SE1350720A1 - Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with such a fuel system and a method for reducing the risk of malfunctioning fuel caused by paraffin fuel in a fuel system - Google Patents

Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with such a fuel system and a method for reducing the risk of malfunctioning fuel caused by paraffin fuel in a fuel system Download PDF

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Publication number
SE1350720A1
SE1350720A1 SE1350720A SE1350720A SE1350720A1 SE 1350720 A1 SE1350720 A1 SE 1350720A1 SE 1350720 A SE1350720 A SE 1350720A SE 1350720 A SE1350720 A SE 1350720A SE 1350720 A1 SE1350720 A1 SE 1350720A1
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Sweden
Prior art keywords
fuel
main
combustion engine
fuel tank
filter
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SE1350720A
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Swedish (sv)
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SE537174C2 (en
Inventor
Dan Cedfors
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Scania Cv Ab
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Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1350720A priority Critical patent/SE537174C2/en
Priority to PCT/SE2014/050696 priority patent/WO2014200424A1/en
Priority to DE112014002300.0T priority patent/DE112014002300T5/en
Publication of SE1350720A1 publication Critical patent/SE1350720A1/en
Publication of SE537174C2 publication Critical patent/SE537174C2/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D29/00—Filters with filtering elements stationary during filtration, e.g. pressure or suction filters, not covered by groups B01D24/00 - B01D27/00; Filtering elements therefor
    • B01D29/62—Regenerating the filter material in the filter
    • B01D29/66—Regenerating the filter material in the filter by flushing, e.g. counter-current air-bumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/08—Feeding by means of driven pumps electrically driven
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
    • F02D33/003—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge
    • F02D33/006—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge depending on engine operating conditions, e.g. start, stop or ambient conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3082—Control of electrical fuel pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406—Electrically controlling a diesel injection pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/12—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating electrically
    • F02M31/125—Fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0076—Details of the fuel feeding system related to the fuel tank
    • F02M37/0088—Multiple separate fuel tanks or tanks being at least partially partitioned
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/18—Feeding by means of driven pumps characterised by provision of main and auxiliary pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/22—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
    • F02M37/30—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by heating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/22—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
    • F02M37/32—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by filters or filter arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/22—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
    • F02M37/32—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by filters or filter arrangements
    • F02M37/40—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by filters or filter arrangements with means for detection of clogging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K2015/03118—Multiple tanks, i.e. two or more separate tanks
    • B60K2015/03138—Pumping means between the compartments
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/08—Feeding by means of driven pumps electrically driven
    • F02M37/10—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

21 Sammandrag Uppfinningen avser ett branslesystem for en forbranningsmotor (2), vilket branslesystem (4) innefattar en forsta bransletank (20) , en andra bransletank (22), en forsta bransleledning (36) anordnad i forbindelse med den forsta bransletanken (20) och den andra bransletanken (22) , en andra bransleledning (40) anordnad i forbindelse med den forsta bransletanken (20) samt en huvudmatarpump (26) anordnad att mata bransle fran den forsta bransletanken (20) genom den andra bransleledningen (40) via ett huvudbranslefilter (12) till ett hogtryckssystem (19). En forsta elektrisk motor (M1) är anordnad att driva huvudmatarpumpen (26) van i huvudmatarpumpen (26) är omrikt- 1 0ningsbar, sA att flodesriktningen genom huvudbranslefiltret (12) och den andra bransle- ledningen (40) kan vandas for att tomma huvudbranslefiltret (12) och den andra bransleledningen (40) pa bransle nar risk for paraffinering av bransle har identifierats. Uppfinningen avser aven ett forfarande for att minska risken for driftstorningar orsakade av paraffinerat bransle i ett branslesystem. (Fig. 2) The invention relates to a fuel system for an internal combustion engine (2), which fuel system (4) comprises a first fuel tank (20), a second fuel tank (22), a first fuel line (36) arranged in connection with the first fuel tank (20) and the second fuel tank (22), a second fuel line (40) arranged in connection with the first fuel tank (20) and a main feed pump (26) arranged to feed fuel from the first fuel tank (20) through the second fuel line (40) via a main fuel filter (12) to a high pressure system (19). A first electric motor (M1) is arranged to drive the main feed pump (26) used in the main feed pump (26) is reversible, so that the flow direction through the main fuel filter (12) and the second fuel line (40) can be adjusted to empty the main fuel filter. (12) and the other industry management (40) in industry when the risk of paraffinization of industry has been identified. The invention also relates to a method for reducing the risk of operational disturbances caused by paraffined fuel in a fuel system. (Fig. 2)

