KR20060048789A - Electric pump and modularized fuel supply system with such electric pump - Google Patents

Abstract

The electric pump 1 comprises a pump section 3 which sucks fluid into the pump compartment 11 and a motor section 2 comprising a rotatable armature 14 in the motor compartment 10 which drives the pump section 3. It includes. The pump 1 also has an outlet port 45 for directing the sucked and pressurized fluid out of the pump 1 and a communication for discharging a portion of the fuel from the pump section 3 into the motor compartment 10. An opening 48. Fluid from the pump compartment 11 exits directly from the outlet port 45 without passing through the motor compartment 10. A portion of the fluid from the pump section 3 flows through the communication opening 48 into the motor compartment 10 and finally exits from the second outlet port 30 after passing through the motor compartment 10.

Description

ELECTRIC PUMP AND MODULARIZED FUEL SUPPLY SYSTEM WITH SUCH ELECTRIC PUMP

1 is a side view, partly in cross section for clarity of a fuel pump according to a first exemplary embodiment of the invention, FIG.

2 is a plan view of a fuel pump according to a first exemplary embodiment,

3 is a bottom view of a fuel pump according to a first exemplary embodiment,

4 is a perspective view showing a relationship between an inlet port and an outlet port of a fuel pump according to the first exemplary embodiment;

5 is a sectional view of a pump section of a fuel pump according to a first exemplary embodiment,

6 is a bottom view of the pump housing showing the relationship between the flow channel and the communication opening in the pump housing according to the first exemplary embodiment;

7 is a flow path diagram of a fuel pump according to a first exemplary embodiment,

8 is a sectional view of a pump section of a fuel pump according to a second exemplary embodiment of the present invention;

9 shows a fuel pump according to a third exemplary embodiment of the invention, similar to FIG. 1;

10 is a perspective view showing a relationship between an inlet port and an outlet port of the fuel pump of FIG. 9;

11 is a perspective view showing a relationship between an inlet port and an outlet port of a modified fuel pump according to a third exemplary embodiment;

12 shows a pump section of a fuel pump according to a fourth exemplary embodiment of the invention, similar to FIG. 5;

FIG. 13 is a view similar to FIG. 1 showing a fuel pump according to a fifth exemplary embodiment of the present invention; FIG.

FIG. 14 is a view similar to FIG. 1 showing a fuel pump according to a sixth exemplary embodiment of the present invention; FIG.

FIG. 15 is a side elevational view, partially in cross section, for clarity of a modular fuel supply system according to a seventh exemplary embodiment of the present invention; FIG.

FIG. 16 is a plan view partially showing in cross section the fuel supply system of FIG. 15 for clarity; FIG.

17 is an enlarged cross-sectional view of the fuel supply system of FIG. 15 showing a connection portion between the front end filter case and the fuel pump;

18 is a flow path diagram of the fuel supply system of FIG. 15;

FIG. 19 is a view similar to FIG. 17 showing another fitting structure between the front end filter case and the fuel pump; FIG.

FIG. 20 is a view similar to FIG. 17 showing another fitting structure between the front end filter case and the fuel pump; FIG.

FIG. 21 shows a modular fuel supply system according to a seventh embodiment of the present invention, similar to FIG. 15;

FIG. 22 is a flow path diagram of the fuel supply system of FIG. 21;

FIG. 23 shows a modular fuel supply system according to an eighth exemplary embodiment of the present invention, similar to FIG. 15;

24 is a perspective view showing a mounting recess of the filter case of FIG. 23;

FIG. 25 shows a modular fuel supply system according to a ninth exemplary embodiment of the invention, similar to FIG. 15;

FIG. 26 is a view similar to FIG. 16, illustrating a modular fuel supply system according to a tenth exemplary embodiment of the present invention; FIG.

FIG. 27 is a view similar to FIG. 17 showing a pump section of a fuel pump according to an eleventh exemplary embodiment of the invention;

FIG. 28 shows a pump section of a fuel pump according to a twelfth exemplary embodiment of the invention, similar to FIG. 27;

FIG. 29 shows a modular fuel supply system according to a thirteenth exemplary embodiment of the invention, similar to FIG. 21;

30 is a side elevational view, partially in cross section, for clarity of a prior art fuel pump;

FIG. 31 is a flow path diagram of the prior art fuel supply system of FIG. 30;

<Description of Symbols for Main Parts of Drawings>

1: electric pump 2: motor section

3: pump section 5: casing

7: end cap member 10: motor compartment

13: magnet 14: armature

15: armature body 18: shaft

30, 78: second outflow port 34: impeller

45, 73: outlet port 48: communication opening

65 inlet port 67 check valve

76: steam vent 80: jet pump

84: modular fuel supply system 85, 135: front end filter

86, 86A: pressure regulator 90: reservoir cup

92 fuel tank 95 filter case

96, 96A: filter element 103: outflow path

106: inflow path exit 109: outflow path entrance

112: injector or target 114: regulator housing

126: sealing member 157: check valve

The present invention relates to, for example, an electric pump used as an in-tank fuel pump for pumping fuel stored in an automobile fuel tank and a modular fuel supply system having such an electric pump.

Referring now to FIG. 30, a prior art fuel pump using an electric pump is described. This type of fuel pump is known as a turbine or impeller pump. The fuel pump 201 integrally includes a motor section 202 and a pump section 203 installed at one end (lower end in FIG. 30) of the motor section. The outer shell of the fuel pump 201 generally includes a tubular shell 206, a motor cover 207 that seals one end of the tubular shell (the upper end in FIG. 30), and an inner region of the tubular shell 206. Dividing into 210 and pump compartment 211 is pump casing 205 including pump housing 209 superimposed on pump cover 208.

Motor section 202 consists, for example, of a brushed DC motor comprising a magnet 213 fixed in tubular shell 206 and an armature 214 rotating in tubular shell 206. The armature 214 includes an armature body 215 having an iron core, coil, commutator 216, and the like, and a shaft 218 installed through the axis of the armature body 215. One end of the shaft 218 (upper end in FIG. 30) is rotatably supported in the motor cover 207 by a bearing 221. On the other hand, the other end of the shaft 218 (lower end in FIG. 30) is passed through the pump housing 209 and rotatably supported therein by the bearing 222. The lower end of the shaft 218 protruding into the pump compartment 211 is a connecting portion 219 having a specific deformation cross section, such as a D-shaped cross section.

The motor cover 207 accommodates a brush 224 in sliding contact with the commutator 216 of the armature 214, a spring 225 for pressing the brush 224 onto the commutator 216, and the like. The motor cover 207 also includes a connector section 228 having a terminal 227 electrically connected to the brush 224. Thus, armature 214 is rotated by applying a voltage to a coil (not shown) of armature 214 via terminal 227, brush 224 and commutator 216. The motor cover 207 also includes an outlet port 230 that opens upwardly out of the fuel pump 201. In addition, the outlet port 230 is in communication with the motor compartment 210.

Referring to the pump section 203, the pump compartment 211 rotatably receives a generally disc shaped impeller 234. A plurality of vane grooves 235 are provided at the outer circumferential edge of the impeller 234 at predetermined intervals in the circumferential direction. The vane groove 235 on the top surface of the impeller 234 is mirror symmetric to the vane groove 235 of the bottom surface of the impeller 234. The vane grooves 235 on both surfaces communicate with each other through the communication holes 236. The shaft hole 238 has a specific modified cross section, such as a D-shaped cross section that cooperates with the connecting portion 219 of the shaft 218 of the armature 214. The connecting portion 219 of the armature 214 is inserted into engagement with the shaft hole 238 to transmit torque to the impeller 234.

As indicated by reference numerals 209a and 208a, the wall surfaces of the pump housing 209 and the pump cover 208 opposite the top and bottom surfaces of the impeller 234, respectively, are the shaft holes 238 of the impeller 234. It has a generally cylindrical recess 239 corresponding respectively to the upper and bottom surfaces of the circumference. The recess 239 facing the top surface of the impeller 234 is substantially symmetric to the recess 239 facing the bottom surface of the impeller 234. The recess 239 of the pump cover 208 and the recess 239 of the pump housing 209 each form a bearing compartment 263. The wall surfaces 209a and 208a of the pump housing 209 and the pump cover 208 also have generally C-shaped flow channels 240 corresponding to vane grooves 235 on the top and bottom surfaces of the impeller 234, respectively. It is installed.

The pump cover 208 has an inlet port 242 that opens downward out of the fuel pump 201. Inlet port 242 is also in communication with the starting end of flow channel 240. The pump cover 208 also includes a vapor vent 276 that opens downward out of the fuel pump 201. In addition, vapor vent 276 is in communication with a predetermined point between the start end and the end of flow channel 240. On the other hand, the pump housing 209 has an outlet port 245 which opens to the motor compartment 210. In addition, the outlet port 245 is in communication with the end of the flow channel 240. In practice, the first outlet port 245 and the vapor vent 276 in FIG. 30 are spaced at a predetermined angle along the circumferential direction of the impeller 234.

The operation of the fuel pump 201 described above will now be described. Referring to the motor section 202, the armature 214 is first rotated by applying a voltage to a coil (not shown) of the armature 214. Next, in cooperation with the shaft 218 of the armature 214, the impeller 234 is rotated in a predetermined direction to create a pumping action. This causes the flow channel 240 to inhale fluid or fuel from the inlet port 242 of the pump cover 208. The fuel is energized from vane grooves 235 on both the top and bottom surfaces of the impeller 234 in communication with each other through the communication holes 236. The fuel is oriented from the starting end to the termination and transported through the flow channel 240 in both the pump cover 208 and the pump housing 209. In the transfer process, the fuel is gradually pressurized. The fuel delivered to the ends of both flow channels 240 is then discharged from the outlet port 245 of the pump housing 209 into the motor compartment 210 of the motor section 202. In addition, after passing through the motor compartment 210, the fuel is discharged from the outlet port 230 of the motor cover 207. The term “first outlet port” refers to the fuel outlet port 245 of the pump section 203, and the term “second outlet port” refers to the fuel outlet port 230 of the motor section 202. On the other hand, the vapor contained in the fuel delivered in the pumping cycle accompanying the rotation of the impeller 234 is exhausted from the steam vent 276 of the pump cover 208 to the outside of the fuel pump 201.

Next, a prior art fuel supply system including the above-described fuel pump (electric pump) 201 as an in-tank fuel pump will be described with reference to FIG. 31, which shows a flow path diagram of the fuel supply system. It is shown. The fuel supply system 284 other than the fuel pump 201 includes a high pressure filter 330, a pressure regulator 286 and a low pressure filter 332 in a modular configuration. The modular fuel pump 201 is disposed in a storage cup (or simply referred to as a cup) mounted within the fuel tank 292. The high pressure filter 330 is referred to as a "fuel filter" or "back-end filter." The pressure regulator 286 is also referred to as a "regulator valve" and the low pressure filter 332 is also referred to as a "suction filter" or "shear filter".

