EP2992203B1 - Brennstoffversorgungssystem für brennkraftmaschine - Google Patents

Brennstoffversorgungssystem für brennkraftmaschine Download PDF

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Publication number
EP2992203B1
EP2992203B1 EP14791373.5A EP14791373A EP2992203B1 EP 2992203 B1 EP2992203 B1 EP 2992203B1 EP 14791373 A EP14791373 A EP 14791373A EP 2992203 B1 EP2992203 B1 EP 2992203B1
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EP
European Patent Office
Prior art keywords
fuel
fuel tank
tank
line
temperature
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Application number
EP14791373.5A
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English (en)
French (fr)
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EP2992203A4 (de
EP2992203A1 (de
Inventor
Dan CEDFORS
Kim KYLSTRÖM
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Scania CV AB
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Scania CV AB
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Publication of EP2992203A4 publication Critical patent/EP2992203A4/de
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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
    • F02M37/0076—Details of the fuel feeding system related to the fuel tank
    • F02M37/0088—Multiple separate fuel tanks or tanks being at least partially partitioned
    • 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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/16—Other apparatus for heating fuel
    • 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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/20—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for cooling
    • 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
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/0052—Details on the fuel return circuit; Arrangement of 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
    • F02M37/22—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
    • F02M37/32—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by filters or filter arrangements
    • 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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/14—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating by using heat from working cylinders or cylinder heads
    • 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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/20—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for cooling
    • F02M31/205—Control
    • 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
    • F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
    • F02M37/0023—Valves in the fuel supply and return system
    • F02M37/0035—Thermo sensitive valves
    • 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
    • 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
    • F02M37/22—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
    • F02M37/24—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by water separating means

Definitions

  • the present invention concerns a fuel system for a combustion engine, a combustion engine with such a fuel system, a vehicle with such a fuel system and a method for controlling a fuel system.
  • Combustion engines such as diesel engines or Otto engines are currently used in a number of types of applications and vehicles, i.e. in heavy vehicles, such as goods vehicles and buses, cars, motorboats, vessels, ferries and ships. Combustion engines are also used in industrial motors and/or motorized industrial robots, power plants such as electrical power plants that contain a diesel generator, and in locomotives.
  • a number of different commercial fuels are available for combustion engines, such as ethanol, biodiesel (FAME), diesel and gasoline. These engines are equipped with a fuel system to transport the fuel from one or a plurality of fuel tanks to the injection system of the combustion engine.
  • the fuel system comprises one or a plurality of fuel pumps that can, for example, be driven mechanically by the combustion engine or driven by an electric motor.
  • the fuel pumps generate a fuel flow and pressure to transport the fuel to the injection system of the combustion engine, which supplies the fuel to the combustion chambers of the combustion engine.
  • the fuel system can comprise one or a plurality of low-pressure pumps and a high-pressure pump.
  • the high-pressure pump supplies fuel to an accumulator, which can be a so-called common rail, and then on to an injection system.
  • the common rail can be excluded and the fuel system can instead comprise another type of injection system, such as a piezo or unit injection system.
  • Hot pressurized fuel can be returned to the fuel tank instead of being transported to the combustion chambers of the combustion engine in order to protect the combustion engine and the injection system. In this way the hot fuel can heat cold fuel in the fuel tank, thereby reducing the risk of paraffination.
  • the pressurized hot fuel can cause the fuel in the fuel tank to become too warm, which can affect parts of the fuel system negatively.
  • DE 10010517 A1 describes a fuel system for a combustion engine that contains a main fuel tank and a smaller extra tank.
  • a high-pressure pump pumps fuel from the extra tank to the combustion engine, and a low-pressure pump pumps fuel from the main tank to the extra tank.
  • the low-pressure pump supplies the extra tank with more fuel than the high-pressure pump can hold.
  • the excess fuel consequently comes to flow through a through-flow line to a fuel return line, via which the hot pressurized fuel is returned to the main tank.
  • the hot fuel is thus mixed with cold fuel, and is thus cooled before it is returned to the main fuel tank.
  • a valve can be used to guide returned hot fuel to a second main fuel tank if the temperature in a first fuel tank is too high.
  • US 5197443 A describes a fuel system for a combustion engine, which system comprises twin fuel tanks that are connected to one another. Fuel is pumped from the first fuel tank to the combustion engine. Hot fuel is returned from the combustion engine via a return line to the first fuel tank. A valve is arranged in the return line, and the valve is controlled in dependence upon the temperature of the fuel in the first fuel tank. If the temperature is too high, the valve is controlled so that the hot fuel is returned to the second fuel tank instead.
  • US2012145130 A1 describes a vehicle fuel system including a fuel tank having a fuel pump module area and a bulk area, and a fuel pump mounted in the fuel pump module area, having an inlet and an outlet.
