . 112 . 111 ' . 112 ' the inlet openings 11 . 11 ' the coupling surface 10 of the crankcase 1 arranged. The first rotary valve openings 23 . 23 ' lie opposite each other and are point symmetrical to the axis of rotation of the first flat rotary valve 21 educated.

The location of the first rotary valve openings 23 . 23 ' consequently corresponds to the position of the inlet opening 11 . 11 ' the coupling surface 10 of the crankcase 1 , The angular distance corresponds to the first rotary valve openings 23 . 23 ' the angular distance of the inlet openings 11 . 11 ' , Alternatively, the angular distance of the first rotary valve openings 23 . 23 ' also greater or smaller than the angular distance of the inlet openings 11 . 11 ' of the crankcase 1 be.

The embodiment of the first rotary valve openings 23 . 23 ' is just an example. In the embodiment of the position of the first rotary valve openings 23 . 23 ' It is essential that they reflect the location and design of the inlet openings 11 . 11 ' the coupling surface 10 of the crankcase 1 correspond as far as possible. With regard to a variance of the configuration, the position and the number of first rotary vane openings 23 . 23 ' Reference is made to the above statements. It is obvious to a person skilled in the art, with a corresponding change of the inlet openings 11 . 11 ' also the first rotary valve openings 23 . 23 ' of the first flat rotary valve 21 change accordingly.

Furthermore, the first cover 25 the first flat rotary valve chamber 201 two first covering openings 27 . 27 ' on, with the first covering openings 27 . 27 ' when attaching the first cover 25 at the coupling surface 10 with the inlet openings 11 . 11 ' of the crankcase 1 be brought to cover. Here are the first Abdecköffnungen 27 . 27 ' in their shape, their dimensions and their location substantially identical to the inlet openings 11 . 11 ' , The first cover 25 also has mounting hole 200 on, by means of which the first cover 25 at the recording devices 100 the coupling surface 10 , as already explained, can be attached.

In the embodiment of 1 are the first cover openings 27 . 27 ' the first cover 25 also formed circular segment-shaped, wherein the side edges 271 . 272 . 271 ' . 272 ' the first cover openings 27 . 27 ' also radially from the circle center of the substantially circular first cover 25 extend. The first cover openings 27 . 27 ' are point-symmetrical to the axis of rotation of the first flat rotary valve 21 trained and the angular distance of the side edges 271 and 272 respectively. 271 ' and 272 ' corresponds to the angular distance of the side edges 111 and 112 respectively. 111 ' and 112 ' the inlet opening 11 . 11 ' the coupling surface 10 of the crankcase 1 ,

Alternatively, the first cover openings 27 . 27 ' the first cover 25 also have a different shape and position than the inlet openings 11 . 11 ' the coupling surface 10 of the crankcase 1 , It is only crucial that the inlet openings 11 . 11 ' at least partially with the first Abdecköffnungen 27 . 27 ' the first cover 25 can be brought to cover.

The first flat rotary valve 21 is, as already described, via a cranked coupling shaft with the crankshaft of the crankcase 1 operatively connected and rotatably mounted. During a rotation of the first flat rotary valve 21 cover the first rotary valve openings 23 . 23 ' , during the rotational movement of the first rotary vane 21 , the inlet openings 11 . 11 ' periodically. Consequently, the inlet openings 11 . 11 depending on the angle of rotation of the first flat rotary valve 21 completely closed, partially opened or fully opened.

Furthermore, the crankcase 1 at the coupling surface 10 Schmierbohröffnungen 12 on. By means of lubrication holes 12 is in the crankcase befindlicher lubricant during a downward movement of the piston of the working cylinder (not shown here) in the first flat rotary slide chamber 201 brought. In this case, the first flat rotary valve 21 two lubrication holes 213 on, which are designed so that the lubrication holes 12 of the crankcase 1 depending on the angle of rotation of the first flat rotary valve 21 completely closed, partially opened or fully opened.

