WO2010035287A1 - Système d'entraînement d'une pompe à carburant - Google Patents

Système d'entraînement d'une pompe à carburant Download PDF

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Publication number
WO2010035287A1
WO2010035287A1 PCT/IN2009/000530 IN2009000530W WO2010035287A1 WO 2010035287 A1 WO2010035287 A1 WO 2010035287A1 IN 2009000530 W IN2009000530 W IN 2009000530W WO 2010035287 A1 WO2010035287 A1 WO 2010035287A1
Authority
WO
WIPO (PCT)
Prior art keywords
cam
engine
crankshaft
fuel pump
roller follower
Prior art date
Application number
PCT/IN2009/000530
Other languages
English (en)
Inventor
Venugopalan Pattabiraman
Vinay Chandrakant Harne
Original Assignee
Tvs Motor Company Limited
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Tvs Motor Company Limited filed Critical Tvs Motor Company Limited
Priority to AP2011005642A priority Critical patent/AP3411A/xx
Publication of WO2010035287A1 publication Critical patent/WO2010035287A1/fr

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Classifications

    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M39/00—Arrangements of fuel-injection apparatus with respect to engines; Pump drives adapted to such arrangements
    • F02M39/02—Arrangements of fuel-injection apparatus to facilitate the driving of pumps; Arrangements of fuel-injection pumps; Pump drives
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/445—Selection of particular materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B17/00—Pumps characterised by combination with, or adaptation to, specific driving engines or motors
    • F04B17/05—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by internal-combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B9/00—Piston machines or pumps characterised by the driving or driven means to or from their working members
    • F04B9/02—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being mechanical
    • F04B9/04—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being mechanical the means being cams, eccentrics or pin-and-slot mechanisms
    • F04B9/042—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being mechanical the means being cams, eccentrics or pin-and-slot mechanisms the means being cams
    • 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
    • F02M37/06—Feeding by means of driven pumps mechanically driven

