• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    SUMMARY A fuel system (4) for an internal combustion engine (2) comprises a first fuel tank (20), a second fuel tank (22), a first fuel line (36) arranged in communication with the first fuel tank (20) and the the second fuel tank (22), a second fuel line (40) arranged in connection with the first fuel tank (20), a main feed pump (26) and a transfer pump (28). The main feed pump (26) feeds fuel from the first fuel tank (20) through the second the fuel line (40) and the transfer pump (28) feed fuel from the second fuel tank (22) to the first fuel tank (20) via the first fuel line (36). A valve (32) is arranged downstream of the transfer pump (28). The valve (32) has an inlet in connection with the transfer pump (28), a first outlet in connection with the first fuel line (36) and a second outlet in connection with the second fuel line (40). The fuel system reduces the risk of insufficient or failure fuel supply to the internal combustion engine in the event of a malfunction and enables a procedure for continued operation than with any reduced power. This also ensures the operation of the internal combustion engine (2) and a vehicle equipped with such a fuel system. (Fig. 2)
    公开号:SE1350358A1
    申请号:SE1350358
    申请日:2013-03-22
    公开日:2014-09-23
    发明作者:Dan Cedfors；Patrik Fogelberg；Anders Jonsson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    The document US 2003/0183205 A1 shows a fuel system for an internal combustion engine which comprises a low-pressure pump and two electric motor-driven fuel pumps. The first fuel pump is driven by a first electric motor and the second fuel pump is driven by a second electric motor. During normal operation, only the first electric motor and the first fuel pump are active, while the second electric motor is switched off and the second fuel pump is bypassed. Should the first electric motor or the first fuel pump fail, the second electric motor is activated to drive the second fuel pump. The first fuel pump is bypassed and fuel can still be supplied to the internal combustion engine. Document US 2003/0183205 However, Alvis does not show how fuel can be supplied to the internal combustion engine in the event that the low-pressure pump fails.
    It is also previously known to arrange an electric motor-driven fuel pump in a fuel system which comprises a mechanically combustion engine-driven fuel pump. The document WO 2004/037595 A1 shows a fuel system for an internal combustion engine, which comprises two fuel pumps. One pump is a combustion engine driven fuel pump and the other pump is a transfer pump, which transfers fuel from a first to a second fuel tank. According to one embodiment, the transfer pump can lead fuel in series with the fuel pump driven by the internal combustion engine via a three-way valve in order to increase the fuel flow during idling of the internal combustion engine. The fuel pump driven by the internal combustion engine is not able to generate a sufficient fuel flow during idling operation of the internal combustion engine. Document WO 2004/037595 A1 does not, however, mention how the fuel system works in the event that the fuel pump driven by the internal combustion engine fails.
    Despite known solutions in the field, there is a need to further develop a fuel system that reduces the risk of insufficient or no fuel supply to the internal combustion engine in the event of a malfunction. SUMMARY OF THE INVENTION The object of the present invention is to provide a fuel system for an internal combustion engine which reduces the risk of insufficient or no fuel supply to the internal combustion engine in the event of a malfunction. Yet another object of the invention is to provide a fuel system for an internal combustion engine which allows easy handling in the event of a malfunction and enables the driver of a vehicle to move the vehicle and drive it to a workshop in the event of a malfunction.
    Another object is to provide a fuel system which is simple and non-bulky.
    These objects are achieved with a fuel system of the kind mentioned in the introduction, which is characterized by the features stated in the characterizing part of claim 1. The corresponding objects are also achieved with a method for regulating a fuel system according to the characterizing part of claim 12. Corresponding purposes are also achieved with an internal combustion engine and a vehicle with such a fuel system.
    By arranging an electric motor-controlled main supply pump and an electric motor-controlled transfer pump in a low-pressure circuit in a fuel system, a redundancy in the fuel system is allowed compared with if only one fuel pump is arranged in the fuel system. By arranging the valve in connection with the transfer pump, so that the transfer pump via the valve is connected to the second fuel line, the transfer pump can supply fuel from the second fuel tank to the second fuel line and on to the internal combustion engine. Should the electric motor-controlled main feed pump fail or perform for low fuel flow, the transfer pump is used to transport fuel to the internal combustion engine.
