• 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:
    The invention relates to 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) and a main feed pump (26) arranged to feed fuel from the first fuel tank (20) through the second fuel line (40) via a main fuel filter (12) to a high pressure system (19). A first electric motor (M1) is arranged to drive the main feed pump (26) used in the main feed pump (26) is reversible, so that the flow direction through the main fuel filter (12) and the second fuel line (40) can be adjusted to empty the main fuel filter. (12) and the other industry management (40) in industry when the risk of paraffinization of industry has been identified. The invention also relates to a method for reducing the risk of operational disturbances caused by paraffined fuel in a fuel system. (Fig. 2)
    公开号:SE1350720A1
    申请号:SE1350720
    申请日:2013-06-13
    公开日:2014-12-14
    发明作者:Dan Cedfors
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    APPLICATION: Scania CV AB Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with a sideline fuel system and a procedure to reduce the risk of malfunctions caused by paraffined fuel in a fuel system BACKGROUND OF THE INVENTION AND KAND TECHNOLOGY The invention also relates to an internal combustion engine with such a fuel system according to claim 12, a vehicle with such a fuel system according to claim 13 and a method for reducing the risk of malfunctions caused by paraffined fuel in a fuel system according to claim 14.
    An internal combustion engine, such as a piston engine, which is powered by diesel or petrol, is provided with a fuel system for transporting the fuel from one or more fuel tanks to the injection engine's injection system. The fuel system comprises one or more fuel pumps, which can be driven mechanically by the internal combustion engine or driven by an electric motor. The fuel pumps create a fuel flow and pressure to transport the fuel to an accumulator which can be in the form of a so-called common rail and on to the internal combustion engine's injection system, which supplies the fuel to the internal combustion engine's combustion chamber. Common rail can be excluded and the fuel system may instead comprise another form of injection system, for example piezo or unit injection system.
    Fuel system includes an fuel filter for filtering the fuel before it reaches the internal combustion engine injection system. The internal combustion engine and its injection system are susceptible to contamination and can be adversely affected if the fuel is too polluted. Contamination can refer to solid particles, gas or liquid. Even if the industry only involves a small amount of contamination, the consequence may be that the internal combustion engine cannot be driven by the fuel. Fuel systems include fuel filters, which both filter out particles and separate water present in the fuel. The fuel filter can be a so-called input fuel filter, which comprises a replaceable filter element, which is arranged in a filter housing. When the temperature outside drops, the industry, such as diesel or biodiesel, which is present in the industry system, can be paraffined. The temperature at which the industry is paraffined depends on the composition of the industry and can for a number of different industry compositions vary between plus 10 degrees to minus 30 degrees. In cases where fuel is present in the filter filter of the fuel filter, the paraffination can lead to the fuel filter being clogged, which means that the fuel cannot reach the internal combustion engine during a cold start. Fuel that is present in industry lines can also be paraffined and cause blockages in the industry lines. It is dearly desirable to minimize the risk of industry in filter houses and industry lines being paraffined in cold weather.
    It is advantageous to arrange a reversible fuel pump in order to change the direction of the river in a fuel system and in that case empty fuel lines on fuel.
    Document EP-0186262 discloses a fuel system for an internal combustion engine, which includes a fuel pump and a two-part fuel tank. When the internal combustion engine has been shut off by the direction of the fuel pump of others, so that the fuel lines are emptied of fuel. In this way, the risk of paraffined fuel causing a stop in the industry lines is reduced. A smaller part of the fuel tank includes a heater and when starting the vehicle, the smaller part is first filled, so that the fuel can be heated before it is pumped out into the fuel lines. The fuel pump in document EP-0186262 thus always changes direction when the combustion engine has been switched off, regardless of whether there is a risk of paraffination or not.
    It is on the verge of arranging an electrically controlled reversible fuel pump to be able to change the direction of the river in a fuel system.
    Document US-2010/0031930 discloses a fuel system for an internal combustion engine, which includes an electrically driven fuel pump, which supplies the fuel system injection system with fuel. The electrically driven fuel pump feeds in a first fuel from a fuel tank to the engine and in a second fuel the fuel feeds fuel from the fuel tank to a particulate filter regeneration device. The first and second layers correspond to different directions of rotation of the electrically driven fuel pump.
