EP2375030A2 - Combustion engine with fuel pump - Google Patents

Abstract

The piston engine (1) has a crankshaft (35) lying in a crankshaft housing (25) of the piston engine, which has a combustion chamber (5) limited by a piston (3).The crankshaft has a crankshaft wall (37) and a crankshaft shank. The crankshaft shank is provided with a drive element of a fuel pump directly in interference. An independent claim is also included for a method for operating piston engine.

Description

The present invention relates to an internal combustion engine associated with a fuel pump. Furthermore, the present invention relates to an operating method of a corresponding internal combustion engine with a fuel pump.

Internal combustion engines are available in numerous designs, such as reciprocating engines. In the reciprocating engines, a variable in its volume combustion chamber is used by a lifting movement of at least one piston during the working and combustion process as a function of the operating phase for energy conversion. The lifting movement of the piston in its cylinder, as a rule there are several cylinders with several pistons, is transmitted to a crankshaft, in particular by means of connecting rods. The reciprocating engine is designed block-like in the rule. The engine block is composed of a crankcase and other blocks or covers, such as a cylinder head together. The crankshaft is supported in the crankshaft housing if the reciprocating engine is built with an internal crankshaft. The crankshaft housing provides a Kurbelwellengestühl for storage of the crankshaft. The crankshaft itself is normally cranked, which means that the crankshaft is segmentally composed of individual crankshaft cheeks, crankshaft shafts and crankpins. Such crankshafts are either forged, built or cast in many cases. The crankshaft shaft is a piece of crankshaft, bounded by crankshaft cheeks connecting a crankshaft cheek with the next crankshaft cheek. Due to the crankshaft shaft, which is also sometimes referred to as crankshaft journal, the axis of rotation of the crankshaft runs. Laterally offset from this, a crank pin is arranged as a connecting piece between other crankshaft cheeks, to which the connecting rods for the individual reciprocating pistons can be connected. In the lateral profile, a crankshaft often looks like a stepped plate assembly. The plate-like, often laterally projecting parts of the crankshaft are referred to as crankshaft cheeks. In between individual crankshaft shafts and crankshaft journals are arranged, which have a smaller diameter than the crankshaft cheeks. The crankshaft cheeks are formed non-uniformly in the form of circular segments, so that the crankshaft cheeks can be available as balancing weights at the same time.

Depending on the respective position of the reciprocating piston in its cylinder, a fuel-air mixture must be introduced into the combustion chamber. Thus, in most reciprocating engines pulsed fuel introduction into the combustion chamber, which has to be done only at selected times. This means that a synchronization between the relative position of the crankshaft, ie a certain angle of rotation of the crankshaft, and a fuel delivery should be ensured. The fuel delivery is part of a fuel treatment plant that can be configured as an injection system. Parts of the injection system are a pressure generation such as a fuel pump, a corresponding line system, often at least one return line, usually at least one fuel filter, at least one injection valve and appropriate controls. The Drive power of the fuel pump can be obtained from many different sources, eg. B., an electrically driven fuel pump can be used, which is controlled by a control unit phased, z. B. when the fuel pressure level in the supply lines drops below a minimum pressure, is operated. However, mechanically operated fuel pumps are given preference in motor vehicle construction, provided internal combustion engines are the drive units.

State of the art

Other concepts of how to drive and synchronize a fuel pump of an injection system are based on synchronizing the fuel pump mechanically driven by its mechanical drive. So that beats DE 10 2007 056 418 A1 (Applicant: Continental Automotive GmbH, filing date: 23.11.2007) to mechanically couple a high-pressure pump mechanically to the turbine shaft, which is in communication with the drive shaft of the high-pressure pump. The document describes in principle representations of different embodiments of fuel injection systems that can realize a single-cylinder injection via an injector per combustion chamber. The in the DE 10 2007 056 418 A1 illustrated hydraulic arrangements can serve to illustrate which parts and components belong to an injection system. The scope of disclosure of DE 10 2007 056 418 A1 is used as the basis for explaining an injection system. In such injection systems, the delivery timing of the high-pressure pump can be adjusted by a cam or by a plurality of cams, such as in the DE 10 2008 008 438 A1 (Applicant: Continental Automotive GmbH, filing date: 11.02.2008) and the DE 10 2008 002 178 A1 (Applicant: Robert Bosch GmbH, filing date: 03.06.2008). The cam control can be both part of a camshaft as well as part of a secondary drive or a secondary drive shaft, z. B. via a chain drive or via a belt drive shaft. The number of cams results from the rotational speed of the drive shaft compared to the crankshaft. If the camshaft is used as a reference shaft, usually two to four cams are placed, while with a balancer shaft, which often rotates at twice the engine speed compared to the crankshaft, usually only one or two cams are placed. As in such arrangements, a fuel pump can be connected, the JP 2 042 170 A (Applicant: Honda Motor Co Ltd., filing date: 01.08.1988).

It is widespread, the control of the fuel pump, in particular a high-pressure pump, on a special shaft, such. B. discussed above, a balance shaft to relate. Deviating from this suggests the DE 10 2006 006 823 B3 (Patentee: Siemens AG, filing date: 14.02.2006) to set an immediate phase angle between the crankshaft of the internal combustion engine and a drive shaft of the high pressure pump. The scholar there is also advised, because, see for example the DE 10 2008 007 025 A1 (Applicant: Continental Automotive GmbH, filing date: 31.01.2008), the drive shaft of the fuel pump in professional circles often as arranged in the crankcase referred to as. The drive shaft of the high pressure pump can be rotatably mounted in a rotational direction in the crankcase.

Constructive suggestions can be the JP 2008 038 848 A (Applicant: Yanmar Co Ltd, filing date: 09.08.2006), displayed in an elaborate manner, or the DE 10 2008 000 711 A1 (Applicant: Robert Bosch GmbH, filing date: 17.03.2008), shown in a schematic representation. The DE 10 2008 000 711 A1 would like to use a transmission between the crankshaft and drive shaft of the fuel pump for synchronization. This probably dominates the view that the high-pressure pump can not be synchronized directly to the crankshaft. As a result, the DE 10 2008 000 711 A1 a solution in which the space for the control gear of the internal combustion engine is simulated a second time, namely by encapsulated drawn transmission gear.

