EP1985837B1 - Kraftstoffabgabemodul - Google Patents

Kraftstoffabgabemodul Download PDF

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Publication number
EP1985837B1
EP1985837B1 EP07008390A EP07008390A EP1985837B1 EP 1985837 B1 EP1985837 B1 EP 1985837B1 EP 07008390 A EP07008390 A EP 07008390A EP 07008390 A EP07008390 A EP 07008390A EP 1985837 B1 EP1985837 B1 EP 1985837B1
Authority
EP
European Patent Office
Prior art keywords
fuel
outlet
vent
inlet
pump
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.)
Active
Application number
EP07008390A
Other languages
English (en)
French (fr)
Other versions
EP1985837A2 (de
EP1985837A3 (de
Inventor
Patrice Marx
Yannick Millard
Michel Sanchez
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.)
Delphi Technologies Inc
Original Assignee
Delphi Technologies Inc
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Publication date
Application filed by Delphi Technologies Inc filed Critical Delphi Technologies Inc
Publication of EP1985837A2 publication Critical patent/EP1985837A2/de
Publication of EP1985837A3 publication Critical patent/EP1985837A3/de
Application granted granted Critical
Publication of EP1985837B1 publication Critical patent/EP1985837B1/de
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Anticipated expiration legal-status Critical

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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
    • 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
    • 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
    • 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
    • F02M2037/082—Details of the entry of the current supply lines into the pump housing, e.g. wire connectors, grommets, plugs or sockets

