EP2726716B1 - Fuel distributor block - Google Patents

Description

The invention relates to a fuel distributor block according to the features of the preamble of patent claim 1 and an engine system according to claim 6 comprising a fuel distributor block according to claim 1 (see U.S. 4,079,706 ).

Various fuel distributor blocks are known in the prior art, which often have a high space and thus a high weight due to their design.

The object of the invention is to provide an improved fuel distributor block, in particular a fuel distributor block with a space-saving and weight-saving arrangement, as well as an improved engine system.

This object is achieved by a fuel rail with the features of claim 1. Embodiments of the invention are specified in the subclaims.

The fuel distributor block for an internal combustion engine according to the invention comprises a belt arrangement, wherein the belt arrangement comprises a belt, which is operatively connected to a pulley, which is coupled to a shaft, in order via a pulley operatively connected to the belt, an aggregate, in particular Aggregate of a motor 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 into the fuel rail block and via the discharge device in, for example, injection valves of an internal combustion engine

Furthermore, a pressure control valve for regulating the fuel flow may be arranged on the fuel distributor block.

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 guide the fuel, which was passed via the pressure control valve from the high-pressure side line in the low-pressure side line 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 is located.

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 at an angle of 90 ° to a base surface of the power distribution block by means of connecting elements, the base surface tapering in the direction of the plane in which the peripheral surface of the first pulley lies. Alternatively or additionally, the base surface may taper away from the plane in which the peripheral surface of the second pulley is located.

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 by a 180 °. Rotation are assembled to form 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, also a use of the fuel distributor block in inline engines is for example possible.

The engine system may also provide a flat rotary valve assembly for controlling the flow of air into a crankcase.

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 a mounted on 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.

This disadvantage can be remedied by a modified flat rotary valve arrangement. Thereafter, the flat rotary valve assembly provides for a crankcase Receiving a crankshaft, which has at least one inlet opening for fresh desire, and at least two flat rotary valve for regulating a fresh air inlet in the crankcase before. 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 may be provided that the Abdecköffungen 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 another embodiment, a seal may be provided between the coupling surface of the crankcase and the first cover, which is configured to prevent escape of air from the crankcase. 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: $$\theta =0.5\times i\times \left(\gamma -\alpha \right)$$

und $$\alpha :180°\le \alpha <360°$$

und $$0<i=\frac{n_{\mathit{Drehschieber}}}{n_{\mathit{Kurbelwelle}}}\le 1$$

• 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: $$\gamma =\{\begin{array}{c}\beta .\\ \left(180°<\beta \le 360°\right)\wedge \left(\beta >\alpha \right)\\ \beta +360°.\\ \left(0°<\beta \le 180°\right)\end{array}$$

and $$\alpha :180°\le \alpha <360°$$

and $$0<i=\frac{n_{\mathit{rotary\; vane}}}{n_{\mathit{crankshaft}}}\le 1$$

• α: corresponds to the crank angle in [° KW] at which the crankcase is opened
• β: corresponds to the crank angle in [° KW] at which the crankcase is closed
• i: corresponds to the ratio 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 θ = 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 vane openings do not necessarily have to be opposite each other and can be mounted as required 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, a lubrication 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 in such a way that the at least one lubricating bore opening of the coupling surface of the crankcase, depending on the angle of rotation of the first Flat rotary valve, completely closed, partially open or completely 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 throttling losses. This solution therefore offers 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 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 described flat rotary valve arrangement makes it possible to control the flow of air into the crankcase with a low material and space requirement. 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 assembly in inline engines is possible, for example.

The engine system may also provide 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.

This disadvantage can be remedied by changing the fuel pump. The fuel pump for compressing fuel, in particular for the 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 can also be provided to supply new lubricant in the eccentric chamber. Another opening for the supply is also conceivable.

In particular, the eccentric of a seated on a crank of a coupling shaft roller 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.

Through this 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.

The solution according to the invention is characterized in particular by an engine system with a fuel distributor block having the features of claim 1. The engine system according to the invention may further comprise a fuel pump and / or a flat rotary valve arrangement with the features described above. 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.