Description

SOkande: Scania CV AB Branslesystem for forbranningsmotor, forbranningsmotor med ett sAdant branslesystem, fordon med ett sidant branslesystem och ett forfarande for att minska risken for driftstorningar orsakade av paraffinerat bransle i ett branslesystem UPPFINNINGENS BAKGRUND OCH KAND TEKNIK Foreliggande uppfinning avser ett brdnslesystem for en forbranningsmotor enligt pa- tentkravet 1. Uppfinningen avser ocksa en forbranningsmotor med ett sadant bränsle- system enligt patentkravet 12, ett fordon med ett sadant brdnslesystem enligt patentkravet 13 samt ett forfarande for att minska risken for driftstorningar orsakade av paraffinerat brdnsle i ett brdnslesystem enligt patentkravet 14. APPLICATION: Scania CV AB Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with a sideline fuel system and a procedure to reduce the risk of malfunctions caused by paraffined fuel in a fuel system BACKGROUND OF THE INVENTION AND KAND TECHNOLOGY The invention also relates to an internal combustion engine with such a fuel system according to claim 12, a vehicle with such a fuel system according to claim 13 and a method for reducing the risk of malfunctions caused by paraffined fuel in a fuel system according to claim 14.

En forbranningsmotor, sasom en kolvmotor, vilken drivs av diesel eller bensin, är for- sedd med ett branslesystem for att transportera branslet fran en eller flera bransletankar till forbranningsmotorns insprutningssystem. Branslesystemet innefattar en eller flera branslepumpar, som kan drivas mekaniskt av forbranningsmotorn eller drivas av en elmotor. Brdnslepumpama skapar ett brdnslefliide och tryck for att transportera brans- let till en ackumulator som kan vara i form av en sa kallad common rail och vidare till forbranningsmotorns insprutningssystem, vilket tillfor branslet till forbranningsmotoms forbranningsrum. Common rail kan uteslutas och brdnslesystemet kan istallet innefatta en annan form av insprutningssystem, exempelvis piezo- eller enhetsinsprutningssystem. An internal combustion engine, such as a piston engine, which is powered by diesel or petrol, is provided with a fuel system for transporting the fuel from one or more fuel tanks to the injection engine's injection system. The fuel system comprises one or more fuel pumps, which can be driven mechanically by the internal combustion engine or driven by an electric motor. The fuel pumps create a fuel flow and pressure to transport the fuel to an accumulator which can be in the form of a so-called common rail and on to the internal combustion engine's injection system, which supplies the fuel to the internal combustion engine's combustion chamber. Common rail can be excluded and the fuel system may instead comprise another form of injection system, for example piezo or unit injection system.

Brdnslesystem innefattar awn branslefilter for filtrering av brdnslet innan det nar forbranningsmotorns insprutningssystcm. Forbranningsmotom och dcss insprutningssystem är kansliga for kontamineringar och kan paverkas negativt om brdnslet är allt for fororenat. Kontamineringar kan avse fasta partiklar, gas eller vdtska. Aven om branslet endast innefattar en liten mangd kontamineringar kan konsekvensen bli att forbran- ningsmotom inte kan drivas av brdnslet. Branslesystem innefattar dad& brdnslefilter, som bade bortfiltrerar partiklar samt separerar vatten, som forekommer i brdnslet. 2 Branslefiltret kan vara ett sa kallat insatsbranslefilter, vilket innefattar ett utbytbart filterelement, vilket är anordnat i ett filterhus. När temperaturen utomhus sjunker kan branslet, sa som diesel eller biodiesel, som forefinns i branslesystemet paraffineras. Temperaturen vid vilken branslet paraffineras beror pa branslets sammansattning och kan for ett antal olika branslesammansatningar variera mellan plus 10 grader till mi- nus 30 grader. I de fall da bransle forefinns i branslefiltrets filterhus kan paraffineringen leda till att branslefiltret igensatts, vilket medfor att bransle inte kan na forbranningsmotorn vid kallstart. Bransle som forefinns i bransleledningar kan likasa paraffineras och orsaka stopp i bransleledningarna. Det är dear onskvart att minimera ris- ken for att bransle i filterhus och bransleledningar paraffineras i kall vdderlek. Fuel system includes an fuel filter for filtering the fuel before it reaches the internal combustion engine injection system. The internal combustion engine and its injection system are susceptible to contamination and can be adversely affected if the fuel is too polluted. Contamination can refer to solid particles, gas or liquid. Even if the industry only involves a small amount of contamination, the consequence may be that the internal combustion engine cannot be driven by the fuel. Fuel systems include fuel filters, which both filter out particles and separate water present in the fuel. The fuel filter can be a so-called input fuel filter, which comprises a replaceable filter element, which is arranged in a filter housing. When the temperature outside drops, the industry, such as diesel or biodiesel, which is present in the industry system, can be paraffined. The temperature at which the industry is paraffined depends on the composition of the industry and can for a number of different industry compositions vary between plus 10 degrees to minus 30 degrees. In cases where fuel is present in the filter filter of the fuel filter, the paraffination can lead to the fuel filter being clogged, which means that the fuel cannot reach the internal combustion engine during a cold start. Fuel that is present in industry lines can also be paraffined and cause blockages in the industry lines. It is dearly desirable to minimize the risk of industry in filter houses and industry lines being paraffined in cold weather.

