• 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 The invention relates to fuel systems 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) arranged to feed fuel from the first fuel tank (20) through the second fuel line (40) to a high pressure system (19), a transfer pump (28) arranged to feed fuel from the second fuel tank (22) to the first fuel tank (20) via the first fuel line (36) and a pre-filter (30) arranged downstream of the transfer pump (28). A first electric motor (M1) is arranged to drive the transfer pump (28), used in the transfer pump (28) is reversible, so that the flow direction through the pre-filter (30) and the first fuel line (36) can be irrigated when the risk of paraffin refining has been identified. . The invention relates to Liven a method for reducing the risk of operational disturbances caused by a paraffined industry in an industry system. (Fig. 2)
    公开号:SE1350721A1
    申请号:SE1350721
    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 present invention relates to a fuel The invention also relates to an internal combustion engine with such a fuel system according to claim 11, a vehicle with such a fuel system according to claim 12 and a method for reducing the risk of malfunctions caused by paraffined fuel in a fuel system according to claim 13.
    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 of the internal combustion engine. 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 also includes fuel filters 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 therefore 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 50 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 internal 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 pitched part of claim 11, a vehicle with such a fuel system according to the pitched part of claim 12 and a method for reducing the risk of 4 malfunctions caused by paraffined fuel in a fuel system according to claim 13. .
    By arranging an electrically controlled reversible transfer pump, in a low pressure circuit in the fuel system for an internal combustion engine, so that the fuel flow through the pre-filter and the first fuel line can be reduced if the risk of paraffinization of fuel has been identified, a fuel system is created. of paraffined fuel. The lamp filter comprises a replaceable filter element, which is arranged in a filter housing. Preferably, the transfer pump is a low pressure pump.
    The direction of the transfer pump is appropriate when the internal combustion engine is switched off and there is a risk of paraffining of the fuel. This salt reduces the risk of paraffined fuel clogging the transfer filter or causing a blockage in the first fuel line. A clogged transfer filter and / or stop in the industry management means that the industry is not fed to the first industry tank, which in turn means that the internal combustion engine cannot be fired with industry. 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 the branch line is avoided in cases where there is no risk of paraffining. Alternatively, the direction of the transfer pump when the internal combustion engine is in operation and there is a risk of paraffining of the fuel.
    The transfer pump can be redirected by changing the direction of rotation of the electric motor connected to the transfer pump.
    By connecting the transfer pump to a control unit via a CAN bus, the transfer pump can be controlled against various parameters, such as pressure in industry lines, pressure drop across industry filters, temperatures, etc. In order to provide an industry system that is flexible, has a wider control range. technology and which on such salt allows a correct fuel supply to the first fuel tank.
    Preferably, a coarse mesh screen is provided at one end of the first branch line, located at the bottom of the second branch tank. The coarse mesh screen is thus arranged upstream of the transfer pump and the pre-filter. The coarse-mesh screen filters out particles over a predetermined size and is a filtering means that is often exposed to paraffined fuel.
    It is conveniently identified if there is a risk of paraffining of fuel by feeding 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 transfer pump can thus preferably be controlled, so that its direction changes when the outdoor temperature falls below a certain temperature threshold value, which corresponds to the temperature at which the fuel is paraffined, and thus indicates that there is a risk of paraffining of the fuel.
    Alternatively, it is identified whether there is a risk of paraffining of 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. This is conveniently determined by feeding the temperature of the internal combustion engine coolant. The temperature of the internal combustion engine / coolant can indicate whether there is a risk of paraffining of the fuel. The transfer pump can thus preferably be controlled so that its direction changes when the temperature of the internal combustion engine is below a certain temperature threshold value, which corresponds to the temperature at which the fuel is paraffined, and armed indicates that there is a risk of paraffining of fuel.
