EP1433949B1 - Système d'alimentation de carburant pour l'alimentation de carburant et pompe à jet correspondante - Google Patents

Système d'alimentation de carburant pour l'alimentation de carburant et pompe à jet correspondante Download PDF

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Publication number
EP1433949B1
EP1433949B1 EP20030029136 EP03029136A EP1433949B1 EP 1433949 B1 EP1433949 B1 EP 1433949B1 EP 20030029136 EP20030029136 EP 20030029136 EP 03029136 A EP03029136 A EP 03029136A EP 1433949 B1 EP1433949 B1 EP 1433949B1
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EP
European Patent Office
Prior art keywords
fuel
jet pump
suction jet
opening
fuel tank
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EP20030029136
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German (de)
English (en)
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EP1433949A3 (fr
EP1433949A2 (fr
Inventor
Dominic Gaussmann
Lothar Menck
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Publication of EP1433949A3 publication Critical patent/EP1433949A3/fr
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    • 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
    • F02M37/02—Feeding by means of suction apparatus, e.g. by air flow through carburettors
    • F02M37/025—Feeding by means of a liquid fuel-driven jet pump
    • 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
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/08—Feeding by means of driven pumps electrically driven
    • F02M37/10—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir

Definitions

  • the present invention relates to a fuel supply system for the supply of fuel from the fuel tank to the motor vehicle engine with a from the fuel tank to an injection system of the motor vehicle engine or up to this self-sufficient fuel supply line, the excess fuel in the fuel tank recirculating fuel return line and at least one high-pressure fuel pump to promote the According to the preamble of claim 8, as well as a method suitable for this purpose according to the preamble of claim 15.
  • the Applicant has also accordingly developed and applied suitable refrigeration circuits, such as an additional lamellar fuel cooler disposed on the underbody of the motor vehicle, by means of which the excess fuel returned by the engine can be selectively cooled before being returned to the fuel tank.
  • suitable refrigeration circuits such as an additional lamellar fuel cooler disposed on the underbody of the motor vehicle, by means of which the excess fuel returned by the engine can be selectively cooled before being returned to the fuel tank.
  • a thermo changeover valve is needed to the cooler switch out of the fuel return flow or switch into this, depending on the heating of the fuel and depending on the outside temperature, since too low heating of the fuel, for example in Niederlasst Scheme, and at low or cold outside temperatures, a subcooling of the fuel should be avoided.
  • the fuel temperature should not fall below 3 ° C if possible.
  • a fuel reservoir is usually used in the fuel tank.
  • the fuel reservoir with a defined volume ensures that even when the fuel tank is emptying, there is always enough fuel to supply the high-pressure fuel pump so that it does not run dry or even draw air.
  • a suction jet pump is interposed in the fuel return line, which sucks fuel from the fuel tank by means of a Venturi nozzle and one of these downstream Saugstrahlpumpenö réelle and promotes into the buffer or the fuel reservoir into it.
  • the fin cooler located on the undercarriage of the motor together with the thermal switch, has the task of monitoring the temperature of the recirculated, heated fuel and, if necessary, cooling it down to a predetermined limit.
  • This temperature limit of the fuel is determined inter alia by the material properties of the high-pressure fuel pump and the material properties of the components installed in the fuel supply system.
  • the thermal switch falls to the function of determining whether the fuel returned from the high-pressure fuel pump or from the fuel injection system can either be supplied directly to the tank or the intermediate reservoir or fuel reservoir in the tank, or if the return flow should take place via the lamella cooler.
  • the thermal switch is designed so that under normal operating conditions, the returning fuel is cooled by the radiator or heat exchanger. However, in order to avoid excessive cooling, especially in cold outside temperatures, switches the thermal switch in known systems, so that then the cooler is taken out of the fuel circuit.
  • a limit parameter to be observed is the fuel temperature already mentioned above, which should generally be above 3 ° C.
  • Object of the present invention is therefore, while avoiding the above disadvantages, to propose a fuel supply system for the supply of fuel from the fuel tank to the motor vehicle engine, which is constructed much simpler.
  • a fuel supply system for the supply of fuel from the fuel tank to the motor vehicle engine, which is constructed much simpler.
