EP1847413B1 - Système d'alimentation en carburant pour véhicule - Google Patents

Système d'alimentation en carburant pour véhicule Download PDF

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Publication number
EP1847413B1
EP1847413B1 EP07105890A EP07105890A EP1847413B1 EP 1847413 B1 EP1847413 B1 EP 1847413B1 EP 07105890 A EP07105890 A EP 07105890A EP 07105890 A EP07105890 A EP 07105890A EP 1847413 B1 EP1847413 B1 EP 1847413B1
Authority
EP
European Patent Office
Prior art keywords
fuel
fuel supply
supply system
operating unit
return line
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.)
Not-in-force
Application number
EP07105890A
Other languages
German (de)
English (en)
Other versions
EP1847413A2 (fr
EP1847413A3 (fr
Inventor
Steffen Jahn
Bernd Schnell
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation 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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP1847413A2 publication Critical patent/EP1847413A2/fr
Publication of EP1847413A3 publication Critical patent/EP1847413A3/fr
Application granted granted Critical
Publication of EP1847413B1 publication Critical patent/EP1847413B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23K—FEEDING FUEL TO COMBUSTION APPARATUS
    • F23K5/00—Feeding or distributing other fuel to combustion apparatus
    • F23K5/02—Liquid fuel
    • F23K5/04—Feeding or distributing systems using pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/02—Bunkers; Tanks; Tenders; Water or fuel pick-up or scoop apparatus; Water or fuel supply fittings
    • 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
    • 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
    • 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
    • F02M37/18—Feeding by means of driven pumps characterised by provision of main and auxiliary pumps

