• 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 main feed pump (26) and a transfer pump (28), a first electric motor (M1) being arranged to drive the main feed pump (26) and another electric motor (M2) is arranged to drive the transfer pump (28). The main feed pump (26) and the transfer pump (28) are reversible and the fuel system (4) comprises a first flow circuit (100) for the fuel flow, through which the fuel is conducted in normal operation, a second flow circuit (200) through which the fuel is conducted in the event of a malfunction of the main feed pump (26), and a third flow circuit (300) for the fuel flow, through which the fuel is arranged to flow in the event of a malfunction of the transfer pump (28). fuel supply to the internal combustion engine in the event of a malfunction and enables a process for continued operation, albeit with a possibly reduced effect. also restores the operation of the internal combustion engine (2) and a vehicle fitted with such a fuel system. (Fig. 2)
    公开号:SE1450565A1
    申请号:SE1450565
    申请日:2014-05-14
    公开日:2015-11-15
    发明作者:Emil Kylberg
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    It is previously known to arrange two electric motor fuel pumps in a fuel system to achieve redundancy if one fuel pump fails or performs a too low fuel flow or pressure to the internal combustion engine. Document US 2003/0183205 A1 discloses a fuel system for an internal combustion engine which comprises a low pressure pump and two electric motor 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 A1 does not show, however, 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. Document WO 2004/037595 A1 discloses a fuel system for an internal combustion engine, which comprises two fuel pumps. One pump is a fuel pump driven by the internal combustion engine 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 idle 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. 10 15 20 25 30 Despite known solutions in the field, there is a need to further develop a fuel system which 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 insufficient 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 claim 1.
    Corresponding objects are also achieved with a method for regulating a fuel system according to the appended claims. Pilot-like purposes are also achieved with an internal combustion engine and a vehicle with such a fuel system.
    The invention thus relates to a fuel system for an internal combustion engine which comprises a first fuel tank, a second fuel tank, a main feed pump and a transfer pump. A first electric motor is arranged to drive the main feed pump and a second electric motor is arranged to drive the transfer pump. The main feed pump and the transfer pump are reversible, which means that the direction of rotation of the pumps can be changed by changing the direction of rotation of an electric motor connected to the fuel pump.
    The fuel system further comprises a first flow circuit for the fuel, in which the fuel flows during the normal operation of the fuel system. In the first flow circuit, the transfer pump is arranged to act in a first direction and supply fuel from the second fuel tank to the first fuel tank via a first fuel line, which is arranged in connection with the first fuel tank.
    The main feed pump is arranged to operate in a first direction and feed fuel further from the first fuel tank through a second fuel line to the internal combustion engine. The fuel system also includes a second flow circuit for the fuel flow, in which the fuel flows in the event of a malfunction of the main feed pump. In the second flow circuit, the transfer pump is redirected and arranged to operate in a second direction and supply fuel from the second fuel tank to the internal combustion engine via a third fuel line, the fuel flow being led past the main feed pump. The fuel system further comprises a third flow circuit for the fuel, in which the fuel flows in the event of a malfunction of the transfer pump. In the third flow circuit, the main feed pump is redirected and arranged to operate in a second direction and supply fuel from the second fuel tank via a fourth fuel line to the internal combustion engine, the fuel flow being led past the transfer pump. The second direction is opposite to the first direction. Through this fuel system, the above objectives are achieved.
    The invention also relates to a method for regulating the fuel system above and comprises the steps of: a) identifying the functionality of the main feed pump and the transfer pump, - with good functionality of the main feed pump and the transfer pump; b) supplying fuel from the second fuel tank via a first inlet duct to a first fuel line connected to the transfer pump, c) supplying the first fuel tank with fuel by driving a transfer motor pump in a first electric motor in a first direction, fuel being fed from the second fuel tank via the first fuel line to the first fuel tank, d) supplying fuel from the first fuel tank through the second fuel line by driving the main feed pump in a first direction with a first electric motor, - in the event of an identified malfunction of the main feed pump; e) optionally indicate to the driver that a malfunction has been identified, f) feed fuel via a second inlet duct from the second fuel tank to the transfer pump by driving the transfer pump with the second electric motor and, g) redirect the transfer pump in a second direction and feed fuel to a third fuel line connected to the transfer pump and thereby supply fuel to the transfer pump from the second fuel tank to the internal combustion engine, or - in the event of an identified malfunction of the transfer pump; h) optionally indicate to the driver that a malfunction has been identified, i) feed fuel via a third inlet duct from the second fuel tank to the main feed pump by driving the main feed pump with the first electric motor, j) redirect the main feed pump in a second direction and feed fuel to a the main feed pump is connected to the fourth fuel line and thus feeds fuel with the main feed pump from the second fuel tank to the internal combustion engine.
