EP0656471A2 - Vorrichtung zur Reduzierung der Kraftstofftemperatur im Tank eines Kraftfahrzeuges - Google Patents

Vorrichtung zur Reduzierung der Kraftstofftemperatur im Tank eines Kraftfahrzeuges Download PDF

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Publication number
EP0656471A2
EP0656471A2 EP94116508A EP94116508A EP0656471A2 EP 0656471 A2 EP0656471 A2 EP 0656471A2 EP 94116508 A EP94116508 A EP 94116508A EP 94116508 A EP94116508 A EP 94116508A EP 0656471 A2 EP0656471 A2 EP 0656471A2
Authority
EP
European Patent Office
Prior art keywords
fuel
valve
tank
shut
rail
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP94116508A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0656471A3 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html
Inventor
Bernhard Schmitt
William-James Imoehl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP0656471A2 publication Critical patent/EP0656471A2/de
Publication of EP0656471A3 publication Critical patent/EP0656471A3/xx
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
    • F02D33/003—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge
    • F02D33/006—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge depending on engine operating conditions, e.g. start, stop or ambient conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/0052—Details on the fuel return circuit; Arrangement of pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/20—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines characterised by means for preventing vapour lock
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature

Definitions

  • the invention relates to a device for reducing the fuel temperature in the tank of a motor vehicle according to the preamble of patent claim 1.
  • an electrically driven fuel pump delivers the fuel from the fuel tank at a pressure of typically 2-3 bar through a filter into a fuel rail.
  • This manifold which performs a storage function and is also referred to as a fuel rail or a fuel rail, feeds the fuel evenly to the electronically controlled injection valves.
  • the fuel pump delivers more fuel than the internal combustion engine needs to maintain the pressure in the fuel supply system in all operating conditions.
  • At the end of the fuel rail there is a pneumatically operated pressure regulator that keeps the pressure difference between fuel pressure and intake manifold pressure constant. As a result, the amount of fuel sprayed from the electric injection valves can only be determined via the opening times of the valves.
  • the pressure regulator returns the excess fuel to the fuel tank via a vibration damper that prevents pulsation noise.
  • the invention is therefore based on the object of designing a fuel supply system of the type mentioned in such a way that the temperature of the fuel in the fuel tank can be kept low given the possibility of flushing the fuel rail.
  • the amount of fuel flowing through to flush the fuel rail carrying the injection valves can be continuously adjusted.
  • This amount of fuel, which is delivered by a fuel pump and is not sprayed off by the injection valves, can be adjusted particularly easily if the shut-off valve is activated with a pulse-width-modulated signal, the free choice of the duty cycle of which varies the degree of opening of a return line or a bypass line.
  • the reference numeral 11 denotes a fuel pump which sucks fuel from a tank 10 via a suction line 18 and pumps it to a fuel rail 12 via a delivery line 21.
  • a fuel pump which sucks fuel from a tank 10 via a suction line 18 and pumps it to a fuel rail 12 via a delivery line 21.
  • an electrically driven roller cell pump can be used as the fuel pump.
  • a bypass line 20 which branches off from the delivery line 21 downstream of the fuel pump 11 and in front of the fuel rail 12 and opens into the return line 19', there is a pneumatically controlled pressure regulator 15 arranged. It keeps the pressure difference between fuel pressure and intake manifold pressure constant.
  • the pressure regulator 15 is connected to the intake manifold 14 of the internal combustion engine via a line (not specified in any more detail).
  • an electrically operated shut-off valve 16 is provided in the return line 19, 19 ', which can be controlled via an electronic control device 17 and the opening cross section of the return line is continuous can change.
  • This shut-off valve 16 is preferably controlled by an electrical signal, the pulse duty factor of which can be varied from 0% to 100%.
  • shut-off valve 16 If the shut-off valve 16 is closed (0% duty cycle), only one branch line leads from the fuel pump 15, namely the delivery line 21 to the fuel rail 12. Since the fuel pump delivers more fuel than the injection valves 13 into the intake manifold at any time during operation of the internal combustion engine Inject 14, the excess fuel is fed via the bypass line 20 and the fuel pressure regulator 15 back into the fuel tank 10. In this case, the excess fuel does not flow through the fuel rail 12, so that the fuel cannot absorb heat there. Since there is thus no flushing of the fuel rail, there is no additional heating of the fuel in the tank 10 either.
  • the shut-off valve 16 When the shut-off valve 16 is open, the excess fuel can flow back to the fuel tank 10 not only via the pressure regulator 15 but also via the return line 19, 19 '. Part of the fuel thus gets back into the tank via the fuel rail 12 and the shut-off valve 16, while the other part of the unused fuel is returned to the tank 10 via the pressure regulator 15.
  • the amount of fuel flowing back via the shut-off valve 16 can now be controlled by freely selecting the duty cycle of the pulse-width-modulated signal applied to the shut-off valve 16.
  • the fuel rail 12 can be rinsed and thus vapor bubbles can be prevented without having to accept the disadvantage of an increased fuel temperature in the tank if the all excess fuel is pumped through the manifold.
  • shut-off valve 16 Possible pressure peaks due to the switching on and off of the shut-off valve 16 can be largely avoided by continuously opening the shut-off valve.
  • the system pressure in the fuel supply system drops, which is compensated for by the pressure regulator 15 by a reduction in the amount of fuel that is discharged. This maintains system pressure.
  • the fuel pressure regulator 15 must therefore shift its operating point.
  • the quantity of fuel regulated by the fuel pressure regulator 15 to maintain a constant system pressure is plotted on the abscissa, and the pressure in the fuel supply system is plotted on the ordinate.
  • the PSYS is the fuel system pressure. After switching on the internal combustion engine and thus the fuel pump 15, the system pressure PSYS is reached in a very short time and kept constant by the fuel pressure regulator 15.
  • the hatched areas indicate normal work areas, which are determined by the load point of the internal combustion engine.
  • the reference symbol Q2 designates the regulated fuel quantity that occurs at a middle operating point AP2 with the shut-off valve 16 closed. This means that the fuel pressure regulator 15 must regulate a large quantity of fuel.
  • the fuel rail 12 is not rinsed in this case, so that the fuel flowing back through the pressure regulator 15 is not heated.
  • FIG. 2 shows a further exemplary embodiment of the fuel supply system for reducing the fuel temperature in the tank of a motor vehicle.
  • the same parts of the system according to FIG. 1 are given the same reference numerals.
  • the difference from the arrangement according to FIG. 1 is that the position of the fuel pressure regulator 15 and the shut-off valve 16 are interchanged within the fuel supply system.
  • a minimum amount of fuel is always pumped back into the fuel tank 10 via the fuel rail 12.
  • a complete prevention of flushing the fuel rail is not given here, so that it is always slightly cooled.
  • the placement of the fuel pressure regulator 15 and the shutoff valve 16 within the fuel supply system can be completely arbitrary. Depending on the installation location of these components, as already mentioned above with the aid of the figure descriptions, only different minimum and / or maximum amounts of fuel can result, which can be pumped via the fuel rail.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP94116508A 1993-10-28 1994-10-19 Vorrichtung zur Reduzierung der Kraftstofftemperatur im Tank eines Kraftfahrzeuges Withdrawn EP0656471A2 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4336871 1993-10-28
DE19934336871 DE4336871A1 (de) 1993-10-28 1993-10-28 Vorrichtung zur Reduzierung der Kraftstofftemperatur im Tank eines Kraftfahrzeuges