Definitions

  • the subject matter described herein in general, relates to a fuel pump and in particular, relates to a system for driving a fuel pump.
  • IC engines can be classified into two categories, namely, two-stroke engines and four-stroke engines, based on the number of strokes per combustion cycle.
  • a combustion cycle is completed in every rotation of a crankshaft and on the other hand, in the four-stroke engines, a combustion cycle is completed in every two rotations of a crankshaft.
  • the IC engines can be further classified based on the type of fuel used for combustion, for example, diesel engines and petrol engines.
  • a two-stroke engine can be the diesel engine or the petrol engine.
  • a two-stroke diesel engine includes a fuel supply system that may have a fuel pump to provide fuel at an elevated pressure from a fuel tank to a fuel injector.
  • the fuel pump is driven by a camshaft through a cam, whereas the camshaft is driven by the crankshaft through power transfer drives using intermediate components, for example, a belt, a chain or a gear.
  • intermediate components for example, a belt, a chain or a gear.
  • the fuel needs to be pumped by the fuel pump to the fuel injector every combustion cycle.
  • the camshaft needs to be driven at the same speed of the crankshaft.
  • these intermediate components result in transmission losses between the crankshaft and the fuel pump and adversely affect the efficiency of the engine.
  • the engine Under extreme operating conditions of the two-stroke diesel engine, such as high load and high speed, the engine, especially the intermediate components are subjected to considerably large mechanical stresses. The stresses are caused by high contact fatigue at elevated temperatures on the cam, and the other fuel pump intermediate drive components. Additionally, the high pressures demanded from the fuel supply system at these high operating speeds results in large combined stresses. Additionally, a need for compactness of the intermediate components is compounded with targets of high durability, competitive cost, and reliable operation of system with least parasitic losses.
  • the system includes a crankshaft, a cam, and the fuel pump having a plunger.
  • the plunger is driven by the cam through a roller follower, which is operably coupled to the plunger.
  • the cam is mounted on the crankshaft so that the cam is driven at the speed of the crankshaft.
  • the cam may be mounted on a balancer shaft, which is in turn driven by a primary gear mounted on the crankshaft.
  • the cam may be mounted on a gear shaft, which is also driven by the primary gear mounted on the crankshaft.
  • Such a direct transmission mechanism eliminates additional intermediate components, such as gears, shafts, etc., between the crankshaft and the drive to the fuel pump, especially components required to drive an independent camshaft.
  • additional intermediate components such as gears, shafts, etc.
  • mechanical stress on components of the engine is significantly minimized, with a perceivable improvement in their reliability, thereby ensuring smooth operation of the engine.
  • the cam and the roller follower are coated with material such as tungsten carbide, diamond-like carbon (DLC), etc., having high strength and surface properties to withstand high contact fatigue loads at elevated temperatures, to reduce friction and to prevent wear and tear of the cam and the roller follower.
  • material such as tungsten carbide, diamond-like carbon (DLC), etc.
  • DLC diamond-like carbon
  • the proposed embodiments have the additional advantage of utilizing already existing components in the engine such as the crankshaft, the balancer shaft, the gear shaft, and the cam, to drive the fuel pump, thereby enhancing the performance of the fuel pump without introducing any new components.
  • Fig. 1 illustrates a front view of an internal combustion (IC) engine, in accordance with one embodiment of the present subject matter.
  • Fig. 2 illustrates a sectional view of the IC engine of Fig. 1 having an exemplary system for driving a fuel pump according to an embodiment of the present subject matter.
  • Fig. 3 illustrates a magnified view of a sleeve of the fuel pump according to an embodiment of the present subject matter.
  • Fig. 4 illustrates an exemplary location of a cam driving the fuel pump according to an embodiment of the present subject matter.
  • the subject matter described herein relates to a system for driving a fuel pump of an internal combustion (IC) engine, for example a two-stroke diesel engine.
  • the system includes a crankshaft, a fuel pump, and a cam.
  • the fuel pump includes a plunger, which pressurizes fuel to high pressure.
  • the plunger can be driven by a cam through a roller follower, operably coupled to the plunger.
  • the cam is mounted on the crankshaft of the engine such that the cam rotates at the speed of the crankshaft of the engine, for example, a two-stroke diesel engine.
  • the cam upon rotation of the crankshaft, the cam rotates to impart reciprocating motion to the plunger, which compresses the fuel inside the fuel pump to attain a sufficiently high pressurized state of the fuel.
  • the pressurized fuel is then transferred to an injection component, for example, a fuel injector.
  • the cam can be mounted on a balancer shaft operably connected to the crankshaft of the IC engine, such that the cam rotates at the speed of the balancer shaft.
  • the cam can be mounted on a gear shaft of the IC engine, such that the cam rotates at speed of the gear shaft.
  • Fig. 1 illustrates a front view of an internal combustion (IC) engine 100, such as a two-stroke diesel engine, interchangeably referred to as the engine 100, in accordance with one embodiment of the present subject matter.
  • the engine 100 includes a crankcase assembly that houses a crankshaft (not shown in the figure).
  • the crankcase assembly can be divided into a first crankcase sub assembly 102, and a second crankcase sub assembly 104.
  • the first crankcase sub assembly 102 is the left hand side of the engine 100 and the second crankcase sub assembly 104 the right hand side of the engine 100, with the crankshaft extending in both the assemblies 102 and 104.
