EP1750007A1 - Système d'alimentation de carburant - Google Patents

Système d'alimentation de carburant Download PDF

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Publication number
EP1750007A1
EP1750007A1 EP06117165A EP06117165A EP1750007A1 EP 1750007 A1 EP1750007 A1 EP 1750007A1 EP 06117165 A EP06117165 A EP 06117165A EP 06117165 A EP06117165 A EP 06117165A EP 1750007 A1 EP1750007 A1 EP 1750007A1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
line
supply system
fuel supply
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Withdrawn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
EP06117165A
Other languages
German (de)
English (en)
Inventor
Peter Schelhas
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1750007A1 publication Critical patent/EP1750007A1/fr
Withdrawn legal-status Critical Current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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/54—Arrangement of fuel 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
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/14—Feeding by means of driven pumps the pumps being combined with other apparatus

Definitions

  • the invention is based on a fuel supply system for supplying fuel for an internal combustion engine, in particular of a motor vehicle, with at least one fuel pump, by means of which fuel from a fuel reservoir in a communicating with a fuel meter or with a pressure booster pump pressure range is conveyed, via which the fuel in reach a combustion chamber of the internal combustion engine, at least one of the pressure in the pressure range regulating and / or controlling pressure regulator, wherein depending on the pressure supplied via a flow line, prevailing in the pressure range, a valve closure member against the action of at least one of these in the closed position urging spring element of a valve seat an opening position can be lifted in order to return fuel into a return line connected to the fuel reservoir, wherein the valve closing member also depends on one in another Pressure chamber of the pressure regulator prevailing pressure in its closed position or in its open position is urged, according to the preamble of claim 1.
  • the pressure in the fuel rail is adjusted as needed by the actual fuel pressure measured by a pressure sensor, compared within a controller with a stored in a map target fuel pressure and depending on the control difference, the speed of the fuel pump is changed.
  • a pressure sensor compared within a controller with a stored in a map target fuel pressure and depending on the control difference, the speed of the fuel pump is changed.
  • the system pressure can be varied despite the pressure regulator, which can not be regulated. Because the system pressure then depends on whether the pressure prevailing in the flow line and / or in the return line pressure is fed into the further pressure chamber or if it is relieved of pressure, so that with the help of the invention at least two different system pressures can be represented, which adjust the mechanical pressure regulator can without pressure sensors or an electronic control system would be necessary. Consequently, with the aid of the invention, the system pressure can be varied in a simple and cost-effective manner.
  • the pressure regulator is a diaphragm pressure regulator and the valve closing member is supported by a membrane which at least partially limits the two pressure chambers.
  • the means are arranged, for example, in a pressure line branching from the flow line and / or from the return line and opening into the further pressure chamber ,
  • the means may include at least one solenoid valve which connects the further pressure chamber on the one hand to the flow line and / or with the return line or on the other hand with a pressure sink, preferably, the solenoid valve is formed by a 2/3-way solenoid valve.
  • the 2/3-way solenoid valve switches the pressure prevailing in the return line of the diaphragm pressure regulator into the further pressure chamber; in the second switching position, the latter is connected to the pressure sink, so that corresponding to the number of switching positions of the 2/3-way solenoid valve two system pressures can be displayed.
  • the 2/3-way solenoid valve is preferably controlled by a central engine control unit of the internal combustion engine.
  • the means may include a 2/2-way solenoid valve which blocks or switches a flow connection from the return line to the further pressure chamber or a throttle with a fixed flow cross section, via which the further pressure chamber communicates with the fuel reservoir.
  • the 2/2-way solenoid valve is clocked by the engine control unit, for example, to generate a certain pressure in the further pressure chamber.
  • the adjusted system pressure then depends, among other things, on the opening time of the 2/2-way solenoid valve and the flow cross-section of the fixed throttle.