    Alternatively, it is identified whether there is a risk of paraffining of fuel by determining the pressure drop across the pre-filter. Preferably, a first pressure sensor is arranged upstream of the pre-filter and a second pressure sensor is arranged downstream of the pre-filter. With these pressure sensors, the pressure drop across the pre-filter can be determined, which can indicate when the pre-filter starts to become clogged. Clogging of the pre-filter may be due to wholly or partly paraffined industry and thus the pressure drop across the pre-filter may indicate whether there is a risk of paraffining. The transfer pump can be suitably controlled so that its direction changes as the pressure drop across the pre-filter exceeds a certain pressure drop threshold value and clamed indicates that there is a 6 risk air paraffinization of fuel. The pressure sensors are typically differential pressure sensors and are connected to the control unit. The pressure sensors are preferably de-energized when the internal combustion engine is in operation.
    Clogging of the pre-filter can be caused by paraffining but can also be due to contaminants in the fuel. 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 transfer pump can thus preferably be controlled so that its direction changes when the pressure drop across the pre-filter exceeds a certain pressure drop threshold while the outdoor temperature and / or the temperature of the internal combustion engine falls below a certain temperature threshold and thus indicates that there is a risk of paraffining of fuel.
    Alternatively, it is identified whether there is a risk of paraffining of the industry by establishing the relationship between the work of the transfer pump and the fuel flow at the first industry management. Typically, a river meter is provided at the first branch line, which river meter is connected to the control unit via the CAN bus. The power consumption of the transfer motor driving the electric pump is measured with the help of the control unit, which indicates how hard the transfer pump works. Alternatively, with the help of the control unit, the power take-off of the electric motor driving the transfer pump is fed. A certain power consumption or a certain power consumption of the electric motor normally corresponds to a certain fuel flow in the first fuel line. Thus, an increased power consumption or an increased power output meant that the fuel flow of the first fuel line increased. However, should the control unit identify an increased power consumption or an increased power consumption while the fuel flow at the first fuel line is unchanged, it can be concluded that the pre-filter and / or the coarse mesh screen are probably clogged and clamed reduces the fuel flow through the first fuel line. The clogging may occur on wholly or partially paraffined fuel and clamed, the relationship between the operation of the transfer pump and the fuel flow in the first fuel line may indicate that there is a risk of paraffining of fuel. The transfer pump can of course be controlled so that its direction changes when the relationship between the operation of the transfer pump and the fuel flow of the first branch line indicates that the pre-filter and / or the coarse mesh screen are clogged. Power consumption and / or power consumption as well as fuel flow on the first fuel line are preferably discharged when the internal combustion engine is in operation. Preferably, the river feeder is arranged upstream of the transfer pump and downstream of the coarse mesh screen. Alternatively, the river feeder is arranged downstream of the pre-filter.
    Clogging of the pre-filter and / or the coarse-mesh screen can be caused by paraffined fuel but can also be due to contaminants in the industry. In order to determine whether there is a risk of paraffining, the identified ratio between the operation of the transfer pump and the fuel flow of the first fuel line is preferably combined with the outdoor temperature and / or the temperature of the internal combustion engine. The transfer pump can preferably be controlled so that its direction changes as the ratio between the operation of the transfer pump and the fuel flow of the first fuel line indicates that the pre-filter and / or the coarse mesh screen are clogged, while the outdoor temperature and / or internal combustion engine temperature is below a certain temperature limit value.
    Alternatively, it is identified whether there is a risk of paraffining of the industry by combining some or all of the above-mentioned att. For example, both the outdoor temperature, the temperature of the internal combustion engine, the pressure drop across the pre-filter and the arrest between the operation of the transfer pump and the fuel flow in the first fuel line can be used to determine if there is any risk of paraffinizing the fuel.
    Preferably, the first and / or second temperature sensor is read when the internal combustion engine is in operation to determine if there is a risk of paraffining of the fuel.
    Lampligen Ors the unloading during operation specifically when changing the temperature zone takes place.
    Alternatively, the first and / or the second temperature sensor is read when the internal combustion engine is switched off and the vehicle is stationary.
    Alternatively, unloading of the first and / or the second temperature sensor both 6. the internal combustion engine is in operation and when the internal combustion engine is switched off and the vehicle is stationary. Preferably, a valve is provided at the first fuel line downstream of the pre-filter. The valve is normally controlled to a first layer, which means that the first branch line is connected to the first branch tank. The valve can further be controlled to a second 'age, which means that the first branch line is connected to the ambient air of the branch system. The first industry line is located in connection with ambient air via an air filter. The valve is preferably connected to the control unit via the CAN bus.