Definitions

  • the present invention relates to a fuel supply system for a vehicle, in particular a rail vehicle, having a first fuel supply device, which comprises a fuel tank connectable to a buffer for fuel, wherein the first fuel supply means for supplying a fuel-consuming auxiliary operating unit of the vehicle is formed with fuel from the buffer. It further relates to a vehicle, in particular a rail vehicle, with a fuel supply system according to the invention.
  • auxiliary operating units In rail vehicles - but also in other vehicles - in addition to fuel consumption main operating units, such as drive motors or the like, also fuel-consuming auxiliary operating units, such as vehicle auxiliary heaters or the like available. These auxiliary operating units are usually designed so that they are operated even when the main operating unit is not in operation, for example, to produce useful heat. For this purpose, it is necessary to provide a fuel supply system which supplies the relevant auxiliary operating unit with fuel even when the main operating unit is switched off.
  • Such a generic fuel supply system for a vehicle parking heater is for example from the EP 0 718 487 A2 known.
  • a buffer is connected in the main fuel cycle between the engine and the fuel tank from which a fuel pump then delivers the fuel to the burner of the vehicle parking heater.
  • the buffer is arranged either in the engine return from the engine to the fuel tank, is returned in the unburned fuel in the fuel tank.
  • the buffer can also be arranged in the engine supply, so in the Kraftstoffansaug effet to the engine.
  • the cache is located in areas where there is an increased risk that the fuel entering the cache will contain air bubbles. So it may be with the arrangement in the engine return that the unburned fuel was mixed with the passage through the engine with air or other gases. When arranged in the engine supply, it may be that in the buffer fuel has been mixed with air or other gases via leakage points of the suction line. There are thus considerable effort and / or considerable waiting times for the degassing of the fuel to provide in the buffer to ensure reliable operation of the burner of the vehicle parking heater. This is all the more so as such burners are usually very sensitive to gas bubbles in the fuel.
  • the present invention is therefore based on the object to provide a fuel supply system or a vehicle of the type mentioned above, which does not have the disadvantages mentioned above, or at least to a much lesser extent and in particular in a simple and reliable way trouble-free operation of the auxiliary operating unit allows.
  • the present invention solves this problem starting from a fuel supply system according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that it is possible to achieve a simple and reliable reduction of the gas content of the fuel in the intermediate storage and thus trouble-free operation of the auxiliary operating unit, if the first fuel supply device comprises a first fuel pump, which directly supplies fuel is formed from the fuel tank in the buffer. This makes it possible to promote fuel without large detours or long intake lines with numerous potential contact points with gases directly from the fuel tank into the buffer. This significantly reduces the risk of the fuel being mixed with air or other gases.
  • the fuel supply device preferably comprises an intake opening, via which fuel is sucked out of the fuel tank by the first fuel pump.
  • the first fuel pump is then preferably arranged at least near the intake opening, so that the number of potential leakage points located on the intake side of the first fuel pump, via which gas could enter the fuel, is reduced in a simple manner by the short intake path.
  • the first fuel pump can even be a submersible pump, which reduces the risk of gas suction to a minimum.
  • a suction line may be provided which is at least largely free of potential leakage points.
  • the buffer can be any, preferably closed, fuel reservoir which has a sufficient size corresponding to the fuel requirement of the auxiliary operating unit.
  • the buffer is a fuel filter device, so that thanks to the functional integration of the filter and buffer a reduction of the installation space can be achieved:
  • Preferably used as a buffer the usually already existing fuel filter device of the auxiliary operating unit.
  • the gas content of the fuel in the buffer may optionally be dispensed with a venting of the buffer.
  • the intermediate memory has a venting connection.
  • a first return line from the buffer to the fuel tank is preferably provided.
  • the first return line is preferably provided in the region of the highest point of the intermediate store, preferably even in the region of the highest point of the first fuel supply device or even of the fuel supply system.
  • the first return line is then preferably in the region of a vent port of the buffer, preferably connected directly to a vent port of the buffer to ensure the reliable flushing of any existing gas from the buffer in a simple manner.