  • a thermostatic valve has a fuel inlet connected to a return fuel line from the engine, a first outlet and a second outlet, with the valve directing fuel through the first outlet when the temperature is below a threshold and directing fuel through the second outlet when the temperature is above the threshold.
  • a cold fuel line connects to the first outlet of the valve and directs fuel to the fuel pump inlet, and a warm fuel line connects to the second outlet of the valve and directs fuel into the bulk area of the fuel tank away from the fuel pump
  • US5050567 A describes a fuel supply system comprising a main tank for storing a fuel; a subtank provided in the main tank for storing a part of the fuel; a first line from the main tank to the subtank; a first pump in the first line for supplying fuel from the main tank to the subtank; a first mechanism provided downstream of the first pump in the first line for limiting the amount of the fuel to be supplied from the first pump to the subtank and maintaining a level of the fuel to be stored in the subtank; a second line from the subtank to an engine; a second pump provided in the second line for supplying the fuel from the subtank to the engine; a fuel return pipe for returning an uncomsumed part of the fuel from the engine to the subtank; and a second mechanism for regulating an amount of the fuel to be supplied from the second pump to the engine according to an amount of the fuel to be returned from the engine through the fuel return pipe to the subtank.
  • the object of the present invention is to achieve a fuel system that contributes to making it possible to reduce fuel consumption.
  • Another object of the invention is to achieve a fuel system that enables flexible control of the fuel supply and reduces the parasitic losses.
  • the object of the invention is also to achieve a fuel system with a combustion engine that reduces the risk of fuel paraffination.
  • a fuel system for a combustion engine that comprises a first fuel tank and a second fuel tank.
  • a first fuel line is arranged in connection with the first fuel tank and the second fuel tank, and a second fuel line is arranged so as to conduct fuel from the first fuel tank to a high-pressure system.
  • the system also comprises a main feed pump and a transfer pump.
  • the main feed pump is arranged so as to feed fuel from the first fuel tank via the second line
  • the transfer pump is arranged so as to feed fuel from the second fuel tank to the first fuel tank via the first fuel line.
  • a first electric motor is arranged so as to drive the main feed pump.
  • the main feed pump is arranged in the first fuel tank.
  • the first fuel tank which in this context is also called a technology tank, is designed in such a way that it holds a smaller volume than the second fuel tank, which in this context is also called a main fuel tank.
  • a fuel return line is arranged so as to return pressurized fuel from the high-pressure system to the first fuel tank.
  • the fuel system comprises an arrangement for controlling the fuel temperature in the first fuel tank by controlling the flow of fuel to the first fuel tank.
  • the flow to the first fuel tank can come both from the high-pressure system via the fuel return line and/or from the second fuel tank (the main fuel tank) and/or from a plurality of main fuel tanks. Cooling of the fuel in the first fuel tank can be achieved when the flow comes from the main fuel tank, while heating of the fuel in the first fuel tank can be achieved when the flow comes from the high-pressure system. Controlling the flow, i.e. both the amount of flow and the source of the flow, to the first fuel tank makes it possible to lower the risk of damage to the combustion engine due to overheated fuel.
  • the invention also concerns a combustion engine and a vehicle that contains the aforedescribed system.
  • the invention also concerns a method for controlling a fuel system according to claim 10.
  • a flexible fuel system with decreased fuel consumption and a lower risk of damage due to overheated fuel is achieved by means of the foregoing fuel system and method.
  • the main feed pump is driven by a first electric motor, i.e. the main feed pump is electrically motorized.
  • the main feed pump is arranged so as to feed fuel from the first fuel tank in the low-pressure loop of the fuel system, i.e. in the loop that contains the main feed pump and the fuel tanks.
  • Using an electric motor enables a broader control range for the pump than would a mechanical pump, which are usually driven and controlled by the combustion engine and, primarily, by the engine rpm.
  • the electrically motorized main feed pump can be controlled based on parameters other than engine rpm, such as the degree of fuel filter clogging or pressures in the fuel lines.
  • the electrically motorized main feed pump can feed more or less fuel to the system, making it possible to achieve more flexible control of the fuel supply, which reduces parasitic losses and lowers the risk of operational disruptions.
  • the parasitic losses result when too much fuel is fed to the fuel system as compared to what is currently needed, due to control based on rpm.
  • the main feed pump is preferably a low-pressure pump.
  • the electrically motorized main feed pump is arranged in the first fuel tank, and the main feed pump is thus protected from its surroundings.
  • the fuel in the first fuel tank can, at cold temperatures, be heated by arranging a fuel return line for returning pressurized hot fuel to the first fuel tank. A fuel system that reduces the risk of fuel paraffination is achieved thereby.
  • the fuel return line is arranged in connection to the first fuel tank, and the first fuel tank can thus be filled with fuel via the fuel return line.
  • the need for the transfer pump to feed fuel from the second fuel tank to the first fuel tank is thereby reduced. Transfer pump wear is thereby reduced, and its service life is increased.