Det är forut kant att anordna en omriktningsbar branslepump for att andra flodesriktningen i ett branslesystem och pa sa sift tomma brdnsleledningar pa bransle. It is advantageous to arrange a reversible fuel pump in order to change the direction of the river in a fuel system and in that case empty fuel lines on fuel.

I dokumentet EP-0186262 visas ett brdnslesystem for en forbranningsmotor, vilket innefattar en branslepump och en tudelad bransletank. Ndr fOrbranningsmotorn har stangts av andras branslepumpens riktning, sa att brdnsleledningarna toms pa bransle. Pa sa sat minskas risken fOr att paraffinerat brdnsle orsakar stopp i bransleledningarna. En mindre del av bransletanken innefattar en varmare och vid start av fordonet fylls fcirst den mindre delen, sa att branslet kan varmas upp innan det pumpas ut i bransle- ledningarna. Branslepumpen i dokument EP-0186262 andrar saledes alltid riktning ndr forbrdnningsmotom har stangts av, oavsett om risk for paraffinering foreligger eller inte. Document EP-0186262 discloses a fuel system for an internal combustion engine, which includes a fuel pump and a two-part fuel tank. When the internal combustion engine has been shut off by the direction of the fuel pump of others, so that the fuel lines are emptied of fuel. In this way, the risk of paraffined fuel causing a stop in the industry lines is reduced. A smaller part of the fuel tank includes a heater and when starting the vehicle, the smaller part is first filled, so that the fuel can be heated before it is pumped out into the fuel lines. The fuel pump in document EP-0186262 thus always changes direction when the combustion engine has been switched off, regardless of whether there is a risk of paraffination or not.

Det är awn forut kant att anordna en elektriskt styrd omriktningsbar branslepump for att kunna andra flodesriktningen i ett branslesystem. It is on the verge of arranging an electrically controlled reversible fuel pump to be able to change the direction of the river in a fuel system.

I dokumentet US-2010/0031930 visas ett brdnslesystem for en forbranningsmotor, vilket innefattar en elektriskt driven branslepump, vilken forser branslesystemets in- sprutningssystem med bransle. Den elektriskt drivna branslepumpen matar i ett forsta ldge bransle fran en bransletank till motom och i ett andra ldge matar branslepumpen bransle fran brdnsletanken till en anordning for regenerering av partikelfiltret. Det for- 3 sta och det andra ldget motsvaras av olika rotationsriktningar hos den elektriskt drivna brdnslepumpen. Document US-2010/0031930 discloses a fuel system for an internal combustion engine, which includes an electrically driven fuel pump, which supplies the fuel system injection system with fuel. The electrically driven fuel pump feeds in a first fuel from a fuel tank to the engine and in a second fuel the fuel feeds fuel from the fuel tank to a particulate filter regeneration device. The first and second layers correspond to different directions of rotation of the electrically driven fuel pump.

Trots kanda losningar pa omradet finns ett behov av att vidareutveckla ett brdnslesy- stem, som minskar risken for komplikationer och driftstorningar i samband med kall vdderlek. Despite known solutions in the area, there is a need to further develop a fuel reading system, which reduces the risk of complications and operational disruptions in connection with cold weather.

SAMMANFATTNING AV UPPFINNINGEN Syftet med foreliggande uppfinning är att astadkomma ett brdnslesystem for en for- branningsmotor, som minskar risken for driftstorningar orsakade av paraffinerat brans-le. SUMMARY OF THE INVENTION The object of the present invention is to provide a fuel system for an internal combustion engine which reduces the risk of malfunctions caused by paraffined fuel.

Annu ett syfte med uppfinningen är att astadkomma ett branslesystem far en forbran- ningsmotor, som minskar risken for att brdnsle blir sthende hos brdnslefiltret vid kall vdderlek. Another object of the invention is to provide a fuel system with an internal combustion engine which reduces the risk of fuel sticking to the fuel filter in cold weather.

Ytterligare ett syfte med uppfinningen är att dstadkomma ett brdnslesystem for en fOrbranningsmotor, som är flexibelt och som har ett brett styrintervall. A further object of the invention is to provide a fuel system for an internal combustion engine which is flexible and has a wide control range.