    Suitably the main feed pump and the transfer pump are low pressure pumps. The fuel flow and pressure that the transfer pump is able to supply to the internal combustion engine is sufficient for the internal combustion engine to be able to be operated at full or reduced power in order to drive the vehicle for repair at a workshop. In this way, a fuel system is provided, which reduces the risk of insufficient or no fuel supply to the internal combustion engine in the event of a malfunction. In the same way, a fuel system is provided, which allows a so-called limp home function, which enables the driver to drive the vehicle to the nearest workshop despite a broken main feed pump.
    Suitably, the main feed pump, the transfer pump and the valve are connected to a control unit via a CAN bus. In this way a compact fuel system is achieved, which is easy to control and in this way allows a correct fuel supply to the internal combustion engine.
    By arranging a sensor means in connection with the second fuel line, the functionality of the main feed pump can be identified. The sensor means is suitably a flow level sensor, which detects the fuel flow in the second fuel line, and which is connected to the control unit via the CAN bus.
    Alternatively, a malfunction of the main supply pump is identified by detecting the function of the other electric motor. In the event that the other electric motor has ceased to function or operates with reduced power, there is a high probability that there is a malfunction of the main supply pump. The sensor means can in such a case consist of a means which senses the function of the electric motor driving the pump, suitably by sensing the current consumption of the motor.
    Suitably, in the event of an identified malfunction of the main feed pump, some form of indication is activated for the driver. The driver is warned and can take measures to take the vehicle to a workshop. In this way, a fuel system is provided, which allows easy handling in the event of a malfunction.
    Preferably, the first fuel tank is designed to hold a smaller volume than the second fuel tank. Preferably, the first fuel tank holds 20-50 liters and the second fuel tank 300-1000 liters. In this way a non-bulky fuel system is provided.
    By arranging the main feed pump in the first fuel tank, the main feed pump is protected from the environment and has a natural cooling of the fuel in the first fuel tank. Alternatively, the transfer pump and / or valve are also arranged inside the first fuel tank. With the main feed pump, the transfer pump and the valve arranged inside the first fuel tank, a non-bulky fuel system is provided.
    Preferably, the transfer pump is less complex than the main feed pump. A complex main feed pump, which is arranged inside the first fuel tank, is difficult to access for troubleshooting outside the workshop. The less complex transfer pump, which is used less frequently, can feed a smaller fuel flow at a lower pressure than the main feed pump. In the event of a malfunction of the main feed pump, however, the transfer pump is able to secure the fuel supply to the internal combustion engine, so that the driver can drive the vehicle to a troubleshooting workshop. In this way, a fuel system is provided, which allows the operator easy handling in the event of a malfunction outside the workshop.
    Further advantages of the invention will become apparent from the following detailed description.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, as an example, a preferred embodiment of the invention is described with reference to the accompanying drawings, in which: Fig. 1 shows a schematic side view of a vehicle, which comprises a fuel system for an internal combustion engine according to the present invention. Fig. 2 shows a circuit diagram of a fuel system according to the present invention, and Fig. 3 shows a flow chart of a method for controlling a fuel system according to the present invention.
    DETAILED DESCRIPTION OF AN EMBODIMENT OF THE INVENTION Fig. 1 shows a schematic side view of a vehicle 1, which vehicle comprises a fuel system 4 for an internal combustion engine 2. The internal combustion engine 2 is connected to a gearbox 6, which is connected to a drive wheel 8 of the vehicle 1 .
    The vehicle also includes a chassis 10.
    Fig. 2 shows a wiring diagram for the fuel system 4. The fuel system 4 is of the type commonly referred to as common rail and comprises several components of which a main fuel filter 12, a high pressure pump 14, an accumulator in the form of a so-called common rail 16 and an injection system 18 schematically shown in the form of a fuel injector are arranged in the internal combustion engine 2. Alternatively, the fuel system can be replaced by another form of injection system, for example piezo or unit injection system. The fuel system 4 also comprises a first fuel tank 20, a second fuel tank 22, a third fuel tank 24, a main feed pump 26, a transfer pump 28, a pre-filter 30 and a valve 32. These components may be arranged at the vehicle chassis 10. The main fuel filter 12 is arranged downstream the main feed pump 26 and upstream of the high pressure pump 14 in the fuel system 4. The main feed pump 26 is a low pressure pump which supplies the high pressure pump 14 with fuel. Furthermore, the fuel system 4 comprises a backflow line 13, through which excess fuel flows back from the injection system 18, common rail 16, high pressure pump 14 and main fuel filter 12 back to the first fuel tank 20.