  • a fuel supply system for the supply of fuel from the fuel tank to the motor vehicle engine with a fuel tank to the motor vehicle engine or to an injection system of the motor vehicle engine-reaching fuel supply line, the excess fuel in the fuel tank recirculating fuel return line and at least one fuel pressure pump for delivering the fuel from the fuel tank to the motor vehicle engine provided in the fuel tank between the fuel return line and the fuel supply line, a fuel buffer for holding a sufficient amount of fuel for the fuel pressure pump, and an ejector for supplying the fuel staging with fuel from the fuel return line and the tank is arranged, wherein the first time the fuel supply at least one opening into the tank and fuel branching and arranged in front of the ejector or its nozzle assembly opening such that only one Part of the recirculated fuel, the suction jet pump for supplying the intermediate fuel flows through.
  • the fuel supply system uses the ability of the tank contents and / or the tank to absorb the heat of the returned fuel and deliver it to the environment in the sense of a heat exchanger.
  • the heat imparted by the high-pressure fuel pump to the fuel is again withdrawn from the fuel without the fuel having to pass through any additional or separate coolers or heat exchangers and without having to provide additional thermal switches, valves or the like and installing it in the fuel supply circuit ,
  • This can be completely dispensed with such additional components that are inevitably subject to default risks. Not only does this help to reduce costs, it also helps to reduce the variety of parts to be installed, minimize the risk of failure, and reduce the usual repair costs to zero. In addition, this simplifies the overall structure of the system considerably, which is expressed in a simplified and faster assembly.
  • the goal is achieved in an advantageous manner to simplify the existing cooling system significantly. Because it is dispensed with additional cooling components and fully relied on the cooling capacity of the fuel tank, which - as was surprisingly found in relevant tests - is completely sufficient if the cooling potential of the fuel tank located in the cool fuel and the tank itself is used to the recirculated to effectively cool heated fuel. This is advantageously achieved for the first time with the present invention.
  • the opening with respect to the suction jet pump which comprises a nozzle arrangement of a Venturi nozzle and a catching nozzle, wherein between the two nozzles, a suction jet opening has been introduced, is arranged so that the opening of the Venturi nozzle is opposite ,
  • the opening of the traceable by the engine or the injection fuel partial flow is divided into two streams, one of the Venturidüse the ejector is fed, and of which the other partial fuel flow is fed back into the fuel tank such that by means of its kinetic energy Verwirbelung of the fuel tank located in the fuel tank for mixing with the recycled fuel can be forced.
  • the suction jet pump can always suck in fresh, cooled fuel from the fuel tank, to this together with a partial flow of the recycled, heated fuel to mix and in turn also fed in a sufficiently cooled manner the fuel reservoir or the intermediate fuel reservoir.
  • the fuel is a diesel fuel.
  • the above-discussed fuel supply system according to the invention is particularly well suited to master the heating problems occurring in diesel fuels outstanding and at the same time cost. Nevertheless, this is not limited to diesel fuels, but can also be applied to all other fuel systems where one Heating of the fuel, for example due to the use of high-pressure pumps can be determined.
  • the injection system is a common-rail injection system.
  • the advantages of the present invention can be transferred to the most modern variant of diesel engine engines.
  • the opening to divide the recirculated, heated fuel flow relative to the venturi nozzle is arranged in the rear wall or in the housing of the suction jet pump.
  • the cross-section of the opening is arranged variably or with a constant opening cross section of the opening, a valve of the same, for varying the volume of the recirculated in the fuel tank partial fuel flow.
  • a valve of the same for varying the volume of the recirculated in the fuel tank partial fuel flow.
  • the ratio of the mixing as well as the volume flows by means of the variable orifice of the same downstream valve can be made adjustable.
  • variable opening or the valve is associated with a control unit, by means of which a regulation of the volume flow can be made active.
  • the variable opening or the valve can be integrated directly into the control loop of the engine management and addressed by this as needed, so that can be adjusted via the associated control unit of the respective operating state corresponding desired opening cross-section or valve position.
  • the fuel return line is extended from the opening arranged in front of the suction jet pump into the fuel tank.
  • the suction jet pump is pressure-controlled. In this way, in turn can be taken very quickly to the respective adjacent boundary conditions of the respective operating state consideration and the supplied from the suction jet pump the fuel reservoir amount of fuel adapted to the respective needs or adjusted to it. In addition, it is thus prevented that the partial flow of recirculated fuel which is to flow through the Venturi nozzle exceeds its throughput and could lead to a defect in the ejector pump or to malfunction.
