JPS6165067A - Fuel feeder for vehicle - Google Patents

Abstract

PURPOSE:To reduce the cost of a fuel feeder by providing an auxiliary pump which is operated by fluid energy of the fuel flowing through fuel return passage and by which the fuel at the second bottom portion of a fuel tank is transferred to the first bottom portion. CONSTITUTION:A main fuel pump 8 discharges the fuel near a first bottom portion 2 to a fuel discharge pipe 12 side by making a switch 33. About one ninth of the fuel in three-way joint 17 is fed to a jet pump 22 side and the remaining eight ninth is supplied to a vehicle engine 31. Thereby, negative pressure is generated by fuel injection from the nozzle of a jet pump 22 and therefore the fuel at a second bottom portion 3 side is transferred through a transferring pipe 24 to the first bottom portion 2 side.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a fuel supply device for a vehicle having a fuel pump for supplying fuel in a fuel tank with two bottoms to a vehicle engine.

(Background of the present invention) In recent years, the space inside a vehicle has become increasingly narrow due to the increase in the number of various parts, and fuel tanks with flat bottoms cannot be installed with one bottom. There may be cases where it is necessary to provide a fuel tank with a shape that has a

One such tank has two recesses in its bottom so that when the fuel gets low, a small amount of fuel accumulates in each bottom.

The other one is a two-tank integrated tank in which two tanks are separated by a partition wall.

Furthermore, in the other one, the fuel tank is separated into two parts and installed at different locations.

If you install a fuel pump inside such a fuel tank, for example, if you install the fuel pump on one of the two bottoms,
Since fuel can only be sucked up to the other bottom,
It becomes necessary to use two pumps of the same type. but,
This increases the cost and is not desirable.

(Problems to be Solved by the Present Invention) The present invention utilizes one main fuel pump and an auxiliary fuel pump which is simpler in structure and therefore cheaper in cost, to serve both the first bottom part and the second bottom part. The object of the present invention is to provide a fuel supply device for a vehicle that can suck up 2.5 fuel from fuel and send it to a vehicle engine.

(Means for solving the above problems) The present invention has the first plantar bending part and the second bottom part separated,
At least when there is only a small amount of fuel remaining inside,
A fuel tank is used in which fuel remains in each of the first bottom part and the second bottom part. There are various shapes of this tank, one with two recesses in the bottom of the tank, another with one tank separated by a wall, and still others. In one, the fuel tank is completely separated into two parts.

This shape of the fuel tank is a result of the arrangement of the fuel tank within the vehicle.

A main fuel pump is provided within the first bottom portion of the fuel tank. Most of these main fuel pumps are driven by electric motors, and the pump chamber is a regeneration pump or a roller tube pump with roller vanes.
r-tube-pump). The fuel discharged from the main fuel pump is supplied to the vehicle engine as is well known, but a portion of it is returned to the fuel tank. The auxiliary fuel pump is then driven by the fluid energy of this returned fuel. This auxiliary fuel pump sucks fuel from the second bottom side and discharges it to the first bottom side.

This allows the main fuel pump with the aid of the auxiliary fuel pump to deliver both the first bottom side and the second bottom side fuel to the vehicle engine. (Effects of the present invention) According to the present invention, since an auxiliary fuel pump with a simple structure and low cost is used, the cost of the entire device is lower than, for example, when two electric fuel pumps are operated in parallel. be able to.

In addition, since the degree of freedom in the shape of the fuel tank increases, it is possible to install the fuel tank anywhere in the vehicle, or to install parts inside the vehicle in the space outside the fuel tank between the first bottom and the second bottom. [It provides convenience in utilizing the internal space.

(Example) In FIG. 1 and FIG. 2, 1 is a fuel tank,
It is constructed by press-molding a metal plate and is attached to the lower part of the vehicle. This fuel tank 1 has a first bottom part 2 and a second bottom part 3.
A vehicle l/live shaft 5 and an exhaust pipe 7 are installed in the outer tank space 4 between these two bottom parts 2.3.

The fuel tank 1 is filled with fuel, for example gasoline. The structure of the fuel tank 1 is such that even if all the gasoline in the first bottom part 2 is simply sucked up by a conventional pump installed in the first bottom part 2, gasoline remains in the second bottom part 3. There is. In other words, the first bottom portion 2 and the second bottom portion 3 are independent recesses that do not communicate with each other at the bottom portions.

Reference numeral 8 designates a main fuel pump, which is a known fuel pump in which a DC motor driven by an on-vehicle battery 9 as a power source and a regeneration pump section driven by a rotating shaft of the motor are incorporated therein.