Fig. 1

ein erstes Ausführungsbeispiel einer Flachdrehschieberanordnung zur Regulierung der Frischluftzufuhr in einem Kurbelgehäuse;

Fig. 2

eine Teilansicht des ersten Ausführungsbeispiels der Flachdrehschieberanordnung der Figur 1;

Fig. 3A

eine Teilansicht des ersten Ausführungsbeispiels der Flachdrehschieberanordnung der Figur 1, wobei der Drehwinkel der zweiten Flachdrehscheibe und der Drehwinkel der ersten Flachdrehscheibe einem vollständig geöffnetem Zustand entspricht;

Fig. 3B

ein Ausführungsbeispiel der Anordnung gemäß Figur 3A, wobei der Drehwinkel der zweiten Flachdrehscheibe einem vollständig geöffnetem Zustand entspricht und der Drehwinkel des ersten Flachdrehschiebers einer halben Öffnung der Einlassöffnung des Kurbelgehäuses entspricht;

Fig. 3C

ein weiteres Ausführungsbeispiel der Anordnung gemäß Figur 3A, wobei der Drehwinkel der zweiten Flachdrehscheibe einem vollständig geöffnetem Zustand entspricht und der Drehwinkel des ersten Flachdrehschiebers einem kompletten Verschluss der Einlassöffnung des Kurbelgehäuses entspricht;

Fig. 4A

eine Teilansicht des ersten Ausführungsbeispiels der Flachdrehschieberanordnung der Figur 1, wobei der Drehwinkel des ersten Flachdrehschiebers einem vollständig geöffnetem Zustand entspricht und der Drehwinkel des zweiten Flachdrehschiebers einem zu 75 % geschlossenen Zustand entspricht;

Fig. 4B

ein Ausführungsbeispiel der Anordnung gemäß Figur 4A, wobei der Drehwinkel des ersten Flachdrehschiebers einem 50 % geschlossenen Zustand der Öffnung des Kurbelgehäuses entspricht;

Fig. 4C

ein weiteres Ausführungsbeispiel der Anordnung gemäß Figur 4A, wobei der Drehwinkel des ersten Flachdrehschiebers einem vollständig geöffneten Zustand der Öffnung des Kurbelgehäuses entspricht;

Fig. 5

ein Ausführungsbeispiel einer Kraftstoffpumpe im Querschnitt;

Fig. 6

ein vergrößerter Ausschnitt der Laufbuchse der Kraftstoffpumpe gemäß Figur 5;

Fig. 7

ein Ausführungsbeispiel eines Kraftstoffverteilerblocks;

Fig. 8

das Ausführungsbeispiel des Kraftstoffverteilerblocks gemäß der Figur 7 im Querschnitt;

Fig. 9

das Ausführungsbeispiel des Kraftstoffverteilerblocks gemäß der Figur 7 in der Draufansicht;

Fig. 10

das Ausführungsbeispiel des Kraftstoffverteilerblocks gemäß der Figur 7 in der Seitenansicht

Fig. 11

eine schematische Ansicht eines Riemens mit zwei Riemenscheiben

Fig. 12

eine schematische Ansicht eines Motorensystems mit der Flachdrehschieberanordnung gemäß Figur 1, der Kraftstoffpumpe gemäß Figur 5 und des Kraftstoffverteilerblocks gemäß Figur 7

Fig. 13

eine Kurbelwelle die an der Flachdrehschieberanordnung gemäß Figur 1, der Kraftstoffpumpe gemäß Figur 5 und einer Riemenscheibe des Kraftstoffverteilerblocks gemäß Figur 7 angeordnet werden kann.