    Further features and advantages of the invention will become apparent from the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS In the following, 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 Fig. 3 shows a wiring diagram in the event of a malfunction of the main feed pump for a fuel system according to the present invention, and Fig. 4 shows an embodiment of a wiring diagram in the event of a malfunction of the transfer pump for a fuel system according to the present invention, and Fig. 5 shows a flow chart of the method according to the present invention.
    DETAILED DESCRIPTION According to the present invention, the fuel system thus comprises three flow circuits, whereby the flow direction of the fuel can be controlled by means of the reversible main feed pump and the transfer pump depending on whether the components in the fuel system operate normally, ie in normal operation, and / or or transfer pump. In this way, a redundancy in the fuel system is achieved.
    By arranging an electric motor-driven main feed pump and an electric motor-driven transfer pump in a low-pressure circuit in a fuel system, a redundancy is allowed in the fuel system compared to if only one fuel pump is arranged in the fuel system. By arranging three flow circuits so that the transfer pump can directly supply fuel from the second fuel tank to the internal combustion engine in the event of a malfunction of the main feed pump and so that the main feed pump can directly supply fuel from the second fuel tank to the internal combustion engine in the event of a malfunction of the transfer pump system. Should the electric motor-driven 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 main feed pump and / or the transfer pump are able to supply to the internal combustion engine alone 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 created, 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 or transfer pump.
    The first flow circuit preferably comprises a first inlet channel in connection with the second fuel tank, the second flow circuit comprises a second inlet channel in connection with the second fuel tank and the third flow circuit comprises a third inlet channel in connection with the second fuel tank. In this way, the fuel flow can be controlled from the second fuel tank to the respective flow circuit in a simple way and even without complicated valve designs.
    To ensure the correct flow direction of the fuel, the flow circuits are preferably arranged with one or more non-return valves. The non-return valves are simple in construction and can effectively prevent the flow of fuel in an undesired direction. The non-return valves can be passive, ie they do not need a power supply to function, whereby a very simple and robust construction is obtained. Alternatively, the valves can be electrically controllable, whereby an electrical control via a control unit of the vehicle can be obtained.
    The main feed pump and the transfer pump are preferably reversible by changing the direction of rotation of the electric motors. In this way, the flow direction can be changed quickly and efficiently.
    Preferably, the main feed pump and the transfer pump 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 or pressure sensor, which detects the fuel flow downstream of the main feed pump and upstream of the internal combustion engine, and which is connected to the control unit via the CAN bus.
    Alternatively, a malfunction of the main feed pump is identified by detecting the operation of the first electric motor. In the event that the first electric motor has ceased to operate 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.
    In the event of an identified malfunction of the main feed pump, the fuel flow is arranged to flow through the second flow circuit. In this way the fuel flow can be led past the main feed pump and the fuel flow and pressure which the transfer pump is able to supply to the internal combustion engine alone is sufficient for the internal combustion engine to be driven for the purpose of driving the vehicle for repair at a workshop. In the same way as in connection with the main feed pump, a sensor means identifying the functionality of the transfer pump can be arranged in the first fuel tank and be connected to the control unit via the CAN bus.
    The sensor means preferably comprises a level sensor which detects the fuel level in the first fuel tank. A malfunction of the transfer pump can then be detected by sending signals from the level sensor to the control unit and if the fuel level does not rise in the first fuel tank despite current signals to the transfer pump, malfunction of the transfer pump is identified. In this way, one can thus obtain an indication of the functionality of the transfer pump in a simple manner. Alternatively, the sensor means may be arranged to sense the function of the transfer pump driving the second electric motor, preferably by sensing its power consumption.
    In the event of an identified malfunction of the transfer pump, the fuel is arranged to flow through the third flow circuit. In this way the fuel flow can be led past the transfer pump and the fuel flow and pressure which the main feed pump is able to supply to the internal combustion engine alone is sufficient for the internal combustion engine to be driven for the purpose of driving the vehicle for repair at a workshop.