  • a further object of the present invention is consequently to achieve a fuel system for a combustion engine that lowers the risk of damage to the combustion engine due to overheated fuel.
  • Another object of the present invention is to achieve a fuel system for a combustion engine that lowers the risk of damage to fuel pumps, filters and electrical components due to overheated fuel.
  • a fuel system for a combustion engine that lowers the risk of damage to both combustion engine and fuel pumps is achieved by disposing an arrangement in the fuel pump to control the fuel temperature in the first fuel tank by controlling the flow of fuel to the first fuel tank.
  • the temperature of the fuel in the first fuel tank is preferably 30-80° C. Higher temperatures can occur during short periods, but temperatures of, for example, over 100-130° C over extended periods, such as two hours, can be damaging.
  • the first fuel tank holds a smaller volume than the second fuel tank.
  • the first fuel tank is less bulky and easier to arrange on a cramped chassis.
  • a smaller first fuel tank means that the fuel system can feed fuel to the combustion engine at a lower fuel level than would be the case had the same fuel volume been supplied to a larger second fuel tank.
  • a fuel system for a combustion engine that enables flexible control of the fuel supply is achieved in this way, thereby avoiding operational disruptions at low fuel levels in the fuel tank.
  • the first fuel tank can hold, for example, from 20 to 50 liters, while the second fuel tank can hold 300-1,000 liters.
  • the transfer pump is preferably controlled by a second electric motor. More efficient and flexible control of the fuel supply to the first fuel tank is achieved thereby.
  • the transfer pump can also be arranged in the first fuel tank, whereupon more chassis space can be saved.
  • the first fuel tank preferably contains a temperature sensor for determining the temperature in the first fuel tank.
  • the temperature of the fuel in the first fuel tank can alternatively be calculated based on the operating conditions of the engine and the outside temperature, thus making it possible to decide when the temperature in the first fuel tank needs to be adjusted.
  • the fuel temperature in the first fuel tank can be controlled by means of an arrangement that controls the flow of fuel to the first fuel tank.
  • the flow from the high-pressure system to the first fuel tank via the return line and/or the flow from the second fuel tank to the first fuel tank can be controlled.
  • the arrangement comprises a control unit that controls the transfer pump on the basis of various parameters.
  • the control unit controls the transfer pump so that it feeds, continuously or in batches, fuel from the second fuel tank to the first fuel tank when the temperature of the fuel in the first tank exceeds a predetermined temperature limit value.
  • the cold fuel from the second fuel tank is thus mixed with the hot fuel in the first fuel tank, and excess fuel is transported back to the second fuel tank via the overflow line. In this way the hot returned fuel is cooled, and the temperature of the fuel in the first fuel tank is lowered.
  • a fuel system for a combustion engine that lowers the risk of overheated fuel and thus the risk of damage to the combustion engine, fuel pumps and other components arranged on or in the first fuel tank is achieved thereby.
  • the transfer pump can be controlled so as to feed, continuously or in batches, fuel from the second fuel tank to the first fuel tank when the control unit receives a signal indicating that hot fuel from the high-pressure loop is being returned to the first fuel tank.
  • the transfer pump can be controlled so as to feed, continuously or in batches, fuel from the second fuel tank to the first fuel tank when the control unit receives signals indicating both the fuel temperature from the temperature sensor and the circumstance that hot fuel from the high-pressure loop is being returned to the first fuel tank.
  • the arrangement comprises a valve in the fuel return line.
  • the valve has a first and a second position.
  • the first position causes hot fuel returned from the high-pressure system to be conducted to the first fuel tank via the fuel return line, while the second position causes the returned hot fuel to be conducted to the second fuel tank via a third fuel line.
  • the valve can be an active or a passive reversing valve.
  • the valve is set to its second position when the temperature of the fuel in the first fuel tank exceeds a predetermined temperature limit value.
  • the valve is set to its second position when the temperature of the combustion engine exceeds a predetermined temperature limit value.
  • a fuel system for a combustion engine that lowers the risk of overheated fuel in the first fuel tank is achieved thereby, thus lowering the risk of damage to combustion engine, fuel pumps and other components disposed in or on the first fuel tank.
  • the arrangement contains a thermostat in the fuel return line.
  • the thermostat has the task of controlling the temperature in the first fuel tank by controlling the flow of returned hot fuel from the high-pressure system to the first fuel tank via the fuel return line and/or the second fuel tank via a fourth fuel line.
  • the thermostat is preferably a mechanical thermostat, such as a wax thermostat.
  • the thermostat can alternatively be an electric thermostat. Using the thermostat, the flow of hot returned fuel that is conducted through the fuel return line can be divided so that a portion is returned to the first fuel tank and a portion is returned via the fourth fuel line to the second fuel tank. The amount of hot fuel that is returned to the first fuel tank depends upon the temperature of the fuel in the first fuel tank.