Definitions

  • fuel is delivered from a fuel tank of a vehicle to the fuel system of an engine by means of a fuel pump.
  • the fuel delivery circuit also typically includes a fuel filter downstream of the fuel pump and a fuel pressure regulator to regulate the fuel pressure downstream of the pump.
  • Fuel injection systems are commonly replacing carburettors in such small vehicle applications, requiring higher fuel pressure than can be provided by a simple gravity feed.
  • packaging constraints and alternative placements of the fuel tank may not provide sufficient gravity head between the fuel tank and the fuel system of the engine to permit the use of such gravity feed method of fuel delivery.
  • a fuel pump is provided within the fuel tank and the size, weight and packaging of the fuel delivery system is not particularly constrained due to the overall volume of the fuel tank and the size of the vehicle.
  • Such fuel pumps generally comprise regenerative turbine type pumps which operate effectively when submerged in fuel.
  • the small volume of the fuel tank and difficulties in providing access to the interior of the tank can makes the location of the fuel pump within the tank disadvantageous because it causes a significant reduction in the overall fuel capacity of the fuel tank and results in difficult assembly and maintenance procedures.
  • strict packaging and weight constraints place limitations on the design, size and weight of inline fuel delivery components for use in such applications, rendering systems typically used for larger vehicles, such as cars, unsuitable.
  • the cost of manufacturing and assembly of the fuel delivery system becomes more critical.
  • a fuel pump that can be located outside of the fuel tank, in-line with a fuel pipe leading from the fuel tank to the fuel system of the engine. If regenerative turbine type pumps are used in an in-line arrangement rather than within the fuel tank, it is necessary to ensure that the inlet side of the pump can be readily primed with liquid fuel as turbine type pumps are very poor at self priming. This can be achieved where it can be ensured that the fuel pump inlet is always sufficiently below the lowest point of the fuel tank to ensure sufficient gravity feed of fuel to the inlet region of the fuel pump.
  • packaging constraints may not always make this possible.
  • sufficient gravity head to prime the pump may not be available.
  • gerotor type positive displacement pumps which have the ability to self prime.
  • Such pumps generate excessive pressure pulsations at their outlet and thus have not proven successful.
  • a fuel delivery module comprising a fuel tight housing having a fuel inlet for communication with a volume of fuel stored in a fuel tank, at least one fuel outlet for communication with a fuel system of a vehicle and a vent/return outlet for returning excess fuel and/or fuel vapour and air to the fuel tank, a fuel pump being located within the housing, said fuel pump preferably comprising an electric motor and a regenerative turbine pump assembly comprising an impeller drivingly connected to the motor for pumping fuel from the fuel inlet to said fuel outlet, at least one vapour vent port being provided for removing fuel vapour and air from the region of the impeller, wherein the housing defines a low pressure inlet region on the inlet side of the pump and a high pressure outlet region on the outlet side of the pump, the fuel inlet communicating with the low pressure inlet region and the at least one fuel outlet communicating with the high pressure outlet region, a vent passage being provided between said at least one vapour vent port and the vent/return outlet, whereby said fluid, vapour and air
  • valve means incorporates a fuel pressure regulator for enabling excess fuel pressure in the high pressure outlet region to be relieved via the vent/return outlet.
  • a check valve is provided in said fuel inlet to prevent fuel from draining out of the low pressure inlet region via said flow inlet.
  • Figs 1 to 3 illustrate a fuel delivery module 1 for supplying fuel from a fuel tank of a small vehicle, such as a motorcycle, scooter, small watercraft or snow mobile, to an engine of the vehicle.
  • a fuel delivery module 1 for supplying fuel from a fuel tank of a small vehicle, such as a motorcycle, scooter, small watercraft or snow mobile, to an engine of the vehicle.
  • the fuel delivery module 1 comprises a housing comprising a hollow body 2 having first and second ends caps 4,6 releasably secured to respective ends of the body 2 to form a closed, fuel tight assembly.