The fuel pump 201 sucks and pressurizes the fuel in the reservoir cup 290 to discharge the fuel into the high pressure filter 330. The high pressure filter 330 removes foreign matter in the pressurized fuel discharged from the fuel pump 201 and then discharges the pressurized fuel into the pressure regulator 286. The high pressure filter 330 includes a fine filter element (not shown) for removing foreign matter in the fuel to avoid particles from reaching the pressure regulator 286 or the injector 312. On the other hand, the pressure regulator 286 regulates the fuel pressure of the pressurized fuel discharged from the high pressure filter 330 and discharges the excess pressurized fuel into the reservoir cup 290. The pressurized fuel regulated with respect to the fuel pressure by the pressure regulator 286 is discharged into the fuel supply line 311 outside the fuel tank 292. As shown in FIG. 31, the fuel supply line 311 is connected to the injector 312. Meanwhile, the low pressure filter 332 removes foreign matter sucked into the fuel pump 201 from the reservoir cup 290. Low pressure filter 332 includes a coarse filter element (not shown) to remove debris to avoid particles from reaching the fuel pump.

Referring to the fuel supply system 284 described above, when the fuel pump 201 is operated, the fuel in the reservoir cup 290 is sucked through the low pressure filter 332, pressurized, and supplied into the high pressure filter 330. do. The fuel passed through the high pressure filter 330 then passes through the pressure regulator 286 and flows into the fuel supply line 311 outside of the fuel tank 292. Fuel flowing into the fuel supply line 311 is supplied into the injector 312. On the other hand, pressure regulator 286 regulates the fuel pressure and discharges all excess pressurized fuel into reservoir cup 290.

Relatively large particles (denoted by 에서 in FIG. 31) in the foreign matter contained in the fuel are removed through the low pressure filter 332. On the other hand, relatively small particles (denoted by Δ in FIG. 31) and brush-wear particles or particles generated by a motor (denoted by O in FIG. 31) are removed through the high pressure filter 330.

The fuel supply system 284 (shown in FIG. 31) described above is disclosed, for example, in US Pat. No. 6,739,354 to Oku et al. Assigned to the applicant of the present invention. The disclosure of this US Pat. No. 6,739,354 is incorporated herein by reference. The above-described fuel pump 201 (shown in FIG. 30) is disclosed, for example, in Japanese Patent Laid-Open No. 2002-303219. In addition, a fuel pump in which fuel in the pump section 203 is discharged directly through the first outlet port 245 to the outside of the pump is disclosed, for example, in Dutch Patent 6806734.

The aforementioned fuel pump 201 (shown in FIG. 30) discharges pressurized fuel from the second outlet port 230 after the fuel has passed from the first outlet port 245 into the motor compartment 210. At the same time, the motor section 202 of the fuel pump 201 and the commutator 216 of the armature 214 are brush 224 generating brush-wear particles or particles generated by the motor (denoted by O in FIG. 31). Are slidingly contacted. Thus, the fuel discharged from the second outlet port 230 of the fuel pump 201 contains particles generated by the motor. The same problem occurs with the fuel pump disclosed in US Pat. No. 6,739,354 and Japanese Patent Laid-Open No. 2002-303219.

The foreign matter generated in the motor section 202 (denoted by O in FIG. 31) and the relatively small particles passed through the low pressure filter 332 (denoted by Δ in FIG. 31) are the pressure regulator 286 or the injector ( It is necessary to install a high pressure filter 330 at the rear end of the fuel pump 201 to avoid reaching 312 and causing problems with the fuel supply system 284 described above. At the same time, fuel pump 201 to avoid relatively large particles (indicated by O in FIG. 31) contained in fuel in reservoir cup 209 of fuel tank 292 move into fuel pump 201 and cause problems. It is necessary to install the low pressure filter 332 at the front end of the).

Thus, the prior art fuel supply system 284 requires both a low pressure filter 332 and a high pressure filter 330. This causes the fuel supply system 284 to be large in size. In particular, when the low pressure filter 332 is disposed at the lower end of the fuel pump as disclosed in US Pat. No. 6,739,354, it is difficult to reduce the overall height of the fuel supply system 284. Another problem is the increased cost of fuel supply system 284 due to the need for both low pressure filter 332 and high pressure filter 330. This problem also applies to the fuel supply system of Japanese Patent Laid-Open No. 2002-303219.

In this regard, the pump of Dutch Patent No. 6806734 is a motor contained in the fuel discharged from the outlet port because the fuel in the pump section can be discharged directly from the outlet port to the outside of the pump without passing through the inside of the motor section. The problem caused by particles generated by However, the fact that fuel does not pass through the motor compartment caused another problem. The problem is that in such pumps the fluid does not cool the motor section and, for example, the fluid does not lubricate the sliding portion between the armature shaft and the bearing and between the armature commutator and the brush. Such pumps are not suitable, for example, in-tank fuel pumps arranged in fuel tanks.

Accordingly, it is an object of the present invention that an electric pump capable of draining fuel free of particles generated by the motor directly from the pump section to the outside of the pump and also cooling the motor section and lubricating the sliding portion with this fluid. And to provide a fuel supply system having such an electric pump.

According to one embodiment of the invention, an electric pump includes an outlet port (referred to as "first outlet port" for convenience of explanation) that allows the electric pump to be sucked into the pump section to allow direct discharge of pressurized fluid out of the pump. Doing. Thus, the fluid discharged from the pump compartment can be discharged directly from the first outlet port without passing through the motor compartment. This allows the particle free fluid generated by the motor to be discharged directly from the pump section to the outside of the pump. The term "directly discharged out of the pump" refers to the fluid within the pump compartment being discharged from the pump compartment to the outside of the pump without passing through a motor compartment or other flow path. In addition, the electric pump may further include a communication opening that allows a portion of the fluid to flow from the pump section into the motor compartment. This allows a portion of the fluid to be guided from the pump section through the communication opening into the motor compartment, allowing it to cool the motor section and lubricate the sliding portion. The term "sliding part" refers to the part that slides between a stator element (ie, a bearing, a brush, etc.) and a rotor element (ie, the shaft and commutator of the armature). The electric pump described above can, on the one hand, drain the particle free fluid generated by the motor directly from the pump section to the outside of the pump, and on the other hand it can cool the motor section and lubricate the sliding portion.

According to another embodiment of the electric pump, the armature body is coupled with the impeller to transmit torque thereto by the engagement means. This causes the axial length of the electric pump to be reduced, thereby miniaturizing the electric pump.

According to another embodiment of the electric pump, the communication opening is installed at a point located after one quarter of the pumping cycle from the starting end to the end in one rotation of the impeller. This allows vapor or vapor bubbles, which may be generated in the fluid, for example, by elevated temperatures during the pumping cycle, to be efficiently evacuated through the communication openings into the motor compartment. The vapor cannot be efficiently evacuated at a point located one quarter of the pumping cycle from the starting end in one revolution of the impeller because the fluid does not create sufficient pressure.

According to another embodiment of the electric pump, a steam vent is installed to exhaust steam generated in the fluid to the outside of the pump during the pumping cycle during one rotation of the impeller. This allows steam generated in the fluid to be exhausted from the steam vent to the outside of the pump, for example, by elevated temperatures during the pumping cycle. Steam can be efficiently evacuated by installing a steam vent at a point located one quarter after the pumping cycle from the starting end in one rotation of the impeller.

According to another embodiment of the electric pump, a second outlet port is provided in the pump to discharge fluid discharged from the pump section into the motor compartment via the communication opening to the outside of the pump. This allows fluid discharged from the pump section through the communication opening into the motor compartment to be discharged out of the pump from the second outlet port. Thus, fluid is passed into the motor compartment, resulting in improved cooling of the motor section and lubrication of the sliding portion.

According to another embodiment of the electric pump, the end cap member of the motor section has a second outlet port. This allows fluid discharged from the pump section through the communication opening into the motor compartment to be discharged out of the pump via the second outlet port after passing from the pump side to the distal end of the motor compartment. Thus, the fluid is passed over substantially the entire length of the motor compartment, resulting in further cooling of the motor section and lubrication of the lubrication portion in the motor section.

According to another embodiment of the electric pump, the second outlet port has a check valve. This allows the check valve to prevent fluid from flowing back into the motor compartment from the outside of the pump via the second outlet port.

According to another embodiment of the electric pump, the electric pump has a jet pump driven by the fluid flow discharged from the second outlet port. This allows fluid outside of the pump to be sucked and delivered to a predetermined position by using the fluid flow discharged from the second outlet port as a drive source. Thus, the pressure energy of the fluid flow discharged from the second outlet port can be utilized efficiently.

According to another embodiment of the electric pump, the end cap member of the pump has an outlet port (first outlet port) for directly draining and then pressurizing the fluid sucked into the pump section out of the pump. Thus, the fluid sucked into the pump section and pressurized can be directly discharged out of the pump from the first outlet port in the end cap member of the pump section.

According to another embodiment of the electric pump, the inlet port of the pump section is opened through the outer surface. This allows fluid to be sucked into the pump section from an inlet port that opens through the outer surface.

According to one embodiment, the modular fuel supply system includes an in-tank fuel pump that sucks, pressurizes and discharges fuel in the fuel tank, and a front end filter that removes foreign matter in the fuel sucked into the fuel pump. In addition, any one of the electric pumps of the above-described embodiment is used as the fuel pump. Therefore, a fuel having an electric pump as a fuel pump capable of directly discharging the particle-free fluid generated by the motor from the pump section to the outside of the pump and also cooling the motor section and lubricating the sliding portion with the fluid. Supply systems can be provided. In addition, since the fuel discharged from the outlet port (first outlet port) of the electric pump does not contain particles generated by the motor, the high pressure filter that needs to be disposed at the rear end of the fuel pump of the prior art can be removed. have. Therefore, the fuel supply system can be manufactured thin, and the manufacturing cost can be reduced. On the other hand, the shear filter removes foreign matter, especially small particles, in the fuel sucked into the electric pump. These small particles adversely affect the sliding portion of the electric pump. Thus, the electric motor life can be increased by reducing or preventing the problems associated with the sliding portion.

According to another embodiment of the modular fuel supply system, the modular fuel supply system includes an in-tank fuel pump that sucks, pressurizes and discharges fuel in the fuel tank, and a shear filter for removing foreign matter in the fuel sucked into the fuel pump. And a reservoir cup disposed in the fuel tank to store fuel sucked into the tank through the front end filter by the fuel pump. Further, any one of the electric pumps of the above-described embodiment having a second outlet port is used as the fuel pump. Therefore, a fuel having an electric pump as a fuel pump capable of directly discharging the particle-free fluid generated by the motor from the pump section to the outside of the pump and also cooling the motor section and lubricating the sliding portion with the fluid. Supply systems can be provided. In addition, since the fuel discharged from the outlet port (first outlet port) of the electric pump does not contain particles generated by the motor, the high pressure filter that needs to be disposed at the rear end of the fuel pump of the prior art can be removed. have. Therefore, the fuel supply system can be manufactured thin, and the manufacturing cost can be reduced. On the other hand, the front end filter removes foreign matter in the fuel sucked into the electric pump, in particular small particles which may adversely affect the sliding portion of the electric pump. Thus, the electric motor life can be increased by reducing or preventing the problems associated with the sliding portion. The fuel supply system also includes a jet pump driven by the fluid flow discharged from the second outlet port of the electric pump to transfer fuel within the fuel tank but outside of the reservoir cup into the reservoir cup. It utilizes the fluid flow (fuel flow) discharged from the second outlet port of the electric pump as a driving source for driving the jet pump, thereby allowing the fuel in the fuel tank but outside the reservoir cup to be sucked and then transferred into the reservoir cup. To be. Thus, the pressure energy of the fuel flow discharged from the second outlet port of the electric pump can be utilized efficiently.

