EP1576272B1 - Systeme d'alimentation en carburant sans reflux - Google Patents

Systeme d'alimentation en carburant sans reflux Download PDF

Info

Publication number
EP1576272B1
EP1576272B1 EP03799428A EP03799428A EP1576272B1 EP 1576272 B1 EP1576272 B1 EP 1576272B1 EP 03799428 A EP03799428 A EP 03799428A EP 03799428 A EP03799428 A EP 03799428A EP 1576272 B1 EP1576272 B1 EP 1576272B1
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
supply system
region
return
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.)
Expired - Lifetime
Application number
EP03799428A
Other languages
German (de)
English (en)
Other versions
EP1576272A1 (fr
Inventor
Peter Schelhas
Andreas Herforth
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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
Priority claimed from DE10327562A external-priority patent/DE10327562A1/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1576272A1 publication Critical patent/EP1576272A1/fr
Application granted granted Critical
Publication of EP1576272B1 publication Critical patent/EP1576272B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • 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
    • F02M37/106—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir the pump being installed in a sub-tank
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • 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
    • F02M2037/085—Electric circuits therefor
    • F02M2037/087—Controlling fuel pressure valve

Definitions

  • the invention is based on a non-return fuel supply system according to the preamble of claim 1.
  • a fuel supply system fuel is pumped from a fuel tank from a fuel pump via a pressure line to a fuel rail on the engine with injectors or to a gasoline or diesel high pressure pump.
  • Modern fuel supply systems have a tank installation unit inserted into the fuel tank, in which the fuel pump, a suction filter and a pot are integrated as a fuel reserve, which is filled by one or more suction jet pumps. Consequently, the suction jet pumps ensure that even when the fuel level in the fuel tank drops, the pot for providing the reserve fuel is always completely filled.
  • the suction jet pumps are arranged in the branched off from the pressure line Saugstrahlpumpentechnisch, which opens into the pot.
  • a return line branches from the fuel rail, leading back into the fuel tank.
  • the fuel quantity not required by the internal combustion engine then flows through the fuel distributor via the return line back into the fuel tank.
  • no return line from the fuel rail to provided the fuel tank is adjusted as needed by the actual fuel pressure measured by a pressure sensor, compared within a control unit with a stored in a map target fuel pressure and depending on the control difference, the speed of the fuel pump is changed.
  • a downstream of the fuel pump check valve in the pressure line ensures a seal of the pressure distribution containing the fuel rail.
  • the control function takes place as long as the internal combustion engine is operated under load and a consumption amount of fuel is called up.
  • Another type of pressure relief valve is closed during operation, so that after a phase of non-promotion and at the beginning of load operation because of the sudden onset of pressure increase over-greasing and higher pressure due to the higher leaks at the injectors higher HC emissions can occur.
  • the opening pressure in both types of pressure relief valves can not be varied during operation.
  • the solenoid valve can be included in the electronic control of the internal combustion engine, which is a control of the system pressure and the amount of fuel in allows all operating conditions of the internal combustion engine, in particular during the shift operation and at a standstill.
  • the electrically actuated solenoid valve depending on the opening duration variable opening pressures are adjustable. This is particularly advantageous for the compensation of temperature-induced pressure changes.
  • electrically actuated solenoid valves eliminates the need for constant flushing, which is why the fuel pump can be made smaller and significantly reduces the risk of contamination of the valve seat.
  • the solenoid valve is interposed between the check valve and the ejector and is driven by a central engine control unit, wherein the control of the solenoid valve in response to the pressure measured by a pressure sensor arranged in the pressure region.
  • the solenoid valve is integrated into the electronic engine control, whereby variable opening pressures can be realized.
  • the pressure range associated with injectors is preferably formed by a pressure line connecting the fuel pump to the injectors.
  • an input of the solenoid valve is connected to the pressure range and an output to the ejector.
  • the solenoid valve is de-energized closed during a standstill phase of the internal combustion engine and otherwise open, for example, during normal operation under load and energized during the coasting operation.