  • the thermostat ensures that all hot fuel that is returned from the high-pressure system is returned to the second fuel tank. In this way the temperature of the fuel in the first fuel tank is controlled, and a fuel system for a combustion engine is thereby achieved that lowers the risk of overheated fuel, and thus the risk of damage to combustion engine, fuel pumps and other components disposed in or on the first fuel tank.
  • the first fuel tank preferably contains a level sensor for determining the fuel level in the first fuel tank.
  • An overflow line is preferably arranged in connection with the first fuel tank and the second fuel tank. When the fuel level as determined by means of the level sensor in the first fuel tank exceeds a predetermined level limit value, fuel is conducted from the first fuel tank via the overflow line to the second fuel tank.
  • the overflow line is suitably arranged in connection to the upper side of the first fuel tank and the upper side of the second fuel tank. Alternatively, the overflow line can be arranged in connection to the bottom of the first fuel tank.
  • the transfer pump is suitably controlled so as to feed fuel from the second fuel tank to the first fuel tank when the fuel level as determined by means of the level sensor in the first fuel tank undershoots a predetermined value.
  • the fuel system can contain combinations of the temperature-controlling arrangements described above, which provides redundancy if any component should fail.
  • the fuel system can contain both a valve and simultaneously control the transfer pump so as to feed fuel from the second fuel tank to the first fuel tank when the temperature of the fuel in the first tank as determined by means of the temperature sensor exceeds a predetermined temperature limit value.
  • a pre-filter can also be arranged downstream of the transfer pump, which reduces the risk of operational disruptions due to contaminants in the fuel.
  • Contaminants refer here to undesirable particles, objects and substances.
  • the transfer pump supplies the first fuel tank with fuel by feeding fuel from the second fuel tank through the pre-filter and via the first fuel line and then on to the first fuel tank. In this way the fuel that reaches the electrically motorized main feed pump is pre-filtered, which means that the main feed pump is protected against contaminants in an advantageous manner, thereby lowering the risk of operational disruptions of the main feed pump.
  • the pre-filter is suitably arranged in the first fuel tank.
  • Fig. 1 shows a schematic side view of a vehicle 1, which vehicle contains a fuel system 4 for a combustion engine 2 according the present invention.
  • the combustion engine 2 is connected to a gearbox 6, which is connected to the drive wheels 8 of the vehicle 1 via a transmission.
  • the vehicle also comprises a chassis 10.
  • Fig. 2 shows a connecting diagram for a fuel system 4 for a combustion engine 2 according to the present invention.
  • the fuel system 4 comprises a plurality of components, of which a main fuel filter 12, a high-pressure pump 14, an accumulator in the form of a so-called common rail 16 and an injection system 18 depicted schematically in the form of a fuel injector are arranged on or in the combustion engine 2 (the combustion engine 2 is shown in Fig. 1 ).
  • the common rail 16 can be replaced by another type of injection system 18, such as a piezo or unit injection system.
  • the high-pressure pump 14, common rail 16 and injection system 18 constitute components of the high-pressure system 19 of the fuel system 4.
  • the fuel system 4 also comprises a first fuel tank 20, a second fuel tank 22, a third fuel tank 24, a main feed pump 26, a transfer pump 28 and a pre-filter 30. These components can be arranged on the vehicle chassis (chassis 10 is shown in Fig. 1 ).
  • the main fuel filter 12 is arranged downstream of the main feed pump 26 and upstream of the high-pressure pump 14 in the fuel system 4.
  • the fuel system 4 further comprises a fuel return line 13, through which pressurized hot fuel is returned from the high-pressure system 19 of the fuel system 4 and back to the first fuel tank 20.
  • All three tanks 20, 22, 24 are connected via their respective upper parts to a vent line 50, which communicates with the surroundings via an air filter 51.
  • the vent line 50 ensures that the pressure in the respective tanks 20, 22, 24 is and remains essentially the same and equal to the ambient air pressure, regardless of how much fuel is present in each tank.
  • the air filter 51 prevents contaminants in the fuel from penetrating into the vent line 50 during venting of the tanks.
  • the first fuel tank 20 is designed in such a way that it holds a smaller volume than the second fuel tank 22 and the third fuel tank 24.
  • the second fuel tank 22 and the third fuel tank 24 correspond to main fuel tanks and hold, in this embodiment, essentially the same volumes and have a self-regulating flow between one another via a connecting pipe 34 arranged between the lower part of the second fuel tank 22 and the third fuel tank 24.
  • the system can comprise just one main fuel tank, or it can comprise a plurality of main fuel tanks.
  • the transfer pump 28 is arranged between the first fuel tank 20 and the second fuel tank 22.
  • the main feed pump 26 is driven by a first electric motor M1, and is arranged inside the first fuel tank 20 and thus protected from the surroundings and cooled by the fuel.
  • the transfer pump 28 is driven by a second electric motor M2 and has as its main task feeding fuel from the second fuel tank 22 to the first fuel tank 20 via a first fuel line 36.