This pump sucks up the fuel in the tank 1 through a filter 10 for removing dust made of resin or wire mesh, and discharges the fuel to the discharge pipe 11 side.

Incidentally, this type of fuel pump is disclosed in, for example, U.S. Patent Specification No. 3.
, No. 947.149, No. 3,676.025, etc.

The fuel discharged from this fuel pump 8 is supplied to the fuel discharge pipe 1
2 to a fuel injection device (not shown) in the vehicle engine 31.

The fuel discharge pipe 12 passes through an iron cover 13 that covers the opening of the fuel tank 1.
It is screwed to the fuel tank 1 via 4. 15 is a pump mounting bracket whose one end is welded to the cover 13. Reference numeral 16 is made of rubber, which prevents the vibrations of the fuel pump 8 from being directly transmitted to the bracket 15.

Reference numeral 17 denotes a three-way joint, and a branch pipe 18 forming a fuel return passage from the middle of the fuel discharge pipe 12 is provided in a 5-shape 1k by the three-way joint 17.

Note that the portion 19.20 of the fuel discharge pipe 12 is made of a rubber hose, and the portion 21 is made of an iron pipe.

A jet pump is connected to the tip of the branch pipe 18, including an auxiliary fuel pump 22, which will be described later. jet pump 2
A transfer pipe 24 is attached to the fuel tank 2 so as to straddle the convex portion 23 on the bottom side of the fuel tank 1, and a filter 25 is attached to the end of the transfer pipe 24.

Next, details of the jet pump 22 will be explained with reference to FIG. 2. All of the parts of this jet pump 22 are made of polyacecool resin, and four parts are assembled by screw connection.

26 is an artificial vibrator connected to the branch pipe 1, and a nozzle 27 is attached to the lower side of the pipe 26. 2
8 is a pentieri tube with a wide trumpet-shaped slope 2
I have 9. 30 is a suction pipe, which is connected to the transfer pipe 24 in FIG.

Next, one dimension of flow rate, etc. will be explained. The main fuel pump 8 has a discharge pressure of 115 (Kpa) and delivers a flow rate of 90 (L/Hr'J).
L/Hr) is sent to 10 through three-way joint 17.
(L/Hr) is sent to the jet pump 22.

Therefore, the pressure inside the inlet vibrator 26 of the jet pump 22 is also 115 [Kpa]. Moreover, the pore 32 of the nozzle 27
is composed of a round hole with a diameter of 0.87 (mm).

In addition, in FIG. 1, the height Hl of the transfer pipe 24 is approximately 2
00 (mm).

Next, the operation of the above configuration will be explained.

When the key switch 33 is turned on, the battery 9 to 12 (V
) is applied to the main fuel pump 8, and the main fuel pump 8 discharges the fuel near the first bottom portion 2 toward the fuel discharge pipe 12 side. At the three-way joint 17, about 1/9 of the fuel is transferred to the jet pump 22 side, and the remaining 8/9 of the fuel is supplied to both heavy engines 31.

For this reason, the pores 32 of the nozzle 27 of the jet pump 22
At this time, the fuel is injected from the outlet 3 of the suction pipe 30.
As is well known, negative pressure is generated near 4, and the fuel on the second bottom 3 side flows through the transfer pipe 24 and suction pipe 30 to the pentier area.
It is discharged at outlet 35 of tube 2.

Therefore, the fuel in the three second bottom portions is transferred to the first bottom portion 2 side, and both the fuel in the first bottom portion 2 and the fuel in the second bottom portion 3 can be supplied to the vehicle engine 31 side. Therefore, a large amount of fuel will not be left behind in the second bottom portion 3.

° Next, a second embodiment will be described.

In FIG. 3, a partition wall 36 is provided between one fuel tank 1, so that the first bottom part 2 and the second bottom part 3 are separated.

Further, in FIG. 4 showing the third embodiment, the fuel tank 1 is completely separated into two parts and placed in different locations.

In addition, in FIG. 3 and FIG. 4, the same reference numerals as in FIG. 1 are the same or equivalent parts as in FIG. 1.

Next, a fourth embodiment will be described with reference to FIGS. 5 to 8.

FIG. 5 is a schematic diagram of a gasoline supply system for two fuel tanks. 1 is a two-tank type fuel tank, and the center of the bottom of the tank bulges inward. This is due to installation constraints such as front-engine rear-drive cars that place the engine in the front of the vehicle and drive the rear wheels, and military-grade sports cars among four-wheel drive cars (i.e., securing space for installing the drive shaft). This is derived from the two demands of increasing gasoline capacity as much as possible.