According to another embodiment of the modular fuel supply system, the modular fuel supply system includes an in-tank fuel pump that sucks, pressurizes and discharges fuel in the fuel tank, and a shear filter for removing foreign matter in the fuel sucked into the fuel pump. And a reservoir cup disposed in the fuel tank to store fuel sucked into the cup through the front end filter by the fuel pump. In addition, the electric pump of the above-described embodiment having a jet pump driven by the fluid flow discharged from the second outlet port is used as the fuel pump. Therefore, a fuel having an electric pump as a fuel pump capable of directly discharging the particle-free fluid generated by the motor from the pump section to the outside of the pump and also cooling the motor section and lubricating the sliding portion with the fluid. Supply systems can be provided. In addition, since the fuel discharged from the outlet port (first outlet port) of the electric pump does not contain particles generated by the motor, the high pressure filter that needs to be disposed at the rear end of the fuel pump of the prior art can be removed. have. Therefore, the fuel supply system can be manufactured thin, and the manufacturing cost can be reduced. On the other hand, the front end filter removes foreign matter in the fuel sucked into the electric pump, in particular small particles which may adversely affect the sliding portion of the electric pump. Thus, the electric motor life can be increased by reducing or preventing the problems associated with the sliding portion. The fuel supply system is also arranged and configured to transport fuel from the outside of the reservoir cup but within the fuel tank by a jet pump driven by the fluid flow discharged from the second outlet port of the electric pump. It utilizes the fluid flow (fuel flow) discharged from the second outlet port of the electric pump as a driving source for driving the jet pump, thereby allowing the fuel in the fuel tank but outside the reservoir cup to be sucked and then transferred into the reservoir cup. To be. Thus, the pressure energy of the fuel flow discharged from the second outlet port of the electric pump can be utilized efficiently.

According to another embodiment of the modular fuel supply system, the front end filter comprises a filter element having a multilayer structure with a rough outer layer and a fine inner layer. This allows the front end filter element to efficiently remove foreign matter in the fuel drawn into the fuel pump.

According to another embodiment of the modular fuel supply system, the front end filter has a filter element formed in a substantially cylindrical shape to surround the fuel pump. This large filtration area allows the front end filter element to efficiently remove foreign matter in the fuel drawn into the fuel pump. In addition, the filtration area of the filter element is increased, so that the suction resistance is reduced. Thus, the electricity consumption of the fuel pump can be reduced.

According to another embodiment of the modular fuel supply system, the modular fuel supply system has a pressure regulator. This allows the pressure regulator to adjust the fuel pressure of the pressurized fuel discharged from the fuel pump.

In addition, the pressure regulator may be arranged radially overlapping with respect to the fuel pump and the front end filter. Therefore, it is possible to provide a thin fuel supply system having a pressure regulator.

According to another embodiment of the modular fuel supply system, the filter case is integrally formed with at least a portion of the regulator housing of the pressure regulator. Thereby, at least a part of the regulator housing of the pressure regulator does not need to be installed separately. Thus, a simple and lightweight pressure regulator can be manufactured.

According to another embodiment of the modular fuel supply system, the pressure regulator fits within the filter case with a mounting recess installed on the filter case. This makes it possible to easily mount a pressure regulator made of a separate component to a mounting recess installed on the filter case.

According to another embodiment of the modular fuel supply system, the front end filter has an outflow path. The outlet path is connected to an outlet port (first outlet port) for directly discharging fuel sucked into the pump section of the fuel pump out of the pump. Fuel discharged from the outlet port flows into the predetermined portion through the outlet path. Thus, no complicated parts forming the outflow path are needed. This makes it possible to manufacture the fuel supply system thin and light, and reduces the manufacturing cost.

According to another embodiment of the modular fuel supply system, the inlet port of the fuel pump is a fitting structure with a male port and a corresponding female port, connected to the inlet path outlet of the front end filter. This allows the connection work between the inlet port of the fuel pump and the inlet path outlet of the front end filter to be easily executed.

According to another embodiment of the modular fuel supply system, a sealing member is interposed between the inlet port of the fuel pump and the inlet path outlet of the front end filter. This reduces or prevents fuel leakage at the connection between the inlet port of the fuel pump and the inlet path outlet of the front end filter.

According to another embodiment of the modular fuel supply system, the outlet path inlet of the front end filter is connected to the outlet port of the fuel pump, the outlet port being connected to the outlet path inlet in a fitting structure having a male port and a corresponding female port. It is connected. This allows the connection work between the outlet path inlet of the front end filter and the outlet port (first outlet port) of the fuel pump to be easily executed.

According to another embodiment of the modular fuel supply system, a sealing member is interposed between the outlet path inlet of the front end filter and the outlet port of the fuel pump. This reduces or prevents fuel leakage at the connection between the outlet path inlet of the front end filter and the outlet port (first outlet port) of the fuel pump.

According to another embodiment of the electric pump, the communication opening is provided with a check valve. Such a check valve can prevent fluid from flowing back from the motor compartment into the pump section through the communication opening when the pump is stopped. Thus, it is possible to reduce or prevent the fluid containing particles generated by the motor from flowing from the first outlet port to the outside of the pump when the pump is operated again after stopping.

Additional objects, features and advantages of the invention will be readily apparent upon reading the following detailed description taken in conjunction with the claims and the accompanying drawings.

Additional features and gistions disclosed above and below may be used separately or in combination with other features and gist to provide improved electric pumps and fuel supply systems having such electric pumps, respectively. DETAILED DESCRIPTION Exemplary embodiments of the present invention, most of which use these additional features and gist separately and in combination with each other, are described in detail with reference to the accompanying drawings. These details are merely intended to inform those skilled in the art of other details for carrying out the preferred aspects of the subject matter, and are not intended to limit the scope of the invention. Only the scope of the invention is limited by the claims. Accordingly, the embodiments of the features and steps disclosed in the following detailed description may not necessarily be necessary to practice the invention in its broadest sense, and merely illustrate a typical embodiment of the invention. In addition, various features and dependent claims of the exemplary embodiments may be combined in ways not specifically listed to provide further useful embodiments of the present subject matter.

Referring now to the drawings, exemplary embodiments of the present invention will be described.

Typical first Example

Referring now to the drawings, a fuel pump (hereinafter referred to as a "typical first fuel pump") according to a first exemplary embodiment is shown in FIGS. 1 to 7.

Referring to FIG. 1, the fuel pump 1 is installed integrally with the motor section 2 and the pump section 3. The pump section 3 is arranged at one end (lower end in FIG. 1) of the motor section 2. The outer shell of the fuel pump 1 is a pump casing 5, which is generally a tubular shell 6, a motor cover 7 which seals one end of the tubular shell (top part in FIG. 1), a tubular shell The pump housing 9 which is installed on the pump cover 8 for sealing the other end of the lower end (lower end in FIG. 1) and divides the inner region of the pump casing 5 into the motor compartment 10 and the pump compartment 11. It includes. The motor cover 7 is also referred to as "end cap member of the motor section". Similarly, the pump cover 8 is also referred to as "end cap member of the pump section". In a typical first fuel pump 1, the pump compartment 11 is defined by a pump cover 8 and a pump housing 9. The pump housing 9 is superimposed on the pump cover 8. The upper surface of the pump cover 8 and the lower surface of the pump housing 9 define a cylindrical recess.

The motor section 2 will now be described. The motor section 2 consists of a brushed DC motor, for example comprising a magnet 13 fixed in a tubular shell 6, and an armature 14 which rotates in the tubular shell 6. The armature 14 includes an armature main body 15 having an iron core, a coil, a commutator 16 and the like, and a shaft 18 provided in the vertical direction through an axis of the armature main body 15. One end of the shaft 18 (upper end in FIG. 1) is rotatably supported in the motor cover 7 by a bearing 21. On the other hand, the other end (lower end part of FIG. 1) of the shaft 18 is rotatably supported in the pump housing 9 by the bearing 22 via the pump housing 9. The lower end of the shaft 18 protruding into the pump compartment 11 is a connecting portion 19 having a specific deformation cross section, such as a D-shaped cross section.

The motor cover 7 accommodates a brush 24 in sliding contact with the commutator 16 of the armature 14, a spring 25 for pressing the brush 24 onto the commutator 16, and the like. The motor cover 7 also includes a connector section 28 having a terminal 27 electrically connected with the brush 24. Thus, the armature 14 is rotated by applying a voltage to a coil (not shown) of the armature 14 via the terminal 27, the brush 24 and the commutator 16.

The motor cover 7 is provided with an outlet port 30 (called "second outlet port" for clarity of explanation) that opens upwardly to the outside of the fuel pump 1. The second outlet port also communicates with the motor compartment 10. The motor cover 7 also has a second outlet tube 31 which projects axially over the motor cover 7 and forms the outlet portion of the second outlet port 30.

Next, the pump section 3 will be described. As shown in FIG. 5, the pump compartment 11 is generally rotatably provided with a disc-shaped impeller 34. On the outer circumferential edge of the impeller 34, a plurality of vane grooves 35 are provided at predetermined intervals in the circumferential direction. The vane groove 35 on the top surface of the impeller 34 is mirror symmetric with the vane groove 35 on the bottom surface of the impeller 34. The vane grooves 35 on both surfaces communicate with each other through the communication holes 36. The shaft hole 38 is provided in the center of the impeller 34. The shaft hole 38 has a specific modified cross section, such as a D-shaped cross section corresponding to the connecting portion 19 of the shaft 18 of the armature 14. The connecting portion 19 of the armature 14 is interdigitally inserted into the shaft hole 38 to transmit torque to the impeller 34.

As indicated by reference numerals 9a and 8a, the shaft holes 38 of the impeller 34 are provided on the wall surfaces of the pump housing 9 and the pump cover 8 respectively opposite the upper and bottom surfaces of the impeller 34. A generally cylindrical recess 39 is provided correspondingly to the top and bottom surfaces, respectively. The recess 39 facing the top surface of the impeller 34 is substantially symmetric to the recess 39 facing the bottom surface of the impeller 34. The recess 39 of the pump cover 8 and the recess 39 of the pump housing 9 respectively define a bearing compartment 63. In addition, the wall surfaces 9a and 8a of the pump housing 9 and the pump cover 8 are generally arcuate (e.g., C-shaped) corresponding to vane grooves 35 on the upper surface and the bottom surface of the impeller 34, respectively. Flow channel 40 is provided.