    Despite known solutions in the area, there is a need to further develop a fuel reading system, which reduces the risk of complications and operational disruptions in connection with cold weather.
    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 malfunctions caused by paraffined fuel.
    Another object of the invention is to provide a fuel system with an internal combustion engine which reduces the risk of fuel sticking to the fuel filter in cold weather.
    A further object of the invention is to provide a fuel system for an internal combustion engine which is flexible and has a wide control range.
    Another object of the invention is to provide a fuel system for an internal combustion engine which is non-bulky.
    Another object of the invention is to provide a fuel combustion engine fuel system which facilitates cold start.
    This object is achieved by means of an industry system of the kind initially mentioned, which can be characterized by the features stated in the characterizing part of claim 1.
    These objects are achieved with an internal combustion engine with such a fuel system according to the marking part of claim 12, a vehicle with such a fuel system according to the pitched part of claim 13 and a method for reducing the risk of 4 malfunctions caused by paraffined fuel in a fuel system according to claim 14. .
    By arranging an electrically controlled reversible main feed pump, in a low pressure circuit in the fuel system for an internal combustion engine, so that the fuel flow through the main fuel filter and the other fuel line can be reduced if the risk of paraffinization of fuel has been identified, a fuel system is created and reduces the risk of complications. of paraffined fuel. Lampwise, the main fuel filter comprises a replaceable filter element, which is arranged in a filter housing.
    Preferably, the main feed pump is a low pressure pump. The direction of the main fuel pump is different, so that the filter housing of the main fuel filter and the other fuel line are mainly emptied of fuel, only when the internal combustion engine is switched off and there is a risk of paraffining of fuel. In this way, the risk of paraffined fuel clogging the main fuel filter or causing a blockage in the other fuel line is reduced.
    By emptying the filter housing and branch line only when there is a risk of paraffining in the industry, unnecessary emptying of the filter housing and branch line is avoided in cases where paraffination is not present. Thus, the filter housing and industry management do not need to be refilled with industry in onOdan.
    The main fuel pump can be redirected by changing the direction of rotation of the electric motor connected to the main fuel pump.
    The main feed pump is conveniently controlled, so that its direction changes after a predetermined standstill after the internal combustion engine has been shut down. This avoids immediate emptying of the filter housing and the branch line when the internal combustion engine is shut off. In the event that the internal combustion engine is switched off for only a short period of time, the filter housing and the fuel line do not need to be emptied and then refilled with fuel.
    By connecting the main feed pump to a control unit via a CAN bus, the main feed pump can be controlled against various parameters, such as pressure in branch lines, pressure drop. Over branch filters, temperatures, etc. In this way, an industry system is provided that is flexible and has a wider control range. known technology and which on such salt allows a correct fuel supply to the internal combustion engine.
    It is usually identified whether there is a risk of paraffining of fuel by measuring the outdoor temperature. Preferably, a first temperature sensor is connected to the control unit to determine the outdoor temperature of the environment in which the vehicle is located. The main feed pump can thus preferably be controlled so that its direction is different and the main fuel filter and the second fuel line are mainly emptied on fuel, as the outdoor temperature is below a certain temperature threshold value, which corresponds to the temperature at which the industry is paraffined, thereby indicating fuel available.
    Alternatively, it is identified whether there is a risk of paraffining of the fuel by feeding the temperature of the internal combustion engine. Preferably, a second temperature sensor is connected to the control unit to determine the temperature of the internal combustion engine. The lamp light is determined by feeding the temperature of the internal combustion engine's radiator. The temperature of the internal combustion engine / coolant can indicate whether there is a risk of paraffining of the fuel. The main feed pump can thus preferably be controlled so that its direction is different and the main fuel filter and the second fuel line are mainly emptied of fuel, as the temperature of the combustion engine is below a certain temperature limit value, which corresponds to the temperature at which the fuel is paraffined. of fuel available.
    Alternatively, it is identified whether there is a risk of paraffining of fuel by determining the pressure drop across the main fuel filter. Preferably, a first pressure sensor is arranged upstream of the main fuel filter and a second pressure sensor is arranged downstream of the main fuel filter. With these pressure sensors, pressure drops across the main fuel filter can be determined, which can indicate when the main fuel filter starts to become clogged. Clogging of the main fuel filter may be due to fully or partially paraffined fuel and (therefore, the pressure drop across the main fuel filter may indicate a risk of paraffination). risk air paraffining of fuel is present.The pressure sensors are suitably differential pressure sensors and are connected to the control unit.The pressure sensors are preferably read when the internal combustion engine is in operation.