    The first fuel tank 20 is designed to hold a smaller volume than the second fuel tank 22 and the third fuel tank 24. The second fuel tank 22 and the third fuel tank 24 hold substantially the same volume and have a self-regulating flow between each other through a connection. Pipe 34 is arranged between the lower part of the second fuel tank 22 and the third fuel tank 24. According to Fig. 2, the transfer pump 28 is arranged between the first fuel tank 20 and the second fuel tank 22. The transfer pump 28 is driven by a first electric motor M1 and has as its main task to supply fuel from the second fuel tank 22 to the first fuel tank 20 via a first fuel line 36. Between the first fuel tank 20 and the second fuel tank 22 an excess line 38 is arranged so that fuel can be transported over from the the first fuel tank 20 to the second fuel tank 22 if the first fuel tank 20 becomes overfilled. The main feed pump 26 is arranged inside the first fuel tank 20 and is thus protected from the environment and cooled by the fuel. The main feed pump 26 is driven by a second electric motor M2 and feeds the fuel from the first fuel tank 20 via a second fuel line 40 through the main fuel filter 12 and on to the high pressure pump 14. At high pressure the fuel is then fed to the common rail 16 and further to the injection system 18. The main feed pump 26 and the transfer pump 28 is controlled by a control unit 42 via a CAN bus 44.
    The pre-filter 30 is arranged downstream of the transfer pump 28 and pre-filters the fuel fed from the second fuel tank 22. The valve 32 is arranged downstream of the pre-filter 30 and comprises an inlet in connection with the transfer pump 28, a first outlet in connection with the first fuel line 36 and a second outlet 32 is connected to the second fuel line 40. The valve 32 is connected to the CAN bus 44 and is in a first position so controlled that the transfer pump 28 is connected to the first outlet and thereby is connected to the first fuel line 36. In this first Thus, the transfer pump 28 will supply fuel from the second fuel tank 22 to the first fuel tank 20. In the first fuel tank 20, a first level sensor 46 is provided to identify the fuel level in the first fuel tank 20. A second level sensor 48 is provided in the first fuel tank 20. the second fuel tank 22 to identify the fuel level in the second fuel tank 22. The first level sensor 46 and the second level sensor 48 are connected to the CAN bus 44 and the control unit 42, which control the transfer pump 28 and the main feed pump 26. In connection with the second fuel line 40, a flow level sensor 50 is provided. The flow level sensor 50 identifies the fuel flow in the second fuel line 40 and can thus determine if there is a malfunction of the main feed pump 26. It is also possible to identify a malfunction of the main feed pump 26 through a dedicated means for detecting it. function of the second electric motor M2. In the event that the second electric motor M2 has ceased to operate or operates at a reduced power, there is in all probability a malfunction of the main feed pump 26. A malfunction of the second electric motor can be sensed by a means for sensing the current consumption of the motor. In the event of a malfunction or shutdown of the main feed pump 26, the valve 32 is controlled to a second position, so that the transfer pump 28 communicates with the second outlet and thereby the second fuel line 40. The transfer pump 28 thus feeds fuel from the second fuel tank 22 to the second fuel line 40. , downstream of the main feed pump 26, and further to the internal combustion engine 2. The fuel flow and pressure which the transfer pump 28 is able to supply to the internal combustion engine 2 is sufficient for the internal combustion engine 2 to be able to operate at full or reduced power for driving the vehicle for repair. at a workshop. In one embodiment, the control unit 42 can, with knowledge of the engine's average fuel consumption and the engine's fuel requirements, calculate a distance that the vehicle can be driven in limp home function and present to the driver such an available mileage. To extend this distance, the control unit can be designed to initiate switch-off of some of the engine's add-on units, such as air-conditioning units and the like, in order to reduce the engine's fuel consumption.
