EP2758640B1 - Ensemble tiroir rotatif plan - Google Patents

Ensemble tiroir rotatif plan Download PDF

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Publication number
EP2758640B1
EP2758640B1 EP12746033.5A EP12746033A EP2758640B1 EP 2758640 B1 EP2758640 B1 EP 2758640B1 EP 12746033 A EP12746033 A EP 12746033A EP 2758640 B1 EP2758640 B1 EP 2758640B1
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EP
European Patent Office
Prior art keywords
rotary disk
disk valve
openings
cover
crankcase
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP12746033.5A
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German (de)
English (en)
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EP2758640A2 (fr
Inventor
Holger ARENS
Lars ARENS
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Arens Metallbau & Bauschlosserei GmbH
Original Assignee
Arens Metallbau & Bauschlosserei GmbH
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Publication of EP2758640A2 publication Critical patent/EP2758640A2/fr
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Publication of EP2758640B1 publication Critical patent/EP2758640B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/0011—Breather valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/06—Rotary or oscillatory slide valve-gear or valve arrangements with disc type valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/12—Rotary or oscillatory slide valve-gear or valve arrangements specially for two-stroke engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/28—Component parts, details or accessories of crankcase pumps, not provided for in, or of interest apart from, subgroups F02B33/02 - F02B33/26
    • F02B33/30—Control of inlet or outlet ports
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/043—Arrangements for driving reciprocating piston-type pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/0011—Breather valves
    • F01M2013/0022—Breather valves electromagnetic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

Definitions

  • the invention relates to a flat rotary valve arrangement according to the features of the preamble of patent claim 1 and to a motor system according to claim 12 comprising a flat rotary valve arrangement according to claim 1.
  • the fresh air intake can be controlled in a crankcase via a rotary valve system.
  • 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.
  • 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.
  • the two control edges such that, as the rotational speed increases, the opening angle of the rotary valve control unit as a whole is increased, whereas at low rotational speed the opening angle is reduced overall.
  • 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.
  • Generic flat rotary valve assemblies are incidentally, for example, from the DE 20 2009 012 268 U1 , of the GB 22241 A and the WO 95/12750 A1 known.
  • the invention has for its object to provide an improved rotary valve assembly and an improved engine system.
  • the flat rotary valve arrangement provides a crankcase for receiving a crankshaft, which has at least one inlet opening for fresh desire, and at least two flat rotary valves for regulating a fresh air inlet into the crankcase.
  • 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.
  • the at least two flat rotary valves are arranged on a coupling surface of the crankcase on the crankcase.
  • 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.
  • a Schmierbohrö Uber is provided on the coupling surface of the crankcase according to the invention, which is designed to be located in the crankcase lubricant in the first flat rotary valve chamber bring.
  • 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.
  • crankshaft of the crankcase is operatively connected to at least one piston of at least one working cylinder.
  • flat rotary valve flat rotary slide assembly according to arrangement at least a first and / or a second cover, each having at least two Abdeckö Maschinenen.
  • 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.
  • the surface of the first cover opening of the surface of the inlet opening of the crankcase correspond.
  • first cover openings and / or the second cover openings may 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.
  • 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.
  • the cover openings of the first and / or the second cover are formed point-symmetrical to the axis of rotation of the first and the second rotary vane.
  • 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.
  • the first flat rotary valve away from the crankcase, towards the first Cover pushes.
  • 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.
  • 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.
  • 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.
  • a speed of the coupling shaft, or the cranked coupling shaft can be provided, which corresponds to half the rotational speed of the crankshaft.
  • 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.
  • the flat rotary valve can have a substantially circular circumference.
  • 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 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).
  • 0 ° of the crankshaft position KW
  • 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.
  • an angular range of the flat rotary valve opening of ⁇ 55 ° for the rotary valve opening of the first flat rotary valve.
  • the opening angle of the rotary valve opening of the first flat rotary valve for example, in a range between 0 ° and 180 °, in particular between 30 ° and 70 °.
  • 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.
  • 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.
  • 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.
  • the inlet openings of the crankcase are completely closed, at least partially open or fully opened.
  • the first flat rotary valve may have at least one lubrication opening which is designed such that the at least one lubrication hole of the coupling surface of the crankcase, depending on the angle of rotation of the first rotary vane, completely closed, partially open or fully open.
