Gear-driven diesel fuel injection pump of an engine

Abstract

Front end of an engine, comprising: a first end of a crankshaft; Camshaft pulleys; an intermediate gear in meshing engagement with the first end of the crankshaft, the intermediate gear being positioned below the camshaft pulleys, with a belt connecting the camshaft pulleys and the intermediate gear; a fuel pump drive gear in meshing engagement with the intermediate gear; and a fuel pump, wherein a drive shaft of the fuel pump is connected to the fuel pump drive wheel, wherein the fuel pump is a pump with a plunger and a piston of the fuel pump moves twice per rotation of the fuel pump drive wheel, characterized in that The fuel pump drive gear has the same number of teeth as the first end of the crankshaft.

Description

Related registration

[0001] The present application claims priority from the preliminary US patent application No. 62 / 327,935 entitled “GEAR DRIVEN DIESEL FUEL INJECTION PUMP OF AN ENGINE”, which was filed on April 26, 2016. Area

[0002] The present description relates generally to methods and systems for a gear-driven diesel fuel injection pump of an engine. Background / Summary

[0003] The front end of an engine can include several drive mechanisms for powering engine components using rotational energy from the engine's crankshaft. For example, a diesel fuel injection pump can be synchronized with the crankshaft so that it delivers a pulse of high-pressure fuel to each fuel injector at the same time relative to the injection timing, thus ensuring uniform fuel delivery quantities from cylinder to cylinder. In one example, achieving high fuel pressures may require the fuel pump to apply a high drive torque. However, the present inventors have recognized that drive torque irregularities from the crankshaft and the fuel pump can be high, and the drive mechanism from the crankshaft can transmit these irregular and high drive torque values.This can lead to friction and wear on the fuel pump, including lateral stress on the diesel fuel-lubricated bearings of the fuel pump.

[0004] DE 10 2004 033 948 A1 discloses a front end of an engine, comprising: a first end of a crankshaft; camshaft pulleys; an intermediate gear in meshing engagement with the first end of the crankshaft, the intermediate gear being positioned below the camshaft pulleys, with a belt connecting the camshaft pulleys and the intermediate gear; a fuel pump drive gear in meshing engagement with the intermediate gear; and a fuel pump.

[0005] DE 60 2004 005 489 T2 discloses a fuel pump with a fuel pump drive wheel, a drive shaft and a plunger, wherein a piston of the fuel pump moves twice per rotation of the fuel pump drive wheel.

[0006] For the expert, it is obvious to connect the drive shaft of the fuel pump DE 60 2004 005 489 T2 with the fuel pump drive wheel of the DE 10 2004 033 948 A1.

[0007] DE 601 20 342 T2 shows an oil pump which is driven by a belt and a gear from a crankshaft gear.

[0008] The problems described above are solved by the features of the independent patent claims. Advantageous embodiments of the invention are described in the dependent claims.

[0009] Accordingly, the front end of an engine comprises a first end of a crankshaft, an intermediate gear meshing with the first end of the crankshaft, a fuel pump drive gear meshing with the intermediate gear, and a fuel pump, with a fuel pump drive shaft directly connected to the fuel pump drive gear. Driving the fuel pump via a series of gears reduces lateral stress on the fuel pump bearings.

[0010] In another embodiment, a system for an engine may comprise a front end comprising: a first end of a crankshaft, an intermediate gear in meshing engagement with the first end of the crankshaft, a fuel pump drive gear in meshing engagement with the intermediate gear, the fuel pump drive gear having the same number of teeth as the first end of the crankshaft, a fuel pump in which a fuel pump drive shaft is directly coupled to the fuel pump drive gear, and a rear end arranged opposite the front end, the rear end having a flywheel coupled to a second end of the engine.

[0011] In yet another embodiment, a method for an engine may include driving the rotation of an intermediate gear by means of a first end of a crankshaft in meshing engagement with the intermediate gear, wherein the intermediate gear is arranged at a front end of the engine, driving the rotation of a fuel pump drive gear by means of the intermediate gear, wherein the intermediate gear is in meshing engagement with the fuel pump drive gear, and driving the rotation of a fuel pump drive shaft by means of rotation of the fuel pump drive gear.

[0012] In this way, by driving a fuel pump drive shaft via an intermediate gear positioned between a crankshaft and a gear on the fuel pump drive shaft, and meshing with them, lateral stress on the fuel pump bearings can be reduced. Furthermore, friction losses can be reduced and the service life of the fuel pump extended.

[0013] It is understood that the foregoing summary is intended to present, in simplified form, a selection of concepts that are further described in the detailed description. It is not intended to identify decisive or essential features of the claimed subject matter, the scope of protection of which is determined solely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that overcome disadvantages mentioned above or in any part of this disclosure. Brief description of the drawings Fig. Figure 1 shows a perspective front view of an exemplary motor system according to one or more embodiments of the present disclosure. Fig. Figure 2 showed a perspective rear view of the exemplary engine system of Fig. 1 according to one or more embodiments of the present disclosure. Fig. Figure 3 showed a side view of the exemplary engine system of Fig. 1 according to one or more embodiments of the present disclosure. Fig. Figure 4 shows a perspective cross-sectional view of a front end of the exemplary engine system of Fig. 1, including a gear-driven diesel fuel injection pump, according to one or more embodiments of the present disclosure. Fig. Figure 5 shows a cross-sectional view of a front end of the exemplary engine system of Fig. 1, including the gear-driven diesel fuel injection pump of Fig. 4, according to one or more embodiments of the present disclosure. Fig. Figure 6 shows a cross-sectional view of one side of the exemplary motor system of Fig. 1, including the gear-driven diesel fuel injection pump of Fig. 4-5, according to one or more embodiments of the present disclosure. Fig. Figure 7 shows a perspective view of the gear-driven diesel fuel injection pump of Fig. 4-6 according to one or more embodiments of the present disclosure. Fig. Figure 8 shows a perspective cross-sectional view of the front end of the exemplary engine system of Fig. 1, including the gear-driven diesel fuel injection pump of Fig. 4-7, according to one or more embodiments of the present disclosure. Fig. Figure 9 shows a cross-sectional view of a cylinder head of the exemplary engine system of Fig. 1 and shows exemplary flow paths of engine coolant and engine exhaust gases through the cylinder head. Fig. Figure 10 shows an exhaust gas recirculation (EGR) cooler, which is used in the exemplary engine system of Fig. 1 is included. Fig. Figure 11 shows a first cross-sectional view of the exemplary engine system of Fig. 1 EGR cooler included. Fig. Figure 12 shows a second cross-sectional view of the exemplary engine system of Fig. 1 EGR cooler included. Fig. Figure 13 shows a cross-sectional view of an exemplary motor system from Fig. 1 included intake manifold. Fig. Figure 14 shows a cross-sectional view of two in the exemplary motor system of Fig. 1 contained cylinders. Fig. Figure 15 shows a partial view of the exemplary engine system of Fig. Figure 1 illustrates a relative arrangement of two fuel injectors connected to the engine system. Fig. Figure 16 shows a group of fuel injectors suitable for connection to the exemplary engine system of Fig. 1 are designed, with the group of fuel injectors comprising the two of Fig. Includes 15 fuel injectors shown. Fig. Figure 17 shows a fluid-carrying seal connected to an exhaust manifold of the exemplary engine system of Fig. 1 is connected. Fig. Figure 18 shows an enlarged view of a fuel pump of the exemplary engine system of Fig. 1.

[0014] Fig. Figures 1-18 are drawn to scale, but other relative measurements can be used. Detailed description

[0015] The following description concerns systems and methods for mechanically driving a diesel fuel injection pump and for driving one or more camshafts of an engine system. A diesel engine, such as the one from Fig. 1-8 shown and herein with reference to Fig. The exemplary diesel engine described in Figure 1-18 can be operated with diesel fuel. The engine can be equipped with an exhaust gas recirculation (EGR) system with several passages formed in one cylinder head of the engine for coolant and exhaust gas flows to an EGR valve assembly, as shown in Figure 1-18. Fig. The EGR valve assembly is designed to direct coolant and exhaust gases to an EGR cooler, which includes a bypass passage connected to a guide plate, as shown in Figure 9. Fig. Figures 10-12 show that the guide plate can direct gases from the bypass passage to an outlet of the EGR cooler, reducing the likelihood of gases from the bypass passage recirculating in the EGR cooler. The engine may additionally include an intake manifold with spiral and non-spiral intake pipes positioned in an alternating arrangement (as shown in Figures 10-12). Fig. (shown in Figures 13-14) to enhance the intake air vortex in the combustion chambers. The engine's fuel injectors can be positioned at different angles to each other (as shown in Figures 13-14). Fig. 15-16) shown to form a spray pattern from each fuel injector to accommodate the larger turbulence of the intake air. An engine exhaust manifold may include a heat-shielding gasket with multiple channels shaped to direct fluid (e.g., oil leaks) away from an outside of the exhaust manifold, as shown in Fig. 17 is shown.

[0016] The engine may include a diesel fuel pump for pumping fuel to the engine's combustion chambers. The pump may be driven by the engine. In particular, energy obtained from the combustion of fuel in the combustion chambers may be used to drive a crankshaft, which can then be used to power the fuel pump. As in the examples of Fig. As shown in Figures 4-8, the crankshaft can include a gear at a first end near or at the front end of the engine. The crankshaft gear can mesh with an intermediate gear in an intermediate gear assembly, so that the rotational motion of the crankshaft drives the rotational motion of the intermediate gear. The intermediate gear can be positioned between the crankshaft gear and a gear on a fuel pump drive shaft, and can mesh with both. In this way, the rotational motion of the crankshaft can be transmitted to the fuel pump via the intermediate gear, which in turn can be transmitted to the fuel pump drive shaft. The rotational motion of the fuel pump drive shaft can drive a piston in the fuel pump, which pressurizes the fuel supplied to the combustion chambers.This allows the fuel pump to be driven by one or more gears instead of a belt or chain. In some examples, the fuel pump can be driven by a gear arrangement, as in... Fig. Figure 18 shows one or more scissor gears. Furthermore, driving the fuel pump using the gear drive system can reduce drive torque irregularities (e.g., those occurring in a belt-driven system) and the resulting wear on fuel pump components, thereby extending the fuel pump's service life.

[0017] The above described and in Fig. The exemplary engine shown in Figures 1-8 may include camshafts that rotate to control the opening and closing times of the intake and exhaust valves of the engine's combustion chambers. The rotation of the camshafts may be driven by the engine's crankshaft at a specific gear ratio to maintain a desired angular velocity ratio between the camshafts and the crankshaft. In one example, the desired angular velocity ratio may be approximately 2:1, so that the camshafts complete one full rotation approximately every two full rotations of the crankshaft.

[0018] The camshafts can be connected to the intermediate gear assembly by means of a belt and respective pulleys, with the intermediate gear assembly being driven directly by the crankshaft via meshing teeth. The intermediate gear assembly can thus transmit torque from the crankshaft to the camshafts. As in the examples of Fig. As shown in Figures 4-8, the intermediate gear assembly can have more teeth than the first end of the crankshaft with which it meshes. The intermediate gear assembly can rotate at a slower speed than the crankshaft. Due to the slower angular velocity of the intermediate gear assembly, the size of the camshaft pulleys connecting the camshafts to the intermediate gear assembly can be reduced while maintaining the desired angular velocity ratio between the camshafts and the crankshaft. Thus, by reducing the size of the camshaft pulleys, the overall size of the engine can be reduced.