  • the crankshaft is connected to a piston (not shown in the figure) of the engine 100 through a connecting rod 106.
  • the crankcase assembly also includes an intake manifold 108 for the intake of charge into a cylinder (not shown in the figure) of the engine 100.
  • the crankshaft provides drive to a driveline of the engine 100 through a primary drive gear (not shown in this figure) mounted on the crankshaft and housed in the second crankcase sub assembly 104.
  • the second crankcase sub assembly 104 also houses a primary driven gear (not shown in the figure) for driving a gear shaft (not shown in the figure). Further, the second crankcase sub assembly 104 houses a balancer gear (not shown in the figure), which is also driven by the primary drive gear.
  • the second crankcase sub assembly 104 includes a sleeve 110 for guiding a roller follower (not shown in this figure), and mounting a fuel supply means, such as a fuel pump
  • the fuel pump 112 in the proximity of the crankshaft and the primary drive gear.
  • the fuel pump 112 is mounted on the sleeve 110 and is fitted in the second crankcase sub assembly 104 through a flange and fixed by means of fasteners, such as bolts, screws, rivets etc.
  • the sleeve 110 serves as a guide to the roller follower and also acts as an adaptor or spacer to position the fuel pump 112 at a desired height from the crankshaft axis.
  • the fuel pump 112 is provided with an integral cast sleeve for guiding the roller follower. In such an embodiment, the fuel pump 112 with the integral cast sleeve can be mounted on the crankcase assembly.
  • the fuel pump 112 has an outlet port 114 for attaching a pipe (not shown in the figure) to transfer fuel from the fuel pump 112 to a fuel rail (not shown in the figure).
  • the fuel rail is connected to a fuel injector (not shown in the figure).
  • the fuel pump 112 is driven by the crankshaft through a cam (not shown in the figure), due to which the fuel pump 112 pressurizes the fuel for injection and provides the fuel to the fuel injector through the fuel rail.
  • Fig. 2 illustrates a sectional view 200 of the IC engine 100 of Fig. 1 having an exemplary system for driving a fuel pump 112 according to an embodiment of the present subject matter.
  • the system includes a crankshaft 202, a cam 204, the sleeve 110, and having a roller follower 206.
  • the fuel pump 112 includes a plunger 208 placed inside a compression spring and operably coupled to the roller follower 206.
  • the engine 100 further includes a cylinder 210, a cylinder head 212, a fuel rail 214, a fuel injector 216 mounted on the cylinder head 212, a piston 218, a combustion chamber 220, a primary drive gear 222, and the connecting rod 106.
  • the piston 218 is slidably disposed inside the cylinder 210 and is connected to the crankshaft 202 through the connecting rod 106.
  • the crankshaft 202 is rotatably mounted inside both the crankcase assemblies 102 and 104.
  • the primary drive gear 222 is mounted on the crankshaft 202 and is rotated at the speed of the crankshaft 202.
  • the cam 204 is mounted on the crankshaft
  • the fuel pump 112 receives the fuel from a fuel tank (not shown in the figure) and provides the fuel at high pressure through the outlet port 114 of the fuel pump 112.
  • the outlet port 114 is connected to the fuel rail 214 through a pipe (not shown in the figure), which transfers the pressurized fuel to the fuel injector 216.
  • the fuel injector 216 injects the fuel at high pressure into the combustion chamber 220.
  • the piston 218 compresses the air inside the combustion chamber
  • the cam 204 which is mounted on crankshaft 202, drives the roller follower 206, which is in contact with the cam 204 by the action of the compression spring mounted on the plunger 208.
  • the cam 204 is an eccentric cam, which imparts a reciprocating motion to the roller follower 206.
  • the cam 204 is a lobed cam.
  • the roller follower 206 reciprocates inside the sleeve 110 and pushes the plunger 208 to reciprocate in the fuel pump 112.
  • the cam 204 converts the rotary motion of the crankshaft 202 into the reciprocating motion of the plunger 208 through the roller follower 206.
  • the reciprocating movement of the plunger 208 compresses the fuel inside the fuel pump 112 thus raising pressure of the fuel inside the fuel pump 112.
  • the motion of the crankshaft 202 can be directly used to drive the fuel pump 112 without any intermediate components such as chains and gears.
  • the present system in addition to providing pressurized fuel, substantially reduces space constraint inside the engine 100, by eliminating the intermediate components conventionally used for transmission of motion from the crankshaft 202 to the plunger 208 in the fuel pump 112.
  • the system also effectively minimizes mechanical stress on the engine 100 and transmission losses caused due to the intermediate components. Further, the system ensures that the crankshaft 202 can smoothly operate the primary drive gear 222 to reliably drive a clutch assembly (not shown in the figure) and a balancer system (not shown in the figure), when implemented in a vehicle.
  • the fuel supply system operates at an elevated temperature and the mechanical stresses due to contact fatigue is large at such elevated temperatures.
  • This stress at elevated temperatures may cause wear and tear of different components, such as the cam 204 and the roller follower 206 thereby disrupting smooth operation of the engine 100.
  • the cam 204 and the roller follower 206 are coated with materials for example, tungsten carbide, diamond-like carbon (DLC), and so on, having good surface properties, which can provide high contact fatigue strength even at elevated temperatures, with improved friction behavior.
  • DLC diamond-like carbon
  • the engine 100 is also provided with a mechanism for lubricating the cam 204 and the roller follower 206.
  • the lubrication mechanism can be either a splash lubrication mechanism or a forced lubrication mechanism using a mechanical or an electrical pump.
  • a splash lubrication mechanism is used for lubricating the cam 204 and the roller follower 206.