Here is the location of the lubrication holes 12 of the crankcase 1 and the lubrication holes 213 of the first flat rotary valve 21 chosen such that the lubricating opening 213 of the first flat rotary valve 21 the lubrication opening 12 of the crankcase 1 during a rotational movement of the first flat rotary valve 21 then paint over when the piston of the working cylinder is in a downward movement. Thus, in the downward movement, a passage to the first flat rotary valve chamber 201 Approved.

In the embodiment of 1 are the lubrication holes 213 at an angular distance of 90 ° from the mirror axis of the first rotary valve openings 23 . 23 ' of the first flat rotary valve 22 , or the lubrication holes 12 at an angular distance of about 90 ° from the mirror axis of the inlet openings 11 . 11 ' the coupling surface 10 of the crankcase 1 arranged.

This show the lubrication openings 213 a larger opening area than the lubricating hole 12 , The location and design of the lubrication holes 12 and the lubrication holes 211 is merely exemplary and can be customized as needed.

The lubrication opening 213 enables a rotation angle-dependent release of the lubrication hole for a defined rotation angle range 12 in the crankcase 1 exactly within the downward movement of the piston of the working cylinder. The rotation angle range in the embodiment of 1 is 60 °.

Alternatively, a larger or smaller rotation angle range, as needed, applicable. This ensures that the overpressure in the crankcase prevails during this phase 1 a small amount of lubricant therein in the first flat disc chamber 201 can get. Through the so admitted lubricant into the first flat rotary valve chamber 201 becomes the first flat rotary valve 21 wetted with lubricant. The thus on the rotating flat rotary valve 21 located lubricant drops are distributed by centrifugal forces on the first flat rotary valve 21 and ensure its lubrication, thus reducing its wear and thus increase the durability of the first rotary vane 21 ,

By the solution according to the invention are no separate devices for lubricant transport in the first flat rotary slide chamber 201 necessary. Additional devices require more Components, more space and cause additional throttling losses, so that the inventive solution is characterized by a simple and cost-effective production without additional components.

Furthermore, a second cover 26 via a mounting hole 200 with the first cover 25 , as already described, connectable, so that the first cover 25 and the second cover 26 a second flat rotary slide chamber 202 form. Inside the flat rotary slide chamber 202 is a second flat rotary valve 22 arranged and by means of a sliding bearing 203 rotatably mounted.

In this case, the second cover 26 two second cover openings 28 . 28 ' , which are formed so that they with the first Abdecköffnungen 27 . 27 the first cover 25 and the inlet openings 11 . 11 ' be brought to cover. The second cover openings 28 . 28 ' are circular segment-shaped and the side edges 281 . 282 . 281 ' . 282 ' the second cover openings 28 . 28 ' extend radially from the circle center of the substantially circular second cover 26 ,

The angular distance of the second Abdecköffnungen 28 . 28 ' the second cover 26 corresponds to 60 ° and is therefore greater than the angular distance of the first Abdecköffnungen 27 . 27 the first cover 25 and the inlet openings 11 . 11 ' the coupling surface 10 of the crankcase 1 , Alternatively, the angular distance of the second Abdecköffnungen 28 . 28 ' also identical to the angular distance of the first Abdecköffnungen 27 . 27 ' or the inlet openings 11 . 11 ' be less than the angular distance of the openings just mentioned. Here are the second Abdecköffnungen 28 . 28 ' point-symmetrical to the axis of rotation of the second flat rotary valve 22 educated.

It should be noted that the angular distance is variable. For the angular distance of the cover openings the same conditions apply as for the already described angular distance of the first flat rotary valve. For further explanations, reference is made to the explanations already given.

Furthermore, the rotatable within the second flat rotary slide chamber 202 mounted second flat rotary valve 22 two second rotary valve openings 24 . 24 ' which are concentrically aligned with each other over an angular range hissing the side edges 241 . 242 . 241 ' . 242 ' of 55 °. Furthermore, the side edges extend 241 . 242 . 241 ' . 242 ' the second rotary valve openings 24 . 24 ' radially from the center of the circle of the substantially circular second rotary vane 22 and the second rotary valve openings 24 . 24 ' are point symmetrical to the axis of rotation of the second rotary vane 22 educated.