    Clogging of the main fuel filter can be caused by paraffining but can also be due to contaminants in the industry. In order to be able to determine whether there is a risk of paraffining, the identified pressure drop is preferably combined with the outdoor temperature and / or the temperature of the internal combustion engine. The main feed pump can thus preferably be controlled, so that its direction changes when the pressure drop across the main fuel filter exceeds a certain pressure drop spruce value while the outdoor temperature and / or the internal combustion engine temperature falls below a certain temperature spike value and down indicates that there is a risk of paraffining of fuel.
    Alternatively, it is identified whether there is a risk of paraffinization of fuel fuel by establishing the relationship between the work of the main feed pump and the fuel flow downstream of the main fuel filter. Lamply, a river feeder is arranged downstream of the main fuel filter, which river feeder is connected to the control unit via the CAN bus. The power consumption of the main feed pump driven electric motor is measured with the help of the control unit, which indicates how hard the main feed pump works. Alternatively, with the help of the control unit, the power outlet of the main feed pump driving electric motor is fed. A certain power consumption or a certain power output of the electric motor normally corresponds to a certain fuel flow downstream of the main fuel filter. Thus, an increased power consumption or an increased power output meant that the fuel flow downstream of the main fuel filter increased. However, should the control unit identify an increased power consumption or an increased power output while the fuel flow downstream of the main fuel filter is unchanged, it can be concluded that the main fuel filter is probably clogged and thus defends the industry to pass through the main fuel filter. The clogging can occur on completely or partially paraffined fuel, and thus the ratio between the work of the main feed pump and the fuel flow downstream of the main fuel filter may indicate that there is a risk of paraffining of the industry. The main feed pump can be suitably controlled when the internal combustion engine is switched off, so that its direction changes as the relationship between the work of the main feed pump and the fuel flow downstream of the main fuel filter indicates that the main fuel filter is clogged. Power consumption and / or power consumption as well as fuel flow downstream of the main fuel filter are preferably generated when the combustion engine is in operation.
    Clogging of the main fuel filter can be caused by paraffined fuel but can also be due to contaminants in the fuel. In order to determine if there is a risk of paraffining, the identified ratio between the operation of the main feed pump and the fuel flow downstream of the main fuel filter is preferably combined with the outdoor temperature and / or the temperature of the internal combustion engine. The main feed pump can preferably be controlled so that its direction changes as the ratio between the operation of the main feed pump and the fuel flow downstream of the main fuel filter indicates that the main fuel filter is clogged, while the outdoor temperature and / or the internal combustion engine temperature is below a certain temperature limit.
    Alternatively, it is identified whether there is a risk of paraffinization of briinsle by combining some or all of the above-mentioned juices. For example, both the outdoor temperature, the temperature of the internal combustion engine, the pressure drop and the ratio between the operation of the main feed pump and the fuel flow downstream of the main fuel filter can be used to determine if there is a risk of fuel refining.
    Preferably, the first and / or the second temperature sensor is read when the internal combustion engine is in operation to determine if there is a risk of paraffining of the industry. When the internal combustion engine has been switched off and the vehicle is stationary, the main feed pump is controlled so that its direction changes. Ldmpligen Ors deldsning during operation specifically when changing the temperature zone takes place.
    Alternatively, the first and / or the second temperature sensor is fired when the internal combustion engine is switched off and the vehicle is stationary.
    Alternatively, the first and / or the second temperature sensor is degraded both then. the internal combustion engine is in operation and when the internal combustion engine is switched off and the vehicle is stationary. 8 Preferably, a heating device is arranged in connection with the first fuel tank. The heating device can be a diesel heater, passenger compartment heater, electric heater or other form of heater. The heating device is preferably controlled by a timer connected to the control unit (a timer with action function after or at a certain set time), so salty that the heating device can be started at a predetermined time. The predetermined time is calculated from a time when the internal combustion engine is to be started. If there is a risk of paraffining of the fuel and the internal combustion engine is switched off, the direction of the main feed pump is changed, so that fuel in the main fuel filter and in the second fuel line is led to the first fuel tank.