[0019] Fig. Figures 1-18 show the relative positioning of various components of an engine system. If they are shown in direct contact or connection with each other, then such components can be described as in direct contact or connection in at least one example. Similarly, components shown as continuous or adjacent to each other can each be described as continuous or adjacent to each other in at least one example. For example, components that are in planar contact with each other can be described as being in planar contact or physically contacting each other. As a further example, elements that are positioned separately from each other, with only a space and no other components between them, can be described as such in at least one example.

[0020] As a further example, elements that are shown above / below each other, on opposite sides, or to the left / right of each other can be described in relation to each other in this way. As shown in the figures, in at least one example, a topmost element or the highest point of an element can also be called the "top" of the component, and a bottommost element or the lowest point of the element can be called the "bottom" of the component.

[0021] Furthermore, they include Fig. Figures 1-18 define an axis system 150 that can be used to describe the relative positioning of components of the motor system. The axis system 150 can include a vertical axis 152, a transverse axis 154, and a longitudinal axis 156. The axes 152, 154, and 156 can be orthogonal to each other, thus defining a three-dimensional axis system. As used herein, "top / bottom," "upper / lower," and "above / below" can be relative to the vertical axis 152 and can be used to describe the positioning of elements of the figures relative to each other along the vertical axis 152. Similarly, "left of / right of" and "side of" can be used to describe the positioning of elements of the figures relative to each other along the transverse axis 154.Furthermore, “in front” and “behind” can be relative to the longitudinal axis 156 and can be used to describe the positioning of elements of the figures relative to each other along the longitudinal axis 156.

[0022] Thus, in one example, elements shown above other elements are positioned vertically above them. As a further example, the shapes of the elements depicted in the figures can be described as having these shapes (e.g., circular, straight, flat, curved, rounded, chamfered, angled, or the like). Elements shown intersecting each other can, in at least one example, also be described as intersecting elements or intersecting each other. Furthermore, in one example, an element shown within another element or shown outside of another element can be described as such.

[0023] Starting with Fig. Figure 1 shows a perspective front view 100 of an exemplary engine system 10. The engine system 10 may comprise a front end 102 opposite a rear end 104, a top 106 opposite a bottom 108, and a first side 110 opposite a second side 112. The engine system 10 comprises a cylinder head 114 connected to a cylinder block 116, forming one or more combustion chambers 118 (which may be referred to herein as cylinders). Specifically, the combustion chambers 118 may be formed by means of one or more bores in the cylinder block 116, the bores defining the side and bottom walls of the combustion chambers 118. The cylinder head 114 may be positioned vertically above the cylinder block 116, and a bottom face of the cylinder head 114 adjoining an upper face of the cylinder block 116 may define the upper wall of the combustion chambers 118. In the illustrations herein, Fig. In the examples described in 1-18, the engine system 10 comprises four combustion chambers 118. It is understood, however, that in other examples the engine system 10 may comprise more or fewer than four combustion chambers 118. Furthermore, in the present description, combustion chambers 118 may also be referred to as cylinders 118.

[0024] The cylinders 118 can be arranged adjacent to and / or parallel to each other along the longitudinal axis 156 in an arrangement commonly referred to by those skilled in the art as a "row" arrangement. The cylinders 118 can thus be arranged as a single row of cylinders. However, it is understood that in other examples the engine cylinders 118 can be arranged in several rows, for example in a "V" configuration.

[0025] Below the cylinder block 116, a crankcase skirt 119 can be positioned between the cylinder block 116 and an oil pan 120. Thus, the crankcase skirt 119 can be connected to the underside of the cylinder block 116, and the oil pan 120 can be connected to the underside of the crankcase skirt 119. In this way, the oil pan 120 can define the underside 108 of the engine system 10. In other words, the oil pan 120 can be positioned on the underside 108 of the engine system 10. The oil pan 120 can form a (in Fig. 1. (Not shown) oil pump that pumps oil to various rotating engine components for lubrication.

[0026] Intake air can enter the engine system 10 via an intake tract 122. The intake air can then be drawn in via an integrated intake manifold 422 (in Fig. 4, Fig. 8 and Fig. 13 shown and below based on Fig. (described in more detail in section 13) are directed to the combustion chambers 118. In particular, the amount of air flowing to the combustion chambers 118 can be regulated by an intake throttle valve and / or one or more intake valves. When one or more intake valves open, the intake air can be introduced into the combustion chambers 118, for example, during the intake stroke of a piston. The intake air can then be compressed during a compression stroke of the piston, as the piston moves upwards towards the cylinder head 114 and top dead center (TDC). Diesel fuel can be injected into each of the combustion chambers 118 by means of respective fuel injectors 124, which are positioned above the combustion chambers 118. In particular, diesel fuel can be injected directly into each of the cylinders 118 by the fuel injectors 124. The injected fuel can be combusted with the compressed intake air during a subsequent power stroke.After combustion, one or more exhaust valves 126 can open to allow the combustion products from the combustion chambers 118 to escape to an exhaust manifold 128.

[0027] The exhaust manifold 128 can connect the combustion chambers 118 to a common exhaust tract 130 to guide the combustion products from the combustion chambers 118 to the exhaust tract 130. One or more of the combustion chambers 118 can additionally be connected to an internal exhaust tract 902, formed by inner surfaces of the cylinder head 114, to direct exhaust gases to an EGR arrangement 900 connected to the engine system 10 (as shown in Fig. (9 shown and described in more detail below). The exhaust tract 130 can include a turbine 131 of a turbocharger of the engine system 10. The turbine 131 can be connected to an intake compressor positioned in the intake tract 122 to compress the intake air supplied to the combustion chambers 118. After passing through the turbine 131, exhaust gases can pass through a diesel particulate filter and / or other emission control devices before being released into the environment.

[0028] The combustion of the air-fuel mixture in the combustion chambers 118 can drive a reciprocating motion of the pistons positioned in the combustion chambers 118. A movement of the pistons can be converted into rotary motion of a crankshaft 132, which can be used to deliver torque to one or more vehicle wheels. In particular, as described below with reference to Fig. Figure 2 shows that at the rear end 104 of the engine system 10, a flywheel 134 is connected to a rear second end of the crankshaft 132 opposite a front first end 133 of the crankshaft 132. The front first end 133 of the crankshaft 132 can be positioned at or near the front end 102 of the engine system 10 and can include one or more gears and / or pulleys for driving various components of the engine system 10. For example, in Fig. As shown in Figure 1, the crankshaft 132 can include one or more outer first pulleys 136. One of the outer first pulleys 136 can be connected by a belt or chain to a water pump pulley 138 for driving a water pump 140 of the engine system 10. In particular, the water pump pulley 138 can be connected to the water pump 140 so that the rotational movement of the pulley 138 drives the water pump 140. The outer first pulleys 136 can include additional pulleys that can be connected by belts and / or chains to various other engine components, such as an air conditioning compressor, for transmitting power from the crankshaft to them. The water pump 140 can supply water or coolant to the cylinder head 114, the cylinder block 116, and / or a radiator for cooling various components of the engine system 10.

[0029] The engine system 10 may include a front cover 141 at the front end 102, which protects and covers internal components of the engine system 10 at the front end 102. The outer first pulleys 136 and the water pump pulley 138 are shown positioned in front of or outside the front cover 141. Inside the front cover 141, and as described below with reference to Fig. As described in more detail in 4-8, the crankshaft 132 can be connected to one or more gears and / or belts to drive the rotary motion of an input camshaft pulley 142 and an output camshaft pulley 144. The pulleys 142 and 144 can be positioned adjacent to each other relative to the vertical axis 152 at or near the top 106 of the front end 102 of the engine system 10. Furthermore, the crankshaft 132 can include a gear at its front first end 133, which is connected to an intermediate gear (described below with reference to Fig. (described in 4-8) can be in meshing engagement, the intermediate gear comprising a pulley connected to the camshaft pulleys 142 and 144 by means of a camshaft drive belt 146. The intermediate gear can be positioned behind and inward of the outer first pulleys 136 relative to the front end 102. The camshaft pulleys 142 and 144 can be connected to separate camshafts. In the example of Fig. Figure 1 shows only one exhaust camshaft 148. The camshafts can thus rotate with the camshaft pulleys 142 and 144 and can control the opening and closing timing of the intake and exhaust valves. In particular, the intake camshaft pulley 142 can be connected to the intake camshaft along the same axis of rotation as the intake camshaft and can control the opening and closing timing of one or more intake valves. Similarly, the exhaust camshaft pulley 144 can be connected to an exhaust camshaft along the same axis of rotation as the exhaust camshaft pulley 144 and can control the opening and closing timing of the exhaust valves 126. Thus, the exhaust camshaft can rotate at approximately the same speed as the exhaust camshaft pulley 144, and the intake camshaft can rotate at approximately the same speed as the intake camshaft pulley 142.The camshaft 148 can include camshaft cams 149, which convert the rotary motion of the camshaft 148 into linear motion of the exhaust valves.

[0030] As in the example of Fig. As shown in Figure 1, the camshaft 148 can be positioned vertically above the cylinder block 116 in the cylinder head 114. Thus, the camshaft 148 can be positioned vertically above the crankshaft 132. Even though in the example of Fig. While only two camshafts are shown in Figure 1, it is understood that other examples may contain more or fewer than two camshafts. Furthermore, in some examples, the engine system 10 may include a variable valve timing system or a variable camshaft timing system to adjust valve opening and / or valve closing times.

[0031] Continue to Fig. Figure 2 shows a perspective rear view 200 of the motor system 10. In detail, it shows Fig. 2 A more detailed view of the rear end 104 of the engine system 10, including the flywheel 134. The flywheel 134 can be connected to the crankshaft 132 at a rear second end 233, with the rear second end 233 being opposite the front first end 133 (in Fig. (2 not shown). Thus, the flywheel 134 can be connected to the crankshaft 132 at the rear end 104 of the engine system 10. The flywheel 134 can connect the crankshaft 132 to a vehicle transmission for transmitting torque from the crankshaft 132 to the transmission and one or more vehicle wheels.

[0032] Fig. Figure 2 also shows an example of one or more pistons 202 positioned in one of the combustion chambers 118. The pistons 202 can move up and down along the vertical axis 152 between top dead center (TDC) and bottom dead center (BDC).

[0033] Continue to Fig. Figure 3 shows a first side view 300 of the engine system 10, which points to the first side 110 of the engine system 10. Sections of two of the combustion chambers 118 are shown, revealing two of the pistons 202 positioned therein. Furthermore, the fuel injectors 124 are shown positioned above the combustion chambers 118, such that each combustion chamber 118 contains a dedicated fuel injector. The fuel injectors 124 can be connected to a fuel pump via fuel supply lines 302. Thus, the fuel supply lines 302 can be connected at one end to the fuel injectors 124 and at the opposite end to a (in Fig. 3 (not shown) fuel pump connected.

[0034] With reference to now Fig. 4 and Fig. Figure 5 shows these cross-sectional views 400 and 500 of the motor system 10 at the front end 102 of the motor system 10, wherein the (above with reference to Fig. The front cover (141) described above has been removed. Therefore, Fig. 4 and Fig. 5 are described together in the present description. Thus, the process described in Fig. Figure 4 shows a cross-section of the motor system 10 at the front end 102 of the motor system 10 along a plane parallel to the plane defined by the vertical axis 152 and the transverse axis 154. The front cover 141 has been removed, exposing internal components of the motor system 10 at the front end 102 of the motor system 10. The in Fig. The four components of the motor system 10 shown can therefore be located directly adjacent to and inside the front cover 141 and the outer first pulleys 136, which were described above with reference to Fig. 1 and Fig. 3 were described.