    Suitably, in the event of an identified malfunction of the main feed pump or transfer 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 achieved. 10 15 20 25 30 10 The main feed pump can be arranged in the first fuel tank. 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 fuel in the first fuel tank. Alternatively, the transfer pump can also be arranged inside the first fuel tank. The main feed pump and the transfer pump arranged inside the first fuel tank provide a non-bulky fuel system.
    The invention is further described below with reference to the accompanying drawings.
    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 the drive wheel 8 of the vehicle 1 via a transmission.
    The vehicle also includes a chassis 10.
    Fig. 2, Fig. 3 and Fig. 4 show a wiring diagram for the fuel system 4.
    The fuel system 4 is of the type commonly referred to as the common rail and includes the plurality of components. A main fuel filter 12, is arranged downstream of the internal combustion engine 2 or at an internal combustion engine 2, in which the high pressure circuit of the fuel system (not shown) is preferably arranged.
    The high pressure circuit usually comprises a plurality of components, which are not shown in detail, such as a high pressure pump, an accumulator in the form of a so-called common rail and an injection system. Alternatively, the fuel system can be replaced by another form of injection system, for example piezo or unit injection system.
    The fuel system 4 comprises in its low pressure circuit a first fuel tank 20 and a second fuel tank 22, a main feed pump 26, a transfer pump 28 and a pre-filter 33 and 34. These components may be arranged at the vehicle chassis 10. The main fuel filter 12 is arranged downstream of the main feed pump. in the fuel system 4. 10 15 20 25 30 11 The main supply pump 26 is a low pressure pump which supplies the high pressure pump in the high pressure circuit with fuel at low pressure.
    The first fuel tank 20 is designed to accommodate a smaller volume than the second fuel tank 22. 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 second electric motor 12/12 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 in Figs. 2, 3 and 4 is arranged downstream of a non-return valve 53, but the main feed pump 26 may also be located 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 first electric motor I1 / I1 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 internal combustion engine 2. At high pressure the fuel is then fed to the common rail and on to the injection system. .
    The main feed pump 26 and the transfer pump 28 are controlled by a control unit 62 via a CAN bus 64, which are shown only in Fig. 2 to increase the clarity in the figures. Signals are sent from a level sensor 46 to indicate the functionality of the transfer pump and a pressure sensor 48 to indicate the functionality of the main feed pump to the control unit 62 via the CAN bus 64.
    The pre-filter 33 is arranged downstream of the transfer pump 28 and in communication with the first fuel line 36 and pre-filters the fuel fed from the second fuel tank 22. Another pre-filter 34 is arranged downstream of the transfer pump 28 and in connection with a third fuel line 42 and pre-filters the fuel fed from the second fuel tank 22. In the second fuel tank, three inlet channels 30, 31 and 32 are arranged, which are included in a respective first, second and third flow circuit 100, 200 and 300.
    Fig. 2 shows the function of the fuel system 4 during normal operation and the flow circuit 100 is marked with a thick line. The second fuel tank 22 comprises the first inlet duct 30, which is arranged upstream of a non-return valve 51 and the transfer pump 28. The transfer pump 28 is connected to the first fuel line 36 via a non-return valve 52 and the pre-filter 33. The inlet duct 30 is provided with a filter 37a which filters the fuel before it is passed into the fuel system 4. In normal operation, as shown in Fig. 2, the fuel is fed from the second fuel tank 22 to the first fuel tank 20 by driving the transfer pump 28 with the second electric motor l1 / l2. The fuel is further fed from the first fuel tank 20 by the main feed pump 26 driven by the first electric motor l1 / l1 and the fuel is fed from the first fuel tank 20 through a filter 37d and a fourth inlet passage 35 provided with a check valve 53 to the second fuel line 40. which is provided with a non-return valve 54 to further ensure the flow direction. The fuel is then passed on to the internal combustion engine 2 through a main fuel filter 12. In connection with the second fuel line 40, a pressure sensor 48 is arranged.