An immediate frontal connection of the fuel pump to the crankshaft can be found in the figures of the three Japanese patent applications JP 63 277 853 A (Applicant: Mitsubishi Heavy Ind Ltd., filing date: 11.05.1987), JP 63 109 243 A (Applicant: Mitsubishi Heavy Ind Ltd., filing date: 28.10.1986) and JP 2 301 660 A (Applicant: Yamaha Motor Corp., filing date: 17.05.1989).

A service-friendly arrangement of engine accessories, which is intended to represent a fuel pump on a compact V-type internal combustion engine is in the GB 827 141 A (Owner: Continental Motors Corporation, filing date: 17.07.1958). Fuel injection pumps come according to the published patent application DE 23 61 024 A1 (Applicant: Daimler-Benz AG, filing date: 07.12.1973) in drive connection with a connection to a power take-off of a reciprocating engine with flywheel for commercial vehicles for use. To reduce the space are in the patent application AT 503 752 A2 (Applicant: AVL LIST GmbH, filing date: 10.05.2007) the drive shaft of the fuel pump and the drive shaft of the oil pump to an internal combustion engine arranged coaxially. Compact designs for fuel pump arrangements on internal combustion engines can also be found in the published patent applications DE 196 54 290 A1 (Applicant: Dolmar GmbH, filing date: 27.12.1996) for a lawn trimmer, DE 196 54 286 A1 (Applicant: Dolmar GmbH, filing date: 27.12.1996) for a brushcutter and the patent DE 195 29 368 C1 (Owner: Dolmar GmbH, filing date: 10.08.1995) for hand-held tools, such as chain saws. In this case, the fuel pump has an angular offset to a helical gear drive.

task

Engine developers of automotive engines and component developers of individual components for automotive engines may have a tendency in the European Automobile manufacturers observe that they like to use one and the same engine of a certain number of cylinders as output engine and then this engine is then fit into the available engine compartment of the selected motor vehicle. Here, the orientation of the motor is often rotated as needed and thus also adapted to the suspension points of the engine. Although the actual engine block may remain the same, but due to the changed engine compartment all, external units, such. B. the generator to adapt. The crash behavior of the motor vehicle changes when the units are rearranged. Only after appropriate attempts it is determined that with the turning of the engine and a changed suspension numerous further problems were accepted. Although all components are basically known, development time is increased. Undreamt of problems for the development engineers during the trial phase emerge.

invention description

The object of the invention is achieved by a reciprocating engine according to claim 1. As such a reciprocating engine can be operated, claim 11 can be found. Advantageous developments can be found in the dependent claims.

The reciprocating engine is a block-type engine, which is preferably equipped with several pistons in different cylinders. Inside the Hubkolbenmotors a crankshaft is arranged. It is thus a reciprocating engine with internal crankshaft. So that the crankshaft can be arranged on the inside, the reciprocating engine offers a crankshaft housing. The crankshaft housing is usually located in the region of the reciprocating engine facing the bottom, ie below. In other words, the crankshaft is in the vicinity of the engine sump. Above such a crankshaft are the cylinders with their through the individual reciprocating - at least to one side - limited combustion chambers. Depending on the burning process in the combustion chamber, the reciprocating piston changes its relative position in the cylinder. The reciprocating piston performs a downward or upward movement. The reciprocating piston thus follows a lifting movement.

The crankshaft is composed of individual segments or sections. Part of the crankshaft is the crankshaft cheek. There are connecting pieces between two crankshaft cheeks, for example a crankshaft shaft. In reciprocating engines with multiple cylinders, the crankshaft advantageously also has a plurality of crankshaft cheeks. Due to the weight shifts within the crankshaft cheek, the crankshaft cheeks can simultaneously provide balance weights for the reciprocating engine.

Turning away from the reciprocating pistons, it can also be said, on the opposite side of the combustion chamber, internal combustion engines per cylinder usually have several gas exchange valves that are used for fuel-air mixture treatment in the combustion chamber or in the To contribute to combustion chambers of the reciprocating engine. One or more injectors open in front of or in the combustion chamber. Depending on the fuel used, whether diesel fuel or gasoline fuel is used, is also spoken by a diesel engine or a gasoline engine. In order that the fuel in the correct mixing ratio in sufficient quantity, but not too fat, is available, the reciprocating engine is associated with a fuel conditioning device. A part of the fuel treatment device is a fuel pump, which can be referred to as a high-pressure pump usually due to the pressure to be produced. Such a fuel pump ensures that the fuel can be pressurized. There are pressures in a pressure range of more than 1800 bar, z. B. in the range of 2200 bar, quite common. In Otto engines lower pressures are common. For controlling the fuel conditioning operation, the fuel conditioning device provides one or more supply lines and at least one return line for the fuel. The crankshaft shaft can be used as a drive surface for a drive element of the fuel pump, such as a roller tappet or a reciprocating piston of the fuel pump. The crankshaft shaft is therefore a drive element for the fuel pump. According to the invention, the drive energy for the fuel pump is transferred directly from the crankshaft shaft to the fuel pump attached to it. The fuel pump is directly engaged with the crankshaft shaft. It is dispensed with transmission gear and transmission chains. The reciprocating engine preserves in its interior the fuel pump, which experiences its driving power by an attachment to the crankshaft shaft.

The crankshaft, more precisely the crankshaft shaft, drives directly - without an intermediate element - a drive member of the fuel pump. The drive energy present in the rotation of the crankshaft shaft is passed on directly to the fuel pump. There is a line of contact between crankshaft and drive member of the fuel pump. Crankshaft and fuel pump bear against each other, both parts, crankshaft and fuel pump, are in touching contact in the area of the crankshaft shaft.

The crankshaft bearings are designed for the power that the reciprocating engine should provide. The reciprocating engine preferably operates on fuel that is under high pressure. Uneven loads caused by pulse-like delivery processes in the fuel pump have only a very small influence on the service life of the reciprocating engine when the drive power is initiated by means of a crankshaft shaft in the form of mechanical loads for the bearings of the crankshaft.