The pump cover 8 is provided with an inflow port 42 which opens downward to the outside of the fuel pump 1. Inlet port 42 is in communication with the starting end of flow channel 40. At the same time, the bottom surface of the pump cover 8 has an inlet tube 43 forming an inlet portion of the inlet port 42. In addition, the pump cover 8 is provided with an outlet port 45 (referred to as a "first outlet port" for convenience of explanation) that opens downward to the outside of the fuel pump 1. The first outlet port 45 is also in communication with the end of the flow channel 40. The bottom surface of the pump cover 8 has a first outlet tube 46 which forms the outlet portion of the first outlet port 45.

The pump housing 9 has a communication opening 48 which opens to the motor compartment 10. The communication opening 48 is also in communication with a predetermined point between the start end and the end of the flow channel 40. In practice, the first outlet port 45 and the communication opening 48 in FIGS. 1 and 5 are spaced at a predetermined angle along the circumferential direction of the impeller 34 (see FIG. 6). As shown in FIG. 6, the communication opening 48 is provided at a point located one quarter after the pumping cycle as defined from the start end to the end in one rotation of the impeller 34. One quarter of the pumping cycles (the entire cycle is shown as angular portion A) are indicated by angular portion B. FIG. The communication opening 48 is located in the angular portion C. By installing the communication opening 48 at a point located after one quarter of the pumping cycle, steam or vapor bubbles generated in the fluid or fuel, for example, by an elevated temperature during the pumping cycle, are transferred to the motor via the communication opening 48. The compartment 10 can be efficiently exhausted. If the communication opening 48 is installed at a point located one quarter before the pumping cycle (in the angular part B in Fig. 6), it is obvious that the vapor cannot be evacuated efficiently because the fluid does not reach a sufficient pressure. Do.

The operation of the fuel pump 1 described above will now be described. For the motor section 2 (see FIG. 1), the armature 14 is first rotated by applying a voltage to a coil (not shown) of the armature 14. Next, in cooperation with the shaft 18 of the armature 14, the impeller 34 is rotated in a predetermined direction to generate a pumping action. The flow channel 40 thereby draws fluid or fuel from the inlet port 42 (see FIG. 5) of the pump cover 8 through the starting end of the flow channel 40. Power energy is applied to the fuel from the vane grooves 35 on the top and bottom surfaces of the impeller 34 communicating with each other through the communication holes 36. The fuel is transported through the flow channel 40 on both the pump cover 8 and the pump housing 9 and traveled from the start end to the end. In the transfer process, the fuel is gradually pressurized. The fuel conveyed to the ends of both flow channels 40 is then discharged from the first outlet port 45 to the outside of the fuel pump 1. At the same time, the steam contained in the fuel conveyed in the pumping cycle through the rotation of the impeller 34 is exhausted into the motor compartment 10 of the motor section 2 through the communication opening 48 of the pump housing 9. . The steam is then exhausted from the second outlet port 30 (see FIG. 1) of the motor cover 7.

The above-described fuel pump 1 has a first outlet port 45, which draws into the pump section and directs the pressurized fluid out of the pump 1. Thus, the fluid is withdrawn directly from the pump section 3 via the first outlet port 45 of the pump section 3 and not the motor section 2 (see FIG. 7). This allows the particle free fluid generated by the motor to be discharged directly from the pump section 3 to the outside of the fuel pump 1. On the other hand, the fuel pump 1 further comprises a communication opening 48 which allows a portion of the fluid to flow from the pump section 3 into the motor compartment 10 (see FIG. 5). This leads a portion of the fluid through the communication opening 48 into the motor compartment 10 from the pump section 3 to cool the motor section 2 and lubricate the sliding portion. As described above, the fuel pump 1 allows, on the one hand, the particulate-free fluid generated by the motor to be discharged directly from the pump section 3 to the outside of the pump 1 and on the other hand the motor section 2. Cool and lubricate the sliding portion with a fluid.

As shown in FIG. 6, the communication opening 48 of the pump housing 9 is installed at a point in time located after one quarter of the pumping cycle defined from the starting end to the end in one rotation of the impeller 34. have. This allows vapor generated in the fluid, for example, by elevated temperatures during the pumping cycle, to be efficiently evacuated through the communication opening 48 into the motor compartment 10.

As shown in FIG. 1, the fuel pump 1 has a second to allow fuel discharged from the pump section 3 into the motor compartment 10 via the communication opening 48 to be discharged out of the fuel pump 1. An outlet port 30 is provided. This allows fuel discharged from the pump section 3 into the motor compartment 10 via the communication opening 48 to be discharged out of the pump via the second outlet port 30. Thus, fuel passes through the motor compartment 10, which results in enhanced cooling of the motor section 2 and lubrication of the sliding portion in the motor section.

As shown in FIGS. 1 and 2, the second outlet port 30 has a motor cover 7 which is an end cap member of the motor section 2. This is because, after passing from the pump side to the distal side of the motor compartment 10, the fluid discharged from the pump section 3 into the motor compartment 10 via the communication opening 48 passes through the second outlet port 30. To be discharged out of the pump (1). Thus, the fuel passes through substantially the entire length of the motor compartment 10, as a result of which the cooling of the motor section 2 and the lubrication of the sliding portion in the motor section 2 are further enhanced.

As shown in FIG. 1, the fuel pump 1 comprises a second outlet port 30, which is connected to the motor compartment from the pump section 3 via a communication opening 48. 10) allows the fuel discharged into the discharge to the outside of the fuel pump (1). This increases fuel pump performance at elevated temperatures because the vapor from the pump section 3 is easily evacuated upwards to the communication opening 48, the motor compartment 10 or the second outlet port 30.

As shown in FIGS. 1, 3 and 4, the pump cover 8, which is an end cap member of the pump section 3, has a first outlet port 45. The first outlet port 45 is drawn into the pump section 3 to direct the pressurized fluid to the outside of the pump 1.

Typical second Example

Referring to Fig. 8, a fuel pump according to a second exemplary embodiment (hereinafter referred to as " typical second fuel pump ") will be described. Since the typical second fuel pump is a variant of the typical first fuel pump, only the features different from the typical first fuel pump will be described. As shown in FIG. 8, the typical second fuel pump 1 has been modified in the shaft structure on the pump side of the armature 14 and in the connection structure between the armature 14 and the impeller 34. As can be clearly understood in comparison to FIG. 5 of a typical first fuel pump 1, the pump side or bottom of the shaft 18 is a generally rounded bar shaft portion 18a without a connection 19 (see FIG. 5). ). The lower shaft portion 18a of the shaft 18 is rotatably supported by a bearing 50 mounted in a support hole 49 formed on the bottom surface of the pump cover recess 39.

On the other hand, generally the cylindrical protrusion part 52 is provided in the axial direction on the lower surface of the armature main body 15. As shown in FIG. The outer periphery of the lower surface of the protruding portion 52 is provided with a predetermined number of raised engagement portions 53, and the number of the portions 53 in FIG. 8 is two. In addition, the protruding portion 52 having the raised engaging portion 53 is loosely inserted into the through hole 55 formed in the pump housing 9. The through hole 55 is penetrated through the pump housing 9, the structure of which is different from that of the pump housing 9 of the typical first fuel pump 1 shown in FIG. 5. The recess 39 of the pump housing 9 shown in FIG. 5 is penetrated by a through hole 55 in the typical second fuel pump 1 shown in FIG. 8.

On the other hand, the impeller 34 is provided with the other through hole 57 of the large diameter larger than the outer diameter of the bearing 50. As shown in FIG. It is clear that the impeller 34 of the typical first fuel pump 1 shown in FIG. 5 has a shaft hole 38 rather than the through hole 57 of the typical second fuel pump 1 shown in FIG. 8. Do. The through hole 57 loosely receives the upper portion of the bearing 50. As shown in FIG. 8, the periphery of the upper surface of the through hole 57 has two concave coupling portions 58 which are respectively engaged with the two raised portions 53 of the armature 14. When the raised portion 53 and the recessed portion 58 are engaged, the armature body 15 is in a radially outer position relative to the shaft 18 (more specifically the lower shaft portion 18a) of the armature 14. Torque is transmitted to the impeller 34. The raised engagement portion 53 and the concave engagement portion 58 are also referred to as "engaging means".

In addition, the communication opening 48 of the pump housing 9 of the typical first fuel pump 1 shown in FIG. 5 is not present in the typical second fuel pump 1 shown in FIG. 8. Instead, the pump housing wall surface 9a facing the impeller 34 has a communication groove 60 extending radially and causing the flow channel 40 to communicate with the through hole 55. The communication groove 60 communicates with the motor compartment 10 via the through hole 55. On the other hand, the pump cover wall surface 8a facing the impeller 34 also has a communication groove 61, which communicates radially and recesses the flow channel 40 in the recess 39. Communicate with The communication groove 61 communicates with the motor compartment 10 via the recess 39, the through hole 57 of the impeller 34, and the through hole 55 of the pump housing 9. The communication groove 60 of the pump housing 9 and the communication groove 61 of the pump cover 8 are similar to the communication opening 48 of the typical first fuel pump 1 during one rotation of the impeller 34. At a point located after one quarter of the defined pumping cycle from the start end to the end.

As shown in FIG. 8, the armature body 15 transmits torque to the impeller 34 through the engagement means formed by the raised engagement portion 53 and the concave engagement portion 58. This reduces the axial length (up and down direction in FIG. 8) of the fuel pump 1. Therefore, the fuel pump 1 can be miniaturized. The geometry of the raised engagement portion and the raised recessed portion may be modified as long as the engagement between the raised portion 53 and the recessed portion 58 is ensured. Also, the positional relationship between the raised portion 53 and the recessed portion 58 may be reversed. Thus, the concave coupling portion 58 may be installed on the armature body 15, while the raised coupling portion 53 may be installed on the impeller 34.

On the other hand, referring to the pump housing 9, the steam contained in the fuel conveyed in the pumping cycle through the rotation of the impeller 34 passes through the through hole 55 from the communication groove 60 to the motor of the motor section 2. It is exhausted into the compartment 10. In addition, referring to the pump cover 8, the steam passes through the recess 39, the through hole 57 of the impeller 34, and the through hole 55 of the pump housing 9 from the communication groove 61. It is exhausted into the motor compartment 10 of the section 2. The steam is then finally exhausted from the second outlet port 30 of the motor cover 7 after passing through the motor compartment 10 similarly to the typical fuel pump 1 shown in FIG. 1. This allows the steam generated in the fluid to be evacuated efficiently, for example by elevated temperatures during the pumping cycle. As used herein, the term “communicating opening” includes a through hole 55 and a communication groove 60 in the pump housing 9, a recess 39 and a communication groove 61 in the pump cover 8. And the through hole 57 of the impeller 34. Similarly, the "bearing compartment" is defined herein by the through hole 55 of the pump housing 9 and the recess of the pump housing 9.