  • the solenoid valve is opened by signals from the engine control unit in order to keep the pressure in the pressure line constant.
  • the electronic control of the solenoid valve, in particular, the holding pressure during coasting and engine downtime can be set arbitrarily. However, this also means that the function of the engine control unit must be temporarily maintained even during the stoppage phase of the internal combustion engine.
  • the solenoid valve is formed by a 2/3 way valve, of which an input to the pressure line, a first output to the suction jet pump and a second output is connected to a pressure relief valve.
  • This 2/3 way valve is controlled by the engine control unit such that it connects the input to the second output in the de-energized state and the input to the first output when energized. Consequently, at standstill of the engine and de-energized deactivated engine control unit, the 2/3 way valve automatically, for example, by spring preload, in its de-energized position, in which the pressure line is connected to the pressure relief valve, via which then pressure is reduced. In normal load operation or coasting of the internal combustion engine, however, the 2/3 way valve is energized by the engine control unit, so that the suction jet pump is connected to the pressure line.
  • the control of the solenoid valve takes place as a function of a degree of filling of the second region the fuel reservoir forming fuel tank with fuel.
  • the pot forming the first region of the fuel reservoir and receiving the fuel pump is then arranged as a reservoir for the reserve fuel. If the solenoid valve is closed when the fill level of the fuel tank is in a range between maximum charge and a level substantially flush with an upper rim of the pot, the fuel will no longer travel past the fuel injector via the closed solenoid valve promoted in the pot. Rather, the fuel then flows to compensate for levels from the fuel tank over the edge of the pot in this.
  • the ejector With sufficient filling level of the fuel tank, the ejector can therefore be put out of operation, resulting in a significant reduction in the required by the fuel pump power, in an increase in system efficiency, in a lower electrical system load, in a lower tank heating and in a longer life of the fuel pump.
  • a further embodiment provides that the solenoid valve is formed by a switching valve, which is controlled clocked to control the driving pressure of the suction jet pump.
  • the solenoid valve may also be a proportional valve, which is controlled to control the driving pressure of the suction jet pump. In both cases, the suction jet pump can always be operated in a region of highest efficiency.
  • the solenoid valve in the sense of a multiple function not only for a particularly advantageous control of the system pressure and the amount of fuel during coasting and at a standstill but also for further energy-saving measures.
  • the generally designated 1 in Fig.1 return-free fuel supply system is used for example for fueling an internal combustion engine of a vehicle and includes as essential components held within a swirl pot 2 of a fuel tank 4 tank installation unit 6 comprising a fuel pump 8 with a suction side filter 10, based on the fuel pump 8 disposed in a pressure-side pressure line 12 check valve 14 and a fuel injector 16 in fluid communication with fuel injectors 18 or a gasoline or diesel high-pressure pump.
  • a pressure sensor 20 measures the actual pressure in the pressure line 12 and sends via a signal line 22 a corresponding signal to a control unit, which is preferably formed by a central engine control unit 24 (MOTRONIC) and in which is controlled as a function of a control difference between the actual pressure and a demand-based desired pressure via an electrical line 26, a control signal to an electronic, connected to the fuel pump 8 via electrical lines 28 fuel pump controller 30 to the pressure in the pressure line 12 via the Regulate fuel pump 8 demand-dependent.
  • MOTRONIC central engine control unit 24
  • downstream portion of the pressure line 12 branches off at a branch point 32 from a Saugstrahlpumpentechnisch 34, which branches, for example in several, preferably in two individual lines 36 branching in each branch 36 a fuel-carrying suction pump 38, wherein the individual lines 36 open into the swirl pot 2.
  • the swirl pot 2 serves on the one hand as a fuel reservoir, on the other hand it prevents that with strong lateral acceleration the fuel pump 8 can no longer suck fuel for a short time, because this centrifugal force is concentrated in a remote from the suction side portion of the fuel tank 4.
  • the suction jet pumps 38 suck fuel from the area of the fuel tank 4 located outside the swirl pot into the two individual lines 36 and ensure a constant fuel level within the swirl pot 2 in a known manner.