A corresponding reciprocating engine, as described above, is characterized by its compact design. The reciprocating engine can be operated in that the working energy of the crankshaft is advantageously used in part for the fuel treatment. For this purpose, the capacity is tapped from the crankshaft shaft. The reciprocating engine converts calorific energy into a rotational force of crankshaft using fuel-air combustion. For the combustion process there is at least one combustion chamber, the can apply kinetic energy to a crankshaft via a reciprocating piston. The crankshaft is located inside the reciprocating engine. The crankshaft is designed like a segment. One segment includes the crankshaft cheek. Furthermore, there is at least one crankshaft shaft. The delivery rate at the fuel pump serves to build up a pressure. The drive energy does not have to be awkward to divert through the entire engine. With the help of the design of the crankshaft shaft or a contour on or on the crankshaft shaft, the energy for the fuel delivery can be delivered to the fuel pump rotationally controlled.

Advantageous developments can be found in the following explanations, which, taken alone, can also show an independent inventive contribution.

A drive plane of the fuel pump passes through the crankshaft shaft. Thus, a surface of the crankshaft shaft can be used simultaneously as a drive level or as a drive circuit for the fuel pump. It is advantageous to use a contour on or on the crankshaft shaft, which serves as a drive plane.

The crankshaft rotates about a crankshaft axis. The crankshaft axis extends in the crankshaft shafts, if several are present. The crankshaft has at least a shaft. The reciprocating piston of the reciprocating engine are transverse to the longitudinal extent of the crankshaft. The reciprocating pistons follow their lifting movement at an angle to the crankshaft. The attachment of the fuel pump takes place laterally to the crankshaft axis. The point of contact between the fuel pump and crankshaft is thus not on the crankshaft axis. Somewhat offset from the crankshaft axis is the drive point to the fuel pump within the crankshaft, that is on a surface of the crankshaft. The driving force, which can be used at least partially for the fuel pump, can be divided into different force components. A drive force for the fuel pump extends at right angles to the crankshaft axis. The rotational movement of the crankshaft can thereby be used advantageously for driving the fuel pump. Surface profiles may be incorporated into the crankshaft shaft so that no additional cams need be machined at one end of the crankshaft. But a middle part of the crankshaft itself is made so that it can be used as a steering wheel for driving the fuel pump.

To drive the fuel pump, a circumference can be used on the crankshaft shaft. Advantageously, the circumference and surface of the crankshaft shaft coincide. The portion of the surface used as the perimeter for driving the fuel pump should have a certain (minimum) diameter. For a particularly easy implementation of the invention, the largest diameter, ie the widest diameter, of the crankshaft shaft can be used. If a point on the crankshaft shaft is traced during the rotational movement of the crankshaft, this point describes a diameter through its circular motion. The outer circumference, which runs parallel to the surface of the crankshaft shaft, can in such a design for driving the Fuel pump can be used. If the fuel pump is a cam-driven or cam-controlled fuel pump, then such a cam must be machined into the lateral surface of the crankshaft shaft only during the grinding process of the crankshaft.

The crankshaft must be sufficiently supported. For this purpose, the crankshaft housing offers a crankshaft stalls. At selected points, the crankshaft is supported by the crankshaft stalls. The crankshaft is supported by the crankshaft stalls. The crankshaft stalls do not have to be completely solid. The crankshaft stalls must be strong enough to accommodate the forces of the crankshaft, but the crankshaft stalls may have individual openings.

The crankshaft is at least partially carried by a Kurbelwellengestühl. At least in a support arm of the crankshaft stalls an opening is recessed. The opening is dimensioned so that a fuel pump can pass through the crankshaft stalls or can be partially enclosed in it and can attach to the crankshaft shaft. This arrangement contributes to the protected storage of the fuel pump. The bearing of the crankshaft is sufficiently stable, although the crankshaft stalls have an opening. The solution presented increases the degree of integration of the reciprocating engine.

In a particularly advantageous embodiment of the crankshaft shaft is not uniform over its entire surface, for. B. evenly rounded, but he has at one point at least one supernatant. The supernatant can be designed as a built-in cam or as a built-in stage. The control contour can also be realized with the help of a deepening. The control contour can be configured as a convex as well as a concave surface. The cam is incorporated in the crankshaft shaft so that a lifting movement can be exerted on the fuel pump by the rotational movement of the crankshaft or by the rotational movement of the crankshaft shaft. For the supernatant stands out a bit from the rest of the crankshaft shaft. The crankshaft is ground by default during manufacture. During the grinding process, the step or the cam can be incorporated in the same processing step.

Fuel plug pumps have proven to be particularly suitable; such pumps are available as single-piston high-pressure pumps. The fuel plug pump has a very small diameter, z. B. 15 mm or 17 mm, at least on the drive element of the fuel pump. The crankshaft stalls are wider in many engines. Thus, the fuel plug pump stuck in the crankshaft stalls. The crankshaft stalls provide enclosing material for the internal fuel pump so that on one side the fuel pump is protected from the other rotating parts and on the other side there is no danger of unnecessary crankshaft deflection due to weak bearings. Typical widths of the bearings for crankshafts, z. B. have a diameter of 70 mm in the region of their shafts, z. B. 16 mm. The integration of the fuel pump takes place in such a configuration over a partial segment in the scope and not over the entire width of the bearing. For the integration of a pump that can supply fuel with a pressure of 2200 bar, a roller cup tappet with a roll width of about 14 mm to about 15 mm wide has proven to be sufficiently dimensioned. This means that the fuel pump can be integrated in the end shield, the crankshaft stalls, even with diameters as small as 70 mm.

Through the reciprocating engine different axes can be pulled through. Such an axle may extend through the longitudinal extent of the crankshaft. Another axis orientation may be considered as the radius of the crankshaft cheek or crankshaft shaft. Angled to these different axes, the fuel pump can be arranged, wherein the fuel pump extends from the crankshaft shaft surface starting in a separate direction. For this purpose, an advantageous angle such. B. 45 °. Vibrations and shocks act with skillful choice of the axis of the fuel pump to the fuel pump much lower than in the orientation, if the fuel pump along a major axis of the reciprocating engine would be aligned.

The fuel pump can be constructed in several parts. The actual core of the fuel pump, so to speak the pump core housing, in which the high pressure part of the pump is located, can be connected via a lever to the crankshaft shaft. The lever itself should be biased by individual springs. With the help of the lever, the drive power can be deflected guided from the crankshaft shaft to the pump core housing.