It should be noted that the angular distance is variable. For the angular distance of the cover openings the same conditions apply as for the already described angular distance of the first flat rotary valve. For further explanations, please refer to the explanations already given.

With regard to a variance of the position, the shape or the dimensions of the second rotary vane openings 24 . 24 ' of the second flat rotary valve 22 is based on the above explanations for the first flat rotary valve 21 directed.

Consequently, the second flat rotary valve 22 depending on the angle of rotation, the first and second Abdecköffnungen 28 . 28 ' respectively. 27 . 27 ' and consequently also the inlet openings 11 . 11 ' completely close, partially open or completely open. In this case, the angle of rotation of the second flat rotary valve 22 be set manually or electromechanically.

In the embodiment of the 1 has the second flat rotary valve 22 a stop device 222 on, extending radially from the outer periphery of the flat rotary valve 22 extends. At the second flat rotary slide chamber 202 is a guide ring 223 arranged by means of guide tabs 225 on the second flat rotary slide chamber 202 guideway mounted and rotatably arranged. Also a roller bearing of the guide ring 223 is conceivable.

This is the guide ring 223 by means of guide straps 225 passing over the mounting hole 200 on the second cover 26 are attachable to the second flat rotary slide chamber 202 arranged. Furthermore, the guide ring 223 a receiving opening 224 on, in which the stop device 222 is recorded, and the guide ring 223 thus by means of the stop device 222 with the second flat rotary valve 22 is in active connection. This ensures that an adjustment of the angle of rotation of the second rotary vane 22 by means of a manual or electromotive control device (not shown here), with the guide ring 223 is coupled, is adjustable.

A rotation of the guide ring 223 and thus a rotational movement of the second flat rotary valve 22 For example, by means of a on the guide ring 223 arranged cable take place. It is also conceivable that the outer circumference of the second flat rotary valve 22 having toothed contours and the rotation of the guide ring 223 and thus the rotation of the second rotary vane 22 can be done by means of a gear transmission.

Furthermore, the second cover 24 attacks 230 (in 2 shown), with the stop device 222 of the second flat rotary valve 22 interact. Consequently, the rotational movement of the second flat rotary valve 22 through the attacks 230 be limited.

In the embodiment of the 1 has the second flat rotary valve 22 Idle wells 240 on, which make it possible for a through the second flat rotary valve 22 closed second cover opening 28 . 28 ' a minimum air intake into the crankcase 1 permit. Here are the idle holes 240 such on the second flat rotary valve 22 attached that they in a completely closed state of the second rotary vane 22 congruent with the first and second cover openings 27 . 27 ' and 28 . 28 ' lie.

The second flat rotary valve 22 of the embodiment of 1 has a thickness of 1 mm. The solution according to the invention is therefore characterized by the fact that a stable and functionally reliable device for variable throttling of the fresh air supply in the ball housing with minimum installation space, components and production costs can be realized. It is therefore possible, by movement of the second rotary vane, the flow cross-section of the two inlet openings 11 . 11 ' the coupling surface 10 of the crankcase 1 to vary synchronously.

Furthermore, the second cover 26 another attachment device 300 on, with a fuel pump via a pump housing with the flat rotary valve assembly 2 is connectable. A connection can be made for example by means of screwing. Alternatively, the second cover 26 and the pump housing, not shown here, a fuel pump may be designed as a casting, so that the number of parts is further reduced.

In this case, the coupling surface 10 a mounting fixture 100 For example, a threaded hole on. Furthermore, the seal points 29 , the first cover 25 , the second cover 26 as well as the guide rails 225 a mounting hole 200 on, via the means of a fastener 2000 , Such as a screw, the individual elements just mentioned can be connected to one another and fastened to the coupling surface.

In the 2 is a rear partial view of the flat rotary valve assembly 2 consisting of the second flat rotary valve 22 and the second cover 26 shown. The second flat rotary valve 22 is in a position where the second cover opening 28 . 28 ' (not visible here) of the second cover 26 completely closed. In the picture are clearly a stop edge 230 for the interaction with the stop device 222 recognizable (the second stop edge is from the stop device 222 concealed). Consequently, the second flat rotary valve can 22 only between the stop edges 230 to move in rotation.