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

Fig. 1

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

Fig. 2

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

Fig. 3A

a partial view of the first embodiment of the flat rotary valve assembly of FIG. 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;

Fig. 3B

an embodiment of the arrangement according to FIG. 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;

Fig. 3C

a further embodiment of the arrangement according to FIG. 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;

Fig. 4A

a partial view of the first embodiment of the flat rotary valve assembly of FIG. 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;

Fig. 4B

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

Fig. 4C

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

Fig. 5

an embodiment of a fuel pump in cross section;

Fig. 6

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

Fig. 7

an embodiment of a fuel distributor block;

Fig. 8

the embodiment of the fuel distributor block according to the FIG. 7 in cross-section;

Fig. 9

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

Fig. 10

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

Fig. 11

a schematic view of a belt with two pulleys

Fig. 12

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

Fig. 13

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

In detail one recognizes in FIG. 1 the parts that are essential for a flat rotary valve arrangement 2. An interpretation of a section of the crankcase 1 is shown, which has on the inlet side of the coupling surface 10, two inlet openings 11, 11 ', which lie in the rotation range of a first flat rotary valve 21. In this case, the inlet openings 11, 11 'are formed in a circular segment, wherein the inlet openings 11, 11' have side edges 111, 112 which extend radially from the center of the coupling surface 10. The coupling surface 10 is formed substantially circular. 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 substantially 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 'of the coupling surface 10 of the crankcase 1 are opposite each other and are formed point-symmetrical to the axis of rotation of the crankshaft of the crankcase 1. The fact that the coupling surface has two identical inlet openings 11, 11 'lying opposite each other is merely an example. Also inlet openings with different shape and opening areas are conceivable. Furthermore, the embodiment 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 has on the coupling surface 10 receiving devices 100 for fixing the flat rotary valve assembly 2. On the coupling surface 10, a first cover 25 can be fastened via the receiving device 100 of the coupling surface 10 by means of the fastening opening 200 via connecting elements 2000, wherein the fastening opening 200 is arranged on the first cover 25. In this case, the coupling surface 10 and the first cover 25 form a first flat rotary slide chamber 201. The fastening can be effected for example by means of screws, rivets, welding or the like.

Furthermore, a seal 29 is disposed between the coupling surface 10 and the first cover 25. The seal 29 also has attachment opening 200, by means of which the seal 29 can be attached to the receiving devices 100 of the coupling surface 10, as already explained.

The seal 29 is adapted to prevent leakage of air from the crankcase. In particular, during the downward movement of the piston in the working cylinder (not shown here) arises in the crankcase 1, an overpressure, the first flat rotary valve 21 away from the coupling surface 10, towards the cover 25th the first flat rotary valve chamber 201 presses. The seal 29 prevents air from escaping and can thus minimize a drop in the flushing pressure.

Within the first flat rotary valve chamber 201, the first flat rotary valve 21 is 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 is connected by means of a transmission not shown here with the arranged in the crankcase 1 crankshaft, 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 ', which are designed such that they can be brought by a rotational movement of the first flat rotary valve 21 with the inlet openings 11, 11' of the crankcase 1 to cover. Here, 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 °, wherein the side edges 231, 232, 231', 232 'of the first rotary valve openings 23, 23' extend 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.

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

The position of the first rotary valve openings 23, 23 'thus corresponds to the position of the inlet opening 11, 11' of the coupling surface 10 of the crankcase 1. The angular distance of the first rotary valve openings 23, 23 'corresponds to the angular spacing of the inlet openings 11, 11'. Alternatively, the angular distance of the first Rotary slide openings 23, 23 'also be larger or smaller than the angular spacing of the inlet openings 11, 11' of the crankcase 1.

The design of the first rotary valve openings 23, 23 'is merely exemplary. In the configuration of the position of the first rotary valve openings 23, 23 'is essential that they largely correspond to the position and the configuration of the inlet openings 11, 11' of the coupling surface 10 of the crankcase 1. 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 statements made above. It is obvious to a person skilled in the art that, given a corresponding change in the inlet openings 11, 11 ', the first rotary vane openings 23, 23' of the first flat rotary vane 21 also change accordingly.