The reciprocating engine is integrated so far that the fuel pump in a particularly advantageous arrangement from the outside is no longer directly visible (except, of course, the approach from the outside fuel connections such as supply and discharge). All parts of the fuel pump are thus in the engine block of the reciprocating engine. As installation site or installation site, which is particularly advantageous, a location in the crankshaft housing can be selected.

The present invention is in many ways positive. The integration of the fuel pump into the motor housing thus helps to reduce the number of components and the number of individual parts. One or more additional cams and a separate chain, gear or belt drive element can be omitted. This not only helps to reduce costs, but also to improve the overall dynamics of the engine. If it is possible to dispense with a separate chain, gear or belt drive element, the power loss due to friction is reduced. Additional drive forces are no longer possible. The camshafts can be designed with smaller sized bearings compared to systems where the fuel pump is synchronized by a camshaft. Thus, depending on the design of the distribution of forces, the space is opened up so that the housing and bearing in the cylinder head as well as the cover and frame can be continuously converted into plastic. The design as plastic parts is another contribution to weight reduction. As a further consequence, at least in part, the components supplied with pressurized oil can be reduced in number, which is in turn contributes to a simplification of the engine. Depending on the design of the arrangement between the fuel pump and the crankshaft cheek, additional space can be gained in the area of the balancer shaft drive by making it no longer necessary for a fuel pump drive. The transfer of the stroke by means of transfer element to the pump can allow a space-optimal solution and the reduction or bridging filigree structures in the housing of the engine. A translation or reduction allows adaptation of lifting and surface forces in the transmission of the drive power. The introduction of further functional elements is possible in principle, for. B. switching cups or Kipphebelabschaltungen can be additionally integrated. For a particularly advantageous fuel pump construction, the pump itself should be subdivided into the following subassemblies: output element such as roller-type pestle, transfer element such as pump tappet, high-pressure pump unit and high-pressure pump part with VCV and pressure chamber.

Furthermore, there are also advantages in the production. Thus, the manufacture, assembly and thus adjustment of the pump units can be simplified. The machining of the crankcase (in particular bearing shells and crankshaft bearing) can be done during a processing step, ie at the same time, with the processing of the pump output. The processing can be carried out with very high (even necessary) precision. The oil supply of the output for the fuel pump can be done in one embodiment directly from the camp or Kurbelgehäuseschmierkreislauf.

Another advantage for the oil supply is the design of the crankshaft stalls with openings. Openings continue to provide a high stability of the crankshaft stalls for receiving vibronic forces, which may be generated from the rotation of the crankshaft. Openings also serve a beneficial weight reduction. Vibration forces, transverse forces or centrifugal forces acting radially to the crankshaft can occur during ongoing engine operation. Force effects are derived along the openings in particular gentle on the material. Preferably, at least one opening for receiving a fuel pump is recessed. Another opening can accommodate fuel lines. The forces are dissipated around the fuel pump, so that the fuel pump remains unloaded with respect to forces other than pump driving forces, resulting in a high life of the seals of the fuel pump. The size of the opening is adapted to a dimension of the fuel pump. A maximum diameter of the opening is greater than a fuel pump diameter, in particular in a plug-in region of the fuel pump. The opening encloses a portion of a housing of a fuel pump used. By fitting a fuel pump housing segment in the opening lever forces in particular, which can act on the pump housing in the pump operation, discharged to the wall of the opening and thus preferably to the crankshaft stalls. The enclosure of the opening is an abutment for actuating the fuel pump. A passage opening can be configured either round or rectangular. In particular, a conically recessed opening can allow a precise fit of a correspondingly counter-shaped fuel pump. A fuel pump is after one Aspect also bayonet-like or in a thread or with a clamping mechanism in an opening of the crankshaft stalls to keep. The crankshaft stalls forms an abutment for the fuel pump.

The crankshaft may have multiple segments of crankshaft shafts. An opening for receiving the fuel pump is preferably directed to a segment of the crankshaft shaft. The segment may be located at one end of a crankshaft associated with the crankshaft housing. Arrangements with one or more fuel pumps for driving on one or more segments of the crankshaft shaft, which are located in a central region of the crankshaft, in particular between two crankshaft cheeks, are also very space-saving. By installing two fuel pumps, the pump power can be increased and also the reliability can be improved.

The fuel pump is a module, d. H. can be installed quickly, reliably and with low maintenance, without the risk of interference when assembling individual parts. Pressure range-optimized fuel pumps are used for type-specific applications in reciprocating piston engines. For installation in a diesel engine, fuel pumps are preferably used which can generate pressures of more than 1700 bar. However, to comply with particle limits also pressures of more than 2200 bar, such. B. in the range of 2400 bar, be useful. A fuel charge in a lower pressure range of less than 500 bar offers favorable operating conditions in a gasoline engine, such as a gasoline engine. A fuel-efficient operation of gasoline engines is, for example, to achieve from 130 bar fuel pressure with fuel pumps. Low exhaust emissions are also obtained with a fuel charge in the range of 250 bar. To generate suitable pressures and fuel pump modules that are suitable for an adequate pressure level such. B. 350 bar are designed to be used. Such fuel pumps will also have an adequate fuel delivery capacity for high performance reciprocating engines. In this case, valid exhaust gas limit values can be maintained, in particular in the selected pressure range for the respective reciprocating piston engine. On a drive element of the fuel pump, a friction-reducing ball body or a roller body or a barrel body may be provided as a bearing. The friction-reducing, rotatable body preferably offers a contact extension to a shape of the crankshaft shaft. This results in a good distribution of surface forces with low contact friction between the fuel pump and crankshaft.