[0035] The first end 133 of the crankshaft 132 can include a crankshaft gear 402 and / or an oil pump pulley 403. The crankshaft gear 402 and the oil pump pulley 403 can be connected to the crankshaft 132 and can share an axis of rotation with the crankshaft 132. In particular, the pulley 403 and the gear 402 can be rotationally fixed relative to the crankshaft 132. The oil pump pulley 403 can also be referred to herein as the oil pump drive gear 403. The pulley 403 and the gear 402 can rotate with the crankshaft 132 at substantially the same angular velocity. Thus, the oil pump pulley 403 and the crankshaft gear 402 can be positioned concentrically about a central axis of rotation of the crankshaft 132. The crankshaft gear 402 can be connected to an intermediate gear assembly 404. The oil pump pulley 403 can be connected to an oil pump belt 405 (in Fig. 4 (not shown) oil pump, which is positioned in the oil pan 120. Thus, a rotary motion of the crankshaft 132 can be transmitted to the oil pump via the belt 405 to drive and power the oil pump.

[0036] The crankshaft gear 402 can drive the intermediate gear assembly 404 by means of a meshing engagement between several teeth of the crankshaft gear 402 and several teeth 407 of the intermediate gear assembly 404. In particular, the intermediate gear assembly 404 can comprise an intermediate gear 406 and a tensioning roller 408, wherein the intermediate gear 406 comprises the teeth 407. The intermediate gear 406 is thus in meshing engagement with the first end 133 of the crankshaft 132. The intermediate gear 406 and the tensioning roller 408 can integrally form the intermediate gear assembly 404. In some examples, the intermediate gear assembly 404 can thus comprise a single continuous part that includes the intermediate gear 406 and the tensioning roller 408. The intermediate gear 406, the tensioning roller 408, and the intermediate gear assembly 404 can thus share a common axis of rotation.Furthermore, the intermediate gear 406, the tension roller 408, and the intermediate gear assembly 404 can be rotationally fixed relative to each other, so that they rotate in the same direction and at substantially the same angular velocity. The intermediate gear 406 can have a larger diameter than the tension roller 408. Thus, at a given angular velocity of the intermediate gear assembly 404, the edges or teeth 407 of the intermediate gear 406 can have a higher linear velocity than the edges of the roller 408 due to the larger diameter of the intermediate gear 406.

[0037] When the crankshaft 132, and thus the crankshaft gear 402, rotates, the meshing teeth of the crankshaft gear 402 and the intermediate gear 406 can cause the intermediate gear assembly 404 to rotate. Thus, the intermediate gear assembly 404 can be driven by the rotation of the crankshaft 132 via the meshing engagement of the teeth of the intermediate gear 406 and the crankshaft gear 402. The intermediate gear assembly 404 can rotate in one direction opposite to that of the crankshaft 132. Thus, the crankshaft 132 can rotate in a first direction, and the intermediate gear assembly 404 rotates in a second direction opposite to the first. For example, if the crankshaft 132 rotates counterclockwise as viewed from the front end 102 of the engine system 10, the intermediate gear assembly 404 rotates clockwise.

[0038] Furthermore, the intermediate gear 406 and the intermediate gear assembly 404 can rotate at a slower speed (a smaller angular velocity) than the crankshaft gear 402 and the crankshaft 132. In particular, the intermediate gear 406 can have more teeth than the crankshaft gear 402 and / or can have a larger diameter than the crankshaft gear 402 and can thus rotate more slowly than the crankshaft 132 when driven by the crankshaft gear 402. In one example, the intermediate gear 406 can have 63 teeth and the crankshaft gear 402 can have 45 teeth. In other examples, the intermediate gear 406 can have more or fewer than 63 teeth and / or the crankshaft gear 402 can have more or fewer than 45 teeth.

[0039] In some examples, the spacing of the crankshaft gear teeth and the intermediate gear teeth, and / or the tooth dimensions, may be approximately the same to reduce slippage between gears 402 and 406 and to maintain meshing between the two gears 402 and 406. In some examples, the intermediate gear 406 may therefore have a larger diameter than the crankshaft gear 402 to accommodate its greater number of teeth. The intermediate gear 406 may also be dimensioned, either additionally or alternatively, to separate itself from a fuel pump drive gear 412 with which it also meshes.The intermediate gear 406 can therefore be dimensioned based on one or more of: a target distance between the crankshaft gear 402 and the fuel pump drive gear 412, a target number of teeth on the intermediate gear 406, a number of teeth on the crankshaft gear 402, a target transmission ratio or target speed ratio between the intermediate gear 406 and the crankshaft gear 402, etc.

[0040] In other examples, the crankshaft gear 402 may have a larger diameter than the intermediate gear 406. Furthermore, in some examples, the spacing and / or dimensions of the crankshaft gear teeth and the intermediate gear teeth may differ. In still other examples, the crankshaft gear 402 may have more teeth than the intermediate gear 406 and / or rotate at a slower speed than the crankshaft gear 402.

[0041] The intermediate gear 406 can also mesh with the fuel pump drive gear 412 by means of several interlocking teeth. Specifically, teeth 407 of the intermediate gear 406 and teeth 414 of the fuel pump drive gear 412 can mesh, so that the rotary motion of the intermediate gear assembly 404 drives the rotary motion of the fuel pump drive gear 412. The fuel pump drive gear 412 can be connected to a drive shaft 415 of a fuel pump 416 and share an axis of rotation with it. In some examples, the fuel pump drive gear 412 and the drive shaft 415 can be fixed against rotation, so that they rotate at substantially the same angular velocity. The drive shaft 415 can drive a piston or other pressurizing element of the pump 416. In one example, the pump 416 can include a single plunger (e.g. piston) as described below.In other examples, however, the pump 416 can include more than one plunger or pressurizing element, and each plunger or pressurizing element can be driven by the rotation of the drive shaft 415.

[0042] The rotary movement of the drive shaft 415 can thus be used to operate the pump 416, to displace the piston of the pump 416 and thus to the (in Fig. The fuel supplied to the combustion chamber 118 (not shown) is pressurized. In some examples, the piston of pump 416 can move linearly up and down twice for each complete rotation (e.g., 360-degree rotation) of the crankshaft 132 (e.g., from top dead center to bottom dead center and from bottom dead center to top dead center). In this way, the crankshaft 132 can be used to operate pump 416. Specifically, rotary motion of the crankshaft 132 can be transmitted to the drive shaft 415 of pump 416 via the intermediate gear 406 and the fuel pump drive gear 412 to generate the linear motion of the piston in pump 416.

[0043] The intermediate gear 406 and the intermediate gear assembly 404 can thus be positioned between the crankshaft 132 and the fuel pump drive gear 412, separating them. Furthermore, the intermediate gear assembly 404 can be positioned vertically above the crankshaft 132. The intermediate gear 406 can thus engage in meshing engagement with the first end 133 of the crankshaft 132 and with the fuel pump drive gear 412 by means of its multiple interlocking teeth. Alternatively, the crankshaft 132, and in particular the crankshaft gear 402, could be disengaged from the fuel pump drive gear 412. Thus, the crankshaft gear 402 and the fuel pump drive gear 412 can be separated by the intermediate gear 406. Therefore, the crankshaft 132 and the fuel pump drive gear 412 could be out of physical contact with each other.However, torque can still be transmitted between the crankshaft 132 and the fuel pump drive gear 412 by means of the intermediate gear 406 (e.g. by means of the intermediate gear 406 from the crankshaft 132 to the fuel pump drive gear 412).

[0044] The fuel pump drive gear 412 can have approximately the same diameter and / or the same number of teeth as the crankshaft gear 402. In such examples, the fuel pump drive gear 412 can thus have a smaller diameter than the intermediate gear 406 and can have approximately 45 teeth. Furthermore, the fuel pump drive gear 412 can rotate at approximately the same angular velocity as the crankshaft 132. In other examples, however, the fuel pump drive gear 412 can have a larger or smaller diameter than the crankshaft gear 402, can have more or fewer teeth than the crankshaft gear 402, and / or can rotate at a different angular velocity than the crankshaft 132. Furthermore, the fuel pump drive gear 412 rotates in the opposite direction to the intermediate gear 406. Thus, the fuel pump drive gear 412 rotates in the same direction as the crankshaft 132.

[0045] In this way, lateral loads on the fuel pump drive shaft 415 (e.g., forces in radial directions relative to an axis of rotation of the fuel pump drive shaft 415) and fuel pump bearings relative to systems where belts and pulleys are used to connect the crankshaft 132 to the fuel pump drive shaft 415) can be reduced by incorporating the intermediate gear 406 as a torque transmission mechanism between the crankshaft 132 and the fuel pump drive shaft 415. Furthermore, friction losses occurring between the fuel pump 416 and the crankshaft 132 relative to systems where belts and pulleys are used to connect the crankshaft 132 to the fuel pump drive shaft 415 can be reduced by connecting the crankshaft 132 to the fuel pump drive shaft 415 by means of the intermediate gear arrangement 404.Thus, friction and wear on the fuel pump 416 can be reduced, and the service life of the fuel pump 416 can be reduced by reducing the load on one or more of its bearings. Furthermore, the distance between the crankshaft 132 and the fuel pump 416 can be reduced by incorporating the intermediate gear 406, compared to systems that use belts and pulleys to connect the crankshaft 132 to the fuel pump 416, thereby reducing the size, installation space, and cost of the engine system 10.

[0046] The camshaft drive belt 146 can be driven by the intermediate gear assembly 404. Specifically, the camshaft drive belt 146 can contact an outer circumferential surface of the tensioner pulley 408. Thus, the camshaft drive belt 146 can rotate when the intermediate gear assembly 404 rotates. In this way, the crankshaft 132 can drive the camshaft drive belt 146 via the intermediate gear assembly 404. In detail, the crankshaft 132 drives rotation of the intermediate gear assembly 404 by means of a meshing engagement between the first end 133 of the crankshaft 132 and the intermediate gear 406, and rotation of the intermediate gear 406 drives rotation of the camshaft drive belt 146 by means of the roller 408, wherein the roller 408 is directly connected to the intermediate gear 406, so that a rotation of the intermediate gear 406 by a first angular amount (e.g. degrees) rotates the roller 408 by the same angular amount.In this way, the crankshaft 132 can drive the rotation of the intermediate gear assembly 404, and the intermediate gear assembly 404 can drive the rotation of both the camshaft drive belt 146 and the fuel pump drive gear 412. The camshaft drive belt 146 does not, however, need to be in contact with the crankshaft 132 (e.g., in full contact with it).

[0047] The camshaft drive belt 146 can additionally be connected to the outer circumferential surfaces of the camshaft pulleys 142 and 144. Specifically, the camshaft pulleys 142 and 144 can have outer teeth 438, which can mesh with the camshaft drive belt 146. In some examples, the pulleys 142 and 144 can each have approximately 21 teeth. In other examples, however, the pulleys 142 and 144 can each have more or fewer than 21 teeth. The number of teeth on the pulleys 142 and 144 and / or the dimensions of the pulleys 142 and 144 can be selected to achieve a gear ratio of 2:1 between the crankshaft 132 and the pulleys 142 and 144, such that the pulleys 142 and 144 and the camshafts complete one full rotation every two full rotations of the crankshaft 132. A full rotation can be defined as a 360-degree turn.Thus, the camshafts and pulleys 142 and 144 can rotate 360 ​​degrees every 720 degrees that the crankshaft 132 rotates.