Furthermore, the first cover 25 of the first flat rotary valve chamber 201 has two first cover openings 27, 27 ', wherein the first cover openings 27, 27' coincide with the inlet openings 11, 11 'of the crankcase 1 when the first cover 25 is attached to the coupling surface 10 become. In this case, the first cover openings 27, 27 'in their shape, in their dimensions and their position substantially identical to the inlet openings 11, 11'. The first cover 25 also has fastening opening 200, by means of which the first cover 25 can be attached to the receiving devices 100 of the coupling surface 10, as already explained.

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

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

The first flat rotary valve 21 is, as already described, operatively connected via a cranked coupling shaft with the crankshaft of the crankcase 1 and rotatably supported. During a rotation of the first flat rotary valve 21, the first rotary valve openings 23, 23 ', during the rotational movement of the first flat rotary valve 21, sweep the inlet openings 11, 11' at regular intervals. Consequently, the inlet openings 11, 11 'in dependence of the rotation angle of the first flat rotary valve 21 completely closed, partially open or fully open.

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

The position of the lubricating holes 12 of the crankcase 1 and the lubricating holes 213 of the first flat rotary valve 21 is selected such that the lubricating opening 213 of the first flat rotary valve 21, the lubricating opening 12 of the crankcase 1 at a rotational movement of the first flat rotary valve 21 then sweep 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 is released.

In the embodiment of FIG. 1 are the lubrication openings 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 lubricating holes 12 are arranged at an angular distance of approximately 90 ° from the mirror axis of the inlet openings 11, 11 'of the coupling surface 10 of the crankcase 1.

In this case, the lubrication openings 213 have a larger opening area than the lubrication hole 12. The location and configuration of the lubrication holes 12 and the lubrication openings 211 is merely exemplary and can be adjusted as needed.

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

Alternatively, a larger or smaller rotation angle range, as needed, applicable. This ensures that, due to the overpressure prevailing in the crankcase 1 in this phase, a small amount of the lubricant contained therein can get into the first flat rotary disk chamber 201. By the so-admitted lubricant in the first flat rotary valve chamber 201, the first flat rotary valve 21 is wetted with lubricant. The thus located on the rotating flat rotary valve 21 lubricant droplets are distributed by centrifugal forces on the first flat rotary valve 21 and ensure its lubrication safely, thus reducing its wear and thus increase the durability of the first flat rotary valve 21st

The arrangement does not require any separate devices for transporting lubricant into the first flat rotary slide chamber 201. Additional devices require more components, more space and cause additional throttle losses, so that the arrangement is characterized by a simple and cost-effective production without additional components.

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

In this case, the second cover 26 has two second cover openings 28, 28 ', which are designed such that they are brought into coincidence with the first cover openings 27, 27' of the first cover 25 and the inlet openings 11, 11 '. The second cover openings 28, 28 'are circular segment-shaped and the side edges 281, 282, 281', 282 'of 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 cover openings 28, 28 The second cover 26 corresponds to 60 ° and is therefore greater than the angular distance of the first cover openings 27, 27 'of the first cover 25 and the inlet openings 11, 11' of the coupling surface 10 of the crankcase 1. Alternatively, the angular distance of the second cover openings 28, 28 'Also identical to the angular distance of the first cover openings 27, 27' and the inlet openings 11, 11 'be less than or the angular distance of the openings just mentioned. In this case, the second cover openings 28, 28 'point symmetrical to the axis of rotation of the second flat rotary valve 22 is formed.

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

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, reference is made to the explanations given above for the first flat rotary valve 21.

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

In the embodiment of the FIG. 1 The second flat rotary valve 22 has a stop device 222 which extends radially from the outer circumference of the flat rotary valve 22. On the second flat rotary slide chamber 202, a guide ring 223 is arranged, which is guided by means of guide plates 225 on the second flat rotary slide chamber 202 and rotatably arranged. A roller bearing of the guide ring 223 is conceivable.