    The valve is conveniently controlled to its second layer when it has been identified that there is a risk of paraffining of the fuel. When the direction of the transfer pump is different from others, the transfer pump then sucks air through the first branch line and fuel that is present in the first branch line and at the pre-filter is fed to the second branch tank. The fuel is fed in this way through the coarse-mesh screen, which is then freed from clogging particles. This reduces the risk of operational disruptions caused by paraffined industry.
    Alternatively, the first layer of the valve is maintained when it has been identified that there is a risk of paraffining of the industry. When the transfer pump's direction is then different, the transfer pump sucks frail the first fuel tank further through the pre-filter and then feeds the fuel through the coarse mesh screen in the second fuel tank. An industry return line is conveniently arranged in connection with the first industry tank and the industry system's high pressure system. Pressurized hot fuel can thus be returned to the first fuel tank instead of being transported to the combustion engine's combustion chamber. The fuel in the first fuel tank is thus hotter than the fuel in the second fuel tank when the internal combustion engine is in operation. The hot fuel can claimed to dissolve any paraffined fuel that is present in the first fuel line, in the pre-filter and in the coarse-mesh screen when the transfer pump is in the direction of others. Preferably, the valve is then controlled to its second position, so that the first fuel line and pre-filter are emptied of fuel and the first fuel tank maintains a predetermined industry level. 9 Alternatively, the first fuel line is arranged so that in one breath it opens into the upper part of the first fuel tank, above the fuel surface. In this way, the first fuel line is connected to the site at the first fuel tank. When it has been identified that there is a risk of paraffining of fuel and the direction of the transfer pump changes, the transfer pump sucks air from the first fuel tank through the first fuel line and then empties the first fuel line and pre-filter on fuel. The fuel present in the first fuel line and the pre-filter is forced through the coarse-mesh screen, which is then released from clogging particles. Damned reduces the risk of operational disruptions caused by paraffined fuel.
    Preferably the direction of the transfer pump of others as the risk of paraffining of fuel has been identified and the internal combustion engine is switched off. Alternatively, the other person's transfer pump direction ndr risk of paraffining of industry has been identified and the combustion engine in operation.
    The first fuel tank is designed so that it holds a smaller volume than the second fuel tank. This design allows for a less bulky first fuel tank, which is easier to arrange in a space-efficient chassis. In this way, a non-bulky industry system is achieved. Furthermore, a smaller first fuel tank meant that the fuel system could feed well: lisle to the internal combustion engine at a lower fuel level than if the same fuel volume had been added to the second fuel tank. In this way, a fuel system for an internal combustion engine is provided, which allows flexible regulation of the fuel supply and armed avoidance of operational disruptions at low industry levels in the fuel tank. Preferably, the first fuel tank holds 20-50 liters and the second fuel tank 300-1000 liters.
    Preferably, the main feed pump is a low pressure pump, which is driven by a second electric motor. Of course, the main feed pump is adjustable. In this way, a more efficient and flexible regulation of the fuel supply to the internal combustion engine is achieved.
    The main feed pump is conveniently 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 transfer pump and the pre-filter are also arranged inside the first fuel tank. With the main feed pump, the transfer pump, the pre-filter and the valve arranged inside the first fuel tank, a non-bulky fuel system is achieved.