  • An overflow line 38 is arranged between the first fuel tank 20 and the second fuel tank 22 so that fuel can be transported over from the first fuel tank 20 to the second fuel tank 22 if the first fuel tank 20 becomes overfilled.
  • the main feed pump 26 feeds the fuel from the first fuel tank 20 via a second fuel line 40 through the main fuel filter 12 and on to the high-pressure pump 14. The fuel is then fed, under high pressure, to the common rail 16 and on to the injection system 18.
  • the pre-filter 30 is arranged downstream of the transfer pump 28, and is preferably a fine-mesh water-separating filter.
  • a coarse-mesh screen 52 through which the transfer pump 28 draws fuel is arranged in the second fuel tank 22, upstream of the transfer pump 28.
  • the coarse-mesh screen 52 filters out particles exceeding a predetermined size.
  • the transfer pump 28 then pressurizes the fuel and feeds it through the pre-filter 30 via the first fuel line 36 and on to the first fuel tank 20.
  • the fuel in the first fuel tank 20 has thus passed through both a coarse-mesh screen 52 and a fine-mesh pre-filter 30, with the result that the main feed pump 26, which is arranged in the first fuel tank 20, is protected against contaminants.
  • Arranging the pre-filter 30 downstream of the transfer pump 28 means that the fuel is pressurized through the pre-filter 30, with the result that the fuel passes through the pre-filter 30 more easily, and the pre-filter 30 thus runs a lower risk of becoming clogged.
  • a first level sensor 46 is arranged in the first fuel tank 20 to identify the fuel level in the first fuel tank 20.
  • the transfer pump 28 is controlled so as to feed fuel from the second fuel tank 22 to the first fuel tank 20.
  • a second level sensor 48 is arranged in the second fuel tank 22 to identify the fuel level in the second fuel tank 22.
  • a temperature sensor 42 is also arranged in the first fuel tank 20 to identify the temperature of the fuel in the first fuel tank 20.
  • Fig. 3 shows a connecting diagram for a fuel system 4 according to Fig 2 , supplemented with details according to one embodiment of the present invention.
  • the fuel system 4 comprises an arrangement for controlling the fuel temperature in the first fuel tank 20.
  • the arrangement comprises a control unit 44.
  • the transfer pump 28 is arranged so as to be able to be controlled based on various parameters via the control unit 44.
  • the transfer pump 28, temperature sensor 42 and level sensor 46 in the first fuel tank 20 are connected with the control unit 44.
  • a signal is sent to the control unit 44 when hot fuel is being returned from the high-pressure system 19 via the fuel return line 13 to the first fuel tank 20.
  • the temperature of the fuel in the first fuel tank 20 is simultaneously determined by the temperature sensor 42.
  • the transfer pump 28 is controlled so as to feed fuel from the second fuel tank 22 to the first fuel tank 20, regardless of the fuel level in the first fuel tank 20. Any excess fuel that does not fit into the first fuel tank 20 is conducted via the overflow line 38 to the second fuel tank 22. In this way the hot returned fuel from the high-pressure system 19 is mixed with cold fuel from the second fuel tank 22, and the temperature of the fuel in the first fuel tank 20 is kept within a predetermined temperature range.
  • Fig. 4 shows a connecting diagram for a fuel system 4 according to Fig 2 , supplemented with details according to another embodiment of the present invention.
  • the fuel system 4 comprises an arrangement for controlling the fuel temperature in the first fuel tank 20.
  • the fuel system 4 comprises a valve 54 arranged in the fuel return line 13 and a third fuel line 56 arranged in connection to the valve 54 and the second fuel tank 22.
  • the valve 54 has a first and a second position, wherein the first position entails that hot fuel that is returned via the fuel return line 13 will be returned to the first fuel tank 20.
  • the second position of the valve 54 entails that the hot fuel that is returned via the fuel return line 13 will be returned to the second fuel tank 22 via the third fuel line 56.
  • the valve 54 When the temperature of the fuel as determined by the temperature sensor 42 exceeds a predetermined limit value, the valve 54 is adjusted from its first position to its second position. The valve 54 is alternatively adjusted from its first position to its second position if a need to adjust the temperature in the first fuel tank 20 has been calculated based on the operating conditions of the combustion engine 2 and the ambient temperature. In this way the hot returned fuel is conducted from the high-pressure system 19 to the second fuel tank 22, and the temperature of the fuel in the first fuel tank 20 is kept within a predetermined temperature range.
  • Fig. 5 shows a connecting diagram for a fuel system 4 according to Fig. 2 , supplemented with details according to yet another embodiment of the present invention.
  • the fuel system 4 comprises an arrangement for controlling the fuel temperature in the first fuel tank 20.
  • the arrangement comprises a thermostat arranged in the fuel return line 13.
  • a fourth fuel line 60 is arranged in connection with the thermostat 58 and the second fuel tank 22.