[0048] Rotation of the intermediate gear assembly 404 by means of the rotating crankshaft 132 can thus drive rotation of the camshaft drive belt 146, which in turn can drive rotation of the camshaft pulleys 142 and 144. The camshaft pulleys 142 and 144 can share an axis of rotation with the camshafts. In particular, the intake camshaft pulley 142 can share an axis of rotation with an intake camshaft 448, and the exhaust camshaft pulley 144 can share an axis of rotation with the exhaust camshaft 148.The intake camshaft pulley 142 can be rotationally fixed to the intake camshaft 448, so that the camshaft pulley 142 and the camshaft 448 rotate at approximately the same angular velocity, and / or the exhaust camshaft pulley 144 can be rotationally fixed to the exhaust camshaft 148, so that the camshaft pulley 144 and the camshaft 148 rotate at approximately the same angular velocity. In other examples, however, a variable valve timing system may be included to adjust the relative speeds of the pulleys 142 and 144, as well as the camshafts 148 and 448 (e.g., to increase or decrease the speed of camshaft 148 and / or camshaft 448 relative to the speed of pulley 142 and / or pulley 144). As in the example of... Fig. As shown in Figure 4, the camshafts 148 and 448 and the camshaft pulleys 142 and 144 can be positioned vertically above the intermediate gear assembly 404.

[0049] In this way, the belt 146 can connect the intermediate gear assembly 404 to the camshaft pulleys 142 and 144. The belt 146 can be connected directly to the tensioner pulley 408 and not to the crankshaft 132. Thus, the rotary motion of the crankshaft 132 can be transmitted by means of the belt 146 first to the intermediate gear assembly 404 and then from the intermediate gear assembly 404 to the camshaft pulleys 142 and 144. The belt 146 can form a closed loop around the outer surfaces of the tensioner pulley 408 and the camshaft pulleys 142 and 144. Therefore, the linear velocity of the camshaft pulleys 142 and 144 at the outer edges or teeth of the pulleys 142 and 144 can be approximately equal to the linear velocity of the tensioner pulley 408 at the outer surface of the pulley 408.Furthermore, due to the rotating belt 146, which connects the pulleys 142 and 144 to the intermediate gear assembly 404, the camshaft pulleys 142 and 144 can rotate in the same direction as the intermediate gear assembly 404. Thus, the camshaft pulleys 142 and 144 can rotate in a direction opposite to the crankshaft. Therefore, the crankshaft 132 can rotate in a first direction, and the intermediate gear assembly 404 and the pulleys 142 and 144 rotate in a second direction, the second direction being opposite to the first. For example, if the crankshaft 132 rotates counterclockwise as viewed from the front end 102 of the engine system 10, the pulleys 142 and 144 rotate clockwise.

[0050] The motor system 10 can further comprise a clamping device 410. As in the example of Fig. As shown in Figure 4, the clamping device 410 can be positioned vertically above the intermediate gear assembly 404. The clamping device 410 can be rotatable and can be pre-tensioned by means of a pre-tensioning element (e.g., a spring) to rotate in one direction. In the example of Fig. 4. The pretensioning element of the tensioning device 410 can pretension the tensioning device 410 to rotate counterclockwise as viewed from the front end 102 of the motor system 10. Thus, the tensioning device 410 can exert a lateral force to the left against the belt 146 (e.g., along the transverse axis 154 in the positive direction), and the belt 146 can correspondingly exert a normal force in a direction opposite to the lateral force against the tensioning device 410 (e.g., along the transverse axis 154 to the right and in the negative direction). The lateral force against the belt 146 from the tensioning device 410 can pull the belt 146 taut against the pulley 142, the pulley 144, and the tensioning roller 408. In this way, the tensioning device 410 can maintain the tension in the belt 146 at an approximately constant value.The tensioning device 410 can contact an outer first surface 411 of the belt 146, while the pulleys 142 and 144 and the tensioning roller 408 can contact an opposite inner second surface 413 of the belt 146.

[0051] Due to its larger diameter and / or greater number of teeth relative to the crankshaft gear 402, the intermediate gear 406 can rotate at a lower angular velocity than the crankshaft 132. When connected to the intermediate gear assembly 404, the belt 146 can therefore rotate at a lower speed than when connected to the crankshaft 132. Since the speed of the belt 146 can be reduced, the diameter of the camshaft pulleys 142 and 144 in the Fig. In the embodiment of the engine system shown in Figure 4, the angular velocity ratio between the crankshaft 132 and the camshaft pulleys 142 and 144 is reduced relative to engine systems in which the camshaft belt is directly connected to the crankshaft 132 in order to achieve a target angular velocity ratio. For example, the target angular velocity ratio between the crankshaft 132 and the camshaft pulleys 142 and 144 may be approximately 2:1, so that the camshaft pulleys 142 and 144, as well as the camshafts 148 and 144, complete approximately one full rotation for every two full rotations of the crankshaft 132. It is understood, however, that the target angular velocity ratio may be greater or less than 2:1 in other examples.By reducing the diameter of the camshaft pulleys 142 and 144, the overall size, installation space, and cost of the engine system 10 can be reduced relative to the system in which the camshaft belt is directly connected to the crankshaft 132. In some examples, the diameters of the camshaft pulleys 142 and 144 can be approximately the same. In other examples, however, the diameters of the camshaft pulleys 142 and 144 can be different.

[0052] The engine system 10 may also include an exhaust gas recirculation (EGR) system, as shown in Fig. Figures 9-12 and are described below. In particular, the engine system 10 can include a high-pressure exhaust gas recirculation system in which exhaust gases flow through an exhaust tract formed inside the cylinder head, through an EGR arrangement and an EGR cooler, and to a point downstream of the turbocharger compressor in the intake tract 122. Additionally or alternatively, the engine system 10 can include a low-pressure EGR system in which an LP-EGR channel (LP = short for Low Pressure) connects the exhaust tract downstream of the turbocharger turbine to a point upstream of the turbocharger compressor in the intake tract 122. In this way, exhaust gases can be recirculated to the intake tract 122. The intake tract 122 is in Fig. 4 shown with an inlet throttle valve 418 which can regulate the amount of air flowing into the engine system 10.

[0053] The EGR channel 420 can connect an EGR cooler 424 to the engine intake. In examples where the EGR system is designed as an HP-EGR system, such as in the one by Fig. 4 and Fig. In the example shown in Figures 9-12, the EGR channel 420 can be connected to the intake manifold 422. The intake manifold 422 can be an integrated intake manifold 422. The intake manifold 422 directs intake gases from the intake tract 122 to each of the combustion chambers 118 (in Fig. (4 not shown). The EGR system includes an EGR cooler 424 for cooling exhaust gases that are recirculated to the intake manifold 422. Specifically, the EGR cooler 424 can be positioned upstream of the EGR channel 420 on the way to the intake manifold 422 to cool the exhaust gases.

[0054] Referring now to Fig. Figure 6 shows this one side cross-sectional view 600 of the motor system 10 on the second side 112 of the motor system 10. Thus, the in Fig. 6 shows a cross-section of the motor system 10 on the second side 112 of the motor system 10 along a plane parallel to the plane defined by the vertical axis 152 and the longitudinal axis 156. Internal components of the motor system 10 are located in Fig. 6 on the second side 112 of the engine system 10 free (are e.g. in Fig. 6 shown).

[0055] As in Fig. As shown in Figure 6, the water pump pulley 138 can be positioned in front of (in the negative direction of the longitudinal axis 156 from the crankshaft gear 402) the crankshaft gear 402, the oil pump belt 405, and the oil pump pulley 403, etc. Furthermore, the oil pump belt 405 and the oil pump pulley 403 can be positioned in front of and adjacent to the crankshaft gear 402. Thus, the crankshaft gear 402 can be positioned behind the oil pump belt 405, the oil pump pulley 403, and the water pump pulley 138. However, the crankshaft gear 402, the intermediate gear 406, and the fuel pump drive gear 412 can be aligned with each other along the longitudinal axis 156. Thus, the crankshaft gear 402, the intermediate gear 406 and the fuel pump drive gear 412 can be positioned parallel to each other along the same plane, the plane being parallel to a plane defined by the vertical axis 152 and the transverse axis 154.The axes of rotation of the fuel pump drive gear 412, the crankshaft gear 402, and the intermediate gear 406 can thus be parallel to each other (e.g., extend in the same direction). By positioning the gears 402, 412, and 406 in the same plane, the length of the motor system 10 with respect to the longitudinal axis 156 can be reduced relative to systems in which the pump 416 is driven by a belt or chain. This allows for a reduction in the size, installation space, and / or cost of the motor system 10.

[0056] As in Fig. As shown in Figure 6, the fuel pump drive gear 412 and the fuel pump 416 can also be positioned vertically above the crankshaft 132. Additionally or alternatively, the fuel pump 416 can be positioned behind the first end 133 of the crankshaft 132 and / or behind the crankshaft gear 402, the intermediate gear 406, and the fuel pump drive gear 412. Furthermore, the fuel pump 416 can be positioned below the intake manifold 422 (referring to Figure 6). Fig. (4 shown and described above) and positioned below the camshaft pulleys 142 and 144. The fuel pump 416 can be positioned below the EGR cooler 424.

[0057] As in Fig. As shown in section 6, the tension roller 408 (in Fig. 6 (obscured by the camshaft drive belt 146, which is positioned above the tensioner pulley 408), the oil pump pulley 403, the oil pump belt 405, and the camshaft drive belt 146 at the front end 102 of the engine system 10 are all aligned along the same plane. Thus, the tensioner pulley 408, the oil pump pulley 403, the oil pump belt 405, and the camshaft drive belt 146 can be positioned parallel to each other along the same plane, the plane being parallel to a plane defined by the vertical axis 152 and the transverse axis 154. In other words, the tensioner pulley 408, the oil pump pulley 403, the oil pump belt 405, and the camshaft drive belt 146 can be positioned in the same position along the longitudinal axis 156. Furthermore, the axes of rotation of the tensioner pulley 408, the oil pump pulley 403, the oil pump belt 405 and the camshaft drive belt 146 can be parallel to each other.

[0058] Fig. Figure 6 also shows two of the pistons 202, which are connected to the crankshaft 132 by means of connecting rods 604. The crankshaft 132 can include main bearings 602 and counterweights 606. The counterweights 606 can reduce one or more vibration modes of the crankshaft 132 (e.g., movements of the crankshaft 132 in different directions, at different frequencies, etc.) by an order of magnitude when the rotary motion of the crankshaft 132 is converted into linear motion of the pistons 202.

[0059] With reference to now Fig. 7 and Fig. Figure 8 shows these perspective side views 700 and 800 of the front end 102 of the engine system 10. Fig. 7 and Fig. Figure 8 thus shows the components at the front end 102 of the motor system 10, which is already in Fig. 4 and Fig. Figure 5 shows the front cover 141 removed, exposing internal components of the motor system 10 at the front end 102. Thus, Fig. 7 and Fig. 8 are described together in the present description.