    Preferably, the first fuel tank includes a level sensor for determining the fuel level in the first fuel tank. Lamply, a flood line is arranged in connection with the first fuel tank and the second fuel tank. When the level of fuel in the first fuel tank determined by the level sensor exceeds a predetermined level equivalent, the branch is led from the first fuel tank via the overflow line to the second fuel tank. Lamply, the flood 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 suitably 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 below 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 schematic side view of a vehicle comprising an internal combustion engine fuel system according to the present invention; a wiring diagram for a branch system according to a first embodiment of the present invention, Fig. 3 shows a wiring diagram for a branch system according to a second embodiment of the present invention, and Figs. 4a-4b show flow diagrams of procedures for reducing the risk of operational disturbances caused of paraffined fuel in 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 according to the present invention. The internal combustion engine 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 circuit 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 may 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 12 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 line 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-regulated flow between each other through a connection sub-rows 34 arranged between the lower part of the second fuel tank 22 and the third fuel tank 24. The transfer pump 28 is adjustable and according to Fig. 2 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. The main feed pump 26 is driven by a second electric motor M2 and is arranged inside the first fuel tank 20 and is thus protected. frail the environment and cooled by the industry. Between the first fuel tank 20 and the second fuel tank 22 an overflow line 38 is arranged, so that fuel can be transported over from the first fuel tank 20 to the second fuel tank 22 if the first fuel tank becomes overfilled. The main task of the main feed pump 26 is to feed the fuel from the first fuel tank 20 via a second fuel line 40 through the main fuel filter 12 and further to the high pressure system 19. The high pressure is then fed to the fuel to the common rail 16 and on to the injection system 18. The main feed pump 26 and the transfer pump 28 are of 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. At one end of the first branch line 36, 13 located at the second branch tank 22, a coarse-mesh Si! 52 arranged. The coarse mesh screen 52 is thus arranged upstream of the transfer pump 28, which means that the transfer pump 28 sucks fuel through the coarse mesh screen 52. 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 then 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 30 downstream of the transfer pump 28, the fuel is pushed through the pre-filter 30, which allows the industry to pass the pre-filter 30 and the pre-filter 30 more easily so that there is less risk of clogging.
    In the first fuel tank 20, a first level sensor 46 is arranged 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 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 control the transfer pump 28 and main feed pump 26.
    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. A valve 70 is arranged downstream of the pre-filter 30 in connection with the first fuel line 36. The valve 70 is normally controlled to a first layer, which means that the first fuel line 36 is connected to the first fuel tank 20. In the second half of the valve 70 it is the first fuel line 36 in connection with the fuel system ambient air via an air filter 71. The air filter 71 prevents pollutants in the ambient air from penetrating into the first fuel line 36 in connection with controlling the valve 70 to its second position. The valve is connected to the control unit 42 via the CAN bus 44.
    A flow feeder 72 connected to the control unit 42 is provided at the first fuel line, upstream of the transfer pump 28, to determine the relationship between the operation of the transfer pump 28 and the fuel flow in the first fuel line 36. Using the control unit 42, the power consumption of the transfer pump 28 driving electric motor M1 is determined Alternatively, with the help of the control unit 42, the power outlet of the transfer pump 28 driving electric motor M1 is determined. The power consumption and / or the power outlet indicate how hard the transfer pump 26 works. A certain power consumption or a certain power output corresponds to a certain fuel flow in the first industry line 36. Should the control unit 42 identify an increased power consumption, or an increased power output, at the same time the river feeder 72 identifies a substantially unchanged fuel flow, alternatively a reduced fuel flow is indicated. / or the coarse mesh screen 52 is clogged. Clogging can be caused by paraffined fuel and clamed, information about the relationship between the operation of the transfer pump 28 and the fuel flow in the first fuel line 36 can be used to identify whether there is a risk of paraffining of fuel.
    A first pressure sensor 74 is arranged upstream of the pre-filter 30 and a second pressure sensor 76 is arranged downstream of the pre-filter 30. By supplying the pressure of the fuel flow before and after the pre-filter 30, the difference in pressure, the so-called pressure drop across the pre-filter 30, can be calculated. A high pressure drop meant that the pressure of the fuel flow after the pre-filter 30 is significantly lower than the pressure before the pre-filter 30. Such a high pressure drop can indicate that the pre-filter 30 is clogged and thus defends the passage of fuel through the pre-filter 30. Clogging can be caused by paraffined fuel. information on pressure drops is used to identify whether there is a risk of paraffining of the industry.
    The first and second pressure sensors 74, 76 are connected to the control unit 42 via the CAN bus 44.