  • the thermostat 58 controls the flow of hot returned fuel from the high-pressure system 19 to the first fuel tank 20 and/or to the second fuel tank 22 via the fourth fuel line 60.
  • the flow of hot returned fuel that is conducted through the fuel return line 13 can be divided by means of the thermostat 58 so that one part is returned to the first fuel tank 20 and one part is returned via the fourth fuel line 60 to the second fuel tank 22. In this way a predetermined temperature of the fuel in the first fuel tank 20 can be maintained.
  • the amount of hot fuel that is returned to the first fuel tank 20 depends on the temperature of the fuel in the first fuel tank 20. The higher the temperature of the fuel in the first fuel tank 20, the greater the flow of hot fuel that is returned via the fourth fuel line 60 to the second fuel tank 22. If the temperature of the fuel in the first fuel tank 20 exceeds a predetermined temperature limit value, the thermostat 58 ensures that all the hot fuel that is returned from the high-pressure system 19 is returned to the second fuel tank 22. In this way, the hot returned fuel from the high-pressure system 19 is conducted via the fuel return line 13 and on to the fourth fuel return line 60 and to the second fuel tank 22. The hot fuel is thus cooled by the cold fuel in the second fuel tank 22. The temperature of the fuel in the first fuel tank 20 is kept within a predetermined temperature range in this way.
  • Fig. 6 shows a flow diagram of a method for controlling the fuel system 4 according to the present invention.
  • the method according to the invention comprises the step (a) of returning pressurized fuel from the high-pressure system 19 to the first fuel tank 20 by conducting the fuel from the high-pressure system 19 via a fuel return line 13 arranged in connection to the first fuel tank 20.
  • the method also comprises the step (b) of controlling the temperature of the fuel in the first fuel tank 20 by controlling the flow of fuel to the first fuel tank 20.
  • the first fuel tank 20 is designed so that it holds a smaller volume than the second fuel tank 22, wherein the main feed pump 26, which is driven by a first electric motor M1, is arranged in the first fuel tank 20.
  • the step (b) alternatively comprises feeding fuel from the second fuel tank 22 to the first fuel tank 20 by means of the transfer pump 28 via the first fuel line 36 when the temperature of the fuel in the first fuel tank 20 exceeds a predetermined temperature limit value.
  • the step (b) alternatively comprises guiding, via a valve 54 arranged in the fuel return line 13, the flow of returned pressurized fuel from the high-pressure system 19 via a third fuel line 56 to the second fuel tank 22 when the temperature of the fuel in the first fuel tank 20 exceeds a predetermined temperature limit value.
  • the step (b) alternatively comprises controlling, via a thermostat 58 arranged in the fuel return line 13, the flow of returned pressurized fuel from the high-pressure system 19 that is returned to the first fuel tank 20 via the fuel return line 13 and/or to the second fuel tank 22 via a fourth fuel line 60.

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  • 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)

Claims (11)

  1. Kraftstoffsystem (4) für einen Verbrennungsmotor (2), wobei das Kraftstoffsystem (4) aufweist: einen ersten Kraftstofftank (20), einen zweiten Kraftstofftank (22), eine erste Kraftstoffleitung (36), die in Verbindung mit dem ersten Kraftstofftank (20) und dem zweiten Kraftstofftank (22) angeordnet ist, eine zweite Kraftstoffleitung (40), die so angeordnet ist, dass sie Kraftstoff aus dem ersten Kraftstofftank (20) zu einem Hochdrucksystem (19) leitet, eine Haupt-Förderpumpe (26) und eine Neben-Förderpumpe (28), wobei die Haupt-Förderpumpe (26) so angeordnet ist, dass sie Kraftstoff aus dem ersten Kraftstofftank (20) über die zweite Leitung (40) zuführt, und die Neben-Förderpumpe (28) so angeordnet ist, dass sie Kraftstoff aus dem zweiten Kraftstofftank (22) über die erste Kraftstoffleitung (36) zuführt, wobei der erste Kraftstofftank (20) so ausgelegt ist, dass er ein kleineres Volumen fasst als der zweite Kraftstofftank (22), und dass eine Kraftstoffrücklaufleitung (13) so angeordnet ist, dass sie druckbeaufschlagten Kraftstoff aus dem Hochdrucksystem (19) zum ersten Kraftstofftank (20) zurückführt,
    dadurch gekennzeichnet, dass ein erster Elektromotor (M1) so angeordnet ist, dass er die Haupt-Förderpumpe (26), wobei die Haupt-Förderpumpe (26) im ersten Kraftstofftank (20) angeordnet ist, wobei das Kraftstoffsystem (4) eine Anordnung zum Regeln der Kraftstofftemperatur im ersten Kraftstofftank (20) durch Steuern des Kraftstoffdurchflusses zum ersten Kraftstofftank (20) aufweist, wobei die Anordnung eine Steuereinheit (44) aufweist, die die Neben-Förderpumpe (28) steuert, und wenn die Kraftstofftemperatur im ersten Kraftstofftank (20) einen vorgegebenen Temperaturgrenzwert überschreitet, die Steuereinheit (44) die Neben-Förderpumpe (28) so steuert, dass sie dem ersten Kraftstofftank (20) Kraftstoff aus dem zweiten Kraftstofftanke (22) zuführt.