  • the housing defines a first chamber 8 adapted to receive a fuel pump 30, a second chamber 10 adapted to receive a fuel filter (not shown) and a third chamber 12 adapted to receive a fuel pressure regulator 90.
  • the housing is preferably formed from a plastic material.
  • a fuel inlet 14 is provided on the first end cap 4 of the housing communicating with the first chamber for supplying low pressure fuel from a vehicle fuel tank to the fuel pump 30.
  • a fuel outlet 16 is provided on the second end cap 6 communicating with the second chamber downstream of the fuel filter 60 for supplying high pressure fuel to the fuel system of a vehicle engine.
  • a drain/vent outlet 18 is provided on the first end cap 4, spaced from the fuel inlet 14 and communicating with the third chamber 12 downstream of the fuel pressure regulator 90 for returning excess fuel to the fuel tank and for removing vapour/air the fuel delivery module 1 as will be described below.
  • the first chamber 8 of the housing is adapted to receive the fuel pump 30.
  • the fuel pump 30 comprises a regenerative turbine pump assembly having first and second pump casing halves defining a pumping chamber therebetween, the pumping chamber containing an impeller rotatably mounted therein.
  • the impeller is mounted on an output shaft of the rotor of an electric motor assembly to be rotatably driven thereby to pump fuel from a low pressure inlet region 40 of the first chamber 8 adjacent the fuel inlet 14 to a high pressure outlet region 50 downstream of the pump assembly.
  • At least one vapour vent port is provided in the pumping chamber radially inwardly of pump inlet and outlet ports for removing any fuel vapour or air from the pumping chamber. Such vapour vent port communicates with a vent outlet 21 leading to a vent passage 22 communicating with the drain/vent outlet 18.
  • a major drawback of known regenerative turbine fuel pumps is a poor ability to generate a vacuum at the pump inlet when the pump inlet is not filled with liquid.
  • the air captured therein has to be evacuated before the pump can operate correctly. In known pumps this can only be achieved through the small diameter vapour vent port (typically 0.5mm to 0.8mm diameter). A liquid seal can be created in such port, requiring a high liquid head (typically 10 to 15cm) to displace the liquid seal and allow venting of the low pressure region 40.
  • a direct flow communication is provided between fuel inlet 14 and the drain/vent outlet 18 to enable rapid evacuation of air and fuel vapour from the low pressure inlet region 40 during priming of the pump.
  • the fuel pressure regulator is formed within a piston 90 slidably mounted within said third chamber 12, said piston dividing said third chamber into a low pressure side communicating with said vent/return outlet 18 and a high pressure side communicating with said high pressure outlet region 50 of the housing 2, the piston being moveable between a first position (as shown in the drawings), wherein an O-ring seal 92 provided on the piston engages an annular valve seat 94 to close communication between the fuel inlet 14 and the vent/return outlet 18, and a second position wherein the piston O-ring seal 92 is spaced from the valve seat 94 to allow direct communication between the fuel inlet 14 and the drain/vent outlet 18.
  • a seal 95 such as a lip seal, x-seal or low friction O-ring, is provided around the circumference of the piston 90 for sealing against the inner walls of the third chamber 12
  • a compression spring 96 is located above the piston 90 to urge the piston away from the valve seat 94 towards its first position.
  • high pressure fuel typically 250-350 kPa
  • the piston 90 into engagement with the valve seat 94 to close communication between the fuel inlet 14 and the vent/return outlet 18.
  • the pump When the pump is switched off, the spring 96 pushes the piston 90 away from the valve seat 94 so that any air and fuel vapour within the low pressure inlet region 40 can pass straight to the vent/return outlet 18.
  • the low pressure region 40 can be purged even where the fuel tank level is low or the fuel tank is barely above the fuel pump.
  • the pump can be successfully primed with a liquid head as little as 20 mm.
  • the piston 90 may not contain the fuel pressure regulator, which may be a separate component or may be omitted from the fuel delivery module all together.
  • a check valve 100 such as an umbrella valve, is located between the fuel inlet 14 and the low pressure inlet region 40 to prevent fuel from draining out of the low pressure region 40 via the fuel inlet.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Jet Pumps And Other Pumps (AREA)
  • Fertilizing (AREA)
  • Catalysts (AREA)