  • first cover and the second cover may form a second flat rotary valve chamber.
  • 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.
  • 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.
  • 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.
  • the second flat rotary valve can be designed such that, in a rotational movement of the second flat rotary valve, depending on the angle of rotation, the inlet openings of the coupling surface of the crankcase, the first Abdeckö Maschinenen the first cover and the second cover openings of the second cover, completely closed or partially opened or fully 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.
  • the second flat rotary valve has a stopper device that extends radially from the outer circumference of the second rotary vane.
  • 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.
  • 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.
  • the flat rotary valve has a toothed contour and the rotation of the guide ring can be effected by means of a gear transmission.
  • 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.
  • 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.
  • the second cover may have an attachment device for integrating a fuel pump.
  • the second flat rotary valve has a thickness of 0.5 to 5 mm, in particular 1 mm. This makes it possible to achieve control of the air supply in the crankcase with an extremely low material and space requirements.
  • the solution according to the invention makes it possible to control the flow of air into the crankcase with a low expenditure on material and space.
  • By the movement of only one flat rotary valve here the second flat rotary valve, it is possible to synchronously vary the inlet openings of the crankcase for the fresh air supply.
  • the flat rotary valve arrangement is particularly suitable for a supply of fresh air into a crankcase of a two-stroke internal combustion engine with direct injection and working cylinder in a boxer arrangement.
  • a two-cylinder Boxeran also four-cylinder, six-cylinder or more are conceivable.
  • the use of a flat rotary valve assembly for internal combustion engines with working cylinder in the boxer arrangement is not limited thereto, also a use of the flat rotary valve arrangement in inline engines is for example possible.
  • 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 piston are by means of prestressed springs with their radially inner ends to a drain ring of an Exzenterwellenteils and are guided in each case axially displaceable in a guide bore.
  • 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.
  • 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.
  • the opening may also be provided to supply new lubricant into the eccentric chamber. Another opening for the supply is also conceivable.
  • 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.
  • the compression piston bear with their radially inner ends on the outer peripheral surface of the outer rolling ring of the rolling bearing.
  • the outer peripheral surface of the eccentric or outer Wälzrings may be formed as a drain ring made of hardened material.
  • the outer peripheral surface of the eccentric or outer Wälzrings with the lower end of the compression piston in operative connection may be formed as a drain ring made of hardened material.
  • 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.
  • 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.
  • the bushing of the compression piston is mounted axially elastic. This can be done for example by means of a plate spring.
  • 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.
  • a two-cylinder Boxeran accent also four-cylinder, six-cylinder or more are conceivable.
  • the use of the fuel pump for internal combustion engines with working cylinder in the Boxeran Aunt is not limited thereto, a use of the fuel pump in inline engines is for example possible.
  • the engine system may further provide a fuel rail block for an internal combustion engine.
  • the fuel distributor block for an internal combustion engine comprises a belt assembly, the belt assembly comprising a belt operatively connected to a pulley coupled to a shaft to engage, via a pulley operatively connected to the belt, an engine, in particular an engine, drive.
  • 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.
  • 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.
  • 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
  • a pressure control valve for regulating the fuel flow may be arranged on the fuel distributor block.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 °.
  • a belt for example, a toothed belt, flat belt or a V-belt be provided. This essentially means that the angle can differ within the usual manufacturing tolerances.
  • 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.
  • 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.
  • the deflection elements can also be rotatable about the connecting elements, which are formed for example as a bearing shaft, be stored.
  • the deflection elements can also have guide devices for a splined or toothed belt, in which the geometric structure of the belt can engage.
  • 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.
  • the base surface may taper away from the plane in which the peripheral surface of the second pulley is located.
  • a pulsation damper which is designed to damp pressure fluctuations in the fuel line system, may be arranged on the fuel distributor block.
  • the crankcase consists of two identical parts, which can be produced by means of a casting technology production and assembled by a 180 ° rotation to form a housing. As a result, a significant cost reduction in the production is realized.
  • more than two identical parts can be assembled into a crankcase.
  • the fuel rail block is particularly suitable for high pressure compression of fuel for a two-stroke direct injection internal combustion engine and cylinder in a boxer arrangement.