    The heating device is preferably started at a time, before the time when the internal combustion engine is desired to start, so that the fuel has reached a predetermined temperature when the internal combustion engine is started again. On such juice, any paraffined fuel in the first fuel tank can be heated before the internal combustion engine is started, and in this way an fuel system is achieved which facilitates cold starting. Furthermore, the heated fuel in the first fuel tank means that any remaining paraffined fuel in the main fuel filter and in the second fuel line can be heated immediately, thereby reducing the risk of operational disturbances caused by paraffined fuel.
    Preferably, the time for starting the heating device is determined from a time specified by the driver at which he / she wishes to start the internal combustion engine again.
    Alternatively, the time to start the heating device is determined by manually entering an appropriate time before the internal combustion engine is to be started. Alternatively, the heating device is started by using a fire control.
    Ideally, the first fuel tank is designed to hold a smaller volume than the second fuel tank. This design allows a less bulky first fuel tank, which is easier to arrange in a space-specific chassis. PA said salt is achieved a non-bulky industry system. Furthermore, a smaller first fuel tank meant that the fuel system could supply fuel to the internal combustion engine at a lower fuel level than if the same fuel tank volume had been supplied to the second fuel tank. In this case, a fuel system is provided for an internal combustion engine, which allows a flexible control of the fuel supply and thus avoids operational disturbances at low fuel levels in the fuel tank. Preferably, the first fuel tank holds 20-50 liters and the second fuel tank 300-1000 liters.
    Preferably, a transfer pump is provided to supply the first fuel tank with fuel. The transfer pump is typically a low pressure pump, which feeds fuel from the second fuel tank via the first fuel line on to the first fuel tank. Preferably, a pre-filter is arranged downstream of the transfer pump and upstream of the main feed pump. The fuel that reaches the electric motor-controlled main feed pump is then pre-filtered, which means that the main feed pump is protected against contamination on an advantageous salt, which reduces the risk of malfunctions of the main feed pump.
    Preferably, the transfer pump is driven by a second electric motor. In this way, a more efficient and flexible regulation of the fuel supply to the first fuel tank is achieved.
    Ideally, the main feed pump is arranged at the first fuel tank. In this way, the main feed pump is protected from the environment and receives a natural cooling of the fuel in the first fuel tank. Alternatively, the alien transfer pump and the pre-filter are arranged inside the first fuel tank. With the main supply pump, the transfer pump, the pre-filter and the valve arranged inside the first fuel tank, a non-bulky fuel system is achieved.
    Ideally, a fuel return line is provided adjacent to the first fuel tank and the high pressure fuel system. Pressurized hot fuel can then be returned to the first fuel tank instead of being transported to the combustion engine's combustion chamber. Because the hot industry can dammed hot cold industry in the industry tank and thus reduce the risk of paraffining during operation.
    Preferably, the first fuel tank includes a level sensor for determining the fuel level in the first fuel tank. Typically, a flood line is provided in connection with the first fuel tank and the second fuel tank. If the industry level determined with the level sensor in the first industry tank exceeds a predetermined level equivalent, the industry's industry from the first industry tank via the flood line to the second industry tank. Lamply, the overflow line is arranged in connection with the upper side of the first fuel tank and the upper side of the second fuel tank. Alternatively, the overflow line may be arranged in connection with the bottom of the first fuel tank.
    The transfer pump is controlled to feed fuel from the second fuel tank to the first fuel tank when the fuel level determined with the level sensor in the first fuel tank is less than a predetermined value.
    Further advantages of the invention will become apparent from the following detailed description.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, by way of example, preferred embodiments of the invention are described with reference to the accompanying drawings, in which: Fig. 1 shows a sehematic side view of a vehicle comprising a fuel system for an internal combustion engine according to the present invention; wiring diagram of a branch system according to a first embodiment of the present invention, and Figs. 3a-3b show flow diagrams of procedures for reducing the risk of operational disturbances caused by paraffined branch in a branch 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 according to the present invention. The internal combustion engine 11 2 is connected to a gearbox 6, which is connected to the drive wheel 8 of the vehicle 1 via a transmission. The vehicle also includes a chassis 10.