Claims (4)

  1. Kraftstofffördermodul (1), das aufweist ein Kraftstoff-dichtes Gehäuse (2) mit einem Kraftstoffeinlass (14) zur Kommunikation mit einem Volumen von Kraftstoff, der in einem Kraftstofftank enthalten ist, zumindest einem Kraftstoffauslass (16) zur Kommunikation mit einem Kraftstoffsystem eines Fahrzeugs und einem Entlüftungs/Rückführungs-Auslass (18) zum Rückführen von überschüssigem Kraftstoff und/oder Kraftstoffdampf und Luft zu dem Kraftstofftank, eine Kraftstoffpumpe (30), die sich in dem Gehäuse (2) befindet, wobei zumindest eine Dampfentlüftungsöffnung vorgesehen ist zum Entfernen von Kraftstoffdampf und Luft aus dem Bereich eines Impellers der Kraftstoffpumpe, wobei das Gehäuse (2) einen Einlassbereich (40) mit geringem Druck an der Einlassseite der Pumpe (30) und einen Auslassbereich (50) mit hohem Druck an der Auslassseite der Pumpe (30) definiert, wobei der Kraftstoffeinlass (14) mit dem Einlassbereich (40) mit geringem Druck kommuniziert und der zumindest eine Kraftstoffauslass (18) mit dem Auslassbereich (50) mit hohem Druck kommuniziert, wobei ein Entlüftungsdurchlass (22) zwischen der zumindest einen Dampfentlüftungsöffnung und dem Entlüftungs/Rückführungs-Auslass (18) vorgesehen ist, wodurch Fluid, Dampf und Luft von der Dampfentlüftungsöffnung an den Entlüftungs/Rückführungs-Auslass (18) passieren können, dadurch gekennzeichnet, dass das Modul aufweist einen weiteren Fliessdurchlass zwischen dem Kraftstoffeinlass (14) und dem Entlüftungs/Rückführungs-Auslass (18), und Ventilmittel zum selektiven Schließen oder Begrenzen des weiteren Fliessdurchlasses nach einem Vorbereiten der Pumpe (30), wobei das Ventilmittel einen Kolben (90) aufweist, der verschiebbar in einer Ventilkammer (12) angebracht ist, wobei der Kolben (90) die Ventilkammer in eine Seite mit niedrigem Druck, die mit dem Entlüftungs/Rückführungs-Auslass (18) kommuniziert, und einer Seite mit hohem Druck teilt, die mit dem Auslassbereich (50) mit hohem Druck des Gehäuses kommuniziert, wobei der Kolben (90) verschiebbar ist zwischen einer ersten Position, in der der Kolben mit einem Ventilsitz (94) in Eingriff ist, um eine Kommunikation zwischen dem weiteren Fliessdurchlass und der Ventilkammer zu schließen, und einer zweiten Position, in der der Kolben von dem Ventilsitz (94) beabstandet ist, wodurch der weitere Fliessdurchlass mit dem Entlüftungs/Rückführungs-Auslass (18) kommuniziert, Biasing-Mittel (96), das vorgesehen ist, um den Kolben (90) hin zu seiner zweiten Position zu beeinflussen, wodurch, wenn die Pumpe (30) betriebsfähig ist, Kraftstoff mit hohem Druck auf der Seite mit hohem Druck des Ventildurchlasses den Kolben (90) gegen die Aktion des Biasing-Mittels in seine erste Position drückt, um den weiteren Fliessdurchlass zu schließen.
  2. Kraftstoffabgabemodul gemäß Anspruch 1, wobei das Ventilmittel einen Kraftstoffdruckregler (90) aufweist, um zu ermöglichen, dass überschüssiger Kraftstoffdruck in dem Auslassbereich (50) mit hohem Druck über den Entlüftungs/Rückführungs-Auslass (18) abgegeben wird.
  3. Kraftstoffabgabemodul gemäß einem vorhergehenden Anspruch, wobei ein Rückschlagventil (100) in dem Kraftstoffeinlass vorgesehen ist, um zu verhindern, dass Kraftstoff aus dem Einlassbereich (40) mit geringem Druck über den Fliesseinlass (14) ausläuft.
  4. Kraftstoffabgabemodul gemäß einem vorhergehenden Anspruch, wobei die Kraftstoffpumpe (30) einen elektrischen Motor und eine Regenerativturbinenpumpenanordnung aufweist, die einen Impeller aufweist, der antreibend mit dem Motor verbunden ist zum Pumpen von Kraftstoff von dem Kraftstoffeinlass (14) zu dem Kraftstoffauslass (16).
EP07008390A 2007-03-20 2007-04-25 Kraftstoffabgabemodul Active EP1985837B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GBGB0705303.6A GB0705303D0 (en) 2007-03-20 2007-03-20 In-line pump for two wheels application with self priming device

Publications (3)

Publication Number Publication Date
EP1985837A2 EP1985837A2 (de) 2008-10-29
EP1985837A3 EP1985837A3 (de) 2008-11-12
EP1985837B1 true EP1985837B1 (de) 2010-07-21

Family

ID=38008737

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07008390A Active EP1985837B1 (de) 2007-03-20 2007-04-25 Kraftstoffabgabemodul

Country Status (4)

Country Link
EP (1) EP1985837B1 (de)
AT (1) ATE475011T1 (de)
DE (1) DE602007007895D1 (de)
GB (1) GB0705303D0 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108071533B (zh) 2016-11-15 2022-08-12 福特环球技术公司 燃料压力脉冲阻尼装置及燃料系统

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4242242C2 (de) * 1992-12-15 2003-04-30 Bosch Gmbh Robert Vorrichtung zum Versorgen der Brennkraftmaschine eines Kraftfahrzeuges mit in einem Vorratstank vorhandenem Kraftstoff
US6158975A (en) * 1998-09-24 2000-12-12 Walbro Corporation Fuel pump module
EP1918567A1 (de) * 2006-10-27 2008-05-07 Delphi Technologies, Inc. Kraftstofffördermodul

Also Published As

Publication number Publication date
GB0705303D0 (en) 2007-04-25
EP1985837A2 (de) 2008-10-29
EP1985837A3 (de) 2008-11-12
DE602007007895D1 (de) 2010-09-02
ATE475011T1 (de) 2010-08-15

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