  • a two-cylinder Boxeran Aunt also four-cylinder, six-cylinder or more are conceivable.
  • the use of the fuel distributor block for internal combustion engines with working cylinder in the boxer arrangement is not limited thereto, and also a use of the fuel distributor block in in-line engines is possible, for example.
  • the inventive solution is characterized in particular by a motor system with a flat rotary valve arrangement with the features of claim 1.
  • the engine system according to the invention can furthermore have a fuel pump and / or a fuel distributor block 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.
  • 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 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.
  • 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, this means that the coupling surface 10 can also have flattened segments on the circumference of the circle or can have geometric elements arranged on the circumference, such as a rectangle.
  • 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.
  • the embodiment of the invention is not limited to two inlet openings, but also three or more inlet openings are conceivable, which are arranged in a respective identical angular distance from each other. An arrangement of different inlet openings with unequal angular distances from each other is also possible.
  • the crankcase 1 has on the coupling surface 10 receiving devices 100 for fixing the flat rotary valve assembly 2.
  • 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.
  • the coupling surface 10 and the first cover 25 form a first Flachwindschiebehunt 201.
  • the attachment can be done for example by means of screws, rivets, welding or the like.
  • 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.
  • a positive pressure the first flat rotary valve 21 away from the coupling surface 10, towards the cover 25 of the first flat rotary valve chamber 201 suppressed.
  • the seal 29 prevents air from escaping and can thus minimize a drop in the flushing pressure.
  • the first flat rotary valve 21 is arranged within the first flat rotary valve chamber 201.
  • the first flat rotary valve 21 is positively connected to a cranked coupling shaft, not shown, operatively connected and rotatably mounted.
  • 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.
  • 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.
  • 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.
  • 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.
  • Of the Angle range is not limited to this information and can be adjusted if necessary, as already described.
  • 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'.
  • the angular spacing of the first rotary vane openings 23, 23 ' can also be greater 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.
  • 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.
  • 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.
  • 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.
  • 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 attachment opening 200, by means of which the first cover 25 at the receiving devices 100 of the coupling surface 10, as already explained, can be attached.
  • 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.
  • 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.
  • 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.
  • 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.
  • a passage to the first flat rotary valve chamber 201 is released.
  • the lubricating holes 213 at an angular distance of 90 ° from the mirror axis of the first rotary valve openings 23, 23 'of the first flat rotary valve 22, and the lubricating holes 12 at an angular distance of approximately 90 ° from the mirror axis of the inlet openings 11, 11' of the coupling surface 10th arranged the crankcase 1.
  • 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 °.
  • 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.
  • admitted lubricant in the first flat rotary valve chamber 201 is the first Flat rotary valve 21 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
  • inventive solution no separate devices for lubricant transport into the first flat rotary slide chamber 201 are necessary. Additional devices require more components, more space and cause additional throttling losses, so that the inventive solution is characterized by a simple and cost-effective production without additional components.
  • 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.
  • a second flat rotary valve 22 is arranged and rotatably supported by a sliding bearing 203.
  • 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.
  • the second cover openings 28, 28 'point symmetrical to the axis of rotation of the second flat rotary valve 22 is formed.
  • angular distance is variable.
  • angular distance of the cover openings the same conditions apply as for the already described angular distance of the first flat rotary valve.
  • 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 us over an angular range hiss the side edges 241, 242, 241', 242 extend 'of 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.
  • angular distance is variable.
  • angular distance of the cover openings the same conditions apply as for the already described angular distance of the first flat rotary valve.
  • 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 '.
  • the angle of rotation of the second flat rotary valve 22 can be adjusted manually or electromechanically.
  • the second flat rotary valve 22 has a stop device 222 which extends radially from the outer circumference of the flat rotary valve 22.
  • a Guide ring 223 On the second flat rotary slide chamber 202 is a Guide ring 223 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.
  • 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 can be done for example by means of a arranged on the guide ring 223 cable. 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.
  • 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.
  • 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.
  • 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 solution according to the invention is therefore characterized by the fact that a stable and functionally reliable device for variable throttling of the fresh air supply in the ball housing with minimum installation space, components and production costs can be realized. It is therefore possible 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.
  • 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.
  • 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.