  • an ejector pump in particular for a fuel supply system discussed above, proposed with a Saugstrahlpumpeneingang downstream venturi, downstream in the flow direction of the Venturi nozzle Saugstrahlpumpenö réelle, a further downstream catching nozzle, which opens into a Saugstrahlpumpenausgang, the Saugstrahlpumpeneingang a connection for a fuel return section and the Saugstrahlpumpenausgang either flows into the fuel reservoir or has a connection for a fuel transfer line section.
  • the suction jet pump has an opening arranged in front of the venturi, by means of which a fuel flow which can be supplied through the fuel supply line connection can be divided into two partial streams, of which one partial stream can be supplied to the Venturi nozzle and of which the other partial flow can be supplied to the fuel tank, so that by means of its kinetic energy, a turbulence of the fuel in the fuel tank for mixing with the recirculated fuel can be forced.
  • the opening for the volume flow distribution relative to the venturi nozzle is arranged in the rear wall of the suction jet pump. Furthermore, it is provided that the cross-section of the opening is arranged downstream of a valve variable or with a constant opening cross-section of the opening, so that a variation of the volume of the recirculated into the fuel tank partial power flow is possible. Furthermore, it is provided that the variable opening or the valve is associated with a control unit, for controlling the volume flow. Last but not least, it is provided that the fuel return line is extended from the opening arranged in front of the suction jet pump into the fuel tank. Finally, it is provided that the suction jet pump is pressure-controlled. This also achieves the advantages already discussed above for the fuel supply system according to the invention in a synergetic manner.
  • a small hole be drilled in the rear wall of the suction jet pump to form the opening for the volume flow distribution.
  • the opening forming the hole in the rear wall is located at the level and centrally to the rearward extension of the axis of symmetry of the suction jet pump or the Venturi nozzle.
  • the opening or the hole preferably has a diameter of 1.5 mm. This corresponds in the present embodiment, the diameter of the Venturi nozzle and thus leads to a division of the return flow into two partial flows, each about 50%.
  • the degree of division depends on the most diverse requirements or factors. Determining factors are, for example, the consumption of the motor vehicle engine, the total amount of fuel to be delivered, the minimum and maximum throughput of the high-pressure pump and the cooling or temperature requirement, etc.
  • the above-described division of the recirculated, heated fuel volume flow into two partial flows means that one half of the return flow remains in the suction jet pump and can be used to draw fresh, cool fuel from the fuel tank, so that this fresh fuel together with the proportionately heated recirculated Fuel can be supplied to the fuel reservoir. The other part of the returned fuel is delivered directly to the tank. In this way, the proportion of fresher and cooler fuel increases in the amount of fuel to be pumped into the fuel reservoir, so that even there the desired temperature limits are easily complied with.
  • the ratio of the mixing can be adjusted not only statically by means of a bore, but also flexible by a controlled or adjustable valve.
  • This z. B. specific for different load conditions of the motor vehicle engine or the motor vehicle high pressure pump different mixing ratios are set, whereby a defined temperature band, if not a constant temperature level, can be adjusted, which significantly reduces the temperature load on the high-pressure pump in the sequence or with appropriate temperature control in the Optimized for the high-pressure pump optimal temperature range, and in the end result less wear and thus lower fuel consumption can be achieved.
  • a further advantageous aspect of the invention is that a particularly intensive mixing of the fuel leaving the opening with the remaining fuel tank contents can take place through the above-described optimized position of the hole. This is partly due to the fact that the thus positioned opening is always below the normal fuel level in the tank. Furthermore, the partial flow branched off through the opening is subjected to a relatively high pressure, in particular due to the aligned position of the opening relative to the venturi opening, which results in response to the accelerated flow rate of the fuel through the venturi opening. As a result, the diverted partial flow flows at a comparatively high speed into the fresh fuel still present in the fuel tank. This causes an extreme turbulence of the heated recirculated fuel in the fuel tank and thereby intensifies the mixing, thus avoiding disproportionate local heating.
  • the cooling potential of the fuel tank and its contents can be used much better than was previously the case.
  • the tank and the tank contents are almost self-heat exchanger.
  • the fuel tank and its contents not only heat exchanger function, but also when needed, a heat storage function, which creates a heat buffer for such situations in which more heat is introduced into the tank, as can be dissipated immediately.
  • the excess amount of heat can be later given continuously when temporarily much lower amounts of heat are supplied, or even the fuel must be heated due to particularly low outside temperatures.