In this case, the guide ring 223 is arranged on the second flat rotary slide chamber 202 by means of guide straps 225 which can be attached to the second cover 26 via the fastening opening 200. Furthermore, the guide ring 223 has a receiving opening 224, in which the stop device 222 is received, and the guide ring 223 thus by means of the stop device 222 is in operative connection with the second flat rotary valve 22. This ensures that an adjustment of the angle of rotation of the second rotary vane 22 by means of a manual or electromotive operating device (not shown here), which is coupled to the guide ring 223, 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 guide ring 223 arranged cable take place. It is also conceivable that the outer circumference of the second flat rotary valve 22 has toothed contours and that the rotation of the guide ring 223 and thus the rotation of the second flat rotary valve 22 can be effected by means of a gear transmission.

Furthermore, the second cover 24 stops 230 (in FIG. 2 shown), which interact with the stop device 222 of the second rotary vane 22. Consequently, the rotational movement of the second rotary vane 22 can be limited by the stops 230.

In the embodiment of the FIG. 1 the second flat rotary valve 22 has idler bores 240, which make it possible to allow a minimum air supply into the crankcase 1 in the case of a second cover opening 28, 28 'closed by the second flat rotary valve 22. In this case, the idle bores 240 are attached to the second flat rotary valve 22 in such a way that, in the case of a completely closed state of the second flat rotary vane 22, they are congruent with the first and second covering openings 27, 27 'and 28, 28'.

The second flat rotary valve 22 of the embodiment of FIG. 1 has a thickness of 1 mm. The arrangement 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 minimal space, components and production costs can be realized. It is therefore possible to vary the flow cross section of the two inlet openings 11, 11 'of the coupling surface 10 of the crankcase 1 synchronously by moving the second flat rotary valve.

Furthermore, the second cover 26 still has an attachment device 300, with which 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 has a fastening receptacle 100, for example a threaded bore. Furthermore, the seal 29, the first cover 25, the second cover 26 and the guide rails 225 on a mounting opening 200, via which by means of a fastener 2000, such as a screw, the individual elements just mentioned are connected to one another and fastened to the coupling surface.

In the Fig. 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 in which the second cover opening 28, 28 '(not visible here) of the second cover 26 is completely closed. In the figure clearly a stop edge 230 for the interaction with the stop device 222 can be seen (the second stop edge is hidden by the stop device 222). Consequently, the second flat rotary valve 22 can only move rotationally between the stop edges 230.

Furthermore, the idle bores 240 within the second flat rotary valve 22 and the mounting holes 200 are clearly visible. The idle bores serve a minimum supply of fresh air into the crankcase 1, even with a completely closed state of the second cover opening 28, 28 'of the second cover 26 by the second flat rotary valve 22. For further explanations, reference is made to the statements made above.

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

In the Fig. 3a-3c is the second flat rotary valve 22 in a completely open state, so that the second cover openings 28, 28 'of the second cover 26 (both not shown here) are fully released for a fresh air supply. The first flat rotary valve 21 is located in the Fig. 3a at a rotational 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 Fig. 3b shows a snapshot, in which the first flat rotary valve 22 in the direction of rotation of the crankshaft 5 (not shown) has moved further. The position of the second flat rotary valve 22 remains in the fully open state. By the rotational movement of the first flat rotary valve 21, 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 Fig. 3b only half the cross section of the influence openings 11, 11 'is made available for the fresh air supply.

In the embodiment of Fig. 3c the position of the second flat rotary valve 22 remains unchanged. By the rotational movement in the direction of rotation of the crankshaft 5, the first flat rotary valve 21 has moved so rotationally that its first rotary valve openings 23, 23 'are no longer with the openings 11, 11', 27, 27 ', 28, 28' to coincide , Consequently, the inlet opening 11, 11 'is closed by the flat rotary valve 21 and the fresh air supply is interrupted in the crankcase 1.

The Fig. 4a-4c show to the Fig. 3a-3c Comparable snapshots, however, while the second flat rotary valve 22 is rotated so that it covers about 75% of the openings 11, 11 ', 27, 27' and 28, 28 '.

In the embodiment of Fig. 4a is the first flat rotary valve in one with the Fig. 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 limited by the position of the second rotary vane 22 by 75%.