[0060] As in Fig. As shown in Figure 8, the camshaft pulleys 142 and 144 can be positioned vertically above the fuel pump 416, the intermediate gear assembly 404, the tensioning device 410, the fuel pump drive gear 412, and / or the crankshaft 132. Furthermore, the tensioner pulley, the oil pump pulley 403, the oil pump belt 405, the camshaft drive belt 146, and the camshaft pulleys 142 and 144 are all arranged in a common plane at the front end 102 of the engine system 10. Thus, the tensioner pulley 408, the oil pump pulley 403, the oil pump belt 405, the camshaft drive belt 146 and the camshaft pulleys 142 and 144 can be positioned parallel to each other along the same plane, the plane being parallel to a plane defined by the vertical axis 152 and the transverse axis 154.In other words, the tensioner pulley 408, the oil pump pulley 403, the oil pump belt 405, the camshaft drive belt 146, and the camshaft pulleys 142 and 144 can be positioned at the same position along the longitudinal axis 156. Furthermore, the axes of rotation of the tensioner pulley 408, the oil pump pulley 403, the oil pump belt 405, the camshaft drive belt 146, and the camshaft pulleys 142 and 144 can be parallel to each other.

[0061] The fuel pump 416 can also be positioned below the intake manifold 422. Compared to examples where the fuel pump 416 is connected to the crankshaft 132 by means of a belt or chain, connecting the fuel pump 416 to the crankshaft 132 by means of a drive gear (e.g., the intermediate gear 406) reduces the distance between the fuel pump 416 and the crankshaft 132. Thus, the fuel pump 416 can be positioned below the camshaft pulleys 142 and 144 instead of above them, as may be the case in examples where the fuel pump 416 is driven by a pulley or belt. Compared to examples where the fuel pump 416 is driven by a belt, the height of the engine system 10 with respect to the vertical axis can therefore be reduced by driving the fuel pump 416 by means of a drive gear (e.g., the intermediate gear 406).Intermediate gear 406) can be reduced.

[0062] Fig. Figure 9 shows a cross-sectional view of the cylinder head 114 and illustrates the flow of exhaust gases and engine coolant through the cylinder head 114 towards an EGR assembly 900. The cylinder head 114 includes several passages formed within its interior. Specifically, the cylinder head 114 includes an internal exhaust passage 902 for the flow of exhaust gases to the EGR assembly 900 and an internal coolant passage 904 for the flow of coolant to the EGR assembly 900.

[0063] The internal exhaust tract 902 receives exhaust gases (e.g., burnt fuel and air) from one or more cylinders 118 and directs the exhaust gases through the cylinder head 114 to the EGR assembly 900. In the section herein, with reference to Fig. In the example of engine system 10 described in 1-18, the exhaust manifold 128 is an external exhaust manifold which is connected to the cylinder head 114 by means of fastening means (e.g. bolts) and is designed to direct exhaust gases from several exhaust ports of the cylinders 118 to an external exhaust outlet 1702 (e.g. outside the interior of the cylinder head 114 and in Fig. (17 shown) to let it flow.

[0064] The internal exhaust tract 902 can be connected to (e.g., formed together with) one or more of the exhaust ports inside the cylinder head 114, such that a portion of the exhaust gases flowing from the one or more exhaust ports does not flow through the exhaust manifold 128. Instead, the portion of exhaust gases described above can flow through the internal exhaust tract 902 towards the EGR arrangement 900, as shown by the exemplary exhaust flow path 916. In this configuration, the internal exhaust tract 902 receives the portion of exhaust gases directly from the exhaust ports of the cylinders 118. In other examples, exhaust gases can instead flow into the internal exhaust tract 902 from one or more exhaust pipes of the exhaust manifold 128. In these examples, the internal exhaust tract 902 can form an exhaust inlet passage (e.g., an opening) on ​​an outer surface of the cylinder head 114 (e.g., outside the interior of the cylinder head 114).The exhaust inlet opening can be connected to one or more exhaust pipes to allow exhaust gases from the exhaust pipes to flow through the exhaust inlet opening and into the internal exhaust tract 902. In other examples, the exhaust manifold 128 can instead be an internal exhaust manifold (IEM) and can be completely contained within (e.g., formed within) the interior of the cylinder head 114. Specifically, the pipes of the IEM can be formed by internal surfaces of the cylinder head 114 and can extend through the interior of the cylinder head 114 to connect to the exhaust ports of the cylinders 118. In these examples, the internal exhaust tract 902 can be connected to (e.g., formed with) one or more of the exhaust pipes to receive a portion of the exhaust gases from one or more of the respective cylinders 118. In still other examples, the internal exhaust tract 902 (e.g.,(via the exhaust pipes) take in exhaust gases directly from a combination of the exhaust ports and the exhaust manifold.

[0065] The EGR assembly 900 comprises an EGR valve 905, which is positioned inside a body 952 of the EGR assembly 900 and in a flow path (e.g., exhaust gas flow path 916) of exhaust gases from the internal exhaust tract 902. The EGR valve 905 is positioned downstream of an EGR inlet 906, which is formed by an outer surface of the body 950, the EGR inlet 906 of the body 950 being directly connected to an EGR outlet 910 of the cylinder head 114. The EGR valve 905 can be a normally closed valve and can be moved by means of a valve actuator (e.g., a solenoid, a hydraulic actuator, etc.) to an open position, a closed position, and several positions between the open and closed positions. By adjusting the opening amount of the EGR valve 905, the throughput of exhaust gases from the internal exhaust tract 902 through the EGR arrangement 900 can be adjusted.Increasing the opening amount can, for example, increase the throughput of exhaust gases, and decreasing the opening amount can decrease the throughput of exhaust gases.

[0066] In one example, the position of the EGR valve 905 can be adjusted by an electronic control unit (e.g., a computer system) of the engine system 10. The control unit 10 receives signals from the various sensors of the engine system 10 and uses the various actuators of the engine system 10 to adjust engine operation based on the received signals and commands stored in a memory of the control unit. For example, adjusting the exhaust gas flow through the EGR valve 905 can involve adjusting an actuator of the EGR valve 905 to change the opening degree of the EGR valve 905. In another example, the control unit can determine a control signal to be sent to the valve actuator, such as a signal amplitude, which is determined based on a measurement of the exhaust gas flow rate through the EGR valve 905.The exhaust gas flow rate through the EGR valve can be based on a measured flow rate or determined based on operating conditions such as engine speed and / or the position of the EGR valve 905. The control unit can determine the amplitude by a method that directly considers the flow rate, such as increasing the amplitude to increase the flow rate (e.g., by increasing the opening value of the EGR valve 905). Alternatively, the control unit can determine the amplitude based on a calculation using a lookup table, where the input is the flow rate and the output is the signal amplitude.

[0067] The inner coolant passage 904 can be a coolant passage positioned parallel or in series with other coolant passages formed in the cylinder head 114 by the inner surfaces of the cylinder head 114. Coolant (e.g., engine coolant) can flow in the cylinder head 114 through the inner coolant passage 904 and towards the EGR assembly 900, as shown by an exemplary coolant flow path 914. The coolant flows from the inner coolant passage 904 through the body 950 of the EGR assembly 900 and into the EGR cooler 424. Exhaust gases and coolant do not mix or come into contact within the body 950 of the EGR assembly 900. The inner coolant passage 904 forms a coolant outlet 912 on an outer surface of the cylinder head 114, and the coolant outlet 912 is fluidly connected to a coolant inlet 908 of the EGR arrangement 900. In the Fig. In the example shown in Figure 9, the EGR assembly 900 is directly connected to the outer surface of the cylinder head 114 at the coolant outlet 912 and the EGR outlet 910, so that no additional coolant or exhaust gas passages are positioned outside the cylinder head 114 between the coolant outlet 912 and the coolant inlet 908 or between the EGR outlet 910 and the EGR inlet 906. By directly connecting the EGR assembly 900 to the cylinder head 114 and routing exhaust gases and coolant through the cylinder head to the EGR assembly 900, the number of coolant and / or exhaust gas passages outside the cylinder head 114 can be reduced, thus decreasing the size of the engine system 10.

[0068] The EGR assembly 900 is fluidly connected to the EGR cooler 424, such that coolant flowing into the EGR assembly 900 (e.g., via coolant flow path 914) is directed into coolant passages of the EGR cooler 424, and exhaust gas flowing into the EGR assembly 900 (e.g., via exhaust gas flow path 916) is directed into a bypass passage and / or a collection volume of the EGR cooler 424, as shown below. Fig. 10-12 is described.

[0069] Fig. Figures 10-12 show different views of the EGR cooler 424. Specifically, they show... Fig. 10 a view of an outside of the EGR cooler 424 (e.g. the outer surfaces formed by a body 1044 of the EGR cooler 424), Fig. Figure 11 shows a view of the EGR cooler 424 along a first cross-sectional plane parallel to the vertical axis 152 and transverse axis 154 and positioned at an inlet end 1042 of the EGR cooler 424, and Fig. Figure 12 shows a view of the EGR cooler 424 along a second cross-sectional plane parallel to the first cross-sectional plane and positioned at an outlet end 1040 of the EGR cooler 424. The inlet end 1042 and the outlet end 1040 are positioned opposite each other along a central axis 1030 of the EGR cooler 424. The EGR assembly 900 is connected to the cylinder head 114 (as described above with reference to...). Fig. (As described in Figure 9), exhaust gases can flow into a collection volume 1100 formed by an interior space 1046 of the body 1044 via an exhaust gas inlet 1104, which is positioned at the inlet end 1042. The exhaust gases can be cooled by heat transfer (e.g., transfer of thermal energy) from the exhaust gases to the coolant (e.g., engine coolant), which flows through one or more coolant passages (not shown) surrounding a circumference of the collection volume 1100. The coolant passages are formed in the interior space 1046 of the body 1044 and are fluidically separated from the collection volume 1100 in such a way that the coolant and exhaust gases do not mix and / or come into contact in the EGR cooler 424.

[0070] Coolant can flow into the coolant passages of the EGR cooler via one or more coolant inlets positioned at the inlet end 1042 of the EGR cooler 424. In the Fig. In the example shown in Figures 10-12 and described herein, the inlet end 1042 comprises a first coolant inlet 1002, a second coolant inlet 1004, and a third coolant inlet 1006, which are positioned radially around the central axis 1030 and the outer side of the EGR cooler 424. The coolant inlets (e.g., first coolant inlet 1002, second coolant inlet 1004, and third coolant inlet 1006) are fluidically connected to the inner coolant passage 904 of the cylinder head 114 by means of the EGR arrangement 900. The first coolant inlet 1002 is formed as a perforation in a first flange 1008 of the body 1044, the second coolant inlet 1004 is formed as a perforation in a second flange 1010 of the body 1044 and the third coolant inlet 1006 is formed as a perforation in a third flange 1012 of the body 1044.The first flange 1008, the second flange 1010 and the third flange 1012 are each directly connected to the EGR arrangement 900 by means of several fastening means 1014 (e.g. bolts), so that the first coolant inlet 1002, the second coolant inlet 1004 and the third coolant inlet 1006 are fluidly connected to corresponding coolant outlets of the EGR arrangement 900.