  • the fuel supply system according to the invention also offers the great advantage over known fuel supply systems with additional coolers and heat exchangers that the necessary cooling capacity does not have to be designed for the extreme load, such as, for example, a hill drive with a trailer under full load. Rather, it is sufficient already much lower, accordingly provide easier to maintain limits. Consequently, the fuel supply system according to the invention also requires no switching off of an additional cooling system by means of a thermal switch.
  • additional components such. As cooler, heat exchanger, thermal switch or the like omitted.
  • the present invention results, inter alia, in the replacement of relatively expensive components without replacement, and in a considerable simplification of the fuel supply system, which results in large-scale savings which are not to be underestimated in the multi-digit range.
  • the above-discussed advantages of the present invention are therefore, inter alia, a) the simplest possible compliance with all temperature limits of the fuel system and the engine, b) a cost reduction by the elimination of a radiator, especially a finned radiator, and the associated thermal switch, c) ensuring the quality Lifetime due to elimination of additional components by means of minor changes a series part, namely the suction jet pump, and d) compliance with strict crash requirements, such as the new so-called "pile test", as can be completely dispensed with risky positioning of a diesel cooler on the subfloor.
  • Fig. 1 is shown in a simplified schematic representation of an exemplary embodiment of a fuel supply system 1 according to the invention.
  • a fuel tank 2 fuel 4 is stored.
  • a fuel buffer 6 is arranged in the fuel tank 2, in which a certain subset of fuel 8 is kept ready.
  • a fuel supply line 10 leads to a high-pressure fuel pump 12, the fuel 4 and 8 from the fuel tank 2 and the intermediate fuel reservoir 6 under a corresponding pressure of an injection system not shown here or a common rail injection system a motor 14 supplies.
  • Excess fuel not consumed by the engine 14 is returned to the fuel tank 2 or the intermediate fuel reservoir 6 by means of a fuel return line 16.
  • the schematically represented in a kind of loop entrained guided fuel return line 16 symbolizes the complicated due to the high complexity of a motor vehicle wiring, which also forms a kind of complementary "cooling loop" 18, which additionally provides beyond the invention, a structurally simple variant for a further cooling performance, without to use any additional components susceptible to failure.
  • the fuel returned to the fuel tank 2 with the fuel return line 16 is split into two partial fuel streams 20 and 22 in the region of an ejector pump not shown here.
  • the one fuel sub-stream 20 of the recirculated, reheated fuel is discharged directly into the fuel tank 2 so that it can mix there with the cooler fuel 4 therein and cool.
  • the other, second partial stream 22 is symbolized by the not shown suction jet pump under suction of fresh fuel 4, here schematically simplified by the supplied partial stream 24, as a mixed fuel stream 26 to the intermediate fuel reservoir 6.
  • the branching of the means of the fuel return line 16 recirculated fuel flow into two partial streams 20 and 22 is by means of a in Fig. 1 symbolically regulated with a variable opening or valve 28 shown.
  • the intake of fresh fuel via the supplied partial flow 24 is done by means of a here in Fig. 1 with another X symbolically represented venturi 30.
  • suction jet pump according to the invention is in the Fig. 2 and 3 shown in more detail. Equal parts or similar components are provided with the same reference numerals for ease of understanding.
  • Fig. 2 exemplary is a longitudinal section of an embodiment of a component shown, which includes the suction jet pump 40 according to the invention.
  • the suction jet pump 40 has a venturi 30, the in the flow-through or conveying direction X is followed by a Saugstrahlpumpeneingang 42. Between the Saugstrahlpumpeneingang 42 and the downstream Venturi 30 is located in the embodiment shown here, a suction jet pump 40 according to the invention additionally a fuel filter 44th
  • the venturi 30 is in Fig. 2 by way of example biased by means of a spring 46, so that it is pressure-controlled and the maximum allowable Venturidüsen presssatz may temporarily exceed bordering volume flows.
  • the Venturi nozzle 30 is followed by a Saugstrahlpumpenansaugö réelle 48 in the flow direction X, which comes to rest in the variant shown here in the region of the coil spring 46, through which fresh fuel 4 can be sucked from the fuel tank not shown here.
  • a so-called catching nozzle 50 is arranged downstream.
  • the collecting nozzle 50 bundles the two partial streams supplied to it and, in principle, discharges in a type of suction jet pump outlet 52.
  • the Saugstrahlpumpeneingang 42 has a substantially rectangular to the flow direction X oriented connection flange 54 for a fuel return line or a fuel return portion of such a conduit.