In one embodiment, a direction of the opening for the fuel pump in the crankshaft stalls is adapted to a direction of action of a cam. In particular, a centric direction of the opening is applied in such a way that a penetration of the fuel pump through the crankshaft stalls, preferably a directed passage at an angle, is made possible. The angling can be carried out favorably with an angular position which deviates from a radial direction of the crankshaft. An angle between 15 ° and 75 °, preferably between 25 ° and 40 °, is favorable for a compact construction. However, an opening for a right-angled passage is advantageous to design. It is also favorable, for example, an arrangement in which the passage opening a guide bearing, such as a pivot bearing or a Slide bearing, a lever receives. A lever, in particular a two-armed knuckle can be actuated in addition, such as friction-prone attachment. Preferably, the lever provides a Kraftvertstärkungsanschluss between a cam, a drive element and the fuel pump. The housing of the fuel pump is mounted on the crankshaft stalls. The lever is a kind of pressure piece. The bearing of the lever leads to a reduction of transverse forces, which may act on the fuel pump in some arrangements. The lever is an actuating extension of the fuel pump. The lever can also be described as a pump handle. The lever is preferably mounted in a portion of the opening of the Kurbelwellengestühls, which faces the crankshaft shaft. With the lever, the fuel pump engages through an opening on a projection, such as a protruding nose or a collar shape of a crankshaft shaft. The supernatant preferably rises on a lateral surface, in particular a cylinder-like surface of the crankshaft shaft. The supernatant has a bearing surface. The bearing surface forms a bearing, for example, in the form of a bearing bevel, via which an actuation of the fuel pump is mediated by the crankshaft shaft.

It is particularly advantageous if the collar shape rotates in a round shape with the crankshaft shaft. The collar-like structure is located between a first radius and a larger second radius on the crankshaft shaft. The larger second radius is smaller than an outer circumference of the crankshaft cheek. Preferably, the first radius is greater than half a material cross-sectional dimension of the crankshaft shaft. A partial surface of the supernatant forms a tread. The tread may be cup-shaped, so that a tappet, such as a barrel tappet, can be guided thereon. The supernatant has an overlay to an axis direction. The bearing bevel forms a bearing, via which an actuation of the fuel pump by the crankshaft shaft, preferably via a roller cup tappet or a roller tappet, is mediated. In addition, the mass is advantageously increased by the collar on the crankshaft shaft, whereby at low cost and low cost of materials a running dynamics of the engine is improved.

In a development, the supernatant on at least one hump. About the hump z. B. contact forces during the attack of the fuel pump, in particular at a rounding, which is associated with a drive of the fuel pump, friction optimized. Also manufacturing technology advantageous attachable is a supernatant, which is formed by at least one groove. By incorporating a groove in the crankshaft shaft is a supernatant in the production of the crankshaft, such. B. as a cast crankshaft or as a forged crankshaft, realized. A groove may, for example, be excluded as a support bevel from the crankshaft shaft. Preferably, a support ramp angle corresponds to an angle of a penetration direction of the fuel pump through the opening of the crankshaft stalls.

However, the fuel pump can also act directly on a plunger, such as a translational adapter in which no rotation ratio, attack on the supernatant. Thus, in one aspect, one side of the opening of the crankshaft stalls holds a fuel pump. The fuel supply and discharge lines connected to the fuel pump, corresponding to one Low-pressure side in conjunction with a tank and a high-pressure side in conjunction with a combustion chamber of the reciprocating engine, can run in some areas in the crankshaft stalls. An opposite side of the opening represents a Durchgriffsbereich, wherein in particular from the opening out the fuel pump with the supernatant, such as the crankshaft shaft, is in force. The crankshaft shaft does work on the fuel pump. Chemical energy of the fuel is converted directly back into a fuel pressure with little loss.

Thus, in one embodiment, the supernatant has a cam-like shape, for example an oval-shaped or an ellipsoidal circumference. In further embodiments, the supernatant is designed as a circular shape, which extends with a center eccentric to a crankshaft axis, or the axis of rotation of the crankshaft. A cam-like drive of the fuel pump generates in particular a stroke on the fuel pump. A crankshaft rotation can be assigned two strokes. A stroke can also be generated at a formation on the crankshaft shaft, which corresponds to an arc section, which is similar to, for example, a spiral arc cutout, such as a worm. Thus, embodiments are possible in which one stroke per crankshaft revolution is generated. A derived structure that advantageously improves a pumping performance of the fuel pump by increasing a pumping frequency versus a rotational frequency is a clover-shaped peripheral geometry of a tread.

The projection may be enclosed by an outer circumference of the crankshaft or the crankshaft cheek. The outer circumference has a smaller radius with respect to an outermost peripheral circle of the crankshaft cheek, and is preferably arranged concentrically therewith. The outer periphery encloses the support surface. A radius of the outer circumference is smaller than a radius of the outermost circumference of the crankshaft cheek. Advantageous for realizing a large pump power is a radius which is about 25% larger than a circle radius of the crankshaft shaft. However, even larger radii, such. For example, a radius that is twice the circle radius of the crankshaft shaft may be useful for adjusting the stroke for optimizing fuel delivery. Furthermore, the supernatant can be arranged on the crankshaft shaft such that a balancing of crankshaft segments is brought about by the change in the mass distribution caused by the arrangement. The supernatant supplements the mass of counterweights to a rotational mass balance. This can also minimize vibration inputs from the crankshaft into the crankshaft stalls and improve bearing life.

Brief Description

• Figur 1 zeigt einen Längsschnitt, also in längster Erstreckung, durch eine Verbrennungskraftmaschine,
• Figur 2 zeigt einen Querschnitt, also im rechten Winkel zum Längsschnitt nach Figur 1, durch eine ähnliche Verbrennungskraftmaschine wie nach Figur 1,
• Figur 3 zeigt eine Kraftstoffpumpe in schematischer Darstellung,
• Figur 4 zeigt ein erstes Ausführungsbeispiel an einer Kurbelwelle in schematischer Darstellung,
• Figur 5 zeigt eine Nockensteuerung an einer Kurbelwelle,
• Figur 6 zeigt ein weiteres Ausführungsbeispiel an einer Kurbelwelle mit Antriebselement für eine Pumpe in schematischer Darstellung,
• Figur 7 zeigt in Querschnitt eine Kurbelwelle mit einem Antriebselement in schematischer Darstellung,
• Figur 8 zeigt in Querschnitt eine Kurbelwelle mit einer Einkolbenhochdruckpumpe in schematischer Darstellung,
• Figur 9 zeigt in schematischer 3D-Darstellung das Zusammenwirken einer Kraftstoffsteckpumpe an einem Nocken einer Kurbelwelle in schematischer Darstellung,
• Figur 10 zeigt das Ausführungsbeispiel nach Figur 9 in einer schematischen Schnittdarstellung,
• Figur 11 zeigt eine äquivalente Übertragung des erfindungsgemäßen Prinzips auf eine andere, geeignete Stelle der Kurbelwelle und
• Figur 12 zeigt die Kraftstoffaufbereitungsvorrichtung einer Verbrennungskraftmaschine.