[0071] In one example, coolant flows from the inner coolant passage 904 of the cylinder head 114 into the EGR assembly 900 and into the coolant passages of the EGR cooler 424 via the coolant inlets described above. The coolant can absorb thermal energy from exhaust gases in the EGR cooler 424 and can then flow out of the EGR cooler 424 via a coolant outlet 1022 to be recirculated in the engine system 10 (e.g., cooled by a cooler fluid-connected to the coolant outlet 1022 and / or pumped back into the cylinder head 114). In another example, coolant flowing out of the EGR cooler 424 via the coolant outlet 1022 can be directed to a heater core via one or more external coolant passages. Due to the direct connection of the coolant inlets (e.g.,The passages connected to the coolant outlet 1022 (the first coolant inlet 1002, the second coolant inlet 1004, and the third coolant inlet 1006) with the body 950 of the EGR assembly 900 are the only external coolant passages included in the engine system 10. Reducing the number of external coolant passages will reduce the overall size of the engine system 10.

[0072] The EGR cooler 424 includes a bypass passage 1102, which is designed to direct exhaust gases through the EGR cooler 424 and reduce the amount of thermal energy transferred from the exhaust gases to the coolant flowing through the coolant passages. The bypass passage 1102 extends inside 1046 of the EGR cooler 424 from the inlet end 1042 to the outlet end 1040 and is positioned away from the coolant passages of the EGR cooler 424. In this configuration, the amount of heat transferred from exhaust gas flowing through the bypass passage 1102 to the coolant can be reduced relative to the amount of heat transferred to the coolant by exhaust gas flowing in the collection volume 1100.

[0073] Exhaust gases flowing through the collection volume 1100 can exit the EGR cooler 424 via a first exhaust outlet 1016 and / or a second exhaust outlet 1020. The first exhaust outlet 1016 and / or the second exhaust outlet 1020 can each be fluidically connected to the intake manifold 422 (e.g., via an EGR channel 420 connected to the first exhaust outlet 1016) to mix exhaust gases from the EGR cooler 424 with intake air flowing into the intake manifold 422 for supply to the cylinders 118. Additionally, exhaust gases flowing through the bypass passage 1102 can exit the first exhaust outlet 1016. To direct a flow of exhaust gases from the bypass passage 1102 to the first exhaust outlet 1016, the EGR cooler 424 includes a guide plate 1200 that surrounds a circumference of the first exhaust outlet 1016 in the interior 1046 of the body 1044 of the EGR cooler 424.The guide plate 1200 forms a partially enclosed volume that is fluidly connected to both the bypass passage 1102 and the collection volume 1100 and is shaped to direct exhaust gases from the bypass passage 1102 to the first exhaust gas outlet 1016. By directing the exhaust gases in this way via the guide plate 1200, the amount of exhaust gas that recirculates from the bypass passage 1102 back into the collection volume 1100 can be reduced.

[0074] Fig. Figures 13-14 show different cross-sectional views of several intake pipes contained in the intake manifold 422. Specifically, they show... Fig. 13 a cross-sectional view of the intake manifold 422, illustrating a relative positioning of spiral intake tubes and non-spiral intake tubes of the intake manifold 422, and Fig. Figure 14 shows a cross-sectional view of the intake manifolds connected to the intake ports of two cylinders 118 of the engine system 10. A main intake inlet 1316 of the intake manifold 422 is positioned along a central axis 1390 of the intake manifold 422 and is fluidically connected to each of the intake manifolds.

[0075] Fig. Figure 13 shows a relative positioning of cylinders 118 in the inline-4 arrangement of the engine system 10. For example, a first cylinder 1350 and a fourth cylinder 1356 may be referred to herein as outer cylinders or flanking cylinders, and a second cylinder 1352 and a third cylinder 1354 may be referred to herein as inner cylinders, the inner cylinders being positioned along an axis 1318 between each of the outer cylinders. Fig. Figure 14 shows an enlarged view of the inner cylinders (e.g., the second cylinder 1352 and the third cylinder 1354).

[0076] The intake manifold 422 included in the engine system 10 is an integrated intake manifold with intake pipes (e.g., intake ports) formed by the inner surfaces of the cylinder head 114. The intake pipes comprise both spiral and non-spiral intake pipes, positioned in varying arrangements relative to the cylinders 118. For example, the first cylinder 1350 is connected to a first non-spiral pipe 1300 and a first spiral pipe 1302; the second cylinder 1352 is connected to a second non-spiral pipe 1304 and a second spiral pipe 1306; the third cylinder 1354 is connected to a third spiral pipe and a third non-spiral pipe 1310; and the fourth cylinder 1356 is connected to a fourth spiral pipe 1312 and a fourth non-spiral pipe 1314.

[0077] In this arrangement, the pipes connected to the first cylinder 1350 and the second cylinder 1352 are in an antisymmetric arrangement relative to the pipes connected to the third cylinder 1354 and the fourth cylinder 1356. Specifically, the pipes connected to the first cylinder 1350 and the second cylinder 1352 form a first pipe group 1370, and the pipes connected to the third cylinder 1354 and the fourth cylinder 1356 form a second pipe group 1372, with the pipes of the first pipe group 1370 positioned in an opposite arrangement relative to the pipes of the second pipe group 1372. In outward directions (e.g., radial directions) from the central axis 1390, for example, the first pipe group 1370 and the second pipe group 1372 each comprise spiral pipes positioned adjacent to the central axis 1390 (e.g., the second spiral pipe 1306 and 1372, respectively).the third spiral tube 1308), followed in the outward directions firstly by non-spiral tubes (e.g. 1304 or 1310), secondly by spiral tubes (e.g. 1302 or 1312), and thirdly by non-spiral tubes (1300 or 1314). In embodiments where the engine comprises a different number and / or arrangement of cylinders, the intake manifolds are arranged in a similar configuration (where, for example, the first group of tubes is positioned about the central axis of the second group of tubes and has an opposite arrangement of tubes relative to the second group of tubes).

[0078] The spiral tubes (e.g., 1302, 1306, 1308, and 1312) are shaped such that the amount of turbulence (e.g., turbulence of intake air flowing through the spiral tubes toward the corresponding connected cylinders 118) is increased by a greater amount than with the non-spiral tubes (e.g., 1300, 1304, 1310, 1314). In one example, the spiral tubes can be designed with a spiral shape (e.g., as passages that wind around an airflow direction through the passages), and the non-spiral tubes can be designed with a relatively cylindrical shape (e.g., uniform and non-twisting). In other examples, the spiral tubes and / or non-spiral tubes can have a different type of shape.In each example, the spiral tubes are shaped in such a way that the amount of turbulence in the intake air is increased by a greater amount than with non-spiral tubes. In this way, the amount of fuel and intake air mixed in cylinders 118 can be increased when fuel is injected into cylinders 118 by the fuel injectors 124, thereby increasing the combustion efficiency of the fuel and intake air in cylinders 118 (e.g., reducing the amount of unburned fuel / intake air in cylinders 118).

[0079] Fig. Figure 14 shows an enlarged view of the second cylinder 1352 and the third cylinder 1354, illustrating the relative arrangement of intake ports, exhaust ports, and glow plugs connected to cylinders 1352 and 1354. For example, the second cylinder 1352 includes exhaust ports 1408 and 1410, intake ports 1430 and 1432, and a glow plug 1404. The third cylinder 1354 includes exhaust ports 1412 and 1414, intake ports 1434 and 1436, and a glow plug 1406. The intake port 1430 and the intake port 1432 of the second cylinder 1352 are connected (each) to the second non-spiral pipe 1304 and the second spiral pipe 1306 of the first pipe group 1370. The inlet port 1434 and the inlet port 1436 are connected to a third spiral tube 1308 and (or) a third non-spiral tube 1310 of the second tube group 1372.The glow plug 1404 connected to the second cylinder 1352 extends downwards from the cylinder head 114 at a central point of the second cylinder 1352 into the second cylinder 1352. Similarly, the glow plug 1406 connected to the third cylinder 1354 extends downwards from the cylinder head 114 at a central point of the third cylinder 1354 into the third cylinder 1354. Other cylinders included in the engine system 10 comprise a similar glow plug arrangement (e.g., the first cylinder 1350 and the fourth cylinder 1356).

[0080] To reduce the probability that fuel injected by the fuel injectors 124 will hit the glow plugs (e.g., glow plugs 1404 and 1406), and to enable the alternating arrangement of the intake manifolds and the increased amount of intake air turbulence as described above, the fuel injectors 124 can be positioned relative to each other at different angles (e.g., with different spray patterns and / or directions), as shown below. Fig. 15-16 is described.

[0081] Fig. Figure 15 shows a view of two exemplary fuel injectors connected to the engine system 10, and Fig. Figure 16 shows a relative arrangement of the fuel injectors 124, omitting the engine system 10 for illustrative purposes. The position of each fuel injector is determined by the Fig. Axis 1318 shown in 13-16 is described.

[0082] A first fuel injector 1616 includes a solenoid valve 1612 and is fluidly connected to a fuel line 1504, a fuel return line 1608, and the first cylinder 1350. A second fuel injector 1500 includes a solenoid valve 1508 and is fluidly connected to fuel line 1504, a fuel return line 1512, and the second cylinder 1352. A third fuel injector 1502 includes a solenoid valve 1510 and is fluidly connected to fuel line 1506, fuel return line 1514, and the third cylinder 1354. A fourth fuel injector 1618 includes a solenoid valve 1614 and is fluidly connected to fuel line 1506, fuel return line 1610, and the fourth cylinder 1356. Each fuel injector is shown with a corresponding axis positioned parallel to a direction of fuel flow from the corresponding solenoid valve of the fuel injector into the fuel injector.For example, the first fuel injector 1616 is positioned along an axis 1604, the second fuel injector 1500 is positioned along an axis 1520, the third fuel injector 1502 is positioned along an axis 1522, and the fourth fuel injector 1618 is positioned along an axis 1606. The axis 1604 is at a first angle 1600 relative to axis 1318, the axis 1520 is at a second angle 1516 relative to axis 1318, the axis 1522 is at a third angle 1518 relative to axis 1318, and the axis 1606 is at a fourth angle 1602 relative to axis 1318.

[0083] The first angle 1600, the second angle 1516, the third angle 1518, and the fourth angle 1602 can each be a different angle value, so that the first fuel injector 1616, the second fuel injector 1500, the third fuel injector 1502, and the fourth fuel injector 1618 inject fuel into their respective connected cylinders at different angles to each other. For example, the amount and / or direction of turbulence of intake air flowing into the first cylinder 1350 can be determined by the arrangement of the intake manifolds, as shown above by reference to Fig. As described in sections 13-14, the angle of the second fuel injector 1500 can differ from the magnitude and / or direction of turbulence of the intake air flowing into the second cylinder 1352. This allows the second angle 1516 of the second fuel injector 1500 to be a different magnitude than the first angle 1600 of the first fuel injector 1616, so that the fuel spray pattern and / or fuel spray angle of the second fuel injector 1500 is different from the fuel spray pattern and / or fuel spray angle of the first fuel injector 1616. In this way, each fuel injector can be angled separately to achieve a relatively uniform combustion efficiency for each of the cylinders 118. In other examples, one or more of the fuel injector angles can have the same magnitude, with at least one fuel injector having a different magnitude.

[0084] Fig. Figure 17 shows a view of the exhaust manifold 128 connected to the cylinder head 114 of the engine system 10. A sealing element 1710 of a gasket 1700 is positioned at an interface between the cylinder head 114 and the exhaust manifold 128 and fluidically seals the interface between the cylinder head 114 and the exhaust manifold 128 (preventing, for example, leakage of exhaust gas, oil, etc. from the point where the exhaust manifold is connected to the cylinder head 114). The gasket 1700 can include several openings shaped to align with the exhaust ports of the cylinder head 114 and can allow exhaust gases to flow from the exhaust ports into exhaust pipes (e.g., passages) of the exhaust manifold 128.