  • the Saugstrahlpumpenausgang 52 may open directly into a fuel intermediate memory not shown here, or have a connection flange 58 for a fuel transfer line section, not shown. It is also conceivable, the Saugstrahlpumpenausgang 52 with the terminal 58 or these surrounding components directly to the not closer firmly connected to connect fuel tank or integrated into the wall.
  • the component 40 which contains the suction jet pump according to the invention also has an opening 60 arranged in front of the venturi nozzle 30, which opening can be arranged, for example, in the rear wall 62 of the suction jet pump 40.
  • a fuel flow 17, which can be supplied through the fuel supply line connection 54 and is returned by the engine is split into two partial flows 20 and 22.
  • the one partial stream 22 is deflected in the knee or bend and fed in the flow direction X of the Venturi 30.
  • the other partial flow 22 is also deflected in the knee or bend and opposite to the flow direction X of the opening 60, through which it flows and is transferred to the fuel tank, not shown.
  • the fuel mixture 64 formed from the venturi nozzle 30 supplied partial stream 22 of reheated, recycled fuel and from the supplied via the Saugstrahlpumpenansaugö réelle 48 fresh, cool fuel 4 64 is passed through the Saugstrahlpumpenausgang 52, which opens into the fuel temporary storage, not shown in the same.
  • Fig. 2 by means of a dot-dashed circle and the reference symbol "A" indicated section is in Fig. 3 shown schematically in an enlarged view. From this, the division of the recirculated partial fuel flow 17 into the two partial flows 20 and 22, which takes place in the bend or knee 66 of the suction jet pump 40, can be better recognized.
  • the fuel sub-stream 20 flows through the opening 60 in the rear wall 62 of the ejector 40 is arranged, in the fuel tank 2, not shown here back.
  • a line extension can be provided, by means of which the partial flow 20 can be guided to a particularly suitable point in the fuel tank 2.
  • the opening 60 is designed as a bore in the variant shown here. This hole can be z. B. have a diameter of 1.5 mm.
  • the opening 60 can also be designed as a variable opening with adjustable cross-section or have a not shown here in detail, downstream valve.
  • Fig. 4 is in a schematic way the in Fig. 2 and 3 illustrated Saugstrahlpumpenbauteil 40 shown in a further variant.
  • the suction jet pump component 40 is integrated in a wall 70 of the intermediate fuel store 6.
  • the intermediate fuel reservoir 6 is in turn located within a fuel tank 2, not shown here in detail by its external dimensions, so that the suction jet pump axle 40 comes to rest in its bottom area or lower area at the lowest possible point. Accordingly, the opening 60 of the suction jet pump 40, which is arranged on the rear wall 62, opens into the fuel tank 2.
  • the here not recognizable Saugstrahlpumpenausgang opens directly in the fuel tank 6.
  • the fuel return flow 17 supplied via the fuel return line 16 flows from above via the connection flange 54 into the suction jet pump 40.
  • FIG. 5 such a fuel supply system 101 is shown in the prior art.
  • This known fuel supply system 101 has a fuel tank 102.
  • the fuel tank 102 contains fuel 104.
  • the fuel tank 102 further includes a fuel cache 106 containing stored proportionate fuel 108 therein.
  • a fuel supply line 110 leads to a high-pressure pump 112, which supplies the fuel to a motor 114. Excess fuel is returned via a fuel return line 116 to the intermediate fuel tank 106 and the fuel tank 102, respectively.
  • Fig. 5 schematically simplified, known from the prior art simple fuel supply system 101 is in Fig. 6 shown in a more complex embodiment.
  • the fuel return line 116 passes through a radiator 182 which may be formed, for example, as a finned radiator or the like. Such finned radiators may be arranged, for example, on the underbody of a motor vehicle, so that they can dissipate excess heat, for example, by the wind.
  • the cooled down by means of the radiator 182 fuel is again passed through the further line section 184 of the fuel return line 116 through the thermal switch 180 in order to determine the now cooled down temperature of the fuel before it is supplied to the fuel cache 106.