  • the first fuel pump can then be operated, inter alia, so that it at least temporarily promotes more fuel in the buffer than is taken from this, so at least temporarily at least a low return flow from the buffer is effected in the fuel tank.
  • the first fuel supply device comprises a second fuel pump, in particular a fuel pump of the auxiliary operating unit, which is designed to convey fuel from the intermediate storage into the auxiliary operating unit.
  • a second fuel pump in particular a fuel pump of the auxiliary operating unit, which is designed to convey fuel from the intermediate storage into the auxiliary operating unit.
  • a second fuel pump is provided, it is of particular advantage if there is no appreciable overpressure in the intermediate storage in the delivery mode of the second fuel pump by appropriate adjustment of the first fuel pump.
  • the second fuel pump which conveys out of the intermediate storage tank, is then not supplied with an interfering overpressure on the intake side, which could impair the function of the fuel supply of the auxiliary operating unit.
  • a second return line to the fuel tank is provided in the conveying direction after the second fuel pump, so that excess fuel can be returned to the fuel tank.
  • the second return line can be designed separately from the first return line possibly coming from the intermediate store.
  • the second return line preferably opens into this first return line.
  • the second return line then comprises in advantageous variants of the invention, a counter to the return direction blocking check valve and / or a, in particular adjustable, throttle valve.
  • the throttle valve allows the adjustment of the pressure at the fuel consumer of the auxiliary operating unit, for example, the burner of a vehicle heater.
  • the check valve prevents fuel from the first return line against the return direction via the second return line to the fuel consumer of the auxiliary operating unit can get.
  • the check valve can also take over the function of the adjustable throttle valve for space optimization via an adjustable bias.
  • the check valve in the second return line but also missing.
  • the connection of the second return line and the first return line is then preferably designed such that fuel from the first return line can not reach the fuel consumer of the auxiliary operating unit counter to the return direction via the second return line.
  • connection of the second return line and the first return line is then preferably designed so that a suction effect in the second return line is formed by the first return flow in the first return line (for example, according to the Bernoulli principle).
  • a suction effect in the second return line is formed by the first return flow in the first return line (for example, according to the Bernoulli principle).
  • the second return line opens at a right angle or at an acute angle in the first return line, that the second return flow in the second return line has a component in the direction of the first return flow.
  • a feed line to a fuel consumer of the auxiliary operating unit is provided in the conveyor direction after the second fuel pump, which comprises a, in particular electromagnetically operable, check valve.
  • the second fuel pump which comprises a, in particular electromagnetically operable, check valve.
  • the check valve may optionally be omitted.
  • a check valve in this second return line may be omitted, since the check valve prevents fuel from the first return line against the return direction via the second return line to the fuel consumer of the auxiliary operating unit can.
  • a controller connected to the first fuel pump which controls the delivery operation of the first fuel pump such that a Delivery operation of the first fuel pump takes place in a lead time interval before the operation of the auxiliary operating unit and / or takes place in a follow-up time interval after the operation of the auxiliary operating unit.
  • a comparable control can additionally or alternatively also be carried out for the second fuel pump. In this way it can be ensured on the one hand that before and after the operation of the auxiliary operating unit, a sufficient flushing of the buffer takes place. On the other hand, this limits the operating time and the delivery volume by the respective fuel pump or the buffer to a necessary level, which has a positive effect on the energy consumption and the life of the components used. This is especially true when a fuel filter is used as a buffer.
  • the auxiliary operating unit may be any auxiliary fuel consuming unit.
  • it may be an auxiliary engine.
  • the invention has a particularly advantageous effect if the auxiliary operating unit is a heater with a fuel-consuming burner, since such burners are particularly sensitive to gas bubbles in the fuel.
  • a second fuel supply device is provided, which is designed to supply a fuel-consuming main operating unit of the vehicle, in particular a drive motor of the vehicle, with fuel.