  • an electrically actuated solenoid valve 40 Arranged in the suction jet pump line 34 branching off from the pressure line 12 is an electrically actuated solenoid valve 40, which is controlled by the central engine control unit 24 via a control line 42, preferably as a function of the measured pressure in the pressure line 12, the temperature of the fuel, the level and / or the engine operating conditions is controlled.
  • the solenoid valve 40 is designed to open or close the cross section of the suction jet pump line 34.
  • the solenoid valve 40 is preferably closed and energized closed open.
  • the operation of the fuel supply system 1 is as follows: In load operation of the internal combustion engine, the fuel pump sucks 8 fuel from the swirl pot 2, wherein the fuel flow opens the check valve 14 under the effect of fuel pressure and a portion of the fuel flow at the branch point 32 in the Saugstrahlpumpen Koch 34th flows.
  • the engine control unit 24 energizes the solenoid valve 40, whereupon this is switched to the open position, so that the suction jet pumps 38 fuel the region of the fuel tank 4 located outside of the swirl pot 2 can suck into the swirl pot 2.
  • the other part of the fuel flow is fed to the fuel meter 18 as required depending along the pressure line 12 in order to be injected via the injection valves 16 into combustion chambers of the internal combustion engine.
  • the engine control unit 24 switches the solenoid valve 40 de-energized, whereupon it closes. Consequently, the arranged downstream of the check valve 14 portion of the pressure line 12 and the upstream of the solenoid valve 40 disposed portion of the Saugstrahlpumpen Koch 34 is sealed by the closed injectors 16, the closed solenoid valve 40 and by the closed fuel pump 8 towards the check valve 14 against the environment, the Pressure of existing in these sections amount of fuel to be kept constant. Ternperatur myself however, the holding pressure may be too high, which is detected by the pressure sensor 20 and reported to the central engine control unit 24. Then, the solenoid valve 40 is briefly switched by the engine control unit 24 by a current pulse in the open position to reduce the predetermined holding pressure.
  • a solenoid valve here a 2/3 way valve 44 is used, of which an input 46 to the pressure line 12, a first output 48 to the suction jet 38 and a second output 50 is connected to a pressure relief valve 52.
  • the 2/3 way valve 44 is controlled by the central engine control unit 24 such that it connects the input 46 to the second output 50 in the de-energized state and the input 46 to the first output 48 when energized.
  • the 2/3-way valve 44 is de-energized during a standstill phase of the internal combustion engine and otherwise energized, ie in load operation and in overrun operation.
  • the 2/3-way valve 44 automatically, for example by spring preload, in its de-energized position, in which the pressure line 12 is connected to the pressure relief valve 52, via which then pressure can be reduced.
  • the 2/3 way valve 44 is energized by the engine control unit 24, so that the suction jet pumps 38 are connected to the pressure line 12.
  • the control of the solenoid valve 40 takes place in dependence on a degree of filling of the fuel tank 4 with fuel. If the solenoid valve 40 is closed, when the filling level of the fuel tank 4 is in a range between maximum filling and a level that is substantially flush with an upper edge 54 of the swirl pot 2, the fuel is no longer beyond that through the closed solenoid valve 40 except Operation set Saugstrahlpumpen 38 from the fuel tank 4 in the swirl pot 2 promoted. Rather, the fuel then flows to level compensation from the fuel tank 4 via the edge 54 of the swirl pot 2 in this. With sufficient degree of filling of the fuel tank 4, the suction jet pumps 38 can thus be put out of operation. Further, it is possible to vary the shutdown pressure as a function of the temperature and / or of the engine operating conditions.
  • the decommissioning of the Saugstrahlpumpen 38 and the variation of the Abstelltiks can also by the 3/2-way valve 44 according to the second embodiment 2, if it is switched in the above-described, sufficient water level in the fuel tank 4 such that the input 46 is connected to the second output 50, which opens into the pressure relief valve 52. Then, the part of the suction jet pump line 34 located downstream of the 2/3-way valve 44 is shut off to a predetermined pressure level, so that the suction jet pumps 38 are no longer supplied with fuel.
  • the solenoid valves 40, 44 are preferably switching valves, they can be controlled clocked to control the motive pressure of the ejector 38.
  • the solenoid valve 40, 44 may also be a proportional valve, which is controlled to control the driving pressure of the suction jet pump. By controlling the driving pressure, the suction jet pump 38 can then always be operated in a region of highest efficiency.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Jet Pumps And Other Pumps (AREA)