    The transfer pump 28 is adjustable in that its electric motor M1 can have a different direction of rotation. The transfer pump 28 is controlled via the control unit 42 in the other direction when the risk of paraffining of the fuel has been identified. The valve 70 is controlled to its second position and when the direction of the transfer pump 28 is changed, suction is then sucked into the air via the air filter 71 through the first fuel line 36. Thereby the pre-filter 30 and the first fuel line 36 are emptied of fuel, which is led to the second fuel tank 22. the first fuel line 36 and the pre-filter 30 are pushed with the transfer pump 28 through the coarse-mesh screen 52 of the second fuel tank 22, which removes any clogging particles. This reduces the risk that paraffined fuel will cause a blockage in the first fuel line 36 or cause clogging of the pre-filter 30 and / or the coarse-mesh screen 52. Alternatively, the first original side of the valve 70 is maintained, so that fuel is sucked from the first fuel tank 20 through the first the fuel line 36 and the pre-filter 30 and is pushed through the coarse mesh screen 52 when the direction of the transfer pump 28 is different. The hot fuel in the first fuel tank 20 can thus dissolve any paraffined fuel present in the first fuel line 36, the pre-filter 30 and in the coarse mesh screen 52 in the other direction of the transfer pump 28. The valve 70 is then controlled to its second position, so that the first fuel line 36 and the pre-filter are emptied of fuel while a predetermined fuel level is maintained at the first fuel tank 20.
    As different compositions of fuel (diesel or biodiesel) are paraffined at different temperatures, it is black to determine whether there is a risk of paraffining just by feeding the outdoor temperature. By combining information on outdoor temperature and / or the temperature of the combustion engine 2 with information on the degree of clogging of the pre-filter 30 and / or the coarse-mesh screen 52, a better basis is provided for determining whether there is a risk of paraffining. Information on the degree of clogging of the pre-filter 30 is obtained by holding the first and second pressure sensors 74, 76 and / or by determining the distance between the operation of the transfer pump 28 and the fuel flow in the first fuel line 36, as described above. The degree of clogging of the 16 coarse-mesh screen 52 is obtained by determining the ratio between the operation of the transfer pump 28 and the fuel flow in the first fuel line 36, as described above. The control unit 42 determines if there is a risk of paraffining and controls the transfer pump 28 thereafter.
    Fig. 3 shows a wiring diagram of a fuel system 4 for an internal combustion engine 2 according to a second embodiment of the present invention. The fuel system 4 is identical to the fuel system 4 described in Fig. 2 except that the valve 70 and the air filter 71 are missing and that the first fuel line 36 is arranged so that in one breath it opens into the upper part of the first fuel tank 20. At that point, the first fuel line 36 is connected to air present at the first fuel tank 20. The transfer pump 28 is controlled via the control unit 42 in the other direction when the risk of paraffining of the fuel line is identified. When the direction of the transfer pump 28 is second, air is then sucked from the first fuel tank 20 through the first fuel line 36. Thereby the pre-filter 30 and the first fuel line 36 aim at the fuel, which is led to the second fuel tank 22. The fuel from the first fuel line 36 and the pre-filter 30 is pushed with the transfer pump 28 through the coarse mesh screen 52 of the second fuel tank 22, which cleans the coarse mesh screen 52 of any clogging particles. This salt reduces the risk that paraffined fuel will cause a blockage in the first fuel line 36 or cause clogging of the pre-filter 30 and the coarse-mesh screen 52.
    Fig. 4a 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, a main feed pump 26 arranged to supply fuel from the first fuel tank 20 through the second fuel line 40 to a high pressure system 19, a transfer pump 28 arranged to feeding fuel from the second fuel tank 22 to the first fuel tank 20 via the first fuel line 36 and a pre-filter 30 arranged downstream of the transfer pump 28. The method according to the invention comprises the step S101 of deciding whether there is a risk of paraffining of the fuel. Furthermore, the method comprises step S102 that at risk of paraffinic Second transfer pump direction 28, so that the flow direction through a pre-filter 30 and the first branch line 36 is reversed. The direction of the transfer pump 28 is changed by the second direction of rotation of an electric motor M1 driving a transfer pump 28.