  • the supply of the main operating unit preferably takes place from the fuel tank. However, it may also be provided a separate additional fuel tank.
  • the first fuel supply device is preferably at least largely decoupled from the second fuel supply device in order to exclude as far as possible mutual interference or disruption of operation.
  • the first fuel supply device and the second fuel supply device then preferably already have separate intake lines for drawing in fuel from the fuel tank.
  • an initially common suction can be provided, which then branches before the first fuel pump.
  • the invention further relates to a vehicle, in particular a rail vehicle, with a fuel supply system according to the invention.
  • a vehicle in particular a rail vehicle
  • a fuel supply system according to the invention.
  • the vehicle 101 comprises a fuel supply system 102, via which a main operating unit in the form of a drive motor 103 of the vehicle 101 and an auxiliary operating unit in the form of a vehicle heater 104 of the vehicle 101 from a fuel tank 105 are supplied with fuel.
  • the fuel supply system 102 includes a first fuel supply device 106 for the vehicle heater 104.
  • This first fuel supply device 106 includes a first fuel pump 107, a buffer for fuel in the form of the fuel filter 108 of the vehicle heater 104 and a second fuel pump 109 of the vehicle heater 104.
  • one of the first fuel supply device 106 is provided with completely independent or decoupled second fuel supply device 110 for the drive motor 103 in order to exclude as far as possible a mutual interference or malfunction of the operation.
  • the decoupling of the first fuel supply device 106 and the second fuel supply device 110 goes so far that they each separate suction lines for drawing fuel from the fuel tank 105 and separate return lines for returning unused fuel into the fuel tank 105th exhibit. It is understood, however, that in other variants of the invention but also an initially common suction can be provided, which then branches before the first fuel pump. Likewise, the return lines of the first and second fuel supply devices can unite in front of the fuel tank. In both cases, then there is still a far-reaching decoupling within the meaning of the invention.
  • the first fuel pump 107 sucks the fuel via a comparatively short intake line 111.1 from the fuel tank 105, so that in other words the first fuel pump 107 is arranged close to the intake opening of the intake line 111.1.
  • the suction opening of the suction line 111.1 is again arranged in the region of the sump 105.1 of the fuel tank 105.
  • the suction line 111.1 is further a simple, continuous line piece without joints, branches or the like, which could form potential leakage points.
  • the first Kraftstoffpumpe- in accordance with secured execution may even be designed as a submersible pump, in which the suction line 111.1 then substantially eliminated and reduces the risk of suction of gas to a minimum.
  • the first fuel pump 107 delivers the sucked fuel via a supply line 111.2 directly, that is, without detours over other fuel-consuming components, in the serving as a buffer filter 108, which is designed for a throughput of about 3.5 l / min.
  • the first fuel pump 107 generates a slight overpressure, which is sufficient to compensate for the pressure gradient between the first fuel pump 107 and the filter 108, which is created by the flow resistance of the supply line 111.2. Consequently, even with complete filling of the filter no significant overpressure in the filter 108.
  • a correspondingly desired overpressure in the filter 108 can be set.
  • a first return line 111.3 is provided from the filter 108 to the fuel tank 105.
  • the first return line 111.3 is connected to a vent connection 108.1 of the filter 108 in order to ensure the reliable flushing out of possibly existing gas from the filter 108 in a simple manner.
  • the venting port 108.1 of the filter 108 is located at the highest point of the first fuel supply device 106 so that the entire first fuel supply device 106 can be vented via it.
  • the first fuel pump 107 is operated by a control unit 112 so that it at least temporarily promotes more fuel in the filter 108 as is taken from this. Thus, at least at times an at least low return flow from the filter 108 is effected in the fuel tank 105, with the possibly existing gas is flushed out of the filter 108.
  • the pressure in the supply line 111.2 is set so that there is a certain overpressure relative to the surroundings of the supply line 111.2. This ensures that even at potential leakage points of the supply line 111.2, no gas, z. As air, are sucked in from the environment of the supply line 111.2 and thus can get into the fuel. Junctions, branches or the like, which could form potential leakage points of the supply line 111.2, are therefore not critical with regard to the suction of gas, so that the supply line 111.2 can be arbitrarily long and of any shape.
  • the supply line 111.2 therefore preferably provides more than 40% of the conveying path, preferably more than 50% of the conveying path, more preferably more than 80% of the conveying path between the suction opening in the fuel tank 105 and the filter 108.