Abstract

L'invention concerne un système d'alimentation en carburant (1) sans reflux destiné à un moteur à combustion interne, en particulier d'un véhicule automobile, qui comprend une pompe à carburant (8), au moyen de laquelle le carburant peut être pompé d'une première zone d'un réservoir à carburant pour être conduit dans une zone sous pression (12) communiquant avec un distributeur de carburant (18) ; au moins une pompe à jet aspirant (38), qui est traversée par le carburant transporté par une conduite de pompe à jet aspirant (34) au moyen de la pompe à carburant (8), au moyen de laquelle du carburant peut être amené d'une seconde région (4) du réservoir à carburant jusqu'à la première région (2) ; au moins un moyen (20, 24, 30) servant à régler et/ou commander la pression dans la zone sous pression (12) ; et au moins un clapet de non-retour (14), au moyen duquel au moins une partie de la région sous pression (12) peut être fermée par rapport à la pompe à carburant (8). Selon l'invention, ledit moyen (20, 24, 30) de régulation et/ou de commande de la pression dans la zone sous pression contient au moins une électrovanne (40; 44) qui est placée en aval du clapet de non-retour (14), dans la conduite de pompe à jet aspirant (34).

Claims (16)

  1. Système d'alimentation en carburant sans reflux (1) pour un moteur à combustion interne, comportant :
    - au moins une pompe à carburant (8) transférant le carburant d'une première zone (2) d'un réservoir de carburant dans une zone de pression (12) reliée à un répartiteur de carburant (18),
    - au moins une pompe à jet aspirant (38) parcourue par du carburant transporté par une conduite de pompe à jet aspirant (34) à l'aide de la pompe à carburant (8), et fournissant le carburant d'une seconde zone (4) du réservoir de carburant dans la première zone (2),
    - au moins un moyen (20, 24, 30) régulant et/ou commandant la pression dans la zone de pression (12), et
    - au moins un clapet anti-retour (14) bloquant au moins une partie de la zone de pression (12) contre la pompe à carburant (8),
    caractérisé en ce que
    les moyens (20, 24, 30) régulant et/ ou commandant la pression dans la zone de pression (12) comprennent au moins une électrovanne (40 ; 44) actionnée électriquement et agencée en aval du clapet anti-retour (14) dans la conduite de pompe à jet aspirant (34).
  2. Système d'alimentation en carburant sans reflux selon la revendication 1,
    caractérisé en ce que
    l'électrovanne (40 ; 44) est disposée entre le clapet anti-retour (14) et la pompe à jet aspirant (38).
  3. Système d'alimentation en carburant sans reflux selon la revendication 1 ou 2,
    caractérisé en ce que
    l'électrovanne (40 ; 44) est commandée par l'appareil de commande de moteur électronique (24).
  4. Système d'alimentation en carburant sans reflux selon la revendication 3,
    caractérisé en ce que
    la commande de l'électrovanne (40 ; 44) s'effectue en fonction de la pression mesurée par un capteur de pression (20) dans la zone de pression (12).
  5. Système d'alimentation en carburant sans reflux selon l'une quelconque des revendications précédentes,
    caractérisé en ce qu'
    une entrée de l'électrovanne (40) est reliée à la zone de pression (12) et une sortie à la pompe à jet aspirant (38).
  6. Système d'alimentation en carburant sans reflux selon la revendication 5,
    caractérisé en ce que
    l'électrovanne (40) est fermée et non alimentée pendant une phase d'arrêt du moteur à combustion interne et sinon est ouverte et alimentée.
  7. Système d'alimentation en carburant sans reflux selon l'une quelconque des revendications 1 à 4,