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

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

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

Of course, the second flat rotary valve 22 can also be adapted fluently via an operating device to the respective needs of a fresh air supply into the crankcase 1. 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 Fig. 5 1 shows a fuel pump 3. The fuel pump 3 has a fuel supply passage 312 on the low pressure side and a fuel discharge passage 311 on the high pressure side. The fuel passes through the fuel inlet channel 312 via inlet and outlet holes 313 in the pump chamber 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. The compression piston 33 are arranged around a connected to the cranked coupling shaft 6 and seated on the crank outer Wälzring 35 in a rolling bearing chamber 31. By means of a preloaded spring 34 are the compression piston 33 with their radially inner ends on the outer peripheral surface of the outer Wälzrings 35 and are each in a bushing 36th guided axially displaceable. The rolling bearing chamber 31 is at least partially filled with lubricant.

By at least partially filling the rolling bearing chamber 31 with lubricant, it is ensured 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 piston 33 have a low material wear and consequently significantly increases the service life of the individual components becomes.

Furthermore, the power transmission of the cranked coupling shaft 6 takes place on the outer peripheral surface of the outer Wälzrings 35 via rolling elements 37, which are arranged between the outer Wälzring 35 and the inner Wälzring 38 of the rolling bearing 30. The rolling bearing 30 allows over the entire speed range of the fuel pump 3, but especially at low speeds, significantly lower peripheral 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, the forces acting on the compression piston 33 shearing forces further minimized and on the other hand prevents wear effects, as they would arise as a result of sliding friction between the compression piston 33 and outer peripheral surface of the outer Wälzring 35. 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 Fig. 6 shows an enlarged section of the bushing 36 of the fuel pump 3 of Fig. 5 , In this case, the bushing 36 of the compression piston 33 is mounted radially elastically. Here, the radially elastic support by means of elastomeric rings 301. Furthermore, an axially elastic mounting of the bush 36 of the compression piston 33 is provided in the embodiment. 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, which significantly reduces the edge wear, between liner 36 and compression piston 33. The edge bearing is created by the on the Compression piston 33 during operation shear forces acting. In the case of rigid mounting, tilting of the compression piston 33 within the bushing 36 occurs, so that the compression piston 33 is only supported at the ends of the bushing 36. 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 a significantly lower wear and higher speeds of the fuel pump. 3

The embodiment of Fig. 7 shows a fuel distributor block 4 of an internal combustion engine and the embodiment of the FIG. 8 shows a cross section of a fuel rail block. In the embodiment of the Fig. 7 and Fig. 8 is a multifunctional fuel distributor block 4, the high pressure input receptacle 45 for receiving a connecting element 45 of a supply device for high pressure compressed fuel to direct fuel from a fuel pump in the fuel rail block, a high pressure output receptacle 46, not shown here for perspective reasons, for receiving a connecting element 462 a discharge device for high-pressure compressed fuel to direct fuel into injectors, not shown, a return receptacle 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 are integrated into the fuel rail block in the respective receiving devices 420, 430, which serve to regulate 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.

In this case, a belt deflection device 44 for deflecting a belt 7 is arranged on the fuel distributor block 4. The belt 7 is, with a pulley 71, which is coupled to a shaft, not shown, operatively connected. In this case, via a further operatively connected to the belt pulley 72, an example (not shown here) coupling shaft is driven.

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

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

The base surface 400 tapers in the direction R1 of the plane in which the peripheral surface of the first pulley 71 is located. Furthermore, the base surface tapers in a direction R2 away from the plane in which the circumferential 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 FIGS. 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 distributor block 4 has a high pressure side line 450, which opens into the high pressure input receptacle 45. At the high pressure input receptacle 45, a supply device, not shown here, arranged for high-pressure compressed fuel to direct fuel from a fuel pump in the fuel rail, while a connecting element of a supply device 452 (here a high-pressure Einschraubadapter) pressure-tight manner with the high pressure input receptacle 45 is connected. Furthermore, a pressure sensor for measuring the fuel pressure within the high pressure side line 450 is 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 receptacle 46 is connected rigidly to a connecting element of a discharge device 462, in this case a high-pressure screw-in adapter, in order to guide high-pressure-compressed fuel into the injection valves.