    Fig. 2 shows a wiring diagram of a fuel system 4 for an internal combustion engine 2 according to the present invention. The fuel system 4 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 are shown schematically in in the form of a fuel injector, are arranged on the internal combustion engine 2 (the internal combustion engine 2 is shown in Fig. 1). Alternatively, common rail 16 can be replaced by another form of injection system 18, for example piezo or unit injection systems. The high pressure pump 14, common rail 16 and the injection system 18 form components of the high pressure system 4 of the fuel system 4. 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 and a pre-filter 30. These components can be arranged at the chassis 10 of the vehicle (chassis 10 is shown in Fig. 1). The main fuel filter 12 is arranged downstream of the main feed pump 26 and upstream of the high pressure pump 14 in the fuel system 4. Furthermore, the fuel system 4 comprises a fuel return line 13, through which pressurized hot fuel is returned from the fuel system 4 high pressure system 19 back to the first fuel tank 20.
    All three tanks 20, 22, 24 are in their respective upper parts connected to a ventilation duct 50 which communicates with the environment via an air filter 51. The ventilation line 50 states that the pressure in each tank 20, 22, 24 is and remains essentially the same, and equal to, the ambient air pressure regardless of how much fuel is present in each tank. The air filter 51 prevents pollutants in the ambient air from penetrating into the ventilation duct 50 in connection with the ventilation of the tanks.
    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 correspond to main fuel tanks and hold substantially the same volume and have a self-regulating flow between each other through a connecting pipe 34 arranged between the lower part of the second fuel tank 22 and the third fuel tank 24. The transfer pump 28 is according to Fig. 2 arranged between the first fuel tank 20 and the second fuel tank 22. The main feed pump 26 is driven by a first electric motor M1 and is arranged inside the first fuel tank 20 and is thus protected from the environment and cooled by the fuel. The transfer pump 28 is driven by a second electric motor M2 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 overflow line 38 is arranged, so that fuel can be transported from 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 adjustable and has as its main task to feed 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 system 19. With 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 are controlled by a control unit 42 via a CAN bus 44.
    The pre-filter 30 is arranged downstream of the transfer pump 28 and is preferably a fine-mesh, water-separating filter. In the second fuel tank 22, upstream of the transfer pump 28, a coarse mesh screen 52 is arranged, through which the transfer pump 28 sucks fuel. The coarse mesh screen 52 filters out particles over a predetermined size.
    The transfer pump 28 then pressurizes the fuel and feeds it through the pre-filter 30, via the first fuel line 36, on to the first fuel tank 20. The fuel in the first fuel tank 20 has thus passed both a coarse mesh screen 52 and a fine mesh pre-filter 30, which means that the main feed pump 26, which is arranged in the first fuel tank 20, is protected against contamination. By arranging the pre-filter downstream of the transfer pump 28, the fuel is forced through the pre-filter 30, which allows the industry to pass the pre-filter 30 more easily and the pre-filter 30 kills in such a way that there is less risk of clogging. In the first fuel tank 20, a first level sensor 46 is provided to identify the fuel level in the first fuel tank 20. When the fuel level determined by the level sensor 46 in the first fuel tank 20 is below a predetermined level equivalent, the transfer pump 28 is controlled to supply fuel from the second fuel tank 22 to the first 13 fuel tank 20. A second level sensor 48 is provided in 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 controls the transfer pump 28. and the main feed pump 26.
    A first pressure sensor 54 is arranged upstream of the main fuel filter 12 and a second pressure sensor 56 is arranged downstream of the main fuel filter 12. By measuring the pressure of the fuel flow before and after the main fuel filter 12, the difference in pressure, the so-called pressure drop across the main fuel filter 12, can be calculated. A high pressure drop meant that the pressure of the fuel stream after the main fuel filter 12 is significantly lower than the pressure before the main fuel filter 12. Such a high pressure drop can indicate that the main fuel filter 12 is clogged and down defends the passage of fuel through the main fuel filter 12. Clogging can be caused by paraffin information on pressure drops is used to identify whether there is a risk of paraffining of the industry.
    The first and second pressure sensors 54, 56 are connected to the control unit 42 via the CAN bus 44.