    caractérisé en ce que
    l'électrovanne est formée par une soupape à 2/3 voies (44) qui relie une entrée (46) à la zone de pression (12), une première sortie (48) à la pompe à jet aspirant (38) et une seconde sortie (50) à une soupape de limitation de pression (52).
  8. Système d'alimentation en carburant sans reflux selon la revendication 7,
    caractérisé en ce que
    la soupape à 2/3 voies (44) est commandée pour relier l'entrée (46) à la seconde sortie (50) à l'état non alimenté et l'entrée (46) à la première sortie (48) à l'état alimenté.
  9. Système d'alimentation en carburant sans reflux selon la revendication 8,
    caractérisé en ce que
    la soupape à 2/3 voies (44) est non alimentée pendant une phase d'arrêt du moteur à combustion interne et sinon est alimentée.
  10. Système d'alimentation en carburant sans reflux selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la zone de pression en liaison avec le répartiteur de carburant (18) est formée par une conduite de pression (12) qui relie la pompe à carburant (8) aux injecteurs (16) .
  11. Système d'alimentation en carburant sans reflux selon la revendication 10,
    caractérisé en ce que
    la conduite de pompe à jet aspirant (34) se sépare de la conduite de pression (12) en aval du clapet anti-retour (14).
  12. Système d'alimentation en carburant sans reflux selon l'une quelconque des revendications 1 à 3,
    caractérisé en ce que
    la commande de l'électrovanne (40 ; 44) s'effectue en fonction d'un degré de remplissage de la seconde zone (4) du réservoir de carburant avec le carburant.
  13. Système d'alimentation en carburant sans reflux selon la revendication 12,
    caractérisé en ce que
    la première zone du réservoir de carburant est formée par un pot (2) recevant la pompe à carburant (8) agencé dans la seconde zone (4) du réservoir de carburant.
  14. Système d'alimentation en carburant sans reflux selon la revendication 13,
    caractérisé en ce que
    l'électrovanne (40 ; 44) est fermée, si le niveau de remplissage de la seconde zone (4) du réservoir de carburant se situe dans une zone entre un remplissage maximal et un niveau d'huile qui s'aligne sensiblement avec un bord supérieur du pot, et sinon elle est ouverte.
  15. Système d'alimentation en carburant sans reflux selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'électrovanne (40 ; 44) est formée par une soupape de commutation qui est commandée de façon synchronisée pour réguler la pression d'entraînement de la pompe à jet aspirant (38).
  16. Système d'alimentation en carburant sans reflux selon l'une quelconque des revendications 1 à 3,
    caractérisé en ce que
    l'électrovanne est formée par une soupape proportionnelle (40 ; 44) qui est commandée pour réguler la pression d'entraînement de la pompe à jet aspirant (38).
EP03799428A 2002-12-07 2003-07-11 Systeme d'alimentation en carburant sans reflux Expired - Lifetime EP1576272B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10257280 2002-12-07
DE10257280 2002-12-07
DE10327562A DE10327562A1 (de) 2002-12-07 2003-06-18 Rücklauffreies Kraftstoffversorgungssystem
DE10327562 2003-06-18
PCT/DE2003/002336 WO2004053318A1 (fr) 2002-12-07 2003-07-11 Systeme d'alimentation en carburant sans reflux

Publications (2)

Publication Number Publication Date
EP1576272A1 EP1576272A1 (fr) 2005-09-21
EP1576272B1 true EP1576272B1 (fr) 2006-12-13

Family

ID=32509742

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03799428A Expired - Lifetime EP1576272B1 (fr) 2002-12-07 2003-07-11 Systeme d'alimentation en carburant sans reflux

Country Status (5)