Reference numeral 8 denotes an in-tank type main fuel pump, which is a regeneration pump rotated by a small DC motor, and is placed on either paddle, and in FIG. 5 is placed on the first bottom 2.

This pump 8 has a discharge pressure of 110 (Kpa) and a discharge amount of 10
0CL/Hr) or higher. This discharge amount is 20 (L/Hr) higher than that of a normal conventional pump of this type.

18, 19, and 20 are fuel tubes with an outer diameter of 8 (mm), and are used for main pump discharge (19), engine supply (20), and sub pump supply (18), respectively.

Of these, the main pump discharge tube 19 and the engine supply tube 20 constitute a fuel discharge pipe 12 . Further, the sub-pump Ut supply tube 18 forms a fuel return passage.

17 is a metal joint, and the three tubes 18, 19, and 20 are brazed to this joint 17. Further, an engine supply tube 20 is brazed to the metal cover 13. As a result, cover 1
3 and three tubes 18, 19, 20 and joint 17
It is integrated with.

Note that when brazing the engine supply tube 20 to the cover 13, it is desirable to position the joint 17 as close to the cover 13 as possible. This is because the smaller the dimension H2 in FIG. 5 is, the easier it is to insert a tube, etc. into the fuel tank.

18.24 is a gasoline-resistant rubber hose;
defines a fuel return passage from the main fuel pump. 2
4, the gasoline discharged by the auxiliary fuel pump 22 is transferred from the tank on the auxiliary fuel pump side, that is, the second bottom part 3 to the pump 8.
The side tank, i.e. the first bottom? It plays the role of sending to.

22 is a fluid-driven pump serving as an auxiliary fuel pump, and main fuel pumps 8 to 110 (Kpa), 20 (L/Hr)
) It has the ability to receive gasoline at a high pressure of 3 (Kpa', or less, approximately 40 (L/Hr)) and discharge low pressure gasoline.

The fluid driven pump 22 will be described in detail below. In FIGS. 6 to 8, reference numeral 40 denotes a disc-shaped plastic cover that is heat-welded to the main body 41. The four positioning holes 42 are used to prevent misalignment during heat welding. 4
It is press-fitted and fixed to the cover 40 with metal for the three-pin bearing. 44 is a plastic driving impeller (water wheel),
It has six blades 45 and a metal rotating shaft (shaft, 4
6 is press-fitted and fixed.

Note that the height H3 of this water wheel 44 is desirably greater than the height Ha of the top of the convex portion 23 of the fuel tank 1 shown in FIG. The reason is that it is more efficient for the water wheel 14 to rotate in the air, so the water wheel 44 is exposed to the air when the fuel level reaches the top of the protrusion 23 of the fuel tank 1. It is for this purpose.

41 is a cylindrical main body made of plastic, and has four windows (openings) 47 of different sizes around the cylindrical body.

The gasoline sent from the main fuel pump 8 and injected from the nozzle 48 to give rotational force to the water wheel 44 has almost exhausted its fluid energy and exits from the pump room through the window 47.

A pipe 49 for receiving gasoline is integrally provided above the auxiliary fuel pump main body 41 (see Figs. 6 and 7).
On the other hand, a pipe 50 for discharging gasoline from a discharge hole 50a (FIG. 8) of a regeneration pump is integrated below the main body 41. Note that the vibrator 50 is not shown in the cross-sectional view of FIG. 6, but is shown in FIGS. 7 and 8.

There are 4 nozzles for gasoline injection near the base of the 4 vibrators.
There are 8 or more. There is a thin cylindrical space in the lower part of the water wheel 44 that forms a pump chamber 51 of the regeneration pump, and a channel groove 52 is dug on the outer periphery of the space.

The upper part of the pump chamber 51 is defined by the main body 41, and four holes 53 for positioning the end face of the main body are formed in each of the upper parts.

54 is a pump wall with an inlet made of plastic;
A pump chamber of the regeneration pump is defined together with the lower wall of the main body 41, and a C-shaped channel groove 52 is cut in the upper end surface of the inlet pump 54.

A bottle 55 receives the thrust force of the shaft 46, and is press-fitted into the pump wall 54 with an inlet.

The pump wall 54 with inlet is thermally welded to the main body 41 like the upper cover 40.

56 is an impeller (transfer impeller) for the regeneration pump, and has 45 blades on its outer periphery. 57 is part of the stem and is fixed to the pump wall 54 with an inlet by fitting. The stem portion 57 is provided with an opening 57a for fuel suction and a filter 57b, and this opening communicates with an inlet (suction hole) 54a shown by a broken line in FIG.