  • the control device controls the delivery mode of the first fuel pump 107 in the present example in such a way that the first fuel pump 107 delivers fuel into the filter 108 in a first lead time interval TV1 prior to operation of the vehicle heater 104 and in a first follow-up time interval TN1 after operation of the vehicle heater 104.
  • This ensures on the one hand that before and after the operation of the vehicle heater 104, a sufficient flushing of the filter 108 takes place.
  • the operating time and the delivery volume are limited by the first fuel pump 107 and the filter 108 to a necessary level, which has a positive effect on the Energy consumption and the life of the first fuel pump 107 and the filter 108 effects.
  • the second fuel pump 109 sucks degassed fuel via a further intake line 111.4 from the pressure-neutral filter 108 and delivers the sucked fuel via a further supply line 111.5 fuel-consuming burner 113 of the vehicle heater 104.
  • the burner 113 is in the present example to a fuel consumption of about 18 l / h.
  • the filter 108 of the vehicle heater 104 as a buffer results in a comparatively short conveying distance between the filter 108 and the burner 113.
  • This can be long intake routes and excessive pressure gradient in the conveyor line even with long to be bridged paths between the fuel tank 105 and the burner between the filter 108 and the burner 113, whereby the risk of introducing gas into the fuel is low and the second fuel pump 109 can be designed comparatively simple.
  • a second return line 111.6 branches off to the fuel tank 105 from the supply line 111.5, so that excess fuel can be returned to the fuel tank 105.
  • the second return line 111.6 opens in a connection region 111.7 in the first return line 111.3.
  • the second return line 111.6 comprises a check valve 114, which closes counter to the return direction, and an adjustable throttle valve 115.
  • the check valve 114 allows the adjustment of the operating pressure at the burner 113.
  • the check valve 114 opens at a differential pressure of about 0.3 bar and prevents fuel and / or expelled gas from the filter 108 from the first return line 111.3 against the return direction over the second Return line 111.6 can reach the burner 113.
  • the check valve can also take over the function of the adjustable throttle valve for space optimization via an adjustable bias.
  • FIG. 2 shows the design of the connection area 111.7 (detail D off FIG. 1 ) in an alternative variant of the invention.
  • the check valve 114 is missing in the second return line 111.6.
  • the connection region 111.7 is designed so that it is prevented that fuel and / or expelled gas from the filter 108 from the first return line 111.3 against the return direction via the second return line 111.6 can reach the burner 113.
  • the suction effect can be achieved solely by forming a correspondingly high flow velocity and thus a correspondingly low static pressure in the first return flow 111.8 in the first return line 111.3.
  • the suction effect can be increased by providing a reduction in the flow cross-section in the first return line 111.3 in the connection region 111.7 in the manner of a Venturi tube, as shown in FIG FIG. 2 is indicated by the dashed contour 111.10.
  • FIG. 3 shows an alternative design of the connection area 111.7 (detail D off FIG. 1 ) in a further variant of the invention.
  • the check valve 114 is missing in the second return line 111.6.
  • the only difference to the execution FIG. 2 consists in that the second return line 116 opens at an acute angle (0 ° ⁇ ⁇ 90 °) in the first return line 111.3, that the second return flow 111.9 has a component in the direction of the first return flow 108 coming from the filter 108. In this way, a further reduction of the probability can be achieved that a significant portion of the first return flow 111.8 penetrates into the second return line 111.6.
  • the control device controls the delivery operation of the second fuel pump 109 in the present example such that the second fuel pump 109 promotes fuel in a second lead time interval TV2 prior to operation of the vehicle heater 104 and in a second follow-up time interval TN2 after operation of the vehicle heater 104. This ensures that before and after the operation of the vehicle heater 104, a sufficient flushing of the lines takes place.
  • the supply line 111.5 comprises a by the control unit electromagnetically actuated shut-off valve 116.
  • This can be prevented that in a forward or After-run operation of the first fuel pump 107 or the second fuel pump 109 undesirably passes fuel to the burner 113. In addition, this can be a clearly defined insertion and termination of the operation of the burner 113 causes.
  • the check valve 116 may also be omitted.
  • the check valve 114 may be omitted, as the check valve 116 prevents fuel from the first return line 111.3 against the return direction via the second return line 111.6 can reach the burner.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (14)