Country Link
US (1) US7275524B2 (fr)
EP (1) EP1576272B1 (fr)
BR (1) BR0307288A (fr)
DE (1) DE50305995D1 (fr)
WO (1) WO2004053318A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10319660B4 (de) * 2003-05-02 2018-04-19 Robert Bosch Gmbh Vorrichtung zum Fördern von Kraftstoff aus einem Vorratsbehälter zu einer Brennkraftmaschine
DE102004049286A1 (de) * 2004-10-09 2006-04-20 Robert Bosch Gmbh Vorrichtung zum Fördern von Kraftstoff
WO2007115102A2 (fr) * 2006-03-29 2007-10-11 Robert Bosch Gmbh Systeme de carburant avec regulation de pression et decharge
EP1911962A1 (fr) * 2006-09-29 2008-04-16 Inergy Automotive Systems Research (SA) Double pompe a jet en une seule piece et systeme d'alimentation de carburant utilisant ladit pompe
DE102007039892A1 (de) * 2007-08-23 2009-02-26 Continental Automotive Gmbh Einspritzanlage für eine Brennkraftmaschine
DE102010062121A1 (de) * 2010-11-29 2012-05-31 Robert Bosch Gmbh Vorrichtung zum Fördern von Kraftstoff
US9097217B2 (en) * 2011-08-31 2015-08-04 Gm Global Technology Operations. Llc Propulsion systems and modules for vehicles
US20140338752A1 (en) * 2013-05-14 2014-11-20 Delphi Technologies, Inc. Fuel supply system and method for operating
DE102013212267A1 (de) * 2013-06-26 2014-12-31 Robert Bosch Gmbh Kraftstoff-Fördersystem mit Teildruckentlastungsventil an Treibleitung einer Saugstrahlpumpe
US10451013B2 (en) * 2015-08-20 2019-10-22 Ford Global Technologies, Llc Method for operating a dual lift pump system

Family Cites Families (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4926829A (en) * 1988-11-28 1990-05-22 Walbro Corporation Pressure-responsive fuel delivery system
DE4123367A1 (de) 1991-07-15 1993-01-21 Magenwirth Gmbh Co Gustav Einrichtung zum foerdern von kraftstoff aus einem behaelter
DE4224981C2 (de) * 1992-07-29 2003-06-26 Bosch Gmbh Robert Einrichtung zum Fördern von Kraftstoff aus einem Vorratstank zur Brennkraftmaschine eines Kraftfahrzeuges
DE4242242C2 (de) * 1992-12-15 2003-04-30 Bosch Gmbh Robert Vorrichtung zum Versorgen der Brennkraftmaschine eines Kraftfahrzeuges mit in einem Vorratstank vorhandenem Kraftstoff
US5732684A (en) * 1994-09-22 1998-03-31 Ford Global Technologies, Inc. Automotive fuel delivery system with pressure actuated auxiliary fuel pump
DE19540892A1 (de) * 1995-11-02 1997-05-07 Bayerische Motoren Werke Ag Kraftstoffanlage
DE19628580A1 (de) * 1996-07-16 1998-01-22 Mannesmann Vdo Ag Strömungsventil
US6024064A (en) * 1996-08-09 2000-02-15 Denso Corporation High pressure fuel injection system for internal combustion engine
DE19913477B4 (de) 1999-03-25 2004-08-26 Robert Bosch Gmbh Verfahren zum Betreiben einer Kraftstoffzuführeinrichtung einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE19950289A1 (de) * 1999-10-19 2001-04-26 Bosch Gmbh Robert Kraftstoffversorgungseinrichtung für eine Brennkraftmaschine eines Kraftfahrzeugs
DE19951132A1 (de) 1999-10-23 2001-05-10 Bosch Gmbh Robert Verfahren zum Ablassen des Kraftstoffdrucks in einem rücklauffreien Kraftstoffversorgungssystem
DE29922474U1 (de) * 1999-12-22 2001-05-03 Bosch Gmbh Robert Kraftstoffversorgungseinrichtung für eine Brennkraftmaschine eines Kraftfahrzeugs
DE10006622A1 (de) * 2000-02-15 2001-08-16 Bosch Gmbh Robert Kraftstoffversorgungseinrichtung für eine Brennkraftmaschine eines Kraftfahrzeugs
US6622707B2 (en) * 2000-06-28 2003-09-23 Delphi Technologies, Inc. Electronic returnless fuel system
US6532941B2 (en) 2000-08-29 2003-03-18 Delphi Technologies, Inc. Electronic returnless fuel system
IT1320684B1 (it) * 2000-10-03 2003-12-10 Fiat Ricerche Dispositivo di controllo della portata di una pompa ad alta pressionein un impianto di iniezione a collettore comune del combustibile di un
DE10058674A1 (de) 2000-11-25 2002-06-06 Bosch Gmbh Robert Verfahren, Computerprogramm und Steuer und/oder Regelgerät zum Betreiben einer Brennkraftmaschine
US6718948B2 (en) * 2002-04-01 2004-04-13 Visteon Global Technologies, Inc. Fuel delivery module for petrol direct injection applications including supply line pressure regulator and return line shut-off valve