The invention can be better understood by reference to the accompanying figures, wherein

• FIG. 1 shows a longitudinal section, ie in the longest extent, by an internal combustion engine,
• FIG. 2 shows a cross section, ie at right angles to the longitudinal section after FIG. 1 , by a similar internal combustion engine as after FIG. 1 .
• FIG. 3 shows a fuel pump in a schematic representation,
• FIG. 4 shows a first embodiment of a crankshaft in a schematic representation,
• FIG. 5 shows a cam control on a crankshaft,
• FIG. 6 shows a further embodiment of a crankshaft with drive element for a pump in a schematic representation,
• FIG. 7 shows in cross section a crankshaft with a drive element in a schematic representation,
• FIG. 8 shows in cross section a crankshaft with a single-piston high-pressure pump in a schematic representation,
• FIG. 9 shows a schematic 3D representation of the interaction of a fuel plug pump on a cam of a crankshaft in a schematic representation,
• FIG. 10 shows the embodiment according to FIG. 9 in a schematic sectional view,
• FIG. 11 shows an equivalent transfer of the principle according to the invention to another suitable location of the crankshaft and
• FIG. 12 shows the fuel treatment device of an internal combustion engine.

figure description

FIG. 1 shows a reciprocating engine 1, which is operable as a diesel engine. The reciprocating engine 1 is an internal combustion engine which has four reciprocating pistons 3 arranged in series. Similarly, it is conceivable that the reciprocating engine has a different number of cylinders, z. B. 3 or 6 cylinders. The top of a reciprocating piston 3 is the side facing away from the crankshaft 35 side of the reciprocating piston 3. The combustion chamber 5 can be varied in relation to its volume depending on the position of the reciprocating piston 3. In the combustion chamber 5, a fuel-air combustion 87 takes place so that from caloric energy 85 via a transmission member with connecting rod 11 and the crankshaft 35, a mechanical energy 89 can be provided on the output shaft 33 of the reciprocating engine 1. For loading the combustion chamber 5 and for discharging the burnt gases out of the combustion chamber 5, the reciprocating piston engine 1 has gas exchange valves 23 which can be controlled via a camshaft 21. The camshaft 21 is synchronized to the relative position of the crankshaft 35. The camshaft 21 is located in the region of the cylinder head 17, which is closed by the cylinder head cover 19. The reciprocating piston 3, a lifting movement 7, guided by the connecting rod 11, cover.

Another important part for the formation of the engine block 9 is the crankcase 25. The crankcase 25 provides the crankshaft stalls 27, on which the crankshaft 35 rests. The crankshaft 35 is limited on one side by the pulley 31 and on the other side by the connection 33 for the flywheel. The crankshaft 35 thus has a longitudinal extent between the pulley 31 and connection 33 for the flywheel. To the engine block 9, the oil pan 13 can continue to be expected. In the Oil pan 13, an oil pump 15 is provided, which pumps the engine oil for cooling by the engine block 9 into the area of the cylinder head 17. The crankshaft 35 has individual crankshaft cheeks 37.

According to one aspect, the invention is characterized in that the fuel pump 63 (see, for example, US Pat. FIG. 3 ) is in the engine block 9, that is located in the space between the cylinder head cover 19 and oil pan 13 space.

FIG. 2 shows a similar reciprocating engine 1, as previously in FIG. 1 has been described. The engine block 9 with its components, such as the crankshaft 35, is shown in the illustration FIG. 2 shows a similar reciprocating engine 1, as previously in FIG. 1 has been described. The engine block 9 with its components such as the crankshaft 35 is shown in the illustration FIG. 2 transverse - in comparison to the longitudinal section FIG. 1 - been cut. The combustion chamber 5 above the reciprocating piston 3 is shown in a very compressed state. The gas exchange valve 23 is in the closed position. So it is the state of the reciprocating piston 5 is shown, in which the combustion chamber 5 has been almost completely compressed, z. B. just before or just after the ignition (self-igniting as a diesel engine or spark ignition as in a gasoline engine). Approach to see parts of the spark plug 97, for example, a bore with a screw thread for fastening the screw thread of the spark plug 97. The gas exchange valve 23 is actuated by a camshaft 21. The camshaft 21 and the crankshaft 35 extend in the same direction, ie in a parallel arrangement. The reciprocating piston 3 transmits its mechanical energy to the crankshaft 35 via the connecting rod 11. The crankshaft 35 terminates in a flywheel 31. As illustrated by the different circles of the crankshaft 35, the crankshaft 35 has crankshaft cheeks 37 which have a circumference 39 to have. The crankshaft housing 25 carries the Kurbelwellengestühl 27. At the crankcase 25, the oil pan 13 connects. The connecting rod 11 makes both a lifting movement 7 and a rotational movement with the sense of rotation of the crankshaft 35. As in FIG. 2 Advantageously, the crankshaft housing 25 carries the crankshaft stalls 27 or, ideally, the crankshaft stalls 27 is a part of the crankshaft housing 25, because the crankshaft 35 is supported by its bearings in bearing shells on the crankshaft stalls 27.

FIG. 3 shows a suitable fuel pump 63, which as one of the components of the fuel conditioner 61 (see FIG. 12 ) can be used. The fuel pump 63 has a pump core housing 69 in which the pressure charging of the fuel, which can be supplied and discharged via the pump port 73 takes place. For a precise adjustment of the fuel pressure to a minimum pressure level such. B. 2200 bar, the fuel pump 63 provides a control valve 71. The pump core housing 69 has a Pumpenbefestigungsflansch outside 79. From the pump core housing 69 projects out of the pump piston 77, to which a pump return spring 75 belongs. The pump return spring 75 encloses the pump piston 77. Such a fuel pump 63 is advantageous according to the invention in a reciprocating engine 1 according to the FIGS. 1 and 2 integrated, as in the following FIGS. 4 to 10 shown.