  • 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 can be connected together and fastened to the coupling surface.
  • a fastener 2000 such as a screw
  • 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.
  • 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.
  • 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.
  • 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.
  • a subassembly consisting of the first flat rotary valve 21, the first cover opening 25 and the second flat rotary valve 22 is shown.
  • 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.
  • 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.
  • the embodiment of Fig. 3b only half the cross section of the influence openings 11, 11 'is made available for the fresh air supply.
  • 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 '.
  • 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 is further limited by the position of the second rotary vane 22.
  • 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.
  • 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.
  • 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.
  • a prestressed spring 34 By means of a prestressed spring 34, the compression piston 33 abut with their radially inner ends on the outer peripheral surface of the outer Wälzrings 35 and are guided axially displaceably in each case in a bushing 36.
  • the rolling bearing chamber 31 is at least partially filled with lubricant.
  • the rolling bearing chamber 31 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.
  • 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.
  • 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.
  • 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 ,
  • the bushing 36 of the compression piston 33 is mounted radially elastically.
  • the radially elastic support by means of elastomeric rings 301.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the belt deflection device 44 at least two deflection elements 440, here Umlenk michalzlager, 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.
  • the taper angle ⁇ 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.
  • 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 connected to the high pressure input receptacle 45.
  • 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.
  • 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.
  • 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, which consists of a fuel-resistant elastomer ring, which separates the low-pressure side line 460 from the high-pressure side line 450.
  • 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.
  • 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.
  • 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.
  • FIG. 9 shows the embodiment of a fuel distributor block according to the FIG. 7 in the top view.
  • the base surface 400 in the direction R2 wherein the direction R2 already in the FIG. 7 is defined at an angle ⁇ , 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 ⁇ is in FIG. 11 explained in more detail.
  • the connecting elements 444 (not shown for reasons of clarity) are arranged at an angle of 90 ° to the base surface 400.
  • FIG. 10 shows the embodiment of a fuel distributor block according to the FIG. 7 in the side view.
  • the range of the angle ⁇ is in FIG. 11 explained in more detail.
  • 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 ⁇ , 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 ⁇ 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.
  • 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 ,
  • 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 connect the fuel pump 3 to the Flat rotary valve assembly 2 to attach.
  • 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 ).
  • 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.
  • 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.
  • 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 rolling 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.
  • 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.
  • 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 Space, weight, number of parts, fuel consumption, pollutant emissions and manufacturing costs in comparison to other internal combustion engines similar performance classes is achieved.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Multiple-Way Valves (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (12)

  1. Ensemble de tiroirs rotatifs plans avec un carter de vilebrequin (1) destiné à contenir un vilebrequin (5), dans lequel le carter de vilebrequin (1) présente une ouverture d'admission (11, 11') pour de l'air frais, au moins deux tiroirs rotatifs plans (21, 22) pour la régulation d'une admission d'air frais dans le carter de vilebrequin (1), dans lequel lesdits au moins deux tiroirs rotatifs plans (21, 22) présentent respectivement un axe de rotation et sont montés de façon rotative l'un par rapport à l'autre, afin d'ouvrir au moins partiellement et de fermer l'ouverture d'admission (11, 11'), et dans lequel lesdits au moins deux tiroirs rotatifs plans (21, 22) sont disposés sur une face de couplage (10) du carter de vilebrequin (1) sur le carter de vilebrequin (1), dans lequel la face de couplage (10) présente au moins une autre ouverture d'admission (11, 11'), et lesdits au moins deux tiroirs rotatifs plans (21, 22) comprennent respectivement au moins deux ouvertures de tiroir rotatif (23, 23', 24, 24'), afin d'ouvrir au moins partiellement lesdites au moins deux ouvertures d'admission (11, 11'),
    caractérisé en ce qu'il est prévu sur la face de couplage (10) au moins une ouverture de graissage (12), au moyen de laquelle un lubrifiant se trouvant dans le carter de vilebrequin (1) peut être amené dans la première chambre de tiroir rotatif plan (201).
  2. Ensemble de tiroirs rotatifs plans selon la revendication 1, caractérisé en ce que l'ensemble de tiroirs rotatifs plans (2) comprend au moins un premier et/ou un deuxième couvercle (25, 26) avec chacun au moins deux ouvertures de recouvrement (27, 27', 28, 28').