  2. Kraftstoffsystem (4) nach Anspruch 1, dadurch gekennzeichnet, dass die Anordnung ein Ventil (54) in der Kraftstoffrücklaufleitung (13) aufweist, wobei das Ventil (54) eine erste und eine zweite Position hat, wobei die erste Position bewirkt, dass Kraftstoff über die Kraftstoffrücklaufleitung (13) zum ersten Kraftstofftank geleitet wird, und wobei die zweite Position bewir kt, dass der Kraftstoff über eine dritte Kraftstoffleitung (56) zum zweiten Kraftstofftank (22) geleitet wird.
  3. Kraftstoffsystem (4) nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass das Ventil (54) von der ersten in die zweite Position geführt wird, wenn die Temperatur des Kraftstoffs im ersten Kraftstofftank (20) einen vorgegebenen Temperaturgrenzwert überschreitet.
  4. Kraftstoffsystem (4) nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass die Anordnung einen Thermostat (58) in der Kraftstoffrücklaufleitung (13) aufweist, wobei der Thermostat (58) die Temperatur des Kraftstoffs im ersten Kraftstofftank (20) durch Steuern des Durchflusses des aus dem Hochdrucksystem (19) zum ersten Kraftstofftank (20) über die Kraftstoffrücklaufleitung (13) und/oder zum zweiten Kraftstofftank (22) über eine vierte Kraftstoffleitung (60) rückgeführten Kraftstoffs regelt.
  5. Kraftstoffsystem (4) nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass der erste Kraftstofftank (20) einen Temperatursensor (42) enthält.
  6. Kraftstoffsystem (4) nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass der erste Kraftstofftank (20) einen ersten Pegelsensor (46) und eine Überlaufleitung (38), die in Verbindung mit dem ersten Kraftstofftank (20) und dem zweiten Kraftstofftank (22) angeordnet sind, enthält, um Kraftstoff aus dem ersten Kraftstofftank (20) in den zweiten Kraftstofftank (22) zu leiten, wenn der Pegel im ersten Kraftstofftank (20) einen vorgegebenen Pegelgrenzwert überschreitet.
  7. Kraftstoffsystem (4) nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass die die Neben-Förderpumpe (28) von einem zweiten Elektromotor (M2) angetrieben ist, und wobei die Neben-Förderpumpe (28) im ersten Kraftstofftank (20) angeordnet ist.
  8. Verbrennungsmotor (2), dadurch gekennzeichnet, dass er ein Kraftstoffsystem (4) nach einem der Ansprüche 1 bis 7 aufweist.
  9. Fahrzeug (1), dadurch gekennzeichnet, dass es ein Kraftstoffsystem (4) nach einem der Ansprüche 1 bis 7 aufweist.
  10. Verfahren zum Steuern eines Kraftstoffsystems (4), wobei das Kraftstoffsystem (4) aufweist: einen ersten Kraftstofftank (20), einen zweiten Kraftstofftank (22), eine erste Kraftstoffleitung (36), die in Verbindung mit dem ersten Kraftstofftank (20) und dem zweiten Kraftstofftank (22) angeordnet ist, eine zweite Kraftstoffleitung (40), die so angeordnet ist, dass sie Kraftstoff aus dem ersten Kraftstofftank (20 zu einem Hochdrucksystem (19) leitet, eine Haupt-Förderpumpe (26) und eine Neben-Förderpumpe (28), wobei die Haupt-Förderpumpe (26) so angeordnet ist, dass sie Kraftstoff aus dem ersten Kraftstofftank (20) über die zweite Leitung (40) zuführt, und die Neben-Förderpumpe (28) so angeordnet ist, dass sie Kraftstoff aus dem zweiten Kraftstofftank (22) über die erste Kraftstoffleitung (36) zuführt, wobei das Verfahren die Schritte aufweist:
    (a) Rückführen von druckbeaufschlagtem Kraftstoff aus dem Hochdrucksystem (19) zum ersten Kraftstofftank (20), indem der Kraftstoff aus dem Hochdrucksystem (19) über die Kraftstoffrücklaufleitung (13), die in Verbindung mit dem ersten Kraftstofftank (20) angeordnet ist, geleitet wird,
    (b) Regeln der Temperatur des Kraftstoffs im ersten Kraftstofftank (20) durch Steuern des Kraftstoffdurchflusses zum ersten Kraftstofftank (20), der so ausgelegt ist, dass er ein kleineres Volumen fasst als der zweite Kraftstofftank, wobei die von einem ersten Elektromotor (M1) angetriebene Haupt-Förderpumpe im ersten Kraftstofftank angeordnet ist; Zuführen von Kraftstoff über die erste Kraftstoffleitung (36) mittels der Neben-Förderpumpe (28) aus dem zweiten Kraftstofftank (22) in den ersten Kraftstofftank (20), wenn die Kraftstofftemperatur im ersten Kraftstofftank (20) einen vorgegebenen Temperaturgrenzwert überschreitet; Führen der rückgeführten druckbeaufschlagten Strömung aus dem Hochdrucksystem (19) über ein in der Kraftstoffrücklaufleitung (13) angeordnetes Ventil (54) über eine dritte Kraftstoffleitung (56) zum zweiten Kraftstofftank (22), wenn die Kraftstofftemperatur im ersten Kraftstofftank (20) einen vorgegebenen Temperaturgrenzwert überschreitet.