The crankshaft 35, as in FIG. 4 has a longitudinal extent 59 along the crankshaft axis 55. Individual crankshaft cheeks 37 are connected by Kurbelwellenschafte 53 together. A part of the crankshaft 35 is an output shaft 33 or on the crankshaft 35 there is an output shaft 33. On the output shaft 33 of the crankshaft 35 sits, as shown schematically, a driven gear 91. The Kurbelwellenschafte 53 have a circumference 83. The circumference 83 is formed by the surface 47 of the respective crankshaft shaft 53. A drive element 81 is mounted on at least one crankshaft shaft 53. The drive element 81 can execute a movement in at least one direction, which corresponds to the axis orientation 57. The drive plane 51 thus substantially corresponds to the circumference 83 of the crankshaft shaft 53, which results from the diameter 49 of the crankshaft shaft 53 and the design of the surface 47. The surface 47 is designed in the region of the drive plane 51 in such a way that a control of the drive element 81 synchronized with the crankshaft 35 takes place. The drive plane 51 is designed contoured. For this purpose, the drive plane has incorporated structures in the surface 47. The surface 47 on the crankshaft shaft 53 is contoured in the region of the drive plane 51. The drive plane 51, which is located on the periphery 83 of the crankshaft shaft 53, controls the drive element 81 of the fuel pump 63 (see FIG. 3 ). The axis orientation 57 of the drive element 81 is angled away from the crankshaft axis 55 in a separate direction. Advantageously, the axis orientation 57 is parallel to the orientation of the crankshaft cheeks 37.

FIG. 5 shows a crankshaft 35, in which a cam 43 has been incorporated by an oval surface 47 protruding from the crankshaft 35. The cam 43 is part of the crankshaft shaft 53. The cam 43 is a machined surface 47 part of the crankshaft shaft 53. The cam 43 produces a stepped surface 47. A step 45 is formed in the surface 47.

FIG. 6 shows a drive plane 51 'with numerous, incorporated cam 43, which may also be referred to as projections 41. The drive plane 51 'is designed with laterally extending into this cam 43 and projections 41 so that due to the rotation of the crankshaft 35, an increase and decrease in the drive element 81 in the direction of the axis orientation 57' takes place. The axis orientation 57 'deviates from the crankshaft axis 55. The crankshaft shafts 53 lie on the crankshaft axis 55. The crankshaft axis 55 is the center of gravity axis of the crankshaft 35. The crankshaft cheeks 37 are significantly further protruding. Individual crankshaft cheeks 37 delimit the drive element 81 laterally FIG. 6 1, the drive element 81 is an element mounted directly on the crankshaft shaft 53 with a roller pickup. The roller picker is oriented obliquely to the crankshaft axis 55. The drive plane 51 'runs under the role of the drive element 81. The stroke of the drive element 81 is traced by the arrow of the axis orientation 57'. The drive plane 51 'lies on the circumference 83 of the crankshaft shaft 53.

FIG. 7 shows a similar arrangement of a fuel pump control via the drive member 81, which directly on a surface 47 of the camshaft 35 superimposed. The camshaft 35 is supported by the end shield 93 with its axial screws 95 in the crankshaft stalls 27. The crankshaft housing 25 includes the crankshaft stalls 27. In the crankcase 25, more precisely in the crankshaft stalls 27, an opening 29 is held. The opening 29 is on the width of the drive member 81 and the adjoining component of the fuel pump 63 (see FIG. 3 ) Voted. The surface 47 of the crankshaft shaft 53 is designed such that, depending on the position of the crankshaft 35 or the relative position of the crankshaft 35, the drive element 81 is pressed differently far in the direction of the axis orientation 57 " own direction away from the main direction of the crankshaft 35. The opening 29 is advantageously arranged on the bearing plate 93 remote side.

As in FIG. 8 The single-piston high-pressure pump 67 extends in the direction of the axis orientation 57 ". The axis orientation 57" extends through a region of the crankshaft housing 25. The drive element 81 is actuated by the pump return spring 75 pressed against the periphery 83 of the crankshaft shaft 53. The crankshaft shaft 53 rests on a bearing plate 93 in the crankshaft housing 25. The crankshaft 35 serves for the direct drive of the single-piston high-pressure pump 67. By means of axial screws 95 or other suitable fastening means, the inserted crankshaft 35 can be clamped. Advantageously, a screw thread in the crankcase 25, so that the pump core housing 69 is screwed fixed in the crankcase. Equipped with a direction of movement, the drive element 81 follows the circumference 83 of the crankshaft shaft 53. The axis orientation 57 "does not coincide with the main axes of the crankshaft 35, as indicated by the straight lines, but has its own orientation.

FIG. 9 shows the principle of the FIGS. 7 and 8th in a similar embodiment as a 3D representation in which the engine block 9 is indicated by a section of the cylinder head 17 and the crankcase 25. In the crankcase 25, the crankshaft 35 extends through the crankshaft stalls 27 extends a fuel plug 65 so that one end of the fuel plug 65 attaches directly to the crankshaft 35.

The in the FIG. 9 shown arrangement of the fuel plug 65 can be in FIG. 10 to inspect more closely as a 2D representation. In the engine block 9 superimposed above the bearing plate 93, more precisely on the opposite side of the crankshaft 35, the fuel pump 65, the drive element 81, the surface 47 of the crankshaft 35 can drive. The crankcase 25 provides enough space for the fuel plug pump 65 to be guided. The fuel plug pump 65 opens in the region of the crankcase 25 and is fitting with its other end to the deck for the cylinder head 17. The cylinder head 17 can be screwed to the deck.

FIG. 11 shows a similar solution as previously in the FIGS. 3 to 10 shown, wherein instead of the crankshaft shaft 53, a crankshaft cheek 37 as actuating means for the fuel pump 63 (see FIG. 3 ) is used. The fuel pump 63 is seated at an acute angle, deflected from the perpendicular to the crankshaft 35, on the crankshaft 35. The crankshaft 35 is supported in the crankshaft stalls 27 (not shown). The fuel pump 63 is a reciprocating pump driven by a roller cup ram which is part of the fuel conditioner. The crankshaft shafts 53 are the connecting means between the crankshaft cheeks 37 of the crankshaft 35, which opens into the output shaft 33. Notwithstanding the longitudinal extension 59 of the crankshaft 35, that is not on the crankshaft axis 55, a circumference 39 of the crankshaft cheek 37 with a diameter 49 as the drive plane 51, 51 'is used, because an axis orientation 57, 57' of a fuel pump 63 (not shown) the cheek 37 of the crankshaft 35 stores. The surface 47 of the crankshaft cheek 37, like the contouring of the crankshaft shafts 53, may be provided with projections 41 and / or steps 45 for controlling the element to be driven. As a rule, a drive gear for ancillaries is attached to the output gear 91. This on the output gear 91 current control drive is also relieved that the high-pressure generating elements are no longer driven via the output gear 91 as a fuel pump, but by the inner parts of the crankshaft 35, either in the crankshaft shaft 53 or the crankshaft cheek 37, driven.