    A flow feeder 58 connected to the control unit 42 is provided downstream of the main fuel filter 12, to determine the relationship between the operation of the main feed pump 26 and the fuel flow downstream of the main fuel filter 12. By means of the control unit, the power consumption of the main feed pump 26 driving the electric motor M1 can be determined. Alternatively, with the aid of the control unit 42, the power output of the main feed pump 26 driving the electric motor M1 is determined. The power consumption and / or power output indicates how hard the main feed pump 26 operates. A certain power consumption or power output corresponds to a certain fuel flow downstream of the main fuel filter 12. Should the controller 42 identify an increased power consumption, or a 'power output, while the river feeder 58 identifies a substantially unchanged fuel flow, it is indicated that the main fuel filter 12 is the fuel filter. Clogging can be caused by paraffined fuel and clamed, information about the relationship between the operation of the main feed pump 26 and the fuel flow downstream of the main fuel filter 12 can be used to identify if there is a risk of paraffining of fuel. Furthermore, a first temperature sensor 60 is connected to the control unit 42. The first temperature sensor 60 provides the control unit 42 with outdoor temperature of the environment in which the vehicle 1 (shown in Fig. 1) is located. A low outdoor temperature may indicate that there is a risk of paraffining of the industry.
    A second temperature sensor 62 is similarly connected to the control unit 42 to supply the control unit 42 with the temperature of the internal combustion engine 2 (shown in Fig. 1). A low temperature of the internal combustion engine 2 may indicate that there is a risk of paraffining of the fuel.
    The main feed pump 26 is adjustable in that its electric motor M1 can change the direction of rotation. The main feed pump 26 is controlled via the control unit 42 in the other direction when the risk of paraffining of fuel has been identified. The main fuel filter 12 and the second fuel line 40 are empty (Farmed on fuel, which leads to the first fuel tank 20. This reduces the risk of paraffined fuel causing a blockage in the second fuel line 40 or causing clogging of the main fuel filter 12. Then different compositions diesel or biodiesel) is paraffined at different temperatures, it is black to determine if there is a risk of paraffining just by measuring the outdoor temperature.By combining information about outdoor temperature and / or the temperature of the internal combustion engine 2 with information about the degree of refining of the main fuel filter 12, a better basis is provided. Information on the degree of clogging is provided Information on the degree of clogging of the main fuel filter 12 is obtained by holding the first and second pressure sensors 54, 56 and / or by determining the ratio between the operation of the main feed pump 26 and the fuel flow downstream of the main fuel filter 12, according to b. description above. The control unit 42 determines if there is a risk of paraffining and controls the main feed pump 26 thereafter.
    Furthermore, a heating device 64 is arranged at the first fuel tank 20 for heating the fuel of the first fuel tank 20 when the internal combustion engine 2 is switched off.
    The heating device 64 is connected to the control unit 42 via the CAN bus 44 and can be controlled by a timer 66, which is also connected to the control unit 42. The time when the timer 66 starts the heating device 64 is determined based on a time when the combustion engine 2 is to be started again. . In this way, the fuel in the first fuel tank 20 has reached a predetermined temperature when the internal combustion engine 2 is to start. Any paraffined fuel in the first fuel tank 20 has been clamed heated, which facilitates a cold start and thus reduces the risk of operational disturbances caused by paraffined fuel.
    Fig. 3a shows a flow chart of a method for reducing the risk of operational disturbances caused by paraffined fuel in the fuel system 4 according to an embodiment of the present invention. The fuel system 4 comprises a first fuel tank 20, a second fuel tank 22, a first fuel line 36 arranged in connection 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 and a main feed pump 26 arranged to feed fuel from the first fuel tank 20 through the second fuel line 40 via a main fuel filter 12 to a high pressure system 19. The method of The invention includes step S101 to decide whether there is a risk of paraffining of the industry. Furthermore, the method comprises step S102 that at risk of paraffinic and at shut-off combustion engine 2 the second direction of the main feed pump 26, so that fuel found in the main fuel filter 12 and in the second fuel line 40 is led to the first fuel tank 20. The main feed pump 26 is changed by direction of a main feed pump 26 driving electric motor M1.