In this case, the high-pressure side line 450 and the low-pressure side line 460 are connected to each other by means of the pressure control valve 42. The electrically controlled pressure control valve 42 has a seal 401 consisting of a fuel-resistant elastomer ring which separates the low-pressure side passage 460 from the high-pressure-side passage 450. By the electrically controlled pressure control valve 42, it is possible to control the fuel flow within the high-pressure side piping 450 and the low-pressure side piping 460.

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

Furthermore, on the low-pressure side line 460, a return receptacle 47, the form-fitting with a connector of a return device 472, such as a pressure-resistant line adapter to direct excess fuel from the low-pressure side line 460 in the return if necessary.

In this case, the connecting elements 452, 462, 472 can be pressure-tightly connected to lines. 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 FIG. 9 shows the embodiment of a fuel distributor block according to the FIG. 7 in the top view. In the FIG. 9 can be clearly seen that the base surface 400 in the direction R2, wherein the direction R2 already in the FIG. 7 has been defined to be an angle α, which is perpendicular between the plane of symmetry of the fuel rail block extends to the plane of the peripheral surface of the pulley 72, and the plane of the base surface 400 is bevelled. The range of the angle α is in FIG. 11 explained in more detail.

In this case, the connecting elements 444 (not shown for reasons of clarity) are arranged at an angle of 90 ° to the base surface 400.

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

In this case, the connecting elements 444 (not shown for reasons of clarity) are arranged at an angle of 90 ° to the base surface 400.

The FIG. 11 shows a schematic view of a belt with two pulleys. The presentation of the FIG. 11 corresponds to a mental "straighten" the belt assembly and a view from above. How clear in the FIG. 11 can be seen, the angle α, which lies between the line connecting the two centers of the pulleys 71, 72 and the tangent to the circumference of the pulleys 71, 72, from the diameter of the pulleys 71, 72. Consequently, the translation of the two pulleys 71, 72. The deflecting divides the belt 7 in the sections L1 and L2.

The adaptation of the base surface 400 to the angle α and thus the adjustment of the position of the bearing shaft 444 allows a wear minimum run of the belt 7 via the deflection device 44, in particular when the deflection device 44 is designed as a rolling bearing, and thus enables smooth and safe operation.

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

As already described, the flat rotary valve assembly 2 can be attached to the crankcase 1. Furthermore, fastening devices 300 are provided on the flat rotary valve arrangement 2 in order to fasten the fuel pump 3 to the flat rotary valve arrangement 2. In this case, the fuel pump 3 has fastening elements 321, by means of which the fuel distributor block 4 can be fastened to the fuel pump 3 via the attachment openings 320 (see also FIG FIG. 7 ).

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

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

The coupling shaft 6 has coupling surfaces 62 ', for the positive connection of the first flat rotary valve 21, a bearing seat 63 for a rolling bearing for mounting the coupling shaft. Furthermore, the coupling shaft 6 has a crank 61 for transmitting power to a roller bearing, another bearing seat 65 for a rolling bearing for supporting the coupling shaft, and a receiving surface 64 for a pulley 72, which is positively connected by means of the coupling surface 62 positively.

Furthermore, a pulsation damper 41 is shown, which can be grounded 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 Fig. 1 a fuel pump 3 according to the embodiment of FIG. 5 and a fuel rail block 4 according to the embodiment of Fig. 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

Claims (7)