  • a further embodiment provides that the means include a variably adjustable with respect to their flow cross-section throttle and a throttle with a fixed flow cross-section, via which the further pressure chamber communicates with the fuel reservoir. Then, the pressure in the further pressure chamber can be varied continuously depending on the flow cross section set on the throttle, wherein the outflow of the fuel is carried out by the fixed throttle. Depending on the required system pressure range, the person skilled in the art can determine the range of the adjustable flow cross section and the flow cross section of the fixed throttle.
  • the activation of the means may be effected as a function of an actual pressure measured by a pressure sensor arranged in the pressure region.
  • a control signal to a throttle having a variable flow cross-section similar to the previous embodiment is output to continuously regulate the pressure in the system pressure range as needed.
  • the fuel supply system denoted overall by 1 in FIG. 1 is used, for example, for supplying fuel to an internal combustion engine of a vehicle and includes, as essential components, a tank installation unit 6 held within a swirl pot 2 of a fuel tank 4 comprising a fuel pump 8 with a suction filter 10 on the intake side, referring to the fuel pump 8 arranged in a pressure-side pressure line 12 check valve 14, a fuel filter 15 and a fuel injector 16 in fluid communication with fuel injectors 18 or a gasoline or diesel high-pressure pump.
  • a flow line 22 of a pressure regulator 24, in particular a diaphragm pressure regulator is dependent on the pressure supplied via the flow line 22, prevailing in the pressure line 12, a valve closure member 26 against the action of this urging in the closed position spring element 28 from a valve seat 30 in an open position to fuel in one with the swirl pot. 2 the fuel tank 4 in conjunction return return line 32 hinderzu birthdayn.
  • the opening pressure at which the valve closing member 26 lifts from the valve seat 30, also depends on the spring rate of the spring element 28, which is preferably designed here as a helical spring.
  • the valve closure member 26 is supported by a diaphragm 34, which divides a housing 36 of the diaphragm regulator 24 into two pressure chambers, namely into an upper pressure chamber 38, in which the helical spring 28 is accommodated and a lower pressure chamber 40 in FIG. in which the flow line 22 opens and in which the valve seat 30 is formed on a tubular, inwardly directed formation 42 of the housing bottom, which communicates with the return line 32 in flow communication.
  • the diaphragm 34 is attached with its edges to the housing 36 of the diaphragm pressure regulator 24 and is so elastic that the valve closure member 26 can lift off the valve seat 30 to a flow connection between the flow line 22nd and the return line 32. It also forms a pressure application surface for the pressure prevailing in the two pressure chambers 38, 40 respectively.
  • Not least means are provided, through which the upper pressure chamber 38 can be acted upon by a prevailing in the flow line 22 and / or in the return line 32 pressure or relieved of this pressure.
  • these means are arranged in a branching from the return line 32 and opening into the upper pressure chamber 38 pressure line 44 and consist in a solenoid valve 46, which connects the upper pressure chamber 38 with the return line 32 or with a pressure sink.
  • This functionality can be realized, for example, by a spring-loaded 2/3-way solenoid valve 46, with its first connection to the return line 32, its second connection to the upper pressure chamber 38 and its third connection to a pressure sink 48 or to the atmosphere in flow communication.
  • the 2/3-way solenoid valve switches the pressure prevailing in the return line 32 of the diaphragm pressure regulator 24 into the upper pressure chamber 38; in the second switching position, the latter is connected to the pressure sink 48.
  • the 2/3-way solenoid valve 24 is controlled by a control unit, which is preferably formed by a central engine control unit 50 of the internal combustion engine.
  • a Saugstrahlpumpentechnisch 54 which, for example, in several, preferably in two individual lines 56 branching in each branch 56 includes a fuel-carrying suction jet pump 58, wherein the individual lines 56 open into the swirl pot 2.
  • the swirl pot 2 serves on the one hand as a fuel reservoir, to prevent, that with strong lateral acceleration, the fuel pump 8 can suck for a short time no more fuel, because this centrifugal force is concentrated in a remote from the suction side portion of the fuel tank 4.
  • the suction jet pumps 58 draw fuel from the area of the fuel tank 4 located outside the swirl pot 2 into the two individual lines 56 and provide a constant fuel level within the swirl pot 2 in a known manner.
  • the pressure in the return line 32 will continue regulated by a pressure regulator 60, preferably by a ball-and-spring valve.