  1. Système d'alimentation en carburant d'un véhicule, notamment d'un véhicule ferroviaire, comportant
    - un premier dispositif d'alimentation en carburant (106) comprenant un réservoir intermédiaire (108) de carburant apte à être relié à un réservoir de carburant (105), et un deuxième dispositif d'alimentation en carburant (110),
    - le premier dispositif d'alimentation en carburant (106) étant conçu de manière à alimenter en carburant une unité de machine auxiliaire (104) du véhicule consommant du carburant, à partir du réservoir intermédiaire (108),
    - le deuxième dispositif d'alimentation de carburant (110) étant conçu de manière à alimenter en carburant une unité de machine principale (103) du véhicule consommant du carburant, notamment un moteur d'entraînement (103) du véhicule, notamment à partir du réservoir de carburant (105),
    - le premier dispositif d'alimentation en carburant (106) comprenant une première pompe d'alimentation (107) en carburant conçue de manière à refouler le carburant directement depuis le réservoir de carburant (105) au réservoir intermédiaire (108),
    caractérisé en ce que
    - le réservoir intermédiaire (108) est un dispositif de filtre à carburant, notamment un dispositif de filtre à carburant de l'unité de machine auxiliaire (104).
  2. Système d'alimentation en carburant selon la revendication 1, caractérisé en ce que le premier dispositif d'alimentation en carburant (106) comprend une ouverture d'aspiration par l'intermédiaire de laquelle le carburant est aspiré par la première pompe d'alimentation (107) depuis le réservoir de carburant (105), et en ce que la première pompe d'alimentation (107)
    - est disposée au moins près de l'ouverture d'aspiration
    et/ou
    - une conduite d'aspiration (111.1) est prévue entre l'ouverture d'aspiration et la première pompe d'alimentation (107) qui, au moins dans une large mesure, est exempte de points de fuite potentiels.
  3. Système d'alimentation en carburant selon les revendications 1 ou 2, caractérisé en ce que la première pompe d'alimentation (107) génère, dans la conduite d'alimentation (111.2) allant au réservoir intermédiaire (108), une légère surpression par rapport à l'environnement de la conduite d'alimentation (111.2), la surpression étant notamment calculée de manière à compenser sensiblement une perte de pression générée par la résistance à l'écoulement de la conduite d'alimentation (111.2) entre la première pompe d'alimentation (107) et le réservoir intermédiaire (108).
  4. Système d'alimentation en carburant selon l'une des revendications précédentes, caractérisé en ce que le réservoir intermédiaire (108) présente un orifice de purge (108.1).
  5. Système d'alimentation en carburant selon l'une des revendications précédentes, caractérisé en ce qu'une première conduite de retour (111.3) est prévue allant du réservoir intermédiaire (108) au réservoir de carburant (105), la première conduite de retour (111.3) étant notamment raccordée à un orifice de purge (108.1) du réservoir intermédiaire (108).
  6. Système d'alimentation en carburant selon l'une des revendications précédentes, caractérisé en ce que le premier dispositif d'alimentation en carburant (106) comprend une deuxième pompe d'alimentation (109), notamment une pompe d'alimentation de l'unité de machine auxiliaire (104), conçue de manière à refouler le carburant depuis le réservoir intermédiaire (108) vers un consommateur de carburant (113) de l'unité de machine auxiliaire (104).
  7. Système d'alimentation en carburant selon la revendication 6, caractérisé en ce qu'une deuxième conduite de retour (111.6) est prévue dans le sens du refoulement, en aval de la deuxième pompe d'alimentation (109), vers le réservoir de carburant (105).
  8. Système d'alimentation en carburant selon la revendication 7, caractérisé en ce qu'une deuxième conduite de retour (111.6)
    - débouche, dans une zone de raccordement (111.7), dans une première conduite de retour (111.3) allant du réservoir intermédiaire (108) au réservoir de carburant (105) et
    - comprend un clapet anti-retour (114) qui ferme dans le sens inverse au sens retour et/ou un limiteur de débit (115), notamment réglable.
  9. Système d'alimentation en carburant selon la revendication 7, caractérisé en ce que
    - la deuxième conduite de retour (111.6) débouche, dans une zone de raccordement (111.7), dans une première conduite de retour (111.3) allant du réservoir intermédiaire (108) au réservoir de carburant (105),
    - la zone de raccordement (111.7) étant conçue de manière qu'un premier écoulement de retour (111.8) venant du réservoir intermédiaire (108) génère un effet d'aspiration dans la deuxième conduite de retour (111.6).
  10. Système d'alimentation en carburant selon l'une des revendications 6 à 9, caractérisé en ce que, dans le sens du refoulement, en aval de la deuxième pompe d'alimentation (109), une conduite d'alimentation (111.4, 111.5) d'un consommateur de carburant (113) de l'unité de machine auxiliaire (104) est prévue qui comprend une vanne d'arrêt (116), notamment à action électromagnétique.
  11. Système d'alimentation en carburant selon l'une des revendications précédentes, caractérisé en ce qu'un système de commande (112) relié à la première pompe d'alimentation (107) est prévu qui commande le refoulement par la première pompe d'alimentation (107) de manière qu'un refoulement par la première pompe d'alimentation (107)
    - intervienne dans un intervalle de temps de pré-opération (TV1) avant le fonctionnement de l'unité de machine auxiliaire (104)
    et/ou
    - intervienne dans un intervalle de temps de post-opération (TN1) après le fonctionnement de l'unité de machine auxiliaire (104).
  12. Système d'alimentation en carburant selon l'une des revendications précédentes, caractérisé en ce que l'unité de machine auxiliaire (104) est un dispositif de chauffage doté d'un brûleur (113) consommant du carburant.
  13. Système d'alimentation en carburant selon l'une des revendications précédentes, caractérisé en ce que le premier dispositif d'alimentation en carburant (106) est découplé, au moins dans une large mesure, du deuxième dispositif d'alimentation en carburant (110).
  14. Véhicule, notamment véhicule ferroviaire, comportant un système d'alimentation en carburant (102) selon l'une des revendications précédentes.
EP07105890A 2006-04-10 2007-04-10 Système d'alimentation en carburant pour véhicule Not-in-force EP1847413B1 (fr)