  11. Verfahren nach Anspruch 10, wobei der Schritt (b) die Steuerung des Durchflusses des rückgeführten druckbeaufschlagten Kraftstoffs aus dem Hochdrucksystem (19) über einen in der Kraftstoffrücklaufleitung (13) angeordneten Thermostat (58) aufweist, der aus dem ersten Kraftstofftank (20) über die Kraftstoffrücklaufleitung (13) und/oder den zweiten Kraftstofftank (22) über eine vierte Kraftstoffleitung (60) rückgeführt wird.
EP14791373.5A 2013-04-29 2014-04-25 Brennstoffversorgungssystem für brennkraftmaschine Active EP2992203B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1350521A SE537848C2 (sv) 2013-04-29 2013-04-29 Bränslesystem för förbränningsmotor, förbränningsmotor med ett sådant bränslesystem, fordon med ett sådant bränslesystemoch ett förfarande för att reglera ett bränslesystem
PCT/SE2014/050501 WO2014178776A1 (en) 2013-04-29 2014-04-25 Fuel system for combustion engine

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EP2992203A1 EP2992203A1 (de) 2016-03-09
EP2992203A4 EP2992203A4 (de) 2017-01-11
EP2992203B1 true EP2992203B1 (de) 2018-03-21

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EP (1) EP2992203B1 (de)
BR (1) BR112015025090B1 (de)
SE (1) SE537848C2 (de)
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EP0043283A3 (de) * 1980-07-01 1982-07-14 Cashmore, Peter Roseby Kraftstoffverbrauchsanzeigen einer Brennkraftmaschine mit innerer Verbrennung
US5050567A (en) * 1991-02-01 1991-09-24 Aisan Kogyo Kabushiki Kaisha Fuel supply system
US5197443A (en) * 1991-06-13 1993-03-30 Parker Hannifin Corporation Fuel system for diesel truck
DE10010517A1 (de) * 2000-03-07 2001-09-13 Volkswagen Ag Kraftstoff-Versorgungssystem
JP4220352B2 (ja) * 2003-11-04 2009-02-04 日野自動車株式会社 液化ガスエンジンの燃料供給装置
JP2010121528A (ja) * 2008-11-19 2010-06-03 Toyota Motor Corp 内燃機関の燃料供給装置
US9776507B2 (en) * 2010-12-14 2017-10-03 GM Global Technology Operations LLC Temperature based fuel management in a vehicle fuel system
WO2014057093A1 (de) * 2012-10-13 2014-04-17 Volkswagen Ag Kraftstoffversorgungseinrichtung
SE537005C2 (sv) * 2013-03-22 2014-12-02 Scania Cv Ab Bränslesystem för förbränningsmotor och ett förfarande för att reglera ett bränslesystem
SE537004C2 (sv) * 2013-03-22 2014-12-02 Scania Cv Ab Bränslesystem för förbränningsmotor och förfarande för att hantera vatten, som förekommer i bränsle i ett bränslesystem
SE537006C2 (sv) * 2013-03-22 2014-12-02 Scania Cv Ab Bränslesystem för förbränningsmotor och ett förfarande för att byta filterelement i ett bränslesystem
SE537007C2 (sv) * 2013-03-22 2014-12-02 Scania Cv Ab Bränslesystem för förbränningsmotor och ett förfarande för att reglera ett bränslesystem
SE537002C2 (sv) * 2013-03-22 2014-11-25 Scania Cv Ab Bränslesystem för förbränningsmotor och ett förfarande för att reglera ett bränslesystem

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Also Published As

Publication number Publication date
BR112015025090B1 (pt) 2021-11-23
SE537848C2 (sv) 2015-11-03
BR112015025090A2 (pt) 2017-07-18
SE1350521A1 (sv) 2014-10-30
WO2014178776A1 (en) 2014-11-06
EP2992203A4 (de) 2017-01-11
EP2992203A1 (de) 2016-03-09

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