  • the operation of the fuel supply system 1 is as follows: During load operation of the internal combustion engine, the fuel pump 8 sucks fuel from the swirl pot 2, the fuel flow under the effect of the fuel pressure, the check valve 14th opens and a portion of the fuel flow is supplied at the branch point 20 via the pressure line 12 to the fuel rail 18 to be injected via the injectors 16 in combustion chambers of the internal combustion engine. The other part of the fuel flow passes via the feed line 22 into the lower pressure chamber 40 of the diaphragm pressure regulator 24 and there builds up on the diaphragm 34 thereupon a pressure which corresponds to the system pressure in the pressure line 12.
  • the spring force of the coil spring 28 and the pressure force resulting from the pressure in the upper pressure chamber 38 acts on the one hand, the spring force of the coil spring 28 and the pressure force resulting from the pressure in the upper pressure chamber 38.
  • This pressure depends on the respective switching position of the 2/3-way solenoid valve 46, which is controlled by the engine control unit 50. If it is in the first switching position, the pressure prevailing in the return line 32 in the upper pressure chamber 38 is switched through. In the second switching position, however, there is the atmospheric pressure because the 2/3-way solenoid valve connects the pressure sink 48.
  • the system pressure in the pressure line 12 is accordingly variable depending on the switching position of the 2/3-Wegemagnetventis in two stages, wherein 34 sets a fixed pressure ratio, depending on whether in the upper pressure chamber 38 atmospheric pressure or the pressure in the Return line 32 prevails.
  • the valve closing member 26 holds the valve seat 30 closed. Otherwise, the pressure prevailing in the lower pressure chamber system pressure above a predetermined pressure, which depends inter alia on the switching position of the 3/2-way solenoid valve 46 and the spring rate of the coil spring 28, so lifts the valve closure member 26 from the valve seat 30 and excess fuel can over the return line 32 to flow back into the fuel tank 4. As a result, the suction jet pumps 58 can also suck fuel into the swirl pot 2 from the region of the fuel tank 4 located outside the swirl pot 2.
  • a controllable from the engine control unit 50 choke 62 or a proportional control valve with variably adjustable flow cross-section is arranged in the branching from the return line 32 and opening into the upper pressure chamber 38 pressure line 44, wherein the flow cross-section of zero, ie locked pressure line 44th is adjustable up to a maximum value.
  • the Upper pressure chamber 38 via a line 63 to the swirl pot 2 in conjunction, in which a fixed throttle 64 is arranged with a constant flow cross-section.
  • the pressure in the upper pressure chamber 38 can be varied continuously depending on the respectively set at the throttle 62 flow cross-section, the outflow of the fuel through the fixed throttle 64 takes place.
  • the person skilled in the art can determine the range of the adjustable flow cross section of the throttle 62 and the flow cross section of the fixed throttle 64.
  • a 2/2-way solenoid valve 62 may be provided in the pressure line 44, which either blocks the connection between the return line 32 and the upper pressure chamber 38 or unlocks.
  • the fixed throttle 64 is still present.
  • the 2/2-way solenoid valve is clocked by the engine control unit 50, for example, to generate a certain pressure in the upper pressure chamber 38. Then, the system pressure regulated in the pressure line 12 depends inter alia on the opening time of the 2/2-way solenoid valve and on the flow cross-section of the fixed throttle 64.
  • a pressure sensor 66 measures the actual system pressure in the pressure line 12 and sends via a signal line 68 a corresponding signal to the central engine control unit 50, in which it depends on a control difference between the actual system pressure and an on-demand target System pressure is output via an electrical line 70, a control signal to a throttle 62 having a variable flow cross-section analogous to the embodiment of Figure 2 to continuously regulate the system pressure in the pressure line 12 as needed.
  • the pressure line 44 opening into the upper pressure chamber 38 does not branch off from the return line 32 but from the feed line 22, so that the system pressure of the pressure line 12 can be present in the upper pressure chamber 38. It is also conceivable to partially divert the pressure introduced into the upper pressure chamber 38 from the return line 32 and from the supply line 22.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP06117165A 2005-08-02 2006-07-13 Système d'alimentation de carburant Withdrawn EP1750007A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200510036188 DE102005036188A1 (de) 2005-08-02 2005-08-02 Kraftstoffversorgunssystem