  • the invention discussed above thus provides for the first time a fuel supply system which can advantageously dispense with the additional coolers and thermoswitches which are found to be extremely disadvantageous from the prior art as well as other components for cooling the excess fuel heated by the high-pressure pump. Furthermore, a suction jet pump suitable for this purpose is specified and a particularly suitable method for supplying fuel is discussed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Jet Pumps And Other Pumps (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Claims (15)

  1. Système d'alimentation en carburant (1) pour amener du carburant (4) du réservoir de carburant (2) au moteur (14) du véhicule à moteur, avec une conduite d'arrivée de carburant (10) allant du réservoir de carburant (2) au moteur (14) du véhicule à moteur ou à une installation d'injection du moteur (14) du véhicule à moteur, une conduite de retour de carburant (16) ramenant le carburant excédentaire dans le réservoir de carburant (2) et au moins une pompe de pressurisation du carburant (12) pour acheminer le carburant du réservoir de carburant (2) au moteur (14) du véhicule à moteur, dans lequel est prévu dans le réservoir de carburant (2), entre la conduite de retour de carburant (16) et la conduite d'arrivée de carburant (10), un accumulateur de carburant (6) destiné à retenir une quantité de carburant nécessaire pour la pompe de pressurisation du carburant (12), et une pompe à éjecteur (40) avec une disposition de buses (30, 50) pour alimenter l'accumulateur de carburant (6) en carburant provenant de la conduite de retour de carburant (16) et du réservoir (2), caractérisé en ce que la conduite de retour de carburant présente au moins une ouverture (28, 60) débouchant dans le réservoir et disposée devant la disposition de buses (30, 50) de la pompe à éjecteur (40), de telle manière qu'une partie seulement du carburant ramené passe par la pompe à éjecteur (40) pour alimenter l'accumulateur de carburant (6).
  2. Système d'alimentation en carburant selon la revendication 1, caractérisé en ce que la pompe à éjecteur (40) est disposée sur ou dans le fond du réservoir de carburant (2) ou de l'accumulateur de carburant (6).
  3. Système d'alimentation en carburant selon la revendication 1 ou 2, caractérisé en ce que la pompe à éjecteur (40) comprend une buse de Venturi (30) et en ce que l'ouverture est disposée par rapport à la buse de Venturi (30) de telle façon que le carburant ramené puisse être partagé en deux flux partiels (20, 22), un flux partiel de carburant (22) pouvant être amené à la buse de Venturi (30) de la pompe à éjecteur (40) et l'autre flux partiel de carburant (20) pouvant être ramené au réservoir de carburant (2) de façon à provoquer, au moyen de son énergie cinétique, une turbulence du carburant (4) présent dans le réservoir de carburant (2) qui le mélange avec le carburant ramené (20).
  4. Système d'alimentation en carburant selon l'une des revendications précédentes, caractérisé en ce que l'installation d'injection est une installation d'injection à rampe commune.
  5. Système d'alimentation en carburant selon l'une des revendications précédentes, caractérisé en ce que l'ouverture (28, 60) est disposée face à la buse de Venturi (30) dans la paroi arrière (6) de la pompe à éjecteur (40).
  6. Système d'alimentation en carburant selon l'une des revendications précédentes, caractérisé en ce que la section de l'ouverture (28, 60) est variable ou, si la section d'ouverture de l'ouverture (28, 60) est constante, une soupape est montée en aval pour faire varier le volume du flux partiel de carburant (20) ramené dans le réservoir de carburant (2).
  7. Système d'alimentation en carburant selon la revendication 4, caractérisé en ce que l'ouverture variable (6) ou la soupape est associée à une unité de régulation pour la régulation du débit en volume.
  8. Système d'alimentation en carburant selon l'une des revendications 1 à 5, caractérisé en ce que la conduite de retour de carburant (16) est allongée à partir de l'ouverture (28, 60) disposée devant la pompe à éjecteur (40) jusqu'à l'intérieur du réservoir de carburant (2).
  9. Système d'alimentation en carburant selon l'une des revendications 1 à 6, caractérisé en ce que la pompe à éjecteur (40) est régulée en pression.
  10. Pompe à éjecteur (40), en particulier pour un système d'alimentation en carburant (1) selon l'une des revendications 1 à 8, avec une buse de Venturi (30) disposée en aval d'une entrée de pompe à éjecteur (42), une ouverture d'aspiration (48) de pompe à éjecteur disposée en aval dans le sens d'écoulement (X) de la buse de Venturi (30), une buse de rétention (50) disposée plus loin en aval et débouchant dans une sortie de pompe à éjecteur (52), l'entrée de pompe à éjecteur (42) présentant un raccord (54) pour une conduite de retour de carburant (16) et la sortie de pompe à éjecteur (52) pouvant déboucher dans un accumulateur de carburant (6) ou présentant un raccord (58) pour un tronçon de conduite de transfert de carburant, caractérisée en ce que la pompe à éjecteur (40) présente une ouverture (28, 60) disposée en amont de la buse de Venturi (30), au moyen de laquelle un flux de carburant (17) pouvant être amené à travers le raccord de conduite d'arrivée de carburant (54) peut être partagé en deux flux partiels (20, 22), un flux partiel (22) pouvant être amené à la buse de Venturi (30) et l'autre flux partiel (20) pouvant être amené à un réservoir de carburant (2).