    Fig. 3b shows a flow chart of a method for reducing the risk of operational disturbances caused by paraffined fuel in the fuel system 4 according to another embodiment of the present invention. The 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 and a main feed pump 26 arranged feeding fuel from the first fuel tank 20 through the second fuel line 40 via a main fuel filter 12 to a high pressure system 19. The method includes the step S201 of identifying the outdoor temperature of the environment in which the vehicle 1 (shown in Fig. 1) is located, by reading a first temperature sensor 60 connected to a control unit 42. Further in step S202 the pressure drop across the main fuel filter 12 is identified, by holding a first and a second pressure sensor 54, 56 arranged on rear sides of the main fuel filter 12. The first and the second pressure sensor 54 , 56 are connected to the control unit 42. By identifying the pressure drop across the main fuel filter et 12 is given an indication pd if the skin burner filter 12 is clogged. Clogging can be caused by paraffined fuel. The method further comprises step S203 to decide if there is a risk of paraffining of the fuel, based on the identified values of outdoor temperature and pressure drop. If the pressure drop indicates that the main fuel filter 12 is clogged while the outdoor temperature is below a temperature limit value, the main feed pump 26 is controlled in step S204 by the control unit 42 that the other direction, when the internal combustion engine 2 is off and the vehicle 1 has been stationary for a predetermined period. The direction of the main feed pump 26 is changed by the second direction of rotation of an electric motor M1 driving a main feed pump 26. On this salt, fuel present, which is present at the main fuel filter 12 and at the second fuel line 40, is sucked with the main feed pump 26 to the first fuel tank 20. Further in step S20 a time is determined when a heating device 64 arranged in connection with the first fuel tank 20 is to be started. . The time is suitably determined from the time when the internal combustion engine 2 is to be started, so that the fuel of the first fuel tank 20 has reached a predetermined temperature when the internal combustion engine 2 is started. The method further comprises the step S206 of starting the heating device 64 at a certain timed time via a timer 66 connected to the control unit 42. In this way, any paraffined fuel is heated by the first fuel tank 20 and the cold start of the internal combustion engine 2 is assisted.
    Alternatively, the step S201 comprises identifying the temperature of the internal combustion engine 2 instead of the outdoor temperature. The temperature of the internal combustion engine 2 is obtained by holding a second temperature sensor 62 connected to the control unit 42.
    Alternatively, step S201 includes identifying the outdoor temperature with the temperature sensor 60 and identifying the temperature of the internal combustion engine 2 with the temperature sensor 62. Both the outdoor temperature and the temperature of the internal combustion engine 2 must be below their respective temperature thresholds in order to decide on fuel paraffin risk. Alternatively, step S202 comprises identifying the relationship between the operation of the main feed pump 26 and the fuel flow downstream of the main fuel filter 12. This is accomplished by a flow meter 58 connected to the control unit 42 and by the control unit 42 determined value of power consumption and / or power output of the main feed pump M driving. By determining the current consumption / power output of the electric motor M1 and the fuel flow downstream of the main fuel filter 12, an indication can be obtained of clogging of the main fuel filter 12.
    The temperature sensors 60, 62 can be read both during operation and when the combustion engine 2 is switched off. The pressure sensors 54, 56, the river feeder 58 and the power consumption / power outlet are readily read during operation.
    The specified components and features stated above can be combined within the scope of the invention between different specified embodiments. 18
    权利要求:
    Claims (2)
    [1]
    Determining the time for starting a heating device (64) arranged in connection with the first fuel tank (20);
    [2]
    2. start the heating device (64) so that the fuel in the first fuel tank (20) has reached a predetermined temperature when starting the internal combustion engine (2).
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    同族专利:
    公开号 | 公开日
    DE112014002300T5|2016-02-18|
    WO2014200424A1|2014-12-18|
    SE537174C2|2015-02-24|
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    法律状态:
    2022-01-25| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1350720A|SE537174C2|2013-06-13|2013-06-13|Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with such a fuel system and a method for reducing the risk of malfunctioning fuel caused by paraffin fuel in a fuel system|SE1350720A| SE537174C2|2013-06-13|2013-06-13|Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with such a fuel system and a method for reducing the risk of malfunctioning fuel caused by paraffin fuel in a fuel system|
    DE112014002300.0T| DE112014002300T5|2013-06-13|2014-06-10|A fuel system for an internal combustion engine, internal combustion engine with such a fuel system, vehicle having such a fuel system and method for reducing the risk of malfunction due to paraffinized fuel in a fuel system|
    PCT/SE2014/050696| WO2014200424A1|2013-06-13|2014-06-10|Fuel system for combustion engine and a method for reducing the risk of operational disturbance caused by paraffined fuel in the fuel system|
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