  3. Ensemble de tiroirs rotatifs plans selon la revendication 2, caractérisé en ce que la face de couplage (10) et le premier couvercle (25) forment une première chambre de tiroir rotatif plan (201), dans lequel le premier tiroir rotatif plan (21) est disposé et est monté de façon rotative à l'intérieur de la première chambre de tiroir rotatif plan (201) et
    dans lequel lesdites au moins deux premières ouvertures de recouvrement (27, 27') du premier couvercle (25) peuvent être amenées au moins partiellement en recouvrement avec les ouvertures d'admission respectives (11, 11') de la face de couplage (10) et/ou le premier couvercle (25) et le deuxième couvercle (26) forment une deuxième chambre de tiroir rotatif plan (202) et le deuxième tiroir rotatif plan (22) est disposé et monté de façon rotative à l'intérieur de la deuxième chambre de tiroir rotatif plan (202) et
    dans lequel lesdites au moins deux deuxièmes ouvertures de recouvrement (28, 28') du deuxième couvercle (26) peuvent être amenées au moins partiellement en recouvrement avec les ouvertures d'admission respectives (11, 11') de la face de couplage (10).
  4. Ensemble de tiroirs rotatifs plans selon l'une quelconque des revendications précédentes, caractérisé en ce que le premier tiroir rotatif plan (21) est disposé dans la première chambre de tiroir rotatif plan (201), est en liaison active et est monté de façon rotative avec un arbre de couplage (6) et l'arbre de couplage (6) est relié au vilebrequin (5) au moyen d'un engrenage, de telle manière que l'arbre de couplage (6) tourne avec un nombre de tours plus faible que le vilebrequin (5), en particulier avec la moitié du nombre de tours du vilebrequin (5).
  5. Ensemble de tiroirs rotatifs plans selon l'une quelconque des revendications précédentes, caractérisé en ce que le premier tiroir rotatif plan (21) présente au moins deux premières ouvertures de tiroir rotatif (23, 23'), qui sont configurées de telle manière qu'elles puissent par un mouvement de rotation du premier tiroir rotatif plan (21) être amenées au moins partiellement en recouvrement avec les ouvertures d'admission (11, 11') de la face de couplage (10) du carter de vilebrequin (1), et/ou
    le deuxième tiroir rotatif plan (22) présente au moins deux deuxièmes ouvertures de tiroir rotatif (24, 24'), qui sont configurées de telle manière qu'elles puissent par un mouvement de rotation du deuxième tiroir rotatif plan (22) être amenées au moins partiellement en recouvrement avec les ouvertures d'admission (11, 11') de la face de couplage (10) du carter de vilebrequin (1).
  6. Ensemble de tiroirs rotatifs plans selon l'une quelconque des revendications précédentes, caractérisé en ce que les premières ouvertures de tiroir rotatif (23, 23') du premier tiroir rotatif plan (21) sont alignées de façon concentrique et/ou se font face et sont de forme ponctuellement symétrique par rapport à l'axe de rotation du premier tiroir rotatif plan (21), et/ou
    les deuxièmes ouvertures de tiroir rotatif (24, 24') du deuxième tiroir rotatif plan (22) sont alignées de façon concentrique et/ou les deuxièmes ouvertures de tiroir rotatif (24, 24') du deuxième tiroir rotatif plan (22) se font face et sont de forme ponctuellement symétrique par rapport à l'axe de rotation du deuxième tiroir rotatif plan (22).
  7. Ensemble de tiroirs rotatifs plans selon l'une quelconque des revendications précédentes, caractérisé en ce que le premier tiroir rotatif plan (21) est configuré de telle manière que l'ouverture d'admission (11, 11') de la face de couplage (10) et les premières ouvertures de recouvrement (27, 27') du premier couvercle (25) soient, selon l'angle de rotation du premier tiroir rotatif plan (21), complètement fermées, partiellement ouvertes ou entièrement ouvertes, et/ou le deuxième tiroir rotatif plan (22) est configuré de telle manière que l'ouverture d'admission (11, 11') de la face de couplage du carter de vilebrequin (1), les premières ouvertures de recouvrement (27, 27') du premier couvercle (25) et les deuxièmes ouvertures de recouvrement (28, 28') du deuxième couvercle (26) soient, selon l'angle de rotation du deuxième tiroir rotatif plan (22), complètement fermées, partiellement ouvertes ou entièrement ouvertes.