Furthermore, the idle holes 240 within the second flat rotary valve 22 and the mounting holes 200 clearly. The idle holes serve a minimum supply of fresh air into the crankcase 1 even with a completely closed state of the second cover opening 28 . 28 ' the second cover 26 through the second flat rotary valve 22 , For further explanation please refer to the explanations given above.

In the 3a - 3c are snapshots of the individual rotation angle-dependent positions of the first flat rotary valve 21 and the second rotary vane 22 displayed. They serve for a better understanding of the principle of action of the flat rotary valve arrangement 2 , Here is a subassembly consisting of the first flat rotary valve 21 , the first cover opening 25 and the second flat rotary valve 22 shown.

In the 3a - 3c is the second flat rotary valve 22 in a completely open state, leaving the second cover openings 28 . 28 ' the second cover 26 (both not shown here) are completely released for a fresh air supply. The first flat rotary valve 21 is located in the 3a at a rotation angle at which the first rotary valve openings 23 . 23 ' congruent with the inlet openings 11 . 11 ' of the crankcase 1 and the first and second cover openings 27 . 27 ' and 28 . 28 ' are. Consequently, a maximum fresh air passage is possible.

The 3b shows a snapshot, in which the first flat rotary valve 22 in the direction of rotation of the crankshaft 5 (not shown here) has moved on. The position of the second flat rotary valve 22 remains in the fully open state. By the rotation of the first flat rotary valve 21 are the first rotary valve openings 23 . 23 ' of the first flat rotary valve 21 and the openings 11 . 11 ' . 27 . 27 ' . 28 . 28 ' only partially congruent. In the embodiment of 3b only half the cross-section of the influence openings becomes 11 . 11 ' provided for the fresh air supply.

In the embodiment of 3c remains the position of the second flat rotary valve 22 unchanged. By the rotational movement in the direction of rotation of the crankshaft 5 has the first flat rotary valve 21 moved so rotationally that its first rotary vane openings 23 . 23 ' not with the openings anymore 11 . 11 ' . 27 . 27 ' . 28 . 28 ' be brought to cover. Consequently, the inlet opening 11 . 11 ' through the flat rotary valve 21 closed and the fresh air supply into the crankcase 1 interrupted.

The 4a - 4c show to the 3a - 3c comparable snapshots, but this is the second flat rotary valve 22 turned so that it is about 75% of the openings 11 . 11 ' . 27 . 27 ' and 28 . 28 ' covered.

In the embodiment of 4a is the first flat rotary valve in one with the 3a comparable position. The first rotary valve openings 23 . 23 ' of the first flat rotary valve 21 are congruent with the openings 11 . 11 ' . 27 . 27 ' . 28 . 28 ' , The inlet cross-section available to the fresh air is consequently determined by the position of the second rotary vane 22 limited by 75%.

The 4b shows the second flat rotary valve 22 in the same position as the 4a , The first flat rotary valve 21 is located by a rotational movement in the same position as in the 3b shown. Consequently, the cross section for the fresh air inlet continues to be determined by the position of the second rotary vane 22 limited.

In the 4c remains the position of the second flat rotary valve 22 unchanged. The first flat rotary valve 21 is located, comparable to the 3c in a completely closed position. Consequently, the supply of fresh air by the position of the first rotary vane 21 interrupted.

The 3a - 3c and 4a - 4c only give individual snapshots certain positions of the flat rotary valve assembly 2 again and serve the better understanding.

Of course, the second flat rotary valve 22 also fluidly via an operating device to the respective needs of a fresh air supply into the crankcase 1 be adjusted. This means, for example, that the position of the second flat rotary valve 22 during the rotational revolutions of the first flat rotary valve 21 can be set variably and thus, depending on requirements, a larger or smaller cross section for the fresh air inlet can be provided.