Applications Claiming Priority (1)

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DE102006017123A DE102006017123A1 (de) 2006-04-10 2006-04-10 Kraftstoffversorgungssystem für ein Fahrzeug

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EP1847413A2 EP1847413A2 (fr) 2007-10-24
EP1847413A3 EP1847413A3 (fr) 2007-12-05
EP1847413B1 true EP1847413B1 (fr) 2010-09-08

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Cited By (1)

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EP2783938A1 (fr) 2013-03-29 2014-10-01 ALSTOM Transport SA Alimentation et stockage de carburant embarqués dans un véhicule ferroviaire

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DE102006048837B3 (de) * 2006-10-16 2008-07-03 Webasto Ag Brennstoffspeicher, Vorrichtungen mit einem Brennstoffspeicher und Verfahren zur Aufbereitung von Brennstoff
DE102007020758B4 (de) * 2007-05-03 2017-01-26 Webasto Ag Heizvorrichtung und Verfahren zur Brennstoffversorgung einer Heizvorrichtung
DE102008057635A1 (de) * 2008-11-17 2010-05-20 J. Eberspächer GmbH & Co. KG Fluidversorgungssystem, insbesondere für ein brennstoffbetriebenes Fahrzeugheizgerät oder einen Reformer
DE102008057636A1 (de) * 2008-11-17 2010-05-20 J. Eberspächer GmbH & Co. KG Fluidversorgungssystem, insbesondere zum Fördern von flüssigem Kohlenwasserstoff zu einem brennstoffbetriebenen Fahrzeugheizgerät oder einem Reformer
DE102012111064B3 (de) * 2012-11-16 2014-05-15 Webasto SE Heizgerät-Brennstoffversorgungsvorrichtung

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US5111844A (en) * 1991-10-28 1992-05-12 General Motors Corporation Automotive fuel system
US5307782A (en) * 1992-03-16 1994-05-03 Davco Manufacturing Corporation Combined pressure wave suppressor, air/vapor purge and check valve
DE19645180A1 (de) * 1996-11-02 1998-05-07 Eberspaecher J Gmbh & Co Druckzerstäuberbrenner für ein motorunabhängiges Fahrzeugheizgerät
IT1290007B1 (it) * 1997-03-03 1998-10-19 Bitron Spa Gruppo di aspirazione e mandata del carburante ad un motore, in particolare per autoveicoli
DE19724502C1 (de) * 1997-06-11 1998-10-08 Webasto Thermosysteme Gmbh Heizgerät
EP0979939B1 (fr) * 1998-08-10 2006-10-04 Siemens Aktiengesellschaft Système d'alimentation en carburant
AU2002315697A1 (en) * 2002-06-05 2003-12-22 Webasto Thermosysteme Gmbh Device for supplying fuel to a reformer for a fuel cell system in a vehicle comprising an internal combustion engine
EP1684014A1 (fr) * 2004-12-01 2006-07-26 Riello S.p.a. Méthode de contrôle d'un appareil à combustion fonctionnant avec du carburant liquide

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2783938A1 (fr) 2013-03-29 2014-10-01 ALSTOM Transport SA Alimentation et stockage de carburant embarqués dans un véhicule ferroviaire

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DE102006017123A1 (de) 2007-10-11
EP1847413A2 (fr) 2007-10-24
EP1847413A3 (fr) 2007-12-05
ATE480419T1 (de) 2010-09-15
DE502007004979D1 (de) 2010-10-21

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