FIG. 12 shows a reciprocating engine 1, in the cylinder head 17, the gas exchange valves 23 are located. The gas exchange valves 23 are controlled by camshafts 21. Between the camshafts 21, the Kraftstoffaufbereichtungsvorrichtung 61 is arranged so that the combustion chamber 5 can be supplied with a fuel-air mixture.

The individual aspects after the FIGS. 1 to 12 can also make an independent inventive contribution. Thus, during the grinding process of the crankshaft, the corresponding surface profile in a part of the crankshaft 35, such. B. in the crankshaft cheek 37 or in a crankshaft shaft 53, are incorporated. One or more additional machining or assembly steps to produce the control profile for the fuel pump are unnecessary.

LIST OF REFERENCE NUMBERS

reference numeral importance 1 reciprocating engine 3 reciprocating 5 combustion chamber 7 stroke movement 9 block 11 pleuel 13 oil pan 15 oil pump 17 cylinder head 19 Cylinder head cover 21 camshaft 23 Gas exchange valves 25 crankcase 27 crankshaft stalls 29 opening 31 flywheel 33 output shaft 35 crankshaft 37 crankshaft cheek 39 Circumference of the crankshaft cheek 41 Got over 43 Cam or contour 45 step 47 surface 49 Diameter of the crankshaft, in particular shaft diameter 51, 51 ' drive level 53 crank shaft 55 crankshaft axis 57, 57 ', 57 " Axis orientation, especially of the drive 59 longitudinal extension 61 Fuel processing device 63 Fuel pump, in particular high-pressure fuel pump 65 Fuel plug-in pump 67 Einkolbenhockdruckpumpe 69 Pump core housing 71 control valve 73 pump connection 75 Pump return spring 77 pump pistons 79 pump mounting flange 81 driving element 83 Scope of crankshaft shaft 85 caloric energy 87 Air-fuel combustion 89 mechanical energy 91 pulley 93 end shield 95 Axial screw, in particular bearing plate screw 97 Spark plug or spark plug hole or spark plug hole

Claims (12)

Reciprocating engine (1) with internal crankshaft (35) in a crankcase (25) of the reciprocating engine (1),
the one by a reciprocating piston (3) limited combustion chamber (5),
wherein the crankshaft (35) has at least one crankshaft web (37) and at least one crankshaft shaft (53), preferably a plurality of crankshaft cheeks (37) and a plurality of crankshaft shafts (53) connecting the crankshaft cheeks (37), and a fuel conditioner (61) a fuel pump (63, 65, 67), in particular a high-pressure fuel pump (67) such as a high-pressure diesel pump or a high-pressure gasoline pump,
characterized in that
the crankshaft shaft (53) with a drive element (81) of the fuel pump (63, 65, 67) is directly engaged. Reciprocating engine (1) according to claim 1, characterized in that a drive plane (51, 51 ') of the fuel pump (63, 65, 67) passes through the crankshaft shaft (53). Reciprocating engine (1) according to one of the preceding claims, characterized in that
the crankshaft (35) has a crankshaft axis (55),
at which the crankshaft (35) extends and
to which the reciprocating piston (3) transversely angled follows a lifting movement (7),
wherein an attachment of the fuel pump (63, 65, 67) is given laterally to the crankshaft axis (55),
so that a driving force advantageously takes place at right angles to the crankshaft axis (55) in the fuel pump (63, 65, 67). Reciprocating engine (1) according to one of the preceding claims, characterized in that
about a circumference (83) of the crankshaft shaft (53), preferably on a surface (47), which describes a diameter (49), in particular a widest possible diameter (49), of the crankshaft shaft (53), the driving force in the Fuel pump (63, 65, 67) is initiated. Reciprocating engine (1) according to one of the preceding claims, characterized in that
the crankshaft (35) is carried by a crank shaft (27) into which an opening (29) is embedded, in which the fuel pump (63, 65, 67) at least partially supports. Reciprocating engine (1) according to one of the preceding claims, characterized in that
the crankshaft shaft (53) has a projection (41), such as an incorporated cam (43) or a step (45), which on the fuel pump (63, 65, 67) exerts a lifting movement. Reciprocating engine (1) according to one of the preceding claims, characterized in that
a pumping force is exerted on a cylinder (77) of the fuel pump (63, 65, 67) by a drive. Reciprocating engine (1) according to one of the preceding claims, characterized in that
the fuel pump (63, 65, 67) is a fuel plug pump (65), in particular a single-piston high-pressure pump (67). Reciprocating engine (1) according to one of the preceding claims 3 to 8, characterized in that
the fuel pump (63, 65, 67) is disposed in an axis orientation (57, 57 ', 57 ") deviating from the crankshaft axis (55) and the direction of longitudinal extension (59) of the crankshaft shaft (53). Reciprocating engine (1) according to one of the preceding claims, characterized in that
the fuel pump (63, 65, 67) comprises a lever which is mounted between a crankshaft tap and the pump core housing (69), in particular spring-biased (75), the drive power from the crankshaft shaft (53) leading away from this in the pump core housing (69) initiates , Reciprocating engine (1) according to one of the preceding claims, characterized in that
all parts (69, 71, 73, 75, 77, 79, 81) of the fuel pump (63, 65, 67) are enclosed by an engine block (9) of the reciprocating engine (1), in particular by the crankcase (25). Operating method of a reciprocating piston engine (1), in particular according to one of the preceding claims,
the calorific energy (85) by means of a fuel-air combustion (87) in a combustion chamber (5) via an internal crankshaft (35),
which has at least one crankshaft web (37) and which has at least one crankshaft shaft (53),
into a mechanical energy (89), and
whose fuel is pressure charged (63, 65, 67) the combustion chamber (5) is available,
characterized in that
a fuel pump (63, 65, 67) receiving its output from the crankshaft shaft (53) or a contour (47, 41, 43, 45) on the crankshaft shaft (53) that pressurizes the fuel.

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