Next, the operation of this fourth embodiment will be explained.

The main fuel pump 8 pumps fuel to the vehicle engine 31 and drives the auxiliary fuel pump 22 with a portion of its discharge amount. Therefore, the discharge amount is increased compared to conventional energized pumps.

The vibrator 18 forming a fuel return passage communicates with a nozzle 48 shown in FIG. 7 that injects a constant flow rate Q1 when the pressure is constant P1.The water jet from this nozzle 48 rotates the water wheel 44, and this rotational force is transmitted to the shaft l. [6] to the transfer impeller 56. This impeller 56 causes pressure P2.
A flow rate Q2 is obtained.

Letting the overall efficiency of the water turbine 44 and impeller 56 be η, η=(
P2・Q2)/(P+−Q+).

Here, P+=110 (Kpa), Q+=20 (L/
Hr), P2=3 (Kpa), and the efficiency of the water turbine 44 and transfer impeller 56 is 5 [%], then Q2=0
．． 05X L L OX20 +3=37 (L/H
r), and Q2. >Q holds true.

Due to the groove bottom and operation described above, all of the gasoline in the two-tank type tank 1 can be pumped to the engine 31.

Next, in the fifth embodiment shown in FIG. 9, an auxiliary fuel pump 22 consisting of a water wheel and a pump is placed in the same tank 2 as the main fuel pump 8. In this case, auxiliary fuel pump 2
The two suction port filters 60 may be arranged in a separate tank (separate bottom part 3) from the main fuel pump 8.

The system shown in FIG. 9 is more efficient as there is less fluid loss associated with the flow of high-pressure gasoline for rotating the auxiliary fuel pump 22.

[Brief explanation of the drawing]

Fig. 1 is a tank interior layout schematically showing a partial longitudinal section of the device of the present invention, Fig. 2 is a cross-sectional view of a jet pump used in the device of Fig. 1, and Figs. 3 and 4 are the main parts. Second invention device
and a schematic diagram showing the third embodiment, FIG. 5 is an internal layout diagram showing the fourth embodiment of the device of the present invention, and FIG. 6 is an arrow view of the fluid-driven pump used in the device of FIG. VT-VT sectional view,
7 is a plan view taken along arrows 1--2 in FIG. 6, FIG. 8 is a partial sectional view taken along arrows 2--2 in FIG. 6, and FIG. 9 is a diagram showing the arrangement inside the tank of the fifth embodiment. 2... First bottom part, 3... Second bottom part, 1... Fuel tank 531... Vehicle engine, 8...-Main fuel pump, 12... Fuel discharge pipe, 18... Fuel return passage,
22... Auxiliary fuel pump, 27... Nozzle, 28...
...Henturi tube, 30...Suction passage, 22...
Jet pump, 44... Drive impeller, 46...
- Rotating shaft, 56... Transfer impeller, 22... Fluid driven pump.

Claims (1)

[Claims] 1. Having a first bottom part and a second bottom part separated, at least when the fuel remaining inside becomes small, fuel remains in each of the first bottom part and the second bottom part. a main fuel pump disposed within the first bottom portion of the fuel tank and discharging a portion of the sucked up fuel to the vehicle engine side outside the fuel tank and returning the remainder of the fuel into the fuel tank; , a fuel discharge pipe that communicates the main fuel pump with the vehicle engine outside the fuel tank, and a fuel discharge pipe that communicates with the discharge port side of the main fuel pump in order to return the fuel discharged from the main fuel pump into the fuel tank. a fuel return passageway connected to the fuel return passageway and actuated by the fluid energy of the fuel flowing within the fuel return passageway to transfer fuel from the second bottom of the fuel tank to the first bottom portion; Vehicle fuel supply system equipped with an auxiliary fuel pump. 2. The auxiliary fuel pump includes a nozzle communicating with the fuel return passage, a Venturi pipe facing the nozzle and discharging fuel to a first bottom of the fuel tank, and a suction communicating with a second bottom of the fuel tank. 2. The vehicle fuel supply system according to claim 1, comprising a jet pump having a passage. 3. The auxiliary fuel pump includes a driving impeller that rotates under the pressure of the fuel coming out of the fuel return passage, a rotating shaft that rotates integrally with the driving impeller, and a rotating shaft that is connected to the rotating shaft and rotates to supply the fuel. 2. The fuel supply system for a vehicle according to claim 1, comprising a fluid-driven pump having a transfer impeller for transferring fuel from the second bottom of the tank to the first bottom.