    Fig. 4b 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, a main feed pump 26 arranged to supply fuel from the first fuel tank 20 through the second fuel line 40 to a high pressure system 19, a transfer pump 28 arranged to feed fuel from the second fuel tank 22 to the first fuel tank 20 via the first fuel line 36 and a pre-filter 30 arranged downstream the transfer pump 28. The method comprises 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 pre-filter 30 is identified by to unload a first and a second pressure sensor 74, 76 arranged on rear sides The pre-filter 30. The first and second pressure sensors 74, 76 are connected to the control unit 42. By identifying the pressure drop across the pre-filter 30, an indication is given as to whether the pre-filter 30 is clogged. Clogging can be caused by paraffined fuel. The procedure further comprises step S203 in deciding whether 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 pre-filter 30 is clogged at the same time as the outdoor temperature falls below a temperature range value, there is a risk of paraffining and the transfer pump 28 is controlled in step S204 by the control unit 42 in the other direction. The direction of the transfer pump 28 is changed by the second direction of rotation of an electric motor M1 driving a transfer pump 28. PA sift is fed fuel, which is present at the pre-filter 30 and at the first fuel line 36, with the transfer pump 28 to the second fuel tank 22.
    The fuel fed back to the second fuel tank 22 is pushed with the transfer pump 28 through a coarse-mesh screen 52 arranged at one end of the first fuel line 36, located at the second fuel tank 22. In this way, any clogging particles are deposited, such as paraffined fuel. , from the coarse mesh screen 52.
    Alternatively, 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 reading 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 range values to decide whether there is a risk of paraffining of fuel.
    Alternatively, step S202 comprises identifying the relationship between the operation of the transfer pump 28 and the branch flow of the first branch line 36. This is accomplished by a river feeder 72 connected to the control unit 42 and by the control unit 42 the value of power consumption and / or power output of the transfer pump 28 driving electric motor M1. By determining the power consumption / power outlet of the electric motor M1 and the fuel flow in the first fuel line 36, an indication can be obtained of clogging of the filter 30 and / or the coarse mesh screen 52.
    Alternatively, step S204 comprises, in connection with the direction of the transfer pump 28 changing, directing a valve 70 arranged downstream of the pre-filter 30 to a second layer, so that the first fuel line 36 is connected to the surrounding air system 4. In this way, the transfer pump 28 sucks air through the first fuel line 36 when the direction of the transfer pump 28 is different and fuel present in the first fuel line 36 and at the pre-filter 28 is fed to the second fuel tank 22 and through the coarse mesh screen 52.
    The temperature sensors 60, 62 can be read both during operation and when the combustion engine 2 is switched off. The pressure sensors 74, 76, the river feeder 72 and the power consumption / power outlet are readily relieved during operation. The stated components and features stated above can be combined within the scope of the invention between different specified embodiments.
    权利要求:
    Claims (18)
    [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 the second fuel tank (22), a second fuel line (40) arranged in connection with the first fuel tank (20), a main feed pump (26) arranged to feed fuel from the first fuel tank (20) through the second fuel line (40) to a high pressure system ( 19) and a transfer pump (28) arranged to supply fuel from the second fuel tank (22) to the first fuel tank (20) via the first fuel line (36), characterized in that a pre-filter (30) is arranged downstream of the transfer pump (28) and a first electric motor (M1) is arranged to drive the transfer pump (28), the van in the transfer pump (28) is divertable, so that the flow direction through the pre-filter (30) and the first fuel line (36) can be watered when there is a risk of paraffining of the fuel. le has been identified.
    [2]
    Fuel system according to claim 1, characterized in that the transfer pump (28) is reversible by changing the direction of rotation of its electric motor (M1).
    [3]
    Fuel system according to one of the preceding claims, characterized in that the transfer pump (28) is connected to a control unit (42).
    [4]
    Fuel system according to one of the preceding claims, characterized in that the fuel system (4) comprises a first and a second temperature sensor (60, 62), for determining the outdoor temperature and the temperature of the combustion engine (2), respectively.
    [5]
    Fuel system according to one of the preceding claims, characterized in that a coarse-mesh screen (52) is arranged on the first fuel line (36), upstream of the transfer pump (28).