The embodiment of 5 shows a fuel pump 3 , The fuel pump 3 has a fuel inlet channel 312 on the low pressure side and a fuel drain passage 311 on the high pressure side. The fuel passes over the fuel inlet channel 312 via inlet and outlet bores 313 in the pump room 314 , There, the fuel is compressed and passes through the inlet and outlet holes in the fuel drain passage of the high pressure side 312 , The channels of the high-pressure and the low-pressure side each have check valves 315 and 316 on.

The fuel pump 3 has two opposite compression pistons 33 on. The compression pistons 33 are one with the cranked coupling shaft 6 connected and sitting on the bend outer Wälzring 35 in a rolling bearing chamber 31 arranged. By means of a preloaded spring 34 are the compression pistons 33 with their radially inner ends on the outer peripheral surface of the outer Wälzrings 35 and are each in a bushing 36 guided axially displaceable. Here is the rolling bearing chamber 31 at least partially filled with lubricant.

By the at least partial filling of the rolling bearing chamber 31 Lubricant ensures that the moving parts in the rolling bearing chamber, such as the outer peripheral surface of the outer Wälzrings 35 or the lower ends of the compression pistons 33 have a low material wear and consequently the service life of the individual components is significantly increased.

Furthermore, the power transmission of the cranked coupling shaft 6 on the outer peripheral surface of the outer Wälzrings 35 over rolling elements 37 between the outer Wälzring 35 and the inner Wälzring 38 of the rolling bearing 30 are arranged. The rolling bearing 30 allows over the entire speed range of the fuel pump 3 , but especially at low speeds, significantly lower circumferential forces on the outer peripheral surface of the outer Wälzrings 35 , as it is possible with plain bearings. As a result, on the one hand on the compression piston 33 acting shear forces further minimized and on the other hand prevents wear effects, as they result from a sliding friction between compression piston 33 and outer peripheral surface of the outer rolling ring 35 would arise. This achieves good power transmission while at the same time protecting the material. Furthermore, the placement of special sliding elements, as they are necessary in sliding friction based solutions to achieve a corresponding wear resistance, can be dispensed with. This reduces the production costs and the number of parts needed.

The embodiment of 6 shows an enlarged section of the liner 36 the fuel pump 3 of the 5 , It is the liner 36 of the compression piston 33 mounted radially elastic. Here, the radially elastic storage takes place by means of elastomer rings 301 , Furthermore, in the embodiment, an axially elastic bearing of the liner 36 of the compression piston 33 intended. This is done here by means of a plate spring 302 ,

By the described type of storage elastic resilience of the liner position is achieved, the edge carrying, between liner 36 and compression pistons 33 , considerably reduced. The edge support is created by the on the compression piston 33 shearing forces during operation. In the case of rigid mounting, tilting of the compression piston occurs 33 inside the bushing 36 so that the compression piston 33 only at the ends of the liner 36 will be carried. At these points, it comes in rigid storage at an unfavorable load distribution at the socket edges, which increase the wear on both the piston, and on the liner material. The elastic compliance of the sleeve bearing reduces this adverse effect to a minimum and allows for significantly lower wear and higher speeds of the fuel pump 3 ,

The embodiment of 7 shows a fuel rail block 4 an internal combustion engine and the embodiment of the 8th shows a cross section of a fuel rail block. In the embodiment of the 7 and 8th is a multifunctional fuel distributor block 4 holding a high pressure entrance 45 for receiving a connecting element 45 a high-pressure-compressed fuel supply device to direct fuel from a fuel pump into the fuel rail block, a high pressure output receptacle 46 , not shown here for reasons of perspective, for receiving a connecting element 462 a discharge device for high pressure compressed fuel to direct fuel in injectors, not shown, a return intake 47 for receiving a connecting element of a return device, not shown here, to direct excess fuel in the return. The connecting elements can for example consist of high-pressure-resistant screw-in and pressure-resistant connected to a line.

Furthermore, electrically controlled pressure control valves 42 and pressure sensors 43 into the fuel rail block into the appropriate receiving devices 420 . 430 integrated, which serve the regulation of the fuel distribution. Also, a pulsation damper for damping pressure fluctuations in the fuel line system is provided, which is not shown here for reasons of clarity.