  • a clutch housing (not shown in the figure) that is riveted with the primary driven gear (not shown in figure) is used to splash lubricating oil on the cam 204 and the sleeve 110.
  • clutch plates (not shown in the figure) rotate inside the clutch housing splashing the lubricating oil in an upward direction, such that it reaches the primary drive gear 222, the cam 204, and the roller follower 206 through the sleeve 110.
  • Fig. 3 illustrates a magnified view of the sleeve 110 according to an embodiment of the present subject matter.
  • the sleeve 110 is provided with openings 302-1 and 302-2 through which the lubricating oil splashed through the clutch housing can enter the sleeve 110 and lubricate the roller follower 206.
  • the sleeve 110 is further provided with grooves, such as an annular groove 304 on its inner surface.
  • the clutch housing splashes the lubricating oil upwards towards the cam 204 and the sleeve 110, the oil enters the sleeve 110 through the openings 302-1 and 302-2 and starts flowing inside the groove 304 as depicted by the arrows 306, 308, 310, and 312.
  • the flow of the lubricating oil in the grooves helps in lubricating the roller follower 206 as well as a guide surface provided for guiding the roller follower 206 inside the sleeve 110.
  • Fig. 4 illustrates an exemplary location of the cam 204 inside the engine 100, according to an embodiment of the present subject matter.
  • the engine 100 includes the crankshaft 202, the cam 204, a pair of bearings, 402-1 and 402-2, and the primary drive gear 222.
  • the crankshaft 202 is rotatably mounted inside the crankcase assembly with the help of bearings for example, 402-1 and 402-2.
  • the primary drive gear 222 and the cam 204 can be integrated to form a single component and can be mounted and locked axially on the crankshaft 202 by a locking nut 404.
  • This configuration of the cam 204 integrated with the primary drive gear 222 to form a single component provides a robust and compact assembly for driving the fuel pump 112 in the engine 100.
  • the cam 204 can be mounted on the crankshaft 202 as a separate component from the primary drive gear 222.
  • the cam 204 can be arranged on the crankshaft 202 in many other ways as would be clear to a person skilled in the art. Though the above description has been provided with reference to the cam 204 being mounted on the crankshaft 202, it will be understood that the cam 202 may be mounted on other existing shafts without using intermediate components.
  • the cam 204 can be mounted on a balancer shaft (not shown in the figure) of a balancer assembly (not shown in the figure), such that the cam 204 is driven at the speed of the balancer shaft.
  • the balancer shaft is coupled to the crankcase assembly and oriented in parallel to the crankshaft 202.
  • the balancer shaft may be operably coupled with the primary drive gear 222 through balancer gears (not shown in the figure), such that the primary drive gear 222 drives the balancer shaft at the same speed of the crankshaft 202.
  • the fuel pump 112 and the sleeve 110 in said embodiment can be mounted on the crankcase assembly such that the cam 204 is in contact with the roller follower 206. Therefore, upon rotation of the balancer shaft, the cam 204 rotates to impart reciprocating motion to the plunger 208, which compresses the fuel inside the fuel pump 112 to attain a sufficiently high pressurized state of the fuel.
  • Such a placement of the cam 204 allows for an engine assembly that is compact. Further, the transmission losses during operation of the fuel pump 112 are substantially minimized due to elimination of additional intermediate components between the crankshaft 202 and the cam 204, and an appropriate pressure of the fuel supplied to the fuel rail 214 can be ensured.
  • the cam 204 can be mounted on a gear shaft (not shown in the figure) of a driveline (not shown in the figure) of a four-stroke engine, such that the cam 204 is driven at the speed of the gear shaft.
  • the gear shaft may be operably coupled with the primary drive gear 222 such that the primary drive gear 222 drives the gear shaft at a 1 :1 ratio i.e. at the same speed of the crankshaft 202 or at a 1 :2 ratio i.e. at half the speed of the crankshaft 202.
  • Such a placement of the cam 204 allows for an engine assembly that is compact. Further, the transmission losses during operation of the fuel pump 112 are substantially minimized due to elimination of intermediate components between the crankshaft 202 and the cam 204.
  • the fuel pump 112 and the sleeve 110 in said embodiment can be suitably mounted on the crankcase assembly such that the cam 204 is in contact with the roller follower 206.
  • the previously described versions of the subject matter and variants thereof have many advantages, including those which are described below.
  • the subject matter described herein provides a compact and light weight IC engine 100 with the cam 204 being mounted on the crankshaft 202. Owing to the fact that the cam 204 for driving the fuel pump 112 is mounted on the crankshaft 202, the cam 204 is driven at the speed of the crankshaft 202.
  • Such a placement of the cam 204 allows for an engine assembly that is compact. Since, the transmission losses during operation of the fuel pump 112 are substantially minimized due to elimination of additional intermediate components between the crankshaft 202 and the cam 204, the transmission losses are minimized and an appropriate pressure of the fuel supplied to the fuel rail 214 can be ensured. As a consequence, the performance of the fuel pump 112 is enhanced substantially, i.e., the fuel pump 112 pumps the fuel at elevated pressure to the fuel rail 214 even at extreme operating conditions of the vehicle.
  • the present embodiments have the additional advantage of utilizing components existing in the engine such as the crankshaft 202, the balancer shaft, the gear shaft, and the cam 204, thereby enhancing the performance of the fuel pump 112 without introducing any new components.
  • the subject matter in the detailed description has been explained with respect to a two-stroke engine, however, it will understood by a person ordinarily skilled in the art that the system for driving a fuel pump can be implemented in any type of both two-stroke engines and four-stroke engines