Also Published As

Publication number Publication date
EP1576272A1 (fr) 2005-09-21
BR0307288A (pt) 2004-12-28
WO2004053318A1 (fr) 2004-06-24
US7275524B2 (en) 2007-10-02
DE50305995D1 (de) 2007-01-25
US20050175488A1 (en) 2005-08-11

Similar Documents

Publication Publication Date Title
DE19640826B4 (de) Speicherkraftstoffeinspritzvorrichtung und Druckregelvorrichtung hierfür
DE19528042B4 (de) Verfahren zum Steuern eines hydraulisch betätigten Brennstoffeinspritzsystems zum Starten eines Motors
EP1306548B1 (fr) Dispositif d'injection de carburant dont le réglage du débit est amélioré
DE102008001240A1 (de) Verfahren und Vorrichtung zur Steuerung eines Kraftstoffversorgungssystems
DE10155247B4 (de) Einspritzanlage mit Notlauffunktion
EP1825125B1 (fr) Procede d'exploitation d'un systeme d'alimentation en carburant pour moteur a combustion interne
DE102007017256A1 (de) Brennstoff-Zuführ-Vorrichtung für einen Motor und Steuerverfahren hierfür
DE102006000333B4 (de) Kraftstoffeinspritzsteuersystem, das einen unerwünschten Anstieg des Kraftstoffdrucks vermeidet
DE3436768A1 (de) Verfahren zur steuerung der kraftstoffeinspritzung bei brennkraftmaschinen und kraftstoffeinspritzsystem zur durchfuehrung des verfahrens
DE69816048T2 (de) Verfahren zur abgabe einer kleinen menge von brennstoff mit einer hydraulisch betätigten einspritzvorrichtung während getrennter einspritzung
DE102010016093A1 (de) Kraftstoffeinspritzerfassungsvorrichtung
WO2009056402A1 (fr) Procédé pour identifier un type de carburant
EP1576272B1 (fr) Systeme d'alimentation en carburant sans reflux
DE102005011114A1 (de) Druckakkumulations-Kraftstoffeinspritzsystem
DE102010064176A1 (de) Kraftstoffversorgungssystem für eine Brennkraftmaschine
EP2344750A1 (fr) Pompe haute pression a carburant pour moteur a combustion interne
DE102011005663A1 (de) Betriebsverfahren für eine Elektro-Kraftstoffpumpe eines Kraftstoffversorgungs-Systems
DE10341775B4 (de) Kraftstoffeinspritzsystem der Speicherbauart
DE102004011439A1 (de) Steuerungssystem zur Treibstoffeinspritzung einer Verbrennungskraftmaschine
DE19547877A1 (de) Kraftstoffhochdruckspeichersystem für ein in Brennkraftmaschinen eingesetztes Kraftstoffeinspritzsystem
DE102008002462A1 (de) Kraftstoffversorgungseinrichtung
DE102004002139A1 (de) Kraftstoffversorgungssystem für eine Brennkraftmaschine
DE112007001809T5 (de) Begrenzen des Pumpendurchsatzes während eines Überdrehzahl-Selbstaktivierungszustands
EP1124055B1 (fr) Système d'alimentation en carburant pour moteur à combustion
DE102010064181A1 (de) Kraftstoffversorgungssystem für eine Brennkraftmaschine mit einer Kraftstoff-pumpe

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20050707

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PT RO SE SI SK TR

RBV Designated contracting states (corrected)

Designated state(s): DE FR GB IT SE TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

RBV Designated contracting states (corrected)

Designated state(s): DE FR GB IT SE

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT SE

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 50305995

Country of ref document: DE

Date of ref document: 20070125

Kind code of ref document: P

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20070914

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20090727

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100712

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20120723

Year of fee payment: 10

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20120803

Year of fee payment: 10

Ref country code: IT

Payment date: 20120721

Year of fee payment: 10

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20130711

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20140331

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20130711

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20130731

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20130711

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20190924

Year of fee payment: 17

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 50305995

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210202