Publications (1)

Publication Number Publication Date
EP1750007A1 true EP1750007A1 (fr) 2007-02-07

Family

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Family Applications (1)

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EP06117165A Withdrawn EP1750007A1 (fr) 2005-08-02 2006-07-13 Système d'alimentation de carburant

Country Status (2)

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EP (1) EP1750007A1 (fr)
DE (1) DE102005036188A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009049999A1 (fr) * 2007-10-12 2009-04-23 Robert Bosch Gmbh Installation d'alimentation en carburant et soupape de délestage pour installation d'alimentation en carburant

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009002294A (ja) 2007-06-25 2009-01-08 Aisan Ind Co Ltd 燃料供給装置
JP2010185449A (ja) * 2009-01-13 2010-08-26 Aisan Ind Co Ltd 燃料供給装置
DE102010039547B4 (de) 2010-08-20 2023-02-02 Robert Bosch Gmbh Vorrichtung zum Fördern von Kraftstoff aus einem Vorratsbehälter zu einer Brennkraftmaschine
DE102010062075A1 (de) 2010-11-26 2012-05-31 Robert Bosch Gmbh Tankanordnung mit mechanischem Druckregler sowie Fahrzeug

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1934703A1 (de) * 1969-07-09 1971-02-18 Bosch Gmbh Robert Kraftstoffeinspritzanlage fuer gemischverdichtende,fremdgezuendete Brennkraftmaschinen
GB2014238A (en) * 1978-02-10 1979-08-22 Audi Ag Fuel Injection System for a Mixture Compressing I.C. Engine
US4829964A (en) 1986-06-03 1989-05-16 Mitsubishi Denki Kabushibi Kaisha Fluid pressure regulator
US5794597A (en) * 1995-03-09 1998-08-18 Robert Bosch Gmbh Device for supplying internal combustion engine with fuel from supply container
DE19805070A1 (de) * 1998-02-09 1999-08-12 Bosch Gmbh Robert Kraftstoff-Fördermodul für eine Benzindirekteinspeisung einer Brennkraftmaschine mit einem Ventil

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1934703A1 (de) * 1969-07-09 1971-02-18 Bosch Gmbh Robert Kraftstoffeinspritzanlage fuer gemischverdichtende,fremdgezuendete Brennkraftmaschinen
GB2014238A (en) * 1978-02-10 1979-08-22 Audi Ag Fuel Injection System for a Mixture Compressing I.C. Engine
US4829964A (en) 1986-06-03 1989-05-16 Mitsubishi Denki Kabushibi Kaisha Fluid pressure regulator
US5794597A (en) * 1995-03-09 1998-08-18 Robert Bosch Gmbh Device for supplying internal combustion engine with fuel from supply container
DE19805070A1 (de) * 1998-02-09 1999-08-12 Bosch Gmbh Robert Kraftstoff-Fördermodul für eine Benzindirekteinspeisung einer Brennkraftmaschine mit einem Ventil

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009049999A1 (fr) * 2007-10-12 2009-04-23 Robert Bosch Gmbh Installation d'alimentation en carburant et soupape de délestage pour installation d'alimentation en carburant

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