  8. Ensemble de tiroirs rotatifs plans selon l'une quelconque des revendications précédentes, caractérisé en ce que le premier tiroir rotatif plan (21) présente au moins une ouverture de graissage (213), qui est configurée de telle manière que ladite au moins une ouverture de graissage (12) de la face de couplage (10) du carter de vilebrequin (1) soit, selon l'angle de rotation du premier tiroir rotatif plan (21), complètement fermée, partiellement ouverte ou entièrement ouverte.
  9. Ensemble de tiroirs rotatifs plans selon l'une quelconque des revendications précédentes, caractérisé en ce que l'angle de rotation du deuxième tiroir rotatif plan (22) peut être réglé de façon manuelle ou électromécanique.
  10. Ensemble de tiroirs rotatifs plans selon l'une quelconque des revendications précédentes, caractérisé en ce que le deuxième tiroir rotatif plan (22)
    - présente un dispositif de butée (222), qui s'étend radialement à partir du pourtour extérieur du deuxième tiroir rotatif plan (22) et le deuxième couvercle (26) présente au moins une butée (230), qui peut interagir avec le dispositif de butée (222) du deuxième tiroir rotatif plan (22) et qui limite le mouvement de rotation du deuxième tiroir rotatif plan (22) et/ou
    - présente des alésages de ralenti (240), qui permettent une arrivée d'air minimale dans le carter de vilebrequin (1) lorsque les ouvertures d'admission (11, 11') de la face de couplage (10) du carter de vilebrequin (1) sont fermées par le deuxième tiroir rotatif plan.
  11. Système de moteur comprenant un ensemble de tiroirs rotatifs plans selon l'une quelconque des revendications 1 à 10.
  12. Système de moteur selon la revendication 11, comprenant en outre:
    a. une pompe à carburant pour comprimer du carburant avec au moins deux pistons de compression (33), une chambre d'excentrique (31), dans laquelle lesdits au moins deux pistons de compression (33) sont montés de façon déplaçable axialement et un excentrique (30) est logé de façon rotative dans la chambre d'excentrique (31) pour l'entraînement desdits au moins deux pistons de compression (33), dans lequel l'excentrique (30) et lesdits au moins deux pistons de compression (33) sont en liaison active entre eux, de telle manière que les deux pistons de compression (33) soient déplacés axialement pour comprimer du carburant, dans lequel la chambre d'excentrique (31) est remplie au moins en partie avec un lubrifiant, et/ou
    b. un bloc répartiteur de carburant (4) pour un moteur à combustion interne, qui présente un ensemble de courroie, dans lequel l'ensemble de courroie comprend une courroie (7), qui est en liaison active avec une poulie à courroie (71; 72), qui est couplée à un arbre, pour entraîner un groupe, en particulier un groupe du moteur, au moyen d'une autre poulie à courroie (72; 71) reliée activement à la courroie (7), dans lequel un dispositif de déviation de courroie (44) destiné à dévier la courroie (7) est disposé sur le bloc répartiteur de carburant (4) afin de minimiser l'extension spatiale de l'ensemble de courroie.
EP12746033.5A 2011-06-30 2012-06-28 Ensemble tiroir rotatif plan Active EP2758640B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011078466A DE102011078466A1 (de) 2011-06-30 2011-06-30 Motorensystem
PCT/EP2012/062637 WO2013001037A2 (fr) 2011-06-30 2012-06-28 Ensemble tiroir rotatif plan

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EP2758640A2 EP2758640A2 (fr) 2014-07-30
EP2758640B1 true EP2758640B1 (fr) 2017-12-13

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EP (1) EP2758640B1 (fr)
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Also Published As

Publication number Publication date
WO2013001037A3 (fr) 2013-02-21
US9371752B2 (en) 2016-06-21
US20140238358A1 (en) 2014-08-28
EP2758640A2 (fr) 2014-07-30
WO2013001037A2 (fr) 2013-01-03
DE102011078466A1 (de) 2013-01-03

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