    Fig. 3 shows a flow chart of a method for controlling the fuel system 4. The method comprises the step (a) of identifying the functionality of the main feed pump 26. When the main feed pump 26 has good functionality, the method comprises the step (b) of controlling the valve 32, which is arranged downstream of the transfer pump 28, so that it is arranged in a first position, which allows the transfer pump 28 to communicate with the In the case of good functionality of the main feed pump 26, the method further comprises the step (c) of supplying the first fuel tank 20 with fuel by driving the transfer electric pump 28 with the first electric motor M1 to supply fuel from the second the fuel tank 22 via the first fuel line 36 to the first fuel tank 20. The method also comprises the further step (d) of supplying the combustion engine 2 with fuel by driving the second electric motor M2 with the second electric motor M2 to supply fuel from the first the fuel tank 20 through the second fuel line 40 to the internal combustion engine 2. In the event that a malfunction of the main feed pump 26 is identified The method comprises the step (e) of indicating to the driver that a malfunction has been identified, and the step (f) of directing the valve 32 to a second position, which allows the transfer pump 28 to communicate with the second fuel line 40. malfunction of the main feed pump 26, the method also comprises the step (g) of supplying the internal combustion engine 2 with fuel by driving the transfer electric pump M1 with the first electric motor M1 to supply fuel from the second fuel tank 22 to the second fuel line 40 and the internal combustion engine. Indication of an identified malfunction may, in a further developed embodiment, include an indication to the driver of the available mileage with which a vehicle can be driven. In such a case, the method may comprise a step of calculating available mileage based on known fuel consumption. In an analogous manner, in an internal combustion engine used in other applications, a remaining operating time of the internal combustion engine can be presented when it is operated with an indicated malfunction. In such a case, the method may include a step of calculating the remaining operating time. In a further further developed embodiment, when indicating an identified malfunction, the method may comprise a step which reduces the fuel consumption of the engine by initiating the shutdown of certain engine-driven attachments, for example an air conditioning compressor.
    The specified components and features stated above can, within the scope of the invention, be combined between different specified embodiments.
    权利要求:
    Claims (12)
    [1]
    A fuel system for an internal combustion engine (2), which fuel system (4) comprises a first fuel tank (20), a second fuel tank (22), a first fuel line (36) arranged in connection with the first fuel tank (20) and the second fuel tank (22), a second fuel line (40) arranged in connection with the first fuel tank (20), a main feed pump (26) and a transfer pump (28), wherein the main feed pump (26) is arranged to supply fuel from the first fuel tank (20) through the second fuel line (40) and wherein the transfer pump (28) is arranged to supply fuel from the second fuel tank (22) to the first fuel tank (20) via the first fuel line (36), characterized by that a first electric motor (l / l1) is arranged to drive the transfer pump (28), that a second electric motor (l / l2) is arranged to drive the main feed pump (26) and that a valve (32) is arranged downstream of the transfer pump (28), wherein the valve (32) has an inlet in connection with the transfer pump (28), a first outlet in connection with the first fuel line (36) and a second outlet in connection with the second fuel line (40), so that the transfer pump (28) is connected to the first fuel line (36) when the valve (32) is arranged in a first position and so that the transfer pump (28) is connected to the second fuel line (40) when the valve (32) is arranged in a second position.
    [2]
    Fuel system according to claim 1, characterized in that the main feed pump (26) is arranged inside the first fuel tank (20).
    [3]
    Fuel system according to one of Claims 1 or 2, characterized in that the transfer pump (28) is arranged inside the first fuel tank (20).
    [4]
    Fuel system according to one of the preceding claims, characterized in that the valve (32) is arranged inside the first fuel tank (20). 10 15 20 25 30 12
    [5]
    Fuel system according to one of the preceding claims, characterized in that the first fuel tank (20) is designed to accommodate a smaller volume than the second fuel tank (22).
    [6]
    Fuel system according to one of the preceding claims, characterized in that a main fuel filter (12) is arranged downstream of the main feed pump (26).
    [7]
    Fuel system according to one of the preceding claims, characterized in that a sensor means (50) is arranged such that it can identify the functionality of the main feed pump (26).
    [8]
    Fuel system according to claim 7, characterized in that the sensor means (50) comprises a flow sensor, which is arranged on the second fuel line (40).
    [9]
    Fuel system according to claim 7, characterized by means for sensing the function of the electric motor (M2) driving the main feed pump (26), preferably by means for sensing its current consumption.
    [10]
    Internal combustion engine (2), characterized in that it comprises a fuel system (4) according to any one of claims 1-9.
    [11]
    Vehicle (1) characterized in that it comprises a fuel system (4) according to any one of claims 1-9.