    The pressure sensor 48 identifies the fuel pressure 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 sensor means which detects the function of the first electric motor I1 / I1, to example by detecting the motor power consumption. In the event that the first electric motor l1 / I1 ceases to operate or operates at reduced power, there is in all probability an operating fault of the main supply pump 26. In the event of a malfunction or downtime of the main supply pump 26, the fuel flow is led to the second flow circuit 200. a level sensor 46 arranged to identify the fuel level in the first fuel tank 20. The level sensor 46 is connected to the CAN bus 64 and the control unit 62, which controls the transfer pump 28 and the main feed pump 26. The level sensor 46 identifies the fuel level in the first fuel tank 20 and can thus determine if there is a malfunction of the transfer pump. For example, in a situation in which power is supplied to the transfer pump 28 but the fuel level drops in the first fuel tank 20, there is a high probability of a malfunction of the transfer pump 28. In the event of a malfunction or downtime of the transfer pump 28, the fuel flow is led to the third flow circuit 300.
    The operation of the fuel system 4 in the event of a malfunction of the main supply pump 26 and when the fuel flow is led to the second flow circuit 200 is shown in Fig. 3. The second flow circuit 200 is marked with a thick line in Fig. 3. The second fuel tank 22 comprises the second inlet duct 31, which is arranged upstream of a non-return valve 55 and the transfer pump 28. The transfer pump 28 is redirected to a second direction, i.e. opposite the first direction and compared to the direction in the flow circuit 100 so that the fuel flow can be passed past the main feed pump 26 via a third fuel line 42. A check valve 56 is arranged downstream of the transfer pump 28 to further ensure the flow direction of the fuel and the fuel is fed through the third fuel line 42. 34 further to the main fuel filter 12 and to the internal combustion engine 2. The second inlet duct 31 is provided with a filter 37b which filters the fuel before it is led into the fuel system 4. In the event of a malfunction of the main feed pump, the fuel is fed from the second fuel tank 22 to the internal combustion engine 2 by driving the transfer pump 28 with the second electric motor l / l2. The fuel flow and pressure that 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 be operated at full or reduced power in order to drive the vehicle for repair at a workshop. In one embodiment, the control unit 62 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 may be designed to initiate shutdown of some of the engine attachments, such as air conditioners and the like, to reduce engine fuel consumption.
    The operation of the fuel system 4 in the event of a malfunction of the transfer pump 28 and when the fuel flow is led to the second flow circuit 300 is shown in Fig. 4. The third flow circuit 300 is marked with a thick line in Fig. 4. The second fuel tank 22 comprises the the third inlet duct 31, which is arranged upstream of a non-return valve 57 and the main supply pump 26. The main supply pump 26 is redirected to a second direction, i.e. opposite to the first direction and compared to the direction in the flow circuit 100 so that the fuel flow can be led past the transfer pump 28 via a fourth fuel line 44 A check valve 58 is provided downstream of the main feed pump 26 to further ensure the flow direction of the fuel and the fuel is fed via the fourth fuel line 44 through the pre-filter 34 to the main fuel filter 12 and to the internal combustion engine 2. The third inlet passage 32 is provided with a filter 37c led in the fuel system 4. In the event of a malfunction of tr the supply pump 28 is thus fed the fuel from the second fuel tank 22 to the internal combustion engine 2 by driving the main feed pump 26 with the first electric motor l1 / I1. The fuel flow and pressure that the main feed pump 26 is able to supply to the internal combustion engine 2 is sufficient for the internal combustion engine 2 to be able to be operated at full or reduced power in order to drive the vehicle for repair at a workshop. It is also possible for the control unit 62 to calculate with knowledge of the engine's average fuel consumption and the engine's fuel requirements a distance that the vehicle can be driven in limp home function and to present to the driver such an available mileage. To extend this distance, the control unit may be designed to initiate shutdown of some of the engine attachments, such as air conditioners and the like, to reduce engine fuel consumption.