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

La présente invention concerne un système permettant d'entraîner une pompe à carburant (112) dans un moteur. Dans un mode de réalisation, le système comprend un vilebrequin (202), une came (204) et une pompe à carburant (112) comprenant un piston (208). La came (204) est couplée au piston (208) par un poussoir à galet (206). La came (204) est montée sur le vilebrequin (202) de sorte que la came (204) tourne à la vitesse du vilebrequin (202) et entraîne le piston (208). Dans d'autres modes de réalisation, la came (204) peut être montée sur un arbre d'équilibrage de vilebrequin ou sur un arbre de transmission. Un tel système réduit au maximum les pertes de transmission et réduit les contraintes mécaniques s'exerçant sur le moteur (100) du fait de l'élimination des constituants intermédiaires supplémentaires classiques.
PCT/IN2009/000530 2008-09-29 2009-09-29 Système d'entraînement d'une pompe à carburant WO2010035287A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AP2011005642A AP3411A (en) 2008-09-29 2009-09-29 System for driving a fuel pump

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN2397CH2008 2008-09-29
IN2397/CHE/2009 2008-09-29

Publications (1)

Publication Number Publication Date
WO2010035287A1 true WO2010035287A1 (fr) 2010-04-01

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PCT/IN2009/000530 WO2010035287A1 (fr) 2008-09-29 2009-09-29 Système d'entraînement d'une pompe à carburant