As described above, the communication openings defined by the through holes 55, 57, the communication grooves 60, 61, and the recesses 39 discharge a portion of the fuel from the pump section 3 into the motor compartment 10. Therefore, the fuel pressure in the motor compartment 10 is determined by the fuel in the bearing compartment (indicated by reference numeral 64) defined by the through hole 55 of the pump housing 9 and the recess 39 of the pump housing 9. Substantially the same as pressure. This makes it possible to manufacture the fuel pump 1 thinner and lighter, and reduces the manufacturing cost compared with the fuel pump of the prior art for the following reasons.

(1) In the prior art fuel pump 201 shown in FIG. 30, highly pressurized fuel flows from the pump section 203 into the motor compartment 210. As a result, the fuel pressure in the motor compartment 210 is increased. This increases the differential fuel pressure between the bearing compartment 263 and the motor compartment 210 defined by the recess 239 of the pump housing 209 and the pump cover 208. Thus, the wall thickness of the pump housing 209 needs to be increased to be strong enough to withstand the differential fuel pressure. In addition, since the connecting portion 219 of the shaft 218 of the armature 214 is loosely inserted into the shaft hole 238 of the impeller 234, the fuel pressure in the bearing compartment 263 of the pump housing 209 is increased by the pump. It is generally the same as the fuel pressure in the bearing compartment 263 of the cover 208. This also makes it necessary to increase the wall thickness of the pump cover 208. In this way, the increased wall thickness of both the pump cover 208 and the pump housing 209 increases the weight and also increases the axial length of the fuel pump 201.

(2) In the prior art fuel pump 201 shown in FIG. 30, the gap between the shaft 218 of the armature 214 and the bearing 222 provided in the pump housing 209 is separated from the pump compartment 211. It is reduced to avoid a decrease in pump efficiency caused by pressure leakage into the motor compartment 210. However, the shaft length of the armature 214 should be long to ensure sufficient sealing between the motor compartment 210 and the bearing compartment 263. The long shaft 218 of the armature 214 increases the weight and also increases the axial length of the fuel pump 201.

(3) In the prior art fuel pump 201 shown in FIG. 30, the connecting portion 219 of the shaft 218 of the armature 214 is D-shaped to connect the shaft 218 to the impeller 234. It needs to be cut into specific deformation cross sections, such as cross sections. This increases the manufacturing cost.

Different from the above-described prior art fuel pump 201 shown in FIG. 30, a typical second fuel pump 1 supplies the fuel pressure in the motor compartment 10 to the fuel in the bearing compartment 63 of the pump section 3. It is equal to the pressure. Thus, the pump cover 8 and the pump housing 9 do not have to withstand the differential fuel pressure between the motor compartment 10 and the bearing compartment 63. This reduces the wall thickness of the pump cover 8 and the pump housing 9. Thus, the fuel pump 1 can be manufactured thin and lightweight. Thus, the manufacturing cost is reduced. In addition, there is no need to seal between the motor compartment 10 and the bearing compartment 63. This allows the length of the shaft 18 of the armature 14 to be reduced. Thus, manufacturing cost can be reduced. In addition, it is not necessary to cut the shaft 18 into a specific deformation cross section, such as a D-shaped cross section, in order to connect the shaft 18 of the armature 14 to the impeller 34. Thus, manufacturing cost can be reduced.

Typical third Example

9 and 10, a fuel pump (hereinafter referred to as a "typical third fuel pump") according to a third exemplary embodiment will be described. The typical third fuel pump is a variant of the typical first fuel pump. As shown in FIG. 9, a typical third fuel pump 1 has a second outlet port 30 defined by a second outlet tube 31 of a motor cover 7 of a typical first fuel pump 1. ) Has been modified to include a check valve or ball member 67. The lower portion of the second outlet port 30 in the second outlet tube 31 has a valve seat 68 that is closed or opened by the ball member 67. On the other hand, the upper part of the second outlet port 30 in the second outlet tube 31 has a ball stopper 69 formed, for example, with a C-shaped ring. The ball stopper 69 prevents the ball member 67 from exiting the second outlet tube 31. When fuel flows from the motor compartment 10 to the second outlet port 30, the check valve 67 opens in the valve seat 68 to allow the fuel to drain out of the pump. Conversely, when the fuel flows back into the motor compartment 10 through the second outlet port 30, the check valve 67 is closed in the valve seat 68 to prevent backflow of the fuel.

As shown in Fig. 10, a pair of inlet ports (denoted by reference numeral 65) arranged vertically are provided on the outer surface of the fuel pump 1. This allows removal of the inlet port 42 and the inlet tube 43 of the typical first fuel pump 1 shown in FIG. 1. As shown in FIG. 9, both inlet ports 65 penetrate radially through the pump casing 5, the pump cover 8 and the tubular shell 6 of the pump housing 9. Inlet ports 65 each having an opening in the tubular cell 6 communicate with the starting end of the flow channel 40 of the pump cover 8 and the flow channel 40 of the pump housing 9, respectively.

As shown in FIG. 9, a typical third fuel pump 1 is provided with a check valve 67 on the second outlet port 30 of the motor cover 7. This allows the check valve 67 to prevent backflow of fuel into the motor compartment 10 from the outside of the pump through the second outlet port 30.

Fuel can also be sucked into the pump section 3 from the inlet port 65 of the outer surface of a typical third fuel pump 1.

Unlike the above-described structure of the typical third fuel pump 1, the arrangement of the inlet port 42 and the first outlet port 45 can be modified as follows. As shown in FIG. 11, an inlet port (denoted by reference numeral 70) and a first outlet port (denoted by reference numeral 73) can be installed on the outer surface of the fuel pump 1. In addition, as shown in FIG. 11, the inlet tube 71 forming the inlet portion of the inlet port 70 and the outlet tube 74 forming the outlet portion of the first outlet port 73 are tubular shells ( It protrudes from the outer surface of 6).

Typical fourth Example

12, a fuel pump according to a fourth exemplary embodiment (hereinafter referred to as " typical fourth fuel pump ") will be described. The typical fourth fuel pump is a variant of the typical first fuel pump. As shown in FIG. 12, a typical fourth fuel pump 1 has another vapor vent 76, which opens 76 downwardly out of the pump 1 and flow channel 40. It is in communication with a predetermined point between the start end and the end of the. The steam vent 76 is installed to discharge steam generated in the fluid to the outside of the pump 1 during the pumping cycle in one rotation of the impeller 34. Similar to the communication opening 48 of the typical first fuel pump 1, the steam vent 76 is installed at a point located after one quarter of the pumping cycle starting from the starting end 42 (see FIG. 6). ).

The steam vent 76 allows the steam generated in the fuel to be efficiently evacuated from the pump compartment 11 to the outside of the pump 1, for example by elevated temperatures during the pumping cycle. It is apparent that by installing the steam vent 76 at a point located one quarter after the pumping cycle, the steam can be efficiently evacuated from the starting end in one revolution of the impeller 34.

Typical fifth Example

Referring to Fig. 13, a fuel pump (hereinafter referred to as a "typical fifth fuel pump") according to a fifth exemplary embodiment will be described. The typical fifth fuel pump is a variant of the typical first fuel pump. As shown in FIG. 13, the typical first fuel pump 1 has been modified in that the second outlet port 30 of the motor cover 7 is closed. Instead, a predetermined number of second outlet ports 78 are formed in the tubular shell 6, which are shown two in FIG. 13. The second outlet port 78 penetrates the upper end of the motor compartment 10 and is open radially outward with respect to the tubular shell 6.

Typical sixth Example

Referring to Fig. 14, a fuel pump (hereinafter referred to as a "typical sixth fuel pump") according to a sixth exemplary embodiment will be described. The typical sixth fuel pump is a variant of the typical first fuel pump. As shown in FIG. 14, a typical sixth fuel pump 1 is a variant of the typical first fuel pump 1 shown in FIG. 1. The motor cover 7 of a typical sixth fuel pump 1 has a jet pump 80 driven by the fluid flow discharged from the second outlet port 30. Terminal 27 and connector section 28 of a typical first fuel pump 1 (see FIG. 1) are not shown in FIG. 14 for ease of explanation.

The jet pump 80 has an exhaust port 81 open upward and a suction port 82 open laterally. When fuel is withdrawn from the second outlet port 30, a negative pressure is generated in the jet pump 80. This negative pressure sucks fuel from the suction port 82, and then fuel from both the second outlet port 30 and the suction port 82 is mixed in the jet pump 80. The mixed fuel is discharged from the exhaust port 81. Thus, the jet pump 80 uses the fuel flow discharged from the second outflow port 30 as a driving source to generate a pumping action of conveying fuel to a predetermined portion. Therefore, the pressure energy of the fuel fluid discharged | emitted from the 2nd outflow port 30 can be utilized efficiently. The basic configuration of the jet pump 80 is well known, and the detailed description thereof is omitted here.

Typical seventh Example

15 to 17, a fuel pump (hereinafter referred to as a "typical seventh fuel pump") according to a seventh exemplary embodiment will be described. This embodiment is a returnless fuel supply system in which a typical first fuel pump (electric pump) 1 is installed as an in-tank fuel pump and no surplus fuel from the engine is returned to the fuel tank. As shown in FIG. 15, a typical seventh fuel supply system 84 includes a typical first fuel pump 1, a front end filter 85, a pressure regulator (regulator valve) 86, a jet pump 87 and Set plate 88. A typical seventh fuel supply system 84 is arranged modularly in a reservoir cup (or simply referred to as a cup) 90 mounted in a fuel tank 92. The upper portion of the fuel tank 92 has an opening 93 for inserting the fuel supply system 84 into the fuel tank 92. The fuel tank 92 substantially seals the fuel receiving space when the opening 93 is closed by the set plate 88. On the other hand, a reservoir cup 90 called a "subtank" or "reserve cup" is disposed in the vicinity of the bottom plate 92a in the fuel tank 92. The reservoir cup 90 stores fuel that flows from the fuel tank 92 into the cup 90 and is sucked into the fuel pump 1.

The front end filter 85 will now be described. The front end filter 85 is a "integrated filter" that acts as both the low pressure filter 332 and the high pressure filter 330 of the fuel pump of the prior art as shown in FIG. The front end filter 85 also includes a filter case 95 and a filter element 96. As shown in Fig. 16, the filter case 95 has a generally tubular body 97 having a C-shaped cross section, and a fuel pump 1 is provided in the hollow portion of the body. In addition, the filter case 95 has an upper wall 99, a bottom wall 100 (see FIG. 15) and an end wall 101 (see FIG. 16), which are formed on the outer periphery of the body 97. The filter compartment 98 is formed in this. In addition, as shown in FIG. 15, the filter case 95 includes an inflow path 102, an outflow path 103, and a guide path 104.