  11. Pompe à éjecteur selon la revendication 10, caractérisée en ce que l'ouverture (28, 60) est disposée en face de la buse de Venturi (30) dans la paroi arrière (62) de la pompe à éjecteur (40).
  12. Pompe à éjecteur selon la revendication 10 ou 11, caractérisée en ce que la section de l'ouverture (28, 60) est variable ou, si la section d'ouverture de l'ouverture (28, 60) est constante, une soupape est montée en amont, pour faire varier le volume du flux partiel de carburant (20) ramené dans le réservoir de carburant (2).
  13. Pompe à éjecteur selon l'une des revendications 10 à 12, caractérisée en ce que l'ouverture variable (28, 60) ou la soupape est associée à une unité de régulation pour la régulation du débit volumique.
  14. Pompe à éjecteur selon l'une des revendications 10 à 13, caractérisée en ce que la conduite de retour de carburant (16) est allongée de l'ouverture (28, 60) disposée avant la pompe à éjecteur (40) jusqu'à l'intérieur du réservoir de carburant (2).
  15. Pompe à éjecteur selon l'une des revendications 10 à 14, caractérisée en ce que la pompe à éjecteur (40) est régulée en pression.
EP20030029136 2002-12-21 2003-12-18 Système d'alimentation de carburant pour l'alimentation de carburant et pompe à jet correspondante Expired - Fee Related EP1433949B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2002160473 DE10260473A1 (de) 2002-12-21 2002-12-21 Kraftstoffzufuhrsystem für die Zufuhr von Kraftstoff sowie Saugstrahlpumpe hierfür
DE10260473 2002-12-21

Publications (3)

Publication Number Publication Date
EP1433949A2 EP1433949A2 (fr) 2004-06-30
EP1433949A3 EP1433949A3 (fr) 2006-04-12
EP1433949B1 true EP1433949B1 (fr) 2012-02-15

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Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10329268A1 (de) * 2003-06-30 2005-01-20 Robert Bosch Gmbh Vorrichtung zum Fördern von Kraftstoff aus einem Vorratsbehälter zu einer Brennkraftmaschine
DE10329265A1 (de) * 2003-06-30 2005-01-20 Robert Bosch Gmbh Vorrichtung zum Fördern von Kraftstoff aus einem Vorratsbehälter zu einer Brennkraftmaschine
DE102011075230A1 (de) 2011-05-04 2012-11-08 Robert Bosch Gmbh Strahlpumpe zum Fördern von Kraftstoff
DE102012210995A1 (de) * 2012-06-27 2014-01-02 Robert Bosch Gmbh Saugstrahlpumpe mit integriertem Filtermodul
DE102014209097A1 (de) * 2014-05-14 2015-11-19 Robert Bosch Gmbh Vorrichtung zum Fördern von Kraftstoff für ein Kraftfahrzeug
US20200003166A1 (en) * 2018-07-02 2020-01-02 Delphi Technologies Ip Limited Fuel system having a jet pump

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4860714A (en) * 1986-08-20 1989-08-29 Whitehead Engineered Products, Inc. In-tank fuel pump assembly for fuel-injected engines
US4834132A (en) * 1986-09-25 1989-05-30 Nissan Motor Company, Limited Fuel transfer apparatus
JPH066932B2 (ja) * 1988-12-26 1994-01-26 堀江金属工業株式会社 燃料ポンプユニット
DE4426667A1 (de) * 1994-07-28 1996-02-01 Bosch Gmbh Robert Vorrichtung zum Fördern von Kraftstoff aus einem Vorratsbehälter zur Brennkraftmaschine eines Kraftfahrzeuges
JP3820579B2 (ja) * 1997-12-02 2006-09-13 株式会社デンソー 燃料供給装置

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EP1433949A2 (fr) 2004-06-30
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