    Fig. 5 shows a flow chart of a method for controlling the fuel system 4. The method comprises the steps of a) identifying the functionality of the main feed pump 26 and the transfer pump 28, - with good functionality of the main feed pump 26 and the transfer pump 28; b) supplying fuel from the second fuel tank 22 via a first inlet duct 30 to a first fuel line 36 connected to the transfer pump 28, c) supplying the first fuel tank 20 with fuel by means of a second electric motor I2 / I2 drive the transfer pump 28 in a first direction, fuel being fed from the second fuel tank 22 via the first fuel line 36 to the first fuel tank 20, d) feeding fuel from the first fuel tank 20 through the second fuel line 40 by using a first electric motor l / l1 drive the main feed pump 26, - in case of identified malfunction of the main feed pump 26; e) optionally indicate to the driver that a malfunction has been identified, f) feed fuel via a second inlet duct 31 from the second fuel tank 22 to the transfer pump 28 by driving the transfer pump 28 with the second electric motor l / l2 and, g) redirect the transfer pump 28 in a second direction and supply fuel to a third fuel line 42 connected to the transfer pump 28 and thereby supply fuel from the second fuel tank 22 to the internal combustion engine 2, or - in the event of an identified malfunction of the transfer pump 28; h) optionally indicate to the driver that a malfunction has been identified, i) feed fuel via a third inlet duct 32 from the second fuel tank 22 to the main feed pump 26 by driving the main feed pump 26 with the first electric motor lVl1, j) redirect the main feed pump 26 in a second direction and supplying fuel to a fourth fuel line 44 connected to the main feed pump 26 and thereby supplying fuel from the second fuel tank 22 to the internal combustion engine 2. Indication of an identified malfunction may in a further developed embodiment include indicating to the driver an accessible mileage with which a vehicle can be driven. In such a case, the method may include a step of calculating the available mileage based on known fuel consumption. In an analogous manner 16 in an internal combustion engine used in other applications, a residual operating time of the internal combustion engine can be presented, when it is operated with an indicated malfunction. In such a case, the procedure 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 engine's fuel consumption by initiating the shutdown of certain engine-driven attachments, for example an air conditioning compressor.
    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 (16)
    [1]
    A fuel system for an internal combustion engine (2), the fuel system (4) comprising a first fuel tank (20), a second fuel tank (22), a main feed pump (26) and a transfer pump (28), wherein a first electric motor (1) / I1) is arranged to drive the main feed pump (26) and a second electric motor (I / I2) is arranged to drive the transfer pump (28), characterized in that the main feed pump (26) and the transfer pump (28) are adjustable and that the fuel system (4 ) comprises: i) a first flow circuit (100) for the fuel, in which the fuel flows during the normal operation of the fuel system, and in which the transfer pump (28) is arranged to operate in a first direction and supply fuel from the second fuel tank (22) to the first the fuel tank (20) via a first fuel line (36), which is arranged in connection with the first fuel tank (20), and the main feed pump (26) is arranged to operate in a first direction and supply fuel from the first fuel tank (20) through a second fuel line (40) t the internal combustion engine (2), ii) a second flow circuit (200) for the fuel, in which the fuel flows in the event of a malfunction of the main feed pump (26), and in which the transfer pump (28) is redirected and arranged to operate in a second direction and supply fuel from the second fuel tank (22) to the internal combustion engine (2) via a third fuel line (42), the fuel flow being led past the main feed pump (26), and iii) a third fuel flow circuit (300) in which the fuel flows in the event of a malfunction of the transfer pump (28). ), and in which the main feed pump (26) is redirected and arranged to operate in a second direction and supply fuel from the second fuel tank (22) via a fourth fuel line (44) to the internal combustion engine (2), the fuel flow being led past the transfer pump (26) .
    [2]
    Fuel system according to claim 1, characterized in that the first flow circuit (100) comprises a first inlet channel (30) in connection with the second fuel tank (22), the second flow circuit (200) comprises a second inlet channel ( 31) in communication with the second fuel tank (22) and the third flow circuit (300) comprises a third inlet channel (32) in communication with the second fuel tank (22).
    [3]
    Fuel system according to claim 1 or 2, characterized in that each of the first, second and third flow circuits (100, 200, 300) is arranged with one or more non-return valves (51, 52, 53, 54; 55, 56; 57, 58) to control the flow direction of the fuel.
    [4]
    Fuel system according to one of the preceding claims, characterized in that the main feed pump (26) and the transfer pump (28) can be diverted by changing the direction of rotation of the electric motors (l1 / I1, M2).
    [5]
    Fuel system according to one of the preceding claims, characterized in that the main feed pump (26) and the transfer pump (28) are connected to a control unit (42) via a CAN bus (44).
    [6]
    Fuel system according to claim 5, characterized in that a sensor means (48) is arranged so as to be able to identify the functionality of the main feed pump (26) downstream of the main feed pump (26) and is connected to the control unit (62) via the CAN bus (64).
    [7]
    Fuel system according to claim 6, characterized in that the sensor means (48) comprises a pressure sensor, which is arranged downstream of the main feed pump and upstream of the internal combustion engine (2).