As shown in FIG. 15, the inflow path 102 extends from the lower portion of the filter case body 97 in the radially inward direction (right direction in FIG. 15), so that the inflow port 42 of the fuel pump 1 is provided. And the lower part of the filter compartment 98. As shown in FIG. 17, the downstream end of the inlet path 102 has an inlet path outlet 106, which is open upward, acts as a female port fitting, and is a fuel pump inlet port. The inlet tube 43 of 42 is received as a male port.

On the other hand, the outflow path 103 has a transverse tube portion 107 extending from the lower portion of the filter case body 97 in a radially inward direction (left direction in FIG. 15) and a transverse direction to form a generally L-shaped tube. And a longitudinal tube portion 108 that extends upwardly along one end wall 101 of the filter case 95 (see FIG. 16) from the outer end of the tube portion 107. The transverse tube portion 107 then comprises an outflow path inlet 109 which is open upwards at the inner end of the transverse tube portion 107 and the first outflow of the fuel pump. The outlet tube 46 of the port 45 is received as a male port (see FIG. 17).

As shown in FIG. 15, the upper end of the longitudinal tube 108 of the outlet passage 103 is connected to one end of the flexible connecting tube 110. The other end of the connecting tube 110 is connected with an inner-outer communication tube 89 installed through the set plate 88. The inner-external communication tube 89 is connected to a fuel supply line 111 which is guided to an injector 112 (see FIG. 18) outside the fuel tank 92.

As shown in FIGS. 15 and 16, the guide path 104 is a branch line of the outflow path 103. In addition, as shown in FIG. 15, the guide path 104 is disposed substantially parallel to the longitudinal tube 108 of the outlet path 103. The pressure regulator 86 is provided on the upper end of the guide path 104. As shown in FIGS. 15 and 16, the pressure regulator 86 is arranged radially overlapping with respect to the fuel pump 1 and the front end filter 85. The pressure regulator 86 includes a regulator housing 114 having an upper half member 114a and a lower half member 115. The lower half member 115 is integrally formed on the upper end of the guide path 104. The components in the regulator housing 114 are incorporated in the lower half member 115.

As shown in FIG. 16, the filter element 96 is formed of a generally C-shaped cross-section tube that surrounds the outer periphery of the filter compartment 98 in the filter case 95. The filter element 96 is used to remove foreign matter sucked into the fuel pump 1 from the reservoir cup 90. The filter element 96 is arranged sealingly to surround the outer opening of the filter compartment 98 of the filter case 95. The filter element 96 is a multilayer structure in which two filters consisting of an inner filter and an outer filter are radially overlapped in parallel with a predetermined gap. The outer filter is formed of a coarse filter material 116, such as a woven filter sheet. On the other hand, the internal filter is formed of a fine filter material 117 such as a paper filter. According to the filter structure described above, when the fuel flows in the direction of the arrow shown in FIG. 16, the coarse filter material 116 initially removes the relatively large particles contained in the fuel. Next, the fine filter material 117 removes relatively small particles and brush wear particles or particles generated by the motor.

Next, the pressure regulator 86 will be described. As shown in FIG. 15, the pressure regulator 86 receives the inlet fluid of pressurized fuel from the fuel pump first outlet port 45 via the guide path 104 of the filter case 95. The pressure regulator 86 then adjusts the pressure of the pressurized fuel discharged from the fuel pump 1 and discharges the excess pressurized fuel into the fuel tank 92, or more specifically into the reservoir cup 90. do.

Next, the jet pump 87 will be described. As shown in FIGS. 15 and 16, a jet pump 87 is installed in the lower portion of the side wall 91 of the reservoir cup 90. The jet pump 87 further includes a fuel introduction port 120 that opens upward, a fuel intake port 122 that opens out of the reservoir cup 90, and an exhaust port 121 that opens into the reservoir cup 90. Equipped. One end of the communication tube 119 is connected to the second outlet tube 31 of the fuel pump 1, while the other end of the communication tube 119 is a jet pump 87 disposed in the reservoir cup 90. Is connected to the fuel introduction port 120. This allows fuel discharged from the second outlet port 30 to flow into the fuel introduction port 120 through the communication tube 119. The fuel introduced from the fuel introduction port 120 creates a negative pressure in the jet pump 87 as it is discharged from the exhaust port 121 into the reservoir cup 90. Negative pressure sucks fuel from the outside of reservoir cup 90 via fuel intake port 122. The jet pump 87 then discharges the mixed fuel from the exhaust port 121 into the reservoir cup 90. Thus, the jet pump 87 creates a pumping action of transferring fuel out of the reservoir cup 90 by using the fuel flow discharged from the second outlet port 30 of the fuel pump 1 as a driving source. Since the basic configuration of the jet pump 87 is well known, its detailed description is omitted.

The operation of the fuel supply system 84 described above will now be described. As shown in FIG. 15, when the fuel pump 1 is operated, fuel in the reservoir cup 90 starts to flow. Fuel is filtered through filter element 96 in front end filter 85 and flows into filter compartment 98. Next, via the inlet path 102, fuel is sucked into the pump section 3 from the inlet port 42 of the fuel pump 1. After being pressurized in the pump section 3, fuel is discharged from the first outlet port 45 into the outlet path 103 in the filter case 95. The pressurized fuel flows into the outflow path 103 and is finally supplied into the injector 112 (see FIG. 18) from the fuel supply line 111 outside the set plate 88 via the connecting tube 110. The injector 112 may be referred to as a target that allows fuel to flow.

When the pressure regulator 86 is in communication with the outflow path 103 via the guide path 104, the pressure of the pressurized fuel flowing into the outflow path 103 in the filter case 95 is pressured to maintain a predetermined pressure. Controlled by the regulator 86. During pressure regulation, excess highly pressurized fuel is discharged from the pressure regulator 86 into the reservoir cup 90. On the other hand, fuel outside the reservoir cup 90 but in the fuel tank 92 is stored in the reservoir cup 90 by a jet pump 87 that uses the fuel fluid discharged from the second outlet port 30 of the fuel pump 1 as a driving source. Is transported into).

When the fuel sucked into the fuel pump 1 passes through the filter element 96 of the front end filter 85, the coarse filter material 116 first removes relatively large particles (indicated by □ in FIG. 18). Next, the fine filter material 117 removes relatively small particles (denoted by Δ in FIG. 18). In addition, fuel containing brush wear particles or particles generated by the motor (denoted by O in FIG. 18) is discharged from the second outlet port 30 and flows into the jet pump 87 via the communication tube 119. And then pass through the coarse filter material 116 in the filter element 96 of the front end filter 85, the particles generated by the motor are finally removed by the fine filter material 117. This reduces or prevents the particles (indicated by O in FIG. 18) generated by the motor from being sucked into the fuel pump 1.

A typical seventh fuel supply system 84 can withdraw fluid from the first outlet port 45 free of particles generated by the motor and also cool the motor section 2 and lubricate the sliding portion with the fluid. Can be.

In addition, since the fuel discharged from the fuel pump first outlet port 45 does not contain particles generated by the motor, the high pressure filter 330 to be disposed at the rear end of the fuel pump of the prior art (see FIG. 31). ) Can be removed. Therefore, the fuel supply system 84 can be manufactured thin, and the manufacturing cost can be reduced. The prior art fuel supply system (see FIG. 31) requires both low pressure filter 332 and high pressure filter 330, so that fuel supply system 284 has to be large in size. In particular, since the low pressure filter 332 is disposed at the lower end of the fuel pump 201, it is difficult to reduce the overall height of the fuel supply system 284. Conversely, according to the typical seventh fuel supply system 84, both the high pressure filter 330 and the low pressure filter 332 can be removed, so that the fuel supply system 84 can be manufactured thin. Thereby, manufacturing cost can be reduced.

On the other hand, the front end filter 85 is configured to remove foreign substances in the fuel sucked into the fuel pump 1, particularly small particles (denoted by Δ in FIG. 18) and particles generated by the motor (denoted by O in FIG. 18). Remove These small particles adversely affect the sliding portion of the fuel pump 1. Thus, the electric motor life can be increased by reducing or avoiding problems associated with the sliding portion. The prior art fuel pump 201 allows small particles that have already passed through the low pressure filter 332 to pass further through the pump section 203 and the motor section 202, resulting in a sliding portion within the fuel pump 201. The lifetime of can be greatly reduced. In contrast, according to a typical seventh fuel supply system 84, the front end filter 85 is generated by foreign matter in the fuel sucked into the fuel pump 1, in particular by small particles (denoted by Δ in FIG. 18) and a motor. Particles (denoted by O in FIG. 18) are removed. These small particles adversely affect the sliding portion of the fuel pump 1. Thus, the electric motor life can be increased by reducing or avoiding problems associated with the sliding portion.

As described above, the fuel supply system 84 is outside of the reservoir cup 90, but the fuel pump 1 of the fuel pump 1 to transfer fuel in the fuel tank 92 into the reservoir cup 90 (see FIGS. 15 and 16). And a jet pump 87 driven by the fluid flow discharged from the second outlet port 30. Therefore, the pressure energy of the fuel fluid discharged | emitted from the 2nd outflow port 30 of the fuel pump 1 can be utilized efficiently.

The front end filter 85 also includes a filter element 96 having a multilayer structure, in which the outer layer is coarse while the inner layer is fine (see FIGS. 15 and 16). This allows the front end filter element 96 to efficiently remove foreign matter in the fuel sucked into the fuel pump 1.

The front end filter 85 also has a filter element 96 formed substantially cylindrically to enclose the fuel pump 1. This increases the filtration area of the filter element 96, and as a result the suction resistance is reduced. Thus, the current consumption of the fuel pump 1 can be reduced.

On the other hand, the fuel supply system 84 has a pressure regulator 86 for adjusting the fuel pressure of the fuel discharged from the fuel pump 1 (see FIGS. 15 and 16). In addition, the pressure regulator 86 is disposed so as to overlap radially with respect to the fuel pump 1 and the front end filter 85 (refer FIG. 15 and FIG. 16). Thus, the fuel supply system 84 with the pressure regulator 86 can be provided in a thin form.

The filter case 95 is integrally formed with the lower half member 115 of the regulator housing 114 of the pressure regulator 86 (see FIG. 15). As such, the lower half member 115 or at least a portion of the regulator housing 114 of the pressure regulator 86 need not be provided separately. Therefore, the pressure regulator 86 can be manufactured simply and light weight.

As shown in FIGS. 15 and 16, the front end filter 85 has an outflow path 103 directly connected with the first outflow port 45 of the fuel pump 1. Therefore, the complicated part which forms the outflow path 103 is unnecessary. This enables the fuel supply system 84 to be made thinner and lighter, reducing the manufacturing cost.

As shown in FIG. 17, the inlet tube 43 of the fuel pump 1 is connected with the inlet path outlet 106 of the front end filter 85 in a fitting structure having a male port and a corresponding female port. This allows an operative connection between the inlet port 42 of the fuel pump 1 and the inlet path 102 of the front end filter 85 to be easily executed.