Publications (2)

Publication Number Publication Date
EP0656471A2 true EP0656471A2 (de) 1995-06-07
EP0656471A3 EP0656471A3 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html) 1995-07-05

Family

ID=6501285

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94116508A Withdrawn EP0656471A2 (de) 1993-10-28 1994-10-19 Vorrichtung zur Reduzierung der Kraftstofftemperatur im Tank eines Kraftfahrzeuges

Country Status (3)

Country Link
EP (1) EP0656471A2 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)
JP (1) JPH07180631A (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)
DE (1) DE4336871A1 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0949416A1 (en) * 1998-04-06 1999-10-13 MAGNETI MARELLI S.p.A. Fuel supply arrangement to at least one combustion chamber of an internal combustion engine

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19951751A1 (de) * 1999-10-27 2001-05-03 Bayerische Motoren Werke Ag Kraftstoff-Fördersystem für Kraftfahrzeuge
KR100986368B1 (ko) * 2004-09-07 2010-10-08 현대자동차주식회사 엘피아이 엔진의 흡기온도 저감장치
JP4415987B2 (ja) * 2006-12-20 2010-02-17 トヨタ自動車株式会社 内燃機関燃料供給装置
KR101022721B1 (ko) * 2009-02-11 2011-03-22 주식회사 이룸지엔지 엔진성능 및 시동성이 개선된 발전기엔진의 연료공급장치 및 그 제어방법

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6115248Y2 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html) * 1981-01-12 1986-05-12
DE3129861A1 (de) * 1981-07-29 1983-02-17 Klöckner-Humboldt-Deutz AG, 5000 Köln Brennstoffvorwaermverfahren fuer brennkraftmaschinen fuer schweroelbetrieb und brennstoffsystem hierfuer
DE3914939A1 (de) * 1989-05-06 1990-11-08 Bayerische Motoren Werke Ag Niederdruck-brennstoff-einspritzanlage
DE4031232C2 (de) * 1990-10-04 2000-02-17 Bosch Gmbh Robert Kraftstoffversorgungseinrichtung für Brennkraftmaschinen
US5207203A (en) * 1992-03-23 1993-05-04 General Motors Corporation Fuel system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0949416A1 (en) * 1998-04-06 1999-10-13 MAGNETI MARELLI S.p.A. Fuel supply arrangement to at least one combustion chamber of an internal combustion engine

Also Published As

Publication number Publication date
JPH07180631A (ja) 1995-07-18
DE4336871A1 (de) 1995-05-04
EP0656471A3 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html) 1995-07-05

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