[0085] The gasket 1700 additionally comprises a heat-shielding section 1712 with an upper surface 1706, a lower surface 1707, and several fluid channels 1704 running from the upper surface 1706 to the lower surface 1707. When the gasket 1700 is connected between the cylinder head 114 and the exhaust manifold 128, the fluid channels 1704 are arranged vertically in series (e.g., in a direction from the upper surface 1706 to the lower surface 1707) with the direction of gravity. Fluid (e.g., oil) that impinges on the gasket 1700 from locations outside the exhaust manifold 128 (e.g., locations vertically above the gasket 1700) can be prevented by the gasket 1700 from exiting onto the exhaust manifold 128 and can instead flow into one or more of the fluid channels 1704. The fluid channels 1704 can direct the fluid away from the exhaust manifold 128, thereby reducing the probability of degradation of the exhaust manifold 128.Additionally, the heat-shielding section 1712 can be made of a material that is resistant to degradation at typical engine operating temperatures (e.g., steel, fiberglass, etc.) and can be designed to conduct heat away from the engine system 10 and the exhaust manifold 128. This further reduces the likelihood of degradation of the exhaust manifold 128.

[0086] Fig.Figure 18 shows an enlarged view of the fuel pump 416 described above. The fuel pump 416 is driven directly by the fuel pump drive gear 412, which is in meshing engagement with the intermediate gear 406. The fuel pump drive gear 412 comprises a first toothed disc 1818, which is fixedly connected to a first bearing 1820, and a second toothed disc 1808, which is rotatably connected to the first bearing 1820. The second toothed disc 1808 is normally fixed against rotation relative to the first bearing 1820. However, an operator of the engine system 10 (e.g., a user) can rotate the second toothed disc 1808 relative to the first bearing 1820 and the first toothed disc 1818 by turning a first adjusting pin 1830 of the fuel pump drive gear 412. By rotating the second toothed disc 1808 relative to the first bearing 1820 by means of the first adjusting pin 1830 (e.g.(in the direction of 1850) the position of teeth of the second toothed disc 1808 relative to teeth of the intermediate gear 406 can be adjusted (as further described below).

[0087] The intermediate gear 406 comprises a third toothed disc 1814, which is fixedly connected to a second bearing 1834, and a fourth toothed disc 1817, which is rotatably connected to the second bearing 1834. The fourth toothed disc 1817 is normally fixed against rotation relative to the second bearing 1834. However, the operator of the motor system 10 can rotate the fourth toothed disc 1817 relative to the second bearing 1834 and the third toothed disc 1814 by turning a second adjusting screw 1836 of the intermediate gear 406. By rotating the fourth toothed disc 1817 relative to the second bearing 1834 using the second adjusting pin 1836 (e.g., in the direction 1850), the position of the teeth of the fourth toothed disc 1817 relative to the teeth of the third toothed disc 1814 can be adjusted.

[0088] In the configuration described above, the first toothed disc 1818 meshes with the third toothed disc 1814, and the second toothed disc 1808 meshes with the fourth toothed disc 1817. The first auxiliary illustration 1800 shows an example of the engagement of the fuel pump drive gear 412 with the intermediate gear 406. In this example, the teeth of the fourth toothed disc 1817 are shown in a first position relative to the teeth of the third toothed disc 1814. The fourth toothed disc 1817 can be rotated to a second position, shown in a second auxiliary illustration 1802, by turning the first adjusting pin 1830, in order to move the teeth of the fourth toothed disc 1817 in a direction 1844 relative to the teeth of the third toothed disc 1814.Moving the fourth toothed disc 1817 to the second position shown in the second auxiliary illustration 1802 reduces the gap between the teeth of the fourth toothed disc 1817 and the teeth of the second toothed disc 1808. By reducing the gap between the teeth as described above, the vibration of the intermediate gear 406 and / or the fuel pump drive gear 412 can be reduced. Reducing the vibration of the gears reduces the degradation of the fuel pump 416 and increases the engine torque transmission to the fuel pump 416.

[0089] In this way, by driving a fuel pump via a series of wheels that transmit torque from a crankshaft to the fuel pump, a reduction in lateral load on the fuel pump can be achieved. Furthermore, compared to systems that use belts and pulleys to connect the crankshaft to the fuel pump, friction losses between the fuel pump and crankshaft can be reduced. Driving the fuel pump with a series of wheels instead of belts or chains also reduces the distance between the crankshaft and the fuel pump, thereby reducing the size, installation space, and cost of the engine system.

[0090] By connecting a camshaft drive belt to an intermediate gear driven by a crankshaft pulley, which has a larger diameter than the crankshaft pulley, a further technical benefit of reducing engine size and improving compactness can be achieved. Since the intermediate gear can rotate at a slower speed than the crankshaft, the size of the camshaft pulleys can be reduced, thereby reducing the overall size, footprint, and cost of the engine system relative to systems where the camshaft belt is directly connected to the crankshaft. The size, footprint, and cost of the engine system can be further reduced by arranging the crankshaft pulley, intermediate gear, and fuel pump drive gear parallel to each other along the same plane.By positioning the wheels in the same plane, the length of the motor system can be reduced relative to systems where the pump is driven by a belt or chain.

[0091] In one embodiment, a front end of an engine comprises: a first end of a crankshaft; an intermediate gear in meshing engagement with the first end of the crankshaft; a fuel pump drive gear in meshing engagement with the intermediate gear; and a fuel pump, wherein a fuel pump drive shaft is directly or indirectly connected to the fuel pump drive gear. In a first example of the front end, the drive shaft is directly connected to the fuel pump drive gear along an axis of rotation of the fuel pump drive gear, and the axis of rotation of the fuel pump drive gear is parallel to both an axis of rotation of the intermediate gear and an axis of rotation of the crankshaft. A second example of the front end optionally comprises the first example and further comprises the intermediate gear being positioned between and separating the first end of the crankshaft and the fuel pump drive gear.A third example of the front end optionally includes the first and / or second example and further includes that the fuel pump drive gear has the same number of teeth as the first end of the crankshaft. A fourth example of the front end optionally includes one or more or all of the first through third examples and further includes that the intermediate gear comprises a first toothed disc and a second toothed disc, the second toothed disc being rotatable relative to the first toothed disc by means of an adjusting pin; wherein the fuel pump drive gear comprises a third toothed disc and a fourth toothed disc, the third toothed disc being rotatable relative to the fourth toothed disc by means of a second adjusting pin; and wherein the first toothed disc is in meshing engagement with the third toothed disc and the second toothed disc is in meshing engagement with the fourth toothed disc.A fifth example of the front end optionally includes one, more, or all of the examples from the first four and further includes that the fuel pump is positioned relative to the front end and a rear end of the engine behind the fuel pump drive gear, with the rear end being opposite the front end and a second end of the crankshaft being located at the rear end of the engine and connected to a flywheel of the engine. A sixth example of the front end optionally includes one, more, or all of the examples from the first five and further includes that the fuel pump is a plunger pump and that a piston of the fuel pump moves twice for each revolution of the fuel pump drive gear.A seventh example of the front end optionally includes one, more, or all of the first through sixth examples and further includes that a tensioner pulley is directly connected to the intermediate gear and has a common axis of rotation with the intermediate gear. An eighth example of the front end optionally includes one, more, or all of the first through seventh examples and further includes that the tensioner pulley is rotatably connected to the first and second camshaft pulleys by means of a cam drive pulley, the cam drive pulley bearing against an outer circumferential surface of the tensioner pulley.

[0092] In one embodiment, a method for an engine comprises: driving the rotation of an intermediate gear by means of a first end of a crankshaft in meshing engagement with the intermediate gear, the intermediate gear being located at a front end of the engine; driving the rotation of a fuel pump drive gear by means of the intermediate gear, the intermediate gear being in meshing engagement with the fuel pump drive gear; and driving the rotation of a fuel pump drive shaft by means of rotation of the fuel pump drive gear. In a first example of the method, driving the rotation of the intermediate gear comprises driving the first end of the crankshaft in a first direction and driving the intermediate gear in a second direction opposite to the first direction.A second example of the method optionally includes the first example and further includes that driving the rotation of the fuel pump drive gear includes driving the fuel pump drive gear in the first direction, and that driving the rotation of the drive shaft includes driving the drive shaft in the first direction. A third example of the method optionally includes the first and / or second example and further includes that driving the rotation of the drive shaft includes rotating the drive shaft at the same speed as the crankshaft. A fourth example of the method optionally includes one or more or all of the first through third examples and further includes moving a fuel pump piston twice for each full revolution of the fuel pump drive gear and the drive shaft.A fifth example of the method optionally includes one or more or all of the examples from the first to the fourth and further includes that the intermediate gear, the fuel pump drive gear and the first end of the crankshaft are all arranged in a common plane at the front end of the engine and have axes of rotation arranged parallel to each other.

[0093] In one embodiment, a system comprises: a front end, comprising: a first end of a crankshaft; an intermediate gear in meshing engagement with the first end of the crankshaft; a fuel pump drive gear in meshing engagement with the intermediate gear, the fuel pump drive gear having the same number of teeth as the first end of the crankshaft; a fuel pump, wherein a drive shaft of the fuel pump is directly connected to the fuel pump drive gear; and a rear end, arranged opposite the front end, the rear end comprising a flywheel connected to a second end of the crankshaft.A second example of the system optionally includes the first example and further comprises that the intermediate gear has a larger diameter than the first end of the crankshaft and the fuel pump drive gear, and that the intermediate gear is positioned between the first end of the crankshaft and the fuel pump drive gear. A third example of the system optionally includes one or both of the first and second examples and further comprises that the front end continues to include an oil pump drive gear in meshing engagement with a crankshaft pulley that is directly connected to the first end of the crankshaft and directly connected to a drive shaft of an oil pump, with an oil pump belt bearing against both the crankshaft pulley and the oil pump drive gear.A fourth example of the system optionally includes one, more, or all of the examples from the first three and further comprises that the front end continues to include a tensioner pulley directly connected to the intermediate gear, the tensioner pulley having a smaller diameter than the intermediate gear and sharing a common axis of rotation with the intermediate gear, and that the front end further comprises a first and second camshaft pulley rotatably connected to the intermediate gear by means of a cam drive belt. A fifth example of the system optionally includes one, more, or all of the examples from the first four and further comprises that the tensioner pulley, the crankshaft pulley, the oil pump belt, and the cam drive belt are all arranged in a common plane at the front end of the engine.

[0094] In another embodiment, a system comprises: an engine cylinder head; multiple passages extending through an interior of the cylinder head and formed by internal surfaces of the cylinder head, the multiple passages comprising a first passage forming an exhaust outlet on an outer surface of the cylinder head, and a second passage forming a coolant outlet on the outer surface; and an EGR valve assembly directly connected to the cylinder head at the exhaust outlet and the coolant outlet. In a first example of the system, the EGR valve assembly comprises a coolant passage directly connected to the second passage, and the engine coolant is designed to flow from the second passage in the cylinder head to the coolant passage of the EGR valve assembly.