    [12]
    A method of controlling a fuel system (4) for an internal combustion engine (2), the fuel system (4) comprising: a first fuel tank (20), a second fuel tank (22), a first fuel line (36) arranged in communication with the the first fuel tank (20) and the second fuel tank (22), a second fuel line (40) arranged in connection with the first fuel tank (20), a main feed pump (26) and a transfer pump (28), wherein the main feed pump (26) ) is arranged to supply fuel from the first fuel tank (20) through the second fuel line (40) and wherein the transfer pump (28) is arranged to supply fuel from the second fuel tank (22) to the first fuel tank (20). ) via the first fuel line (36), characterized by the steps of: a) identifying the functionality of the main feed pump (26), - with good functionality of the main feed pump (26); b) controlling a valve (32), which is arranged downstream of the transfer pump (28), so that it is arranged in a first position, which allows the transfer pump (28) to be connected to the first fuel line (36), c) supply the first fuel tank (20) with fuel by using a first electric motor (IVV) to drive the transfer pump (28) to supply fuel from the second fuel tank (22) via the first fuel line (36) to the first fuel tank (20); ), d) supplying fuel from the first fuel tank (20) through the second fuel line (40) by driving the main feed pump (26) with a second electric motor (M2), - in the event of an identified malfunction of the main feed pump (26); e) indicate to the driver that a malfunction has been identified, f) control the valve (32), which is arranged downstream of the transfer pump (28), so that it is in a second position, which allows the transfer pump (28) to be connected to the second fuel line. (40), g) supplying fuel from the second fuel tank (22) through the second fuel line (40) by driving the transfer pump (28) with the first electric motor (M1).
    类似技术:
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    同族专利:
    公开号 | 公开日
    WO2014148985A1|2014-09-25|
    BR112015020751A2|2017-07-18|
    SE537002C2|2014-11-25|
    EP2976520A4|2017-01-18|
    EP2976520A1|2016-01-27|
    KR101820895B1|2018-01-22|
    EP2976520B1|2018-05-16|
    KR20150132584A|2015-11-25|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US5806300A|1995-12-22|1998-09-15|United Technologies Corporation|Electronic control for a variable delivery, positive displacement fuel pump|
    DE19746492A1|1997-10-22|1999-04-29|Bosch Gmbh Robert|Dual fluid injection system for IC engine|
    US6792966B2|2000-10-03|2004-09-21|Federal-Mogul World Wide, Inc.|Fuel transfer pump and control|
    DE10048247A1|2000-09-29|2002-04-11|Bosch Gmbh Robert|Fuel supply device for an internal combustion engine|
    US8550058B2|2007-12-21|2013-10-08|Ford Global Technologies, Llc|Fuel rail assembly including fuel separation membrane|
    US7546835B1|2008-07-31|2009-06-16|Ford Global Technologies, Llc|Fuel delivery system for multi-fuel engine|
    US7770562B2|2008-07-31|2010-08-10|Ford Global Technologies, Llc|Fuel delivery system for a multi-fuel engine|
    DE102010043644A1|2010-11-09|2012-05-10|Mahle International Gmbh|Fuel supply system for use in internal combustion engine of motor car, has filter and pump arranged between tank areas, and another pump and another filter arranged between one of areas and engine, where former filter has water separator|SE537848C2|2013-04-29|2015-11-03|Scania Cv Ab|Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with such a fuel system and a method for regulating a fuel system|
    SE541444C2|2016-07-18|2019-10-01|Scania Cv Ab|Fuel system comprising a high pressure pump adapted to pump fuel in case of failure of other fuel pumps|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1350358A|SE537002C2|2013-03-22|2013-03-22|Combustion engine fuel system and a method for regulating a fuel system|SE1350358A| SE537002C2|2013-03-22|2013-03-22|Combustion engine fuel system and a method for regulating a fuel system|
    PCT/SE2014/050301| WO2014148985A1|2013-03-22|2014-03-12|Fuel system for combustion engine and a method for controlling a fuel system|
    EP14771154.3A| EP2976520B1|2013-03-22|2014-03-12|Fuel system for combustion engine and a method for controlling a fuel system|
    KR1020157030411A| KR101820895B1|2013-03-22|2014-03-12|Fuel system for combustion engine and a method for controlling a fuel system|
    BR112015020751A| BR112015020751A2|2013-03-22|2014-03-12|combustion engine fuel system and a method for controlling a fuel system|
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