    [8]
    Fuel system according to claim 5, characterized by the sensor means being arranged to sense the function of the electric motor (l1 / l1) driving the main feed pump (26), preferably by sensing its power consumption. 10 15 20 25 30 19
    [9]
    Fuel system according to one of Claims 6 to 8, characterized in that in the event of an identified malfunction of the main feed pump (26), the fuel flow is arranged to flow through the second flow circuit (200).
    [10]
    Fuel system according to any one of the preceding claims, characterized in that a sensor means (46) which identifies the functionality of the transfer pump (28) is arranged in the first fuel tank (20) and is connected to the control unit (62) via the CAN bus (64).
    [11]
    Fuel system according to claim 10, characterized in that the sensor means (46) comprises a level sensor which detects the fuel level in the first fuel tank (20).
    [12]
    Fuel system according to claim 10, characterized by the sensor means is arranged to sense the function of the electric motor (I / l2) driving the transfer pump (26), preferably by sensing its power consumption.
    [13]
    Fuel system according to one of Claims 10 to 12, characterized in that in the event of an identified malfunction of the transfer pump (28), the fuel flow is arranged to flow through the third flow circuit (300).
    [14]
    Internal combustion engine (2), characterized in that it comprises a fuel system (4) according to any one of claims 1-13.
    [15]
    Vehicle (1) characterized in that it comprises a fuel system (4) according to any one of claims 1-13.
    [16]
    Method for controlling a fuel system (4) for an internal combustion engine (2), according to any one of claims 1-13, characterized by the steps of: a) identifying the functionality of the main feed pump (26) and the transfer pump (28), - with good functionality of the main feed pump (26) and the transfer pump b) supply fuel from the second fuel tank (22) via a first inlet duct (30) to a first fuel line (36) connected to the transfer pump (28), supply the first fuel tank (20) with fuel by driving the transfer pump (28) in a first direction with a second electric motor (l / l2), fuel being supplied from the second fuel tank (22) via the first fuel line (36) to the first fuel tank (20), feeding fuel from the first fuel tank (20) through the second fuel line (40) by driving the main feed pump (26) in a first direction with a first electric motor (M1), - in the event of an identified malfunction of the main feed pump (26); e) f) optionally indicate to the driver that a malfunction has been identified, supply fuel via a second inlet duct (31) from the second fuel tank (22) to the transfer pump (28) by driving the transfer pump (28) with the second electric motor (M2) and , redirect the transfer pump (28) in a second direction and supply fuel to a third fuel line (42) connected to the transfer pump (28) and thereby supply fuel from the second fuel tank (22) to the internal combustion engine (2), or - in the event of identified malfunction at transfer pumps (28); h) i) optionally indicating to the driver that a malfunction has been identified, supplying fuel via a third inlet duct (32) from the second fuel tank (22) to the main feed pump (26) by operating the main feed pump (26) with the first electric motor (M1); redirect the main feed pump (26) in a second direction and feed fuel to a fourth fuel line (44) connected to the main feed pump (26) and thereby feed fuel from the second fuel tank (22) to the internal combustion engine (2).
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    JP2008101546A|2008-05-01|Fuel system for internal combustion engine
    SE542071C2|2020-02-18|Fuel system for an internal combustion engine and method of operating fuel system
    SE537487C2|2015-05-19|Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with such a fuel system and a method of dampening pressure fluctuations in a fuel system
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    SE540028C2|2018-02-27|Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with such a fuel system and a method for dampening pressure fluctuations of a fuel filter device in a fuel system
    SE1350521A1|2014-10-30|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
    同族专利:
    公开号 | 公开日
    CN106460740B|2019-04-09|
    SE538000C2|2016-02-02|
    EP3143273A1|2017-03-22|
    CN106460740A|2017-02-22|
    EP3143273B1|2018-03-21|
    WO2015174908A1|2015-11-19|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450565A|SE538000C2|2014-05-14|2014-05-14|Combustion engine fuel system and a method for regulating a fuel system|SE1450565A| SE538000C2|2014-05-14|2014-05-14|Combustion engine fuel system and a method for regulating a fuel system|
    PCT/SE2015/050493| WO2015174908A1|2014-05-14|2015-05-05|Fuel system for an internal combustion engine and a method for controlling a fuel system|
    CN201580023652.XA| CN106460740B|2014-05-14|2015-05-05|The method of fuel system and control fuel system for internal combustion engine|
    EP15724096.1A| EP3143273B1|2014-05-14|2015-05-05|Fuel system for an internal combustion engine and a method for controlling a fuel system|
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