It is at the fuel rail block 4 a belt deflection device 44 for deflecting a belt 7 arranged. The belt 7 is there with a pulley 71 , which is coupled to a shaft, not shown, operatively connected. This is done via an operatively connected to the belt further pulley 72 , an example (not shown here) driven coupling shaft.

The belt 7 , here a toothed belt is through the belt deflection device 44 at an angle of 90 °, defined by the angle between the axis of rotation of the first pulley 71 and the rotation axis of the second pulley 72 is defined, diverted.

In this case, the belt deflection device 44 at least two deflecting elements 440 , here deflecting bearings, on, by means of fasteners 444 , here bearing shafts, at a base surface 400 of the power distribution block 4 are arranged at an angle of 90 °. Furthermore, at the deflection device 44 an eccentric sleeve 403 attached, which is a pretensioning of the belt 7 allows.

The base area 400 tapers toward R1 of the plane in which the peripheral surface of the first pulley 71 lies. Furthermore, the base surface tapers in a direction R2 tapered away from the plane in which the peripheral surface of the second pulley 72 lies. In this case, the taper angle α in the direction R1 and R2 is identical and dependent on the ratio of the first and the second pulley 71 . 72 as in the following 9 to 11 is explained.

Such an arrangement allows a wear-minimal running of the toothed belt over the deflection device and enables smooth operation.

The fuel rail block 4 has a high pressure side line 450 on that in the high pressure input receptacle 45 empties. At the high pressure input receptacle 45 is a supply device, not shown here, arranged for high pressure compressed fuel to direct fuel from a fuel pump in the fuel rail, here is a connecting element of a supply device 452 (here a high-pressure screw-in adapter) pressure-resistant with the high-pressure inlet receptacle 45 connected. Furthermore, a pressure sensor for measuring the fuel pressure within the high pressure side line 450 introduced, which is arranged via a pressure sensor receptacle on the fuel rail.

Furthermore, on the high-pressure side line 450 a high pressure outlet 46 dimensionally stable with a connecting element of a discharge device 462 , here a high-pressure screw-in adapter, connected to lead high-pressure compressed fuel into the injectors.

Here are the high-pressure side line 450 and the low-pressure side line 460 by means of the pressure control valve 42 connected with each other. The electrically controlled pressure control valve 42 has a seal 401 on, which consists of a fuel-resistant elastomer ring, which is the low-pressure line 460 from the high-pressure side line 450 separates. By the electrically controlled pressure control valve 42 Is it possible the fuel flow, within the high pressure side line 450 and the low-pressure side line 460 to regulate.

The high-pressure side line 450 and the low-pressure side line 460 are arranged substantially parallel to each other in order to have the smallest possible space requirement.

Furthermore, on the low-pressure side line 460 a return intake 47 , the form-fitting with a connector of a return device 472 , For example, a pressure-resistant line adapter, if necessary, excess fuel from the low-pressure side line 460 to lead in the return.

In this case, the connecting elements 452 . 462 . 472 be connected to lines pressure resistant. The fuel pressure in the high-pressure side line may be up to 200 bar, in particular 120 bar, wherein the fuel pressure in the low-pressure side line preferably between 2 to 4 bar.

Due to the multiple integration of these function carriers in a single component material costs and in particular space, and weight are saved.

The 9 shows the embodiment of a fuel distributor block according to the 7 in the top view. In the 9 is clearly seen that the base area 400 in the direction of R2, with the direction R2 already in the 7 has been defined at an angle α between the plane of symmetry of the fuel distributor block, which is perpendicular to the plane of the peripheral surface of the pulley 72 runs, and the plane of the base surface 400 is, beveled. The range of the angle α is in 11 explained in more detail.

Here are the fasteners 444 (not shown for reasons of clarity) at an angle of 90 ° to the base surface 400 arranged.