On the other hand, as also shown in FIG. 17, the fuel pump outlet tube 46 is connected to the outlet path inlet 109 of the front end filter 85 in a fitting structure having a male port and a corresponding female port. This allows the connection work between the fuel pump first outlet tube 45 and the outlet path 103 of the front end filter 85 to be easily executed.

More specifically, the fuel pump inlet port 42 is used as a corresponding male port, while the inlet path 102 of the front end filter 85 is used as a female port, in this way the front end filter inlet path outlet. 106 fits the fuel pump inlet tube 43. Similarly, the outlet path 103 of the front end filter 85 is used as the female port, while the fuel pump first outlet port 45 is used as the corresponding male port, in this way the front end filter outlet path inlet. 109 will fit the fuel pump outlet tube 46.

It is apparent that the fitting structure shown in FIG. 17 can be modified within the scope of the present invention. In one variant embodiment shown in FIG. 19, the inlet path outlet 106 includes an outlet tube 123 as a male port, while the fuel pump inlet port 42 is used as a corresponding female port. In the fuel pump inlet tube 43 is fitted to receive the front end filter inlet outlet 123.

Similarly, as also shown in FIG. 19, the outlet path inlet 103 has an inlet tube 125 as a male port, while the fuel pump outlet tube 46 is used as a corresponding female port. The outlet tube 46 of the fuel pump outlet port 45 is adapted to fit the front end filter outlet path inlet tube 125.

In another variant embodiment shown in FIG. 20, the sealing member 126 is interposed between the fuel pump 1 and the front end filter 85. More specifically, the tubular sealing member 126 is formed in a ring shape on the one hand, and the pump cover 8 around the inlet port 42 and the upper part around the inlet path outlet 106 of the front end filter case 95. It is pressed between the surfaces. Similarly, this sealing member 126 is also compressed between the pump cover 8 around the outlet tube 46 and the upper surface around the outlet path inlet 109 of the front end filter case 95. This is between the inlet port 42 of the fuel pump 1 and the inlet path outlet 106 of the front end filter case 95 and also the outlet tube 46 and the front end filter case 95 of the fuel pump 1. To reduce or prevent fuel leakage between the outflow path inlets 109. In addition, due to the elasticity of the sealing member 126, it is possible to reduce or prevent the vibration of the fuel pump 1 from being transmitted to the front end filter case 95.

As another variant embodiment shown in FIGS. 21 and 22, the jet pump 87 shown in FIGS. 15, 16 and 18 can be removed. In this case, not only the jet pump 87 but also the communication tube 119 can be removed.

Typical eighth Example

23 and 24, a fuel supply system (hereinafter referred to as " typical eighth fuel supply system ") according to a typical eighth embodiment will be described. The typical eighth fuel supply system is a variant of the typical seventh fuel supply system. As shown in FIG. 23, a typical eighth fuel supply system 84 has a lower half member 115 of the front end filter case according to the seventh exemplary embodiment (see FIG. 15) into the mounting recess 128. The points replaced have been modified. As shown in FIG. 24, the mounting recess 128 is formed at the upper end of the guide path 104 of the filter case 95. The pressure regulator (denoted by reference numeral 86A) is fitted downward into the mounting recess 128. The pressure regulator 86A may be made of a separate component from the filter case 95. This allows the pressure regulator to be easily fitted into the filter case 95 and improves the modularity of the fuel supply system 84.

Typical ninth Example

Referring to Fig. 25, a fuel supply system according to a ninth exemplary embodiment (hereinafter referred to as " typical ninth fuel supply system ") will be described. The typical ninth fuel supply system is a variant of the typical seventh fuel supply system. As shown in FIG. 25, a typical ninth fuel supply system 84 includes a fuel pump 1 of a typical seventh fuel supply system 84 (see FIG. 15), a jet pump 80 (see FIG. 14). The point of being replaced by the typical sixth fuel pump 1 with This makes it possible to remove the jet pump 87 and the communication tube 119 of the typical seventh fuel supply system 84 shown in FIG. 1. Instead, a typical ninth fuel supply system 84 has a return tube 130 and an introduction tube 132 connected to a jet pump 80 installed on the fuel pump 1. As shown in FIG. 25, the jet pump 80 of the fuel pump 1 according to the ninth modified embodiment has an exhaust port 81 connected to one end of the return tube 130. The other end of the return tube 130 is open toward the bottom of the storage cup 90. On the other hand, the suction port 82 of the jet pump 80 is connected to one end of the introduction tube 132. The other end of the introduction tube 132 is open toward the bottom of the fuel tank 92 of the storage cup 90.

As shown in FIG. 25, the fuel in the fuel tank 92 that is not outside of the storage cup 90 is jet pump using the fuel flow discharged from the fuel pump second outlet port 30 (see FIG. 14) as a driving source. Suctioned into the jet pump 80 via the introduction tube 132. The fuel is then discharged from the exhaust port 81 and transferred into the storage cup 90 via the return tube 130. Therefore, the pressure energy of the fuel fluid discharged | emitted from the 2nd outflow port 30 of the fuel pump 1 can be utilized efficiently.

Typical tenth Example

Referring to FIG. 26, a fuel supply system (hereinafter referred to as a "typical tenth fuel supply system") according to a tenth exemplary embodiment will be described. The typical tenth fuel supply system is a variant of the typical seventh fuel supply system. Pressure regulator 86, jet pump 87, outlet path 103 and guide conduit 104 (see FIG. 15) are not shown in FIG. 26 for ease of explanation. The filter case 95 of a typical tenth fuel supply system 84 has a filter compartment 98A of annular cross section. The annular filter compartment 98A has a multilayer filter element 96A composed of an outer filter or coarse filter material 116A and an inner filter or fine filter material 117A. Filter element 96A generally surrounds fuel pump 1 located in front end filter element 96A along the entire perimeter of fuel pump 1. This allows the front end filter element 96A to efficiently remove foreign matter in the fuel sucked into the fuel pump 1 in the direction indicated by the arrow. In addition, since the filtration area of the filter element 96A is increased than that of the typical seventh fuel supply system, the fuel intake resistance of the fuel pump 1 may be further reduced. Thus, the current consumption of the fuel pump 1 can be further reduced.

Typical eleventh Example

Referring to Fig. 27, a fuel supply system (hereinafter referred to as " typical eleventh fuel supply system ") according to an eleventh exemplary embodiment will be described. The typical eleventh fuel supply system is a variant of the typical seventh fuel supply system. As shown in FIG. 27, the fuel pump 1 of the typical eleventh fuel supply system 84 is checked by the communication opening 48 of the pump housing 9 according to the seventh exemplary embodiment (see FIG. 20). The provision of the valve or ball member 157 is modified. The lower and center portions of the communication opening 48 have a valve seat 158 that is closed or opened by the ball member 157. On the other hand, the upper part of the communication opening 48 has a ball stopper 159 formed, for example, with a C-shaped ring. The ball stopper 159 prevents the ball member 157 from exiting the communication opening 48. When fuel flows from the motor compartment 11 to the communication opening 48, the check valve 157 opens at the valve seat 158, allowing fuel to be discharged into the motor compartment 10. Conversely, when the fuel flows back into the pump compartment 11 through the communication opening 48, the check valve 157 closes at the valve seat 158 to prevent backflow of the fuel.

This may allow the check valve 157 to prevent fuel from flowing back from the motor compartment 10 into the pump compartment 11 through the communication opening 48 when the pump 1 is stopped. Thus, even if the pump 1 is stopped, fuel containing particles generated by the motor in the motor compartment 10 can be prevented from flowing into the pump compartment 11. In addition, when the pump 1 is operated again after stopping, it is possible to reduce or prevent the fuel containing particles generated by the motor from being discharged into the outflow path 103 or out of the pump 1.

Typical 12th Example

Referring to Fig. 28, a fuel supply system (hereinafter referred to as " typical twelfth fuel supply system ") according to a twelfth exemplary embodiment will be described. The typical twelfth fuel supply system is a variant of the typical seventh fuel supply system. As shown in FIG. 28, the fuel pump 1 of a typical twelfth fuel supply system 84 has an upper portion of the inlet path outlet 106 in the front end filter case 95 with an annular recess 106a. The provided point is deformed. A sealing member (denoted by reference numeral 126), such as an elastic O-ring that radially seals the fuel pump inlet tube 43 to the filter case inlet path outlet 106, is fitted in the annular recess 106a. On the other hand, the upper part of the outlet passage inlet 109 in the front end filter case 95 has an annular recess 109a. A sealing member (denoted by reference numeral 126), which radially seals the fuel pump outlet tube 46 to the filter case outlet path inlet 109, is fitted in the annular recess 109a. This is between the inlet port 42 of the fuel pump 1 and the inlet path outlet 106 of the front end filter case 95 and also the outlet port 45 and the front end filter case 95 of the fuel pump 1. To reduce or prevent fuel leakage from the connection between the outlet path inlets 109.

In addition, due to the elasticity of the sealing member 126, it is possible to reduce or prevent vibration of the fuel pump 1 transmitted to the front end filter case 95.

Typical thirteenth Example

Referring to Fig. 29, a fuel supply system (hereinafter referred to as a "typical thirteenth fuel supply system") according to a thirteenth exemplary embodiment will be described. The typical thirteenth fuel supply system is a variant of the typical seventh fuel supply system. As shown in FIG. 29, the typical thirteenth fuel supply system 84 has been modified in that the front end filter 85 of the typical seventh fuel supply system 84 (see FIG. 15) is replaced by a so-called suction filter. . The intake filter is similar to the low pressure filter 332 according to the prior art fuel supply system 284 shown in FIG. 31, referred to herein as the front end filter 135. A typical thirteenth fuel supply system 84 is located in fuel tank 92 as shown in FIG. In addition, the reservoir cup 90 and the jet pump 87 of the typical seventh fuel supply system 84 shown in FIG. 15 have been removed. In this case, the fuel tank 92 may be referred to as a reservoir.

The front end filter 135 includes a filter material 136 having a multilayer structure similar to the filter element 96 of a typical seventh fuel supply system 84. Filter material 136 removes relatively large particles, relatively small particles and brush-wear particles contained in the fuel. The front end filter 135 has a mounting port 137 that includes a path inlet 146. The passage inlet 146 acts as a female port that can fit the fuel pump inlet tube 43 as a corresponding male port.

The bottom surface of the set plate 88 is connected with a connecting tube 140 which forms an outflow path 143 leading to the inner-outer communication tube 89. The connecting tube 140 includes a longitudinal tube portion 148 extending downward from the set plate 88 and a transverse tube portion 147 that runs transversely from the lower end of the longitudinal tube portion 148. Thereby forming a generally L-shaped tube. The transverse tube portion 147 includes a path inlet 149 which opens upwardly at an end near the fuel pump 1. The passage inlet 149 acts as a female port that acceptably accommodates the fuel pump outlet tube 46 as a corresponding male port. The connection tube 140 may be integrally installed with the mounting port 137 of the front end filter 135. The longitudinal tube portion 148 of the connecting tube 140 also has a pressure regulator 86 on the lower end wall of the longitudinal tube portion 148. The pressure regulator 86 regulates the pressure of the pressurized fuel discharged from the fuel pump 1 and discharges the excess pressurized fuel to the fuel tank 92. It is apparent that the fuel pump 1 has a cover member 150 that surrounds the periphery of the fuel pump 1.