    [6]
    Fuel system according to one of the preceding claims, characterized in that a river feeder (72) is arranged on the first fuel line (36). 21
    [7]
    A fuel system according to any one of the preceding claims, characterized in that a first and a second pressure sensor (74, 76) are arranged on each side of the pre-filter (30).
    [8]
    Fuel system according to any one of the preceding claims, characterized in that a valve (70) is arranged at the first fuel line (36), the pre-filter (30) is tightened, used in the valve (70) in a first layer so that the first fuel line ( 36) is connected to the first fuel tank (20) and in a second layer means that the first fuel line (36) is connected to the ambient air surrounding the fuel system.
    [9]
    Fuel system according to any one of claims 1-7, characterized in that the first fuel line (36) is arranged so that it opens in one breath at the upper part of the first fuel tank (20), so that the first fuel line (36) stands in connection with air present at the first fuel tank (20).
    [10]
    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).
    [11]
    Internal combustion engine (2) characterized in that it comprises a fuel system (4) according to any one of claims 1-10.
    [12]
    Vehicle (1) characterized in that it comprises a fuel system (4) according to any one of claims 1-10.
    [13]
    A method for reducing the risk of operational disturbances caused by paraffined fuel in a fuel system (4) 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) arranged to feed fuel from the the first fuel tank (20) through the second fuel line (40) to a high pressure system (19) and 22 a transfer pump (28) 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: 1. deciding whether there is a risk of paraffining of the fuel, - the direction of the second transfer pump (28) in the event of a risk of paraffining, so that the river direction through the first fuel line (36) and a downstream the transfer pump (28) arranged pre-filter (30) is watered.
    [14]
    A method according to claim 13, characterized in that the method, prior to the step of deciding on the risk of paraffining of industry, exists, further comprising the step of: 1. identifying an outdoor temperature,
    [15]
    A method according to any one of claims 13 and 14, characterized in that the method, for the step of deciding on the risk of paraffining of fuel, exists, further comprising the step of: 1. identifying the temperature of the internal combustion engine (2).
    [16]
    A method according to any one of claims 13-15, characterized in that the method, for the step of deciding on the risk of paraffining of fuel, exists, further comprising the step that when the internal combustion engine (2) is in operation: 1. identifying the pressure drop across the pre-filter ( 30).
    [17]
    A method according to any one of claims 13-16, characterized in that the method, for the step of deciding on the risk of paraffining of fuel, exists, further comprising the step that when the combustion engine (2) is in operation: 1. identifying the relationship between the transfer pump ( 28) work and the industry flow of the first industry management (36).
    [18]
    A method according to any one of claims 13-17, characterized in that the method, in connection with the step of the other direction of the transfer pump (28), further comprises: 23 - controlling a valve (70) arranged downstream of the pre-filter (30) to a second layer, said that the first branch line (36) is connected to the surrounding system (4) by ambient air. 9 Zt7 Z .6! .D 1: g OgEl) ..... 8t 1.19, 6 I, t7 17Z c 5! D Z.17 414 ------- S201 ------- S202 8203 8204
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    同族专利:
    公开号 | 公开日
    DE112014002283T5|2016-01-21|
    SE537172C2|2015-02-24|
    WO2014200425A1|2014-12-18|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US4706636A|1984-12-06|1987-11-17|Davco Manufacturing Corporation|Purge and prime fuel delivery system and method|
    US6792966B2|2000-10-03|2004-09-21|Federal-Mogul World Wide, Inc.|Fuel transfer pump and control|
    SE517158C2|2000-04-17|2002-04-23|Volvo Personvagnar Ab|Procedure and arrangement for cleaning filters|
    US7770562B2|2008-07-31|2010-08-10|Ford Global Technologies, Llc|Fuel delivery system for a multi-fuel engine|
    JP5325850B2|2009-10-30|2013-10-23|ボッシュ株式会社|Abnormality detection device and abnormality detection method for reducing agent injection valve, and exhaust purification device for internal combustion engine|
    法律状态:
    2022-01-25| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1350721A|SE537172C2|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|SE1350721A| SE537172C2|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|
    PCT/SE2014/050697| WO2014200425A1|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|
    DE112014002283.7T| DE112014002283T5|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|
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