The 10 shows the embodiment of a fuel distributor block according to the 7 in the side view. In the 10 is clearly seen that the base area 400 in the direction of R1, the direction R1 already in the 7 has been defined at an angle α between the plane of symmetry of the fuel distributor block, which is perpendicular to the plane of the peripheral surface of the pulley 72 runs, and the plane of the base surface 400 is, beveled. The range of the angle α is in 11 explained in more detail.

Here are the fasteners 444 (not shown for reasons of clarity) at an angle of 90 ° to the base surface 400 arranged.

The 11 shows a schematic view of a belt with two pulleys. The presentation of the 11 corresponds to a mental "straighten" the belt assembly and a view from above. How clear in the 11 can be seen, the angle α, which results between the line connecting the two centers of the pulleys 71 . 72 and the tangent to the circumference of the pulleys 71 . 72 lies, from the diameter of the pulleys 71 . 72 , Consequently, from the translation of the two pulleys 71 . 72 , The deflector divides the belt 7 in the sections 11 and 12 ,

The adjustment of the base area 400 at the angle α and thus the adjustment of the position of the bearing shaft 444 allows a minimal wear of the belt 7 over the deflection device 44 , in particular when the deflection device 44 is designed as a rolling bearing, and thus enables a smooth and safe operation.

The 12 shows a schematic view of an engine system with the flat rotary valve assembly according to 1 , the fuel pump according to 5 and the fuel rail block according to 7 ,

As already described, the flat rotary valve assembly 2 on the crankcase 1 be attached. Furthermore, on the flat rotary valve assembly 2 fasteners 300 provided to the fuel pump 3 on the flat rotary valve arrangement 2 to fix. In this case, the fuel pump 3 fasteners 321 by means of which the fuel distributor block 4 over the mounting holes 320 at the fuel pump 3 is attachable (see also 7 ).

Here is a coupling shaft 6 in the fuel pump 3 arranged with the first flat rotary valve 21 positively operatively connected and with the pulley 72 is coupled. In this case, the first pulley 71 , which is shown only schematically and on the crankcase 1 is arranged with the crankshaft of the crankcase 1 be coupled and thus a torque on the second pulley 72 transmitted, thus the coupling shaft 6 drive.

The 13 shows a crankshaft in accordance with the flat rotary valve assembly according to 1 , the fuel pump according to 5 and a pulley of the fuel rail block according to 7 is arranged.

The coupling shaft 6 has coupling surfaces 62 ' , for the positive connection of the first flat rotary valve 21 , a warehouse seat 63 for a rolling bearing for supporting the coupling shaft. Furthermore, the coupling shaft 6 a bend 61 for power transmission to a rolling bearing, another bearing seat 65 for a rolling bearing for supporting the coupling shaft, as well as a receiving surface 64 for a pulley 72 , by means of the coupling surface 62 positively operatively connected.

Furthermore, a pulsation damper 41 illustrated, which can be arranged on the fuel distributor block and which is designed to damp pressure fluctuations in the fuel line system.

Due to the multiple integration of these function carriers in a single component material costs and in particular space, and weight are saved.

The inventive solution of an engine system with a flat rotary valve assembly 2 according to the embodiment of the 1 a fuel pump 3 according to the embodiment of the 5 and a fuel rail block 4 according to the embodiment of the 7 is characterized in particular by the fact that a significant minimization of installation space, weight, number of parts, fuel consumption, pollutant emissions and manufacturing costs compared to other internal combustion engines similar performance classes is achieved.

LIST OF REFERENCE NUMBERS

1

crankcase

10

coupling surface

100

cradle

11, 11 '

inlets

111, 112

Side edges of the inlet opening

12

Schmierbohröffnung

2

Flat rotary valve assembly

21

first flat rotary valve

22

second flat rotary valve

23, 23 '

first rotary valve openings

24, 24 '

second rotary valve openings

25

first cover

26

second cover

27, 27 '

first cover openings

28, 28 '

second cover openings

29

poetry

200

fastening opening

201

first flat rotary valve chamber

202

second flat rotary valve chamber

203

bearings

213

lubrication hole

222

stop device

223

guide ring

224

receiving opening

225

guide plates

230

attack

231, 232, 231 ', 232'