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WO (1) WO2010035287A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2375030A3 (fr) * 2010-04-07 2012-02-15 A. T. Süd GmbH Moteur à combustion interne doté d'une pompe à carburant
WO2014037145A1 (fr) * 2012-09-06 2014-03-13 Robert Bosch Gmbh Moteur à combustion interne présentant un carter à vilebrequin
WO2014044438A1 (fr) * 2012-09-18 2014-03-27 Robert Bosch Gmbh Moteur à combustion interne muni d'un carter de vilebrequin
FR3011588A1 (fr) * 2013-10-03 2015-04-10 Renault Sa Moteur diesel comportant une pompe de carburant integree
CN105545549A (zh) * 2016-01-28 2016-05-04 全椒县全动机械有限公司 一种带输油泵的双轴平衡单缸柴油机
WO2018073504A1 (fr) * 2016-10-20 2018-04-26 Renault S.A.S Cale elastomere entre came pompe hp et volant moteur
FR3063773A1 (fr) * 2017-03-13 2018-09-14 Renault S.A.S Integration de la came d'entrainement de la pompe hp sur le volant d'inertie
FR3074222A1 (fr) * 2017-11-30 2019-05-31 Renault S.A.S Moteur a combustion comprenant une pompe entrainee par un arbre d'equilibrage

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5701872A (en) * 1994-11-09 1997-12-30 Sanshin Kogyo Kabushiki Kaisha Vertical engine
US6112726A (en) * 1997-09-03 2000-09-05 Sanshin Kogyo Kabushiki Kaisha Fuel supply system for injected engine
US20020117155A1 (en) * 2001-02-23 2002-08-29 Toyota Jidosha Kabushiki Kaisha Fuel pump for an internal combustion engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5701872A (en) * 1994-11-09 1997-12-30 Sanshin Kogyo Kabushiki Kaisha Vertical engine
US6112726A (en) * 1997-09-03 2000-09-05 Sanshin Kogyo Kabushiki Kaisha Fuel supply system for injected engine
US20020117155A1 (en) * 2001-02-23 2002-08-29 Toyota Jidosha Kabushiki Kaisha Fuel pump for an internal combustion engine

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2375030A3 (fr) * 2010-04-07 2012-02-15 A. T. Süd GmbH Moteur à combustion interne doté d'une pompe à carburant
WO2014037145A1 (fr) * 2012-09-06 2014-03-13 Robert Bosch Gmbh Moteur à combustion interne présentant un carter à vilebrequin
WO2014044438A1 (fr) * 2012-09-18 2014-03-27 Robert Bosch Gmbh Moteur à combustion interne muni d'un carter de vilebrequin
FR3011588A1 (fr) * 2013-10-03 2015-04-10 Renault Sa Moteur diesel comportant une pompe de carburant integree
CN105545549A (zh) * 2016-01-28 2016-05-04 全椒县全动机械有限公司 一种带输油泵的双轴平衡单缸柴油机
WO2018073504A1 (fr) * 2016-10-20 2018-04-26 Renault S.A.S Cale elastomere entre came pompe hp et volant moteur
FR3057914A1 (fr) * 2016-10-20 2018-04-27 Renault S.A.S Cale elastomere entre came pompe hp et volant moteur
FR3063773A1 (fr) * 2017-03-13 2018-09-14 Renault S.A.S Integration de la came d'entrainement de la pompe hp sur le volant d'inertie
EP3379066A1 (fr) * 2017-03-13 2018-09-26 RENAULT s.a.s. Intégration de la came d'entraînement de la pompe hp sur le volant d'inertie
FR3074222A1 (fr) * 2017-11-30 2019-05-31 Renault S.A.S Moteur a combustion comprenant une pompe entrainee par un arbre d'equilibrage
EP3492731A1 (fr) * 2017-11-30 2019-06-05 RENAULT s.a.s. Moteur à combustion comprenant une pompe entraînée par un arbre d'équilibrage

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AP2011005642A0 (en) 2011-04-30
AP3411A (en) 2015-09-30

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