1. A fuel distributor block for an internal combustion engine, having a belt arrangement, wherein the belt arrangement comprises a belt, which is operatively connected to a belt pulley coupled to a shaft, for the purpose of driving an assembly, in particular an assembly of an engine, via a further belt pulley which is operatively connected to the belt,
   characterized in that
   a belt diverting device (44) for diverting the belt (7) is arranged on the fuel distributor block (4) in order to minimize the spatial extent of the belt arrangement.
2. The fuel distributor block for an internal combustion engine as claimed in claim 1, characterized in that the fuel distributor block (4) has a high-pressure-side line (450), with a feed device (451) for feeding highly pressurized fuel into the fuel distributor block (4) and with a discharge device (461) for discharging highly pressurized fuel from the fuel distributor block (4), and a low-pressure-side line (460), with a return device (470) for discharging the lowly pressurized fuel from the low-pressure-side line (460), and the lines (450, 460) are coupled to each other by means of a pressure control valve (42) for regulating the flow of fuel inside the fuel distributor block, wherein the pressure control valve (42) has a seal (420) for separating the low-pressure-side line (460) from the high-pressure-side line (450), and/or in that the fuel distributor block (4) has a high-pressure-side line (450) on which is arranged a pressure sensor (43) for measuring the fuel pressure of the highly pressurized fuel.
3. The fuel distributor block for a two-stroke internal combustion engine as claimed in claim 1, characterized in that the belt (7) is operatively connected to a first belt pulley (71) and to a second belt pulley (72) and is diverted by the belt diverting device (44) in an angle range which is defined by an angle between the axis of rotation of the first belt pulley (71) and the axis of rotation of the second belt pulley (72), wherein the angle range encompasses angles from 10° to 170°, in particular an angle of substantially 90°.
4. The fuel distributor block for a two-stroke internal combustion engine as claimed in one of the preceding claims, characterized in that the belt diverting device (44) has at least two diverting elements (440) which are arranged by means of connecting elements (444) on the fuel distributor block (4), wherein the axes of the connecting elements (444) enclose an angle of less than or equal to 180°, and the angle extends in the direction of the plane in which the circumferential surface of the first belt pulley (71) lies, and/or the axes of the connecting elements (444) enclose an angle of less than or equal to 180°, and the angle extends away from the plane in which the circumferential surface of the second belt pulley (72) lies.
5. The fuel distributor block for a two-stroke internal combustion engine as claimed in one of the preceding claims, characterized in that the belt diverting device (44) has at least two diverting elements (440) which are each arranged at an angle of 90° on a base surface (400) of the fuel distributor block (4) by means of a respective connecting element (444), wherein the base surface (400) narrows in the direction of the plane in which the circumferential surface of the first belt pulley (71) lies, and/or the base surface (400) narrows away from the plane in which the circumferential surface of the second belt pulley (72) lies.
6. An engine system comprising a fuel distributor block having the features of claim 1.
7. The engine system as claimed in claim 6, also comprising

   - a rotary disk valve arrangement (2) having a crankcase (1) for accommodating a crankshaft, wherein the crankcase (1) has an inlet opening (11, 11') for fresh air and at least two rotary disk valves (21, 22) for regulating an ingress of fresh air into the crankcase (1), wherein the at least two rotary disk valves (21, 22) have in each case one axis of rotation and are mounted so as to be rotatable relative to one another for the purpose of at least partially opening up and closing off the inlet opening (11, 11'), and wherein the at least two rotary disk valves (21, 22) are arranged on the crankcase (1) at a coupling surface (10) of the crankcase (1), wherein the coupling surface (10) has at least one further inlet opening (11, 11'), and the at least two rotary disk valves (21, 22) comprise in each case at least two rotary valve openings (23, 23', 24, 24') for the purpose of at least partially opening up the at least two inlet openings (11, 11'), and/or

   - a fuel pump for compressing fuel, the fuel pump having at least two compression pistons (33), an eccentric chamber (31) in which the at least two compression pistons (33) are mounted in axially displaceable fashion, and a rotatably mounted eccentric (30) for driving the at least two compression pistons (33) is accommodated in the eccentric chamber (31), wherein the eccentric (30) and the at least two compression pistons (33) are operatively connected to one another such that the two compression pistons (33) are axially displaced for the compression of fuel, wherein the eccentric chamber (31) is at least partially filled with lubricant.

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