Side edges of the first rotary valve openings

240

Idle wells

271, 272, 271 ', 272'

Side edges of the first cover openings

281, 282, 281 ', 282'

Side edges of the second cover openings

2000

connecting element

300

mounting device

3

Fuel pump

30

eccentric

31

eccentric chamber

33

compression piston

34

feather

35

outer peripheral surface

36

liner

37

rolling elements

38

inner peripheral surface

301

elastomer ring

302

Belleville spring

320

fastening opening

321

fasteners

4

Fuel distribution block

41

pulsation dampers

42

Pressure control valve

43

pressure sensor

44

Belt deflection device

45

High pressure input recording

46

High pressure output receptacle

47

Rewind recording

400

footprint

401

seal

403

eccentric

420

Pressure control valve receiving

430

Pressure Sensor Recording

440

deflection element

444

connecting element

450

high pressure side line

452

Connecting element of a supply device

460

low-pressure side line

462

Connecting element of a discharge device

470

Return device

472

Connector of a return device

5

crankshaft

6

coupling shaft

61

cranking

62, 62 '

coupling surface

63, 65

Bearing seat for a rolling bearing

64

receiving surface

7

belt

71

first pulley

72

second pulley

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 3531287 C2 [0002]
• DE 19716242 A1 [0041]

Claims (5)

Fuel pump for compressing fuel with at least two compression pistons, an eccentric chamber in which the at least two compression pistons are mounted axially displaceable and in the eccentric a rotatably mounted eccentric for driving the at least two compression pistons is received, the eccentric and the at least two compression pistons operatively connected are so that the two compression pistons are axially displaced for compressing fuel, characterized in that the eccentric chamber ( 31 ) is at least partially filled with lubricant. Fuel pump for compressing fuel according to claim 1, characterized in that the power transmission of a coupling shaft ( 6 ) on the outer peripheral surface ( 35 ) of the eccentric ( 30 ) via a rolling element ( 37 ), which between the outer peripheral surface ( 35 ) and the inner peripheral surface ( 38 ) of the eccentric ( 31 ) is arranged takes place. Fuel pump for compressing fuel according to one of the preceding claims, characterized in that the at least two compression pistons ( 33 ) in each case a bushing ( 36 ) are mounted radially elastically, in particular by means of at least one elastomeric ring ( 301 ) and / or the at least two compression pistons ( 33 ) in each case a bushing ( 36 ) are mounted axially elastically, in particular by means of at least one plate spring ( 302 ). Motor system comprising a fuel pump with the features of claim 1. An engine system according to claim 4, further comprising - a fuel rail block ( 4 ) for an internal combustion engine having a belt arrangement, the belt arrangement comprising a belt ( 7 ) equipped with a pulley ( 71 ; 72 ), which is coupled to a shaft, is operatively connected to one with the belt ( 7 ) operatively connected further pulley ( 72 ; 71 ), an aggregate, in particular an engine, to drive, wherein at the fuel rail block ( 4 ) a belt deflection device ( 44 ) for deflecting the belt ( 7 ) is arranged to minimize the spatial extent of the belt assembly, and / or - a flat rotary valve assembly ( 2 ) with a crankcase ( 1 ) for receiving a crankshaft, wherein the crankcase ( 1 ) an inlet opening ( 11 . 11 ' ) for fresh air, at least two flat rotary valves ( 21 . 22 ) for regulating a fresh air intake in the crankcase ( 1 ), wherein the at least two flat rotary valves ( 21 . 22 ) each having an axis of rotation and are mounted rotatably relative to each other to the inlet opening ( 11 . 11 ' ) at least partially released and to close, and wherein the at least two flat rotary valves ( 21 . 22 ) on a coupling surface ( 10 ) of the crankcase ( 1 ) on the crankcase ( 1 ) are arranged, wherein the coupling surface ( 10 ) at least one further inlet opening ( 11 . 11 ' ), and the at least two flat rotary valves ( 21 . 22 ) at least two rotary vane openings ( 23 . 23 ' . 24 . 24 ' ) to the at least two inlet openings ( 11 . 11 ' ) at least partially release.

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