The operation of the fuel supply system 84 described above is as follows. When the fuel pump 1 is operated, the fuel in the fuel tank 92 starts to flow. The fuel is filtered through filter element 136 in front end filter 135 and then drawn into pump section 3. After pressurization in the pump section 3, the fuel is discharged into the outflow path 143 of the connecting tube 140. The pressurized fuel discharged to the outflow path 143 is supplied into the injector via the fuel supply line 111 from the inner-external communication tube 89 of the set plate 88. On the other hand, since the pressure regulator 86 is also in communication with the outflow path 143, the pressure of the pressurized fuel flowing into the outflow path 143 of the connecting tube 140 is regulated by the pressure regulator 86. Can be at a predetermined pressure. During pressure regulation, excess significantly pressurized fuel is discharged from the pressure regulator 86 into the fuel tank 92.

Although the invention has been described in detail with particular reference to certain exemplary embodiments, changes and modifications can be made without departing from the spirit and scope of the invention. The fuel pump according to the invention is generally applicable to other pumps in addition to the fuel pump. In addition, the present invention can be applied to a multi-stage pump including a plurality of impellers 34. Further, the present invention is applicable not only to the returnless fuel supply system 84 but also to a fuel supply system for returning surplus fuel into the fuel tank 92 from the engine side. At least one of the inlet port 42, the first outlet port 45, the second outlet port 30, the communication opening 48 and the vapor vent 76 of the fuel pump 1 includes a plurality of ports or openings. You may.

According to the invention, the electric pump is provided with an outlet port which allows suction into the pump section to directly discharge the pressurized fluid out of the pump, so that the fluid discharged from the pump compartment does not pass through the motor compartment but rather through the first Can be discharged directly from, thereby allowing the particle-free fluid generated by the motor to be discharged directly from the pump section to the outside of the pump.

Claims (29)

In the electric pump (1), A pump section 3 comprising an impeller 34, an inlet port 42, 56, 70 and an outlet port 30, 45, 73, 78, the pump section 3 being the inlet port 42, 65. , 70 sucks the fluid from the inside, pressurizes the fluid by the rotation of the impeller 34, and pushes the fluid to the outside of the electric pump 1 via the outlet ports 30, 45, 73, 78. The pump section (3), A motor section 2 comprising a rotatable armature 14 and a motor compartment 10, the armature 14 being disposed in the motor compartment 10 and driving the impeller 34 of the pump section 3. Comprising the motor section 2, The pump section 3 is integrally assembled with the motor section 2 and further comprises a communication opening 48 which enables a portion of the fluid to flow from the pump section 3 into the motor compartment 10. Characterized Electric pump. The method of claim 1, The armature 14 includes an armature main body 15 and a shaft 18 protruding from both ends of the armature main body 15, wherein the armature main body 15 has the armature main shaft shaft torque. Characterized in that it is coupled to the impeller 34 in such a way as to transfer it to the impeller 34 at a radially outward position with respect to 18. Electric pump. The method according to claim 1 or 2, The communication opening 48 is located at a point located after 1/4 (B) of the pumping cycle A as defined from the starting end 42 to the termination 45 at one rotation of the impeller 34. Characterized in that installed Electric pump. The method according to claim 1 or 2, Further characterized in that it further comprises a steam vent (76) for exhausting the steam generated in the fluid to the outside of the pump (1) during the pumping cycle (A) during a single rotation of the impeller (34) Electric pump. The method according to claim 1 or 2, Further comprising second outlet ports 30, 78 for discharging fluid discharged from the pump section 3 into the motor compartment 10 via the communication opening 48 to the outside of the pump 1. doing Electric pump. The method of claim 5, wherein Said motor section 2 comprises an end cap member 7 with said second outlet port 30. Electric pump. The method of claim 5, wherein Characterized in that it further comprises a check valve (67) in said second outlet port (30). Electric pump. The method of claim 5, wherein And a jet pump (80) using the fluid flow discharged from the second outlet port (30) as a driving source. Electric pump. The method according to claim 1 or 2, Characterized in that it comprises an end cap member (7) having an outlet port (30) through which the pump section (3) is sucked in and directs the pressurized fluid out of the pump (1). Electric pump. The method according to claim 1 or 2, Further comprising an outer surface, characterized in that the inlet port 65 of the pump section 3 is opened through the outer surface Electric pump. The method according to claim 1 or 2, Characterized in that it further comprises a check valve (157) in said communication opening (48). Electric pump. In the modular fuel supply system 84, The fuel tank 92, An in-tank fuel pump 1 which sucks, pressurizes and discharges fuel in the fuel tank 92, and is configured as an electric pump 1 as defined in claim 1; And front end filters (85, 135) for removing foreign matter from the fuel sucked into the fuel pump (1). Modular fuel supply system. In the modular fuel supply system 84, The fuel tank 92, An in-tank fuel pump 1 which sucks, pressurizes and discharges fuel in the fuel tank 92, and is configured as an electric pump 1 defined in claim 5; Front end filters 85 and 135 for removing foreign matter from fuel sucked into the fuel pump 1; A reservoir cup 90 disposed in the fuel tank 92 to store fuel sucked into the interior of the fuel pump 1 via the front end filter 85; The fuel supply system 84 utilizes the fluid flow discharged from the second outlet port 39 of the electric pump 1 as a driving source, and is in the fuel tank 92 but of the reservoir cup 90. And further comprising a jet pump (80) for transporting fuel from the outside into the reservoir cup (90). Modular fuel supply system. In the modular fuel supply system 84, The fuel tank 92, An in-tank fuel pump 1 which sucks, pressurizes and discharges fuel in the fuel tank 92, and is configured as an electric pump 1 defined in claim 8; A front end filter 85 for removing foreign matter from fuel sucked into the fuel pump 1; A reservoir cup 90 disposed in the fuel tank 92 to store fuel sucked into the interior of the fuel pump 1 via the front end filter 85; The jet pump 80 of the electric pump 1 utilizes the fluid flow discharged from the second outlet port 39 of the electric pump 1 as a driving source and is in the fuel tank 92 but in the reservoir cup. Characterized in that for transporting fuel from the outside of the (90) into the reservoir cup (90) Modular fuel supply system. The method of claim 12, The front end filter 85 includes a filter case 95 in which filter elements 96 and 96A are disposed. The filter elements 96, 96A are characterized in that the outer layers 116, 116A are rough while the inner layers 117, 117A comprise fine multilayer structures. Modular fuel supply system. The method of claim 12, The front end filter 85 includes a filter case 95 in which filter elements 96 and 96A are disposed. The filter elements 96, 96A are characterized in that they are formed in a substantially cylindrical shape and surround the fuel pump 1. Modular fuel supply system. The method of claim 12, It further comprises pressure regulators (86, 86A) for adjusting the fuel pressure of the pressurized fuel discharged from the fuel pump (1) Modular fuel supply system. The method of claim 16, It further comprises pressure regulators (86, 86A) for regulating the fuel pressure of the pressurized fuel discharged from the fuel pump (1), The pressure regulators 86 and 86A are characterized in that they are arranged radially overlapping with respect to the fuel pump 1 and the front end filter 85. Modular fuel supply system. The method of claim 17, The front end filter 85 includes a filter case 95 in which filter elements 96 and 96A are disposed. The pressure regulators 86, 86A include a regulator housing 114, at least a portion of which is integrally formed with the filter case 95. Modular fuel supply system. The method of claim 17, The front end filter 85 includes a filter case 95 in which filter elements 96 and 96A are disposed. The filter case 95 comprises a mounting recess 128, characterized in that the pressure regulators 86, 86A are fitted into the mounting recess 128. Modular fuel supply system. The method of claim 12, The front end filter 85 has an outflow path 103 including an outflow path inlet 109, which pumps fuel sucked into the pump section 3 of the fuel pump 1. It is connected to the outlet ports 45 and 73 of the fuel pump 1 which discharges directly to the outside of the (1), The fuel discharged from the outlet ports 45 and 73 flows into the predetermined portion through the outlet passage 103. Modular fuel supply system. The method of claim 12, The front end filter 85 has an inlet path 102 comprising an inlet path outlet 106, the inlet path 102 having a fuel pump 1 in a fitting structure with a male port and a corresponding female port. It is characterized in that connected to the inlet port 42 Modular fuel supply system. The method of claim 22, And a sealing member 126 interposed between the inlet port 42 of the fuel pump 1 and the inlet path outlet 106 of the front end filter 85. Modular fuel supply system. The method of claim 21, The outlet path inlet 109 of the front end filter 85 is connected to the outlet port 45 of the fuel pump 10 in a fitting structure having a male port and a corresponding female port. Modular fuel supply system. The method of claim 24, And a sealing member 126 interposed between the outlet path inlet 109 of the front end filter 85 and the outlet port 45 of the fuel pump 1. Modular fuel supply system. In the electric pump 1 for delivering fuel to the target 112, A pump section 3 comprising an impeller 34, an inlet port 42, 65, 70 and first and second outlet ports 45, 48, 73, the fuel being inlet port 42, 65, 70. The pump section 3, which is sucked into the pump section 3 and exits from the first and second outlet ports 45, 48, 73 when the impeller 34 is rotated, A motor section (2) arranged and configured to drive the impeller (34) of the pump section (3), which is integrally assembled with the pump section (3), Fluid discharged from the first outlet ports 45 and 73 flows to the target 112, The fluid discharged from the second outlet port 48 flows through the motor section 2 to cool the motor section 2 and is then discharged out of the pump 1. Electric pump. The method of claim 26, A casing 5 for receiving the pump section 3 and the motor section 2 therein, the casing 5 having third outlet ports 30, 78, The motor section 2 forms a flow path having a first end in communication with the second outlets 45, 48, 73 and a second end in communication with the third outlets 30, 78. doing Electric pump. The method of claim 27, The motor section 2 comprises an armature 14 rotatably disposed in the casing 5 and a pair of magnets 13 attached to the inner wall of the casing 5, Characterized in that the flow path between the armature 14 and the magnet 13 is formed Electric pump. A fluid supply system 34 comprising an electric pump 1 as defined in claim 26 for supplying a fluid to a target 112, A reservoir 90, 92 arranged and configured to store fluid, wherein the fluid stored in the reservoir 90, 92 is sucked into the inlet ports 42, 65, 70 of the pump section 3 of the electric pump 1, The reservoirs 90, 92 receive the supply of fluid discharged from the electric pump 1 via the second outlet port 48 and the motor section 2, and A flow passage 103, 104, 143 connected between the first outlet port 45, 73 and the target 112 to allow fluid to be supplied from the first outlet port 45, 73 to the target 112. Characterized by Fluid supply system.

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