[0095] In another embodiment, an EGR cooler comprises: a body with an inlet end and an outlet end; an exhaust gas collection volume positioned within the interior of the body and fluidly connected to an exhaust gas outlet formed by an outer surface of the body at the outlet end; a guide vane with a first end shaped to enclose a circumference of the exhaust gas outlet within the interior; and an exhaust gas bypass passage extending through the interior of the body from the inlet end of the body to the guide vane at a second end of the guide vane opposite the first end. In a first example of the EGR cooler, the EGR cooler further comprises an exhaust gas outlet positioned at the outlet end, the exhaust gas outlet being fluidly connected to the guide vane.

[0096] In yet another embodiment, a system comprises: an intake manifold with: a first end positioned opposite a second end; a main intake opening positioned midway between the first end and the second end along a central axis; a first intake tube positioned between the central axis and the first end; a second intake tube positioned adjacent to the first intake tube and between the central axis and the second end; a third intake tube positioned adjacent to the first intake tube between the first end and the first intake tube; and a fourth intake tube positioned adjacent to the second intake tube between the second end and the second intake tube; wherein the first intake tube and the second intake tube are each helical passages, and wherein the third intake tube and the fourth intake tube are each non-helical passages.

[0097] In yet another embodiment, a system comprises: a cylinder bank with several first and second engine cylinders; an intake manifold with several spiral intake manifolds positioned in alternating arrangements with several non-spiral intake manifolds; several first fuel injectors connected to the several first engine cylinders and angled in a first direction relative to a centerline of the cylinder bank; and several second fuel injectors connected to the several second engine cylinders and angled in a second direction opposite to the first direction relative to the centerline.

[0098] In yet another embodiment, an intake manifold system for an engine comprises: four engine cylinders arranged in a line configuration; a main intake inlet fluidly connected to each of the four engine cylinders and centered along a central axis of the intake manifold, with two cylinders of the four engine cylinders arranged symmetrically on opposite sides of the central axis; several spiral intake manifolds, with each of the four engine cylinders fluidly connected to the main intake inlet by means of one of the several spiral intake manifolds; and several non-spiral intake manifolds, with each of the four engine cylinders fluidly connected to the main intake inlet by means of one of the several non-spiral intake manifolds, and wherein the several spiral intake manifolds and the several non-spiral intake manifolds have mirror symmetry about the central axis.In a first example of the intake manifold system, the system further comprises multiple fuel injectors, each fuel injector being connected to a different engine cylinder of the four engine cylinders and positioned at a different angle than the other fuel injectors. In a second example of the intake manifold system, the different angle of each fuel injector is based on the geometry of a corresponding spiral intake manifold for the respective engine cylinder.

[0099] In yet another embodiment, an exhaust manifold gasket comprises: a gasket section shaped to fluidically seal a junction between an exhaust manifold and a cylinder head; and a heat-shielding section having an upper surface, a lower surface and several fluid channels converging from the upper surface to the lower surface, the fluid channels being positioned vertically above the gasket section relative to a direction of gravity at the junction.

[0100] In yet another embodiment, a system comprises: a fuel pump; a fuel pump drive gear assembly connected to the fuel pump, comprising a first drive gear fixed to a first bearing and a second drive gear rotatably connected to the first bearing and rotatable relative to the first bearing by means of a first adjusting pin; and an intermediate gear assembly comprising a first intermediate gear fixed to a second bearing and a second intermediate gear rotatably connected to the second bearing and rotatable relative to the second bearing by means of a second adjusting pin, wherein the first intermediate gear is in meshing engagement with the first drive gear and the second intermediate gear is in meshing engagement with the second drive gear.

[0101] It should be noted that the exemplary control and estimation routines contained herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-volatile memory and executed by the control system, which comprises the control unit combined with the various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of a number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. Thus, various steps, operations, and / or functions shown can be performed in the sequence shown, in parallel, or, in some cases, skipped.Similarly, the processing sequence is not strictly necessary to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of presentation and description. Depending on the specific strategy employed, one or more of the illustrated steps, operations, and / or functions may be performed repeatedly. Furthermore, the described steps, operations, and / or functions may graphically represent a code to be programmed into non-volatile memory of the machine-readable storage medium in the engine control system, wherein the described steps are executed by carrying out the instructions in a system comprising the various engine hardware components combined with the electronic control unit.

[0102] It is understood that the configurations and routines disclosed herein are exemplary and that these specific embodiments should not be viewed in a limiting sense, as numerous modifications are possible. For example, the foregoing technology can be used in V-6, I-4, I-6, V-12, 4-cylinder boxer, and other engine types. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and designs, as well as other features, functions, and / or properties disclosed herein.

[0103] The following claims, in particular, disclose certain combinations and subcombinations that are considered novel and not obvious. These claims may refer to "one" element or "a first" element, or its equivalent. Such claims are to be understood as including one or more such elements, without requiring or excluding two or more of these elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by filing new claims in this or a related application. Such claims, whether broader, narrower, the same, or of a different scope of protection than the original claims, are also considered to be included in the subject matter of the present disclosure.

Claims

[1] Front end of an engine, comprising: a first end of a crankshaft; Camshaft pulleys; an intermediate gear in meshing engagement with the first end of the crankshaft, the intermediate gear being positioned below the camshaft pulleys, with a belt connecting the camshaft pulleys and the intermediate gear; a fuel pump drive gear in meshing engagement with the intermediate gear; and a fuel pump, wherein a drive shaft of the fuel pump is connected to the fuel pump drive wheel, wherein the fuel pump is a pump with a plunger and a piston of the fuel pump moves twice per rotation of the fuel pump drive wheel, characterized by , that The fuel pump drive gear has the same number of teeth as the first end of the crankshaft. [2] Front end according to the preamble of claim 1, wherein the intermediate gear comprises a first toothed disc and a second toothed disc, wherein the second toothed disc is rotatable relative to the first toothed disc by means of a first adjusting pin; wherein the fuel pump drive wheel comprises a third toothed disc and a fourth toothed disc, wherein the third toothed disc is rotatable relative to the fourth toothed disc by means of a second adjusting pin; and wherein the first toothed disc is in intermeshing engagement with the third toothed disc and the second toothed disc is in intermeshing engagement with the fourth toothed disc. [3] Front end according to the preamble of claim 1, wherein the fuel pump is positioned relative to the front end and a rear end of the engine behind the fuel pump drive wheel, the rear end being arranged opposite the front end and a second end of the crankshaft being arranged at the rear end of the engine and being connected to a flywheel of the engine. [4] Front end according to the preamble of claim 1, wherein a tension roller is directly connected to the intermediate wheel and has a common axis of rotation with the intermediate wheel. [5] Front end according to claim 4, wherein the camshaft pulleys comprise first and second camshaft pulleys, wherein the tensioning pulley is rotatably connected to the first and second camshaft pulleys by means of a cam drive pulley, wherein the cam drive pulley contacts an outer circumferential surface of the tensioning pulley. [6] Front end according to one of claims 1-4, wherein the drive shaft is directly connected to the fuel pump drive wheel along an axis of rotation of the fuel pump drive wheel and wherein the axis of rotation of the fuel pump drive wheel is parallel to an axis of rotation of the intermediate wheel and an axis of rotation of the crankshaft. [7] Front end according to one of claims 1-4, wherein the intermediate gear is positioned between the first end of the crankshaft and the fuel pump drive gear and separates them. [8] Method for an engine, comprising: Driving the rotation of an intermediate gear by means of a first end of a crankshaft which is in meshing engagement with the intermediate gear, wherein the intermediate gear is arranged at a front end of the engine; Driving the rotation of a fuel pump drive wheel by means of the intermediate wheel, wherein the intermediate wheel is in meshing engagement with the fuel pump drive wheel; Driving the rotation of a fuel pump drive shaft by means of rotation of the fuel pump drive wheel; and Moving a piston of the fuel pump twice per full rotation of the fuel pump drive wheel and drive shaft includes, characterized by , that Driving the rotation of the drive shaft includes rotating the drive shaft at the same speed as the crankshaft. [9] Method according to claim 8, wherein driving rotation of the intermediate gear comprises driving the first end of the crankshaft in a first direction and driving the intermediate gear in a second direction opposite to the first direction. [10] Method according to claim 8, wherein driving the rotation of the fuel pump drive wheel comprises driving the fuel pump drive wheel in a first direction and wherein driving the rotation of the drive shaft comprises driving the drive shaft in the first direction. [11] Method according to claim 8, wherein the intermediate gear, the fuel pump drive gear and the first end of the crankshaft at the front end of the engine are all arranged in a common plane and have axes of rotation that are arranged parallel to each other. [12] System for a motor, comprising: a front end, encompassing: a first end of a crankshaft; an intermediate gear in meshing engagement with the first end of the crankshaft; a fuel pump drive gear in meshing engagement with the intermediate gear, the fuel pump drive gear having the same number of teeth as the first end of the crankshaft; and a fuel pump, wherein a drive shaft of the fuel pump is directly connected to the fuel pump drive wheel; and a rear end arranged opposite the front end, the rear end comprising a flywheel connected to a second end of the crankshaft, the front end further comprising an oil pump drive wheel in meshing engagement with a crankshaft pulley directly connected to the first end of the crankshaft and directly connected to a drive shaft of an oil pump, with an oil pump belt contacting the crankshaft pulley and the oil pump drive wheel respectively. [13] System according to claim 12, wherein the intermediate gear has a larger diameter than the first end of the crankshaft and the fuel pump drive gear and wherein the intermediate gear is positioned between the first end of the crankshaft and the fuel pump drive gear. [14] System according to claim 12, wherein the front end further comprises a tensioning roller which is directly connected to the intermediate gear, wherein the tensioning roller has a smaller diameter than the intermediate gear and shares an axis of rotation with the intermediate gear, and wherein the front end further comprises first and second camshaft pulleys which are rotatably connected to the tensioning roller by means of a cam drive belt. [15] System according to claim 14, wherein the tensioner pulley, the crankshaft pulley, the oil pump belt and the cam drive belt are all arranged in a common plane at the front end of the engine. [16] System for a motor, comprising: a front end, encompassing: a first end of a crankshaft; an intermediate gear in meshing engagement with the first end of the crankshaft; a fuel pump drive gear in meshing engagement with the intermediate gear; and a fuel pump, wherein a drive shaft of the fuel pump is directly connected to the fuel pump drive wheel; and a rear end positioned opposite the front end, the rear end comprising a flywheel connected to a second end of the crankshaft, characterized by , that The fuel pump drive gear has the same number of teeth as the first end of the crankshaft. [17] System according to the preamble of claim 16, wherein the intermediate gear comprises a first toothed disc and a second toothed disc, wherein the second toothed disc is rotatable relative to the first toothed disc by means of a first adjusting pin; wherein the fuel pump drive wheel comprises a third toothed disc and a fourth toothed disc, wherein the third toothed disc is rotatable relative to the fourth toothed disc by means of a second adjusting pin; and wherein the first toothed disc is in intermeshing engagement with the third toothed disc and the second toothed disc is in intermeshing engagement with the fourth toothed disc. [18] System according to the preamble of claim 16, wherein the fuel pump is positioned behind the fuel pump drive wheel relative to the front end and a rear end of the engine. [19] System according to the preamble of claim 16, wherein a tension roller is directly connected to the intermediate wheel and has a common axis of rotation with the intermediate wheel. [20] System according to claim 19, wherein the camshaft pulleys comprise first and second camshaft pulleys, wherein the tensioning pulley is rotatably connected to the first and second camshaft pulleys by means of a cam drive pulley, wherein the cam drive pulley contacts an outer circumferential surface of the tensioning pulley.

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