Annu ett syfte med uppfinningen är att astadkomma ett branslesystem for en forbranningsmotor, som är icke-skrymmande. Another object of the invention is to provide a fuel system for an internal combustion engine which is non-bulky.

Ytterligare ett syfte med uppfinningen är att astadkomma ett brdnslesystem for for- branningsmotor, som underldttar kallstart. Another object of the invention is to provide a fuel combustion engine fuel system which facilitates cold start.

Dcssa syftcn uppnas mcd ett branslcsystem av dct inledningsvis namnda slagct, vilkcn kannetecknas av de sardrag som anges i patentkravets 1 kannetecknande del. This object is achieved by means of an industry system of the kind initially mentioned, which can be characterized by the features stated in the characterizing part of claim 1.

Dessa syften uppnas awn med en forbranningsmotor med ett sadant branslesystem enligt patentkravets 12 kannetecknande del, ett fordon med ett sadant brdnslesystem enligt patentkravets 13 kannetecknande del och ett forfarande for att minska risken for 4 driftstorningar orsakade av paraffinerat bransle i ett branslesystem enligt patentkravets 14 kannetecknande del. These objects are achieved with an internal combustion engine with such a fuel system according to the marking part of claim 12, a vehicle with such a fuel system according to the pitched part of claim 13 and a method for reducing the risk of 4 malfunctions caused by paraffined fuel in a fuel system according to claim 14. .

Genom att anordna en elektriskt styrd omriktningsbar huvudmatarpump, i en lagtryckskrets i branslesystemet for en forbranningsmotor, sa att bransleflodet genom huvudbranslefiltret och den andra bransleledningen kan vandas ndr risk for paraffinering av bransle har identifierats, astadkommes ett branslesystem, som minskar risken for komplikationer och driftstorningar orsakat av paraffinerat bransle. Lampligen innefattar huvudbranslefiltret ett utbytbart filterelement, vilket är anordnat i ett filterhus. By arranging an electrically controlled reversible main feed pump, in a low pressure circuit in the fuel system for an internal combustion engine, so that the fuel flow through the main fuel filter and the other fuel line can be reduced if the risk of paraffinization of fuel has been identified, a fuel system is created and reduces the risk of complications. of paraffined fuel. Lampwise, the main fuel filter comprises a replaceable filter element, which is arranged in a filter housing.

Foretradesvis är huvudmatarpumpen en lagtryckspump. Lampligen andras huvudma- tarpumpens riktning, sa att huvudbranslefiltrets filterhus och den andra bransleledningen huvudsakligen toms pa bransle, endast da forbranningsmotorn är avstangd och risk for paraffinering av bransle foreligger. Pa sa sdtt minskas risken for att paraffinerat bransle igensiitter huvudbriinslefiltret eller orsakar stopp i den andra bransleledningen. Preferably, the main feed pump is a low pressure pump. The direction of the main fuel pump is different, so that the filter housing of the main fuel filter and the other fuel line are mainly emptied of fuel, only when the internal combustion engine is switched off and there is a risk of paraffining of fuel. In this way, the risk of paraffined fuel clogging the main fuel filter or causing a blockage in the other fuel line is reduced.

Genom att tomma filterhus och bransleledning enbart da risk for paraffinering hos branslet foreligger undviks onOdig tomning av filterhuset och bransleledningen for de fall da paraffinering inte foreligger. Darmed behover inte filterhuset och bransleledningen heller aterfyllas med bransle i onOdan. By emptying the filter housing and branch line only when there is a risk of paraffining in the industry, unnecessary emptying of the filter housing and branch line is avoided in cases where paraffination is not present. Thus, the filter housing and industry management do not need to be refilled with industry in onOdan.

Lampligen är huvudbranslepumpen omriktningsbar genom att rotationsriktningen hos den till huvudbranslepumpen kopplade elektriska motom andras. The main fuel pump can be redirected by changing the direction of rotation of the electric motor connected to the main fuel pump.

Lampligen styrs huvudmatarpumpen, sa att dess riktning andras efter en pa forhand bestamd tids stillastaende efter att forbranningsmotorn har stangts ay. Darmed undviks omedelbar tomning av filterhuset och bransleledningen nar forbranningsmotorn stangs ay. For det fall forbranningsmotorn är avstangd under enbart en kort tidsperiod behovcr damned inte filterhuset och bransleledningcn tommas och sedan atcrfyllas mcd bransle. The main feed pump is conveniently controlled, so that its direction changes after a predetermined standstill after the internal combustion engine has been shut down. This avoids immediate emptying of the filter housing and the branch line when the internal combustion engine is shut off. In the event that the internal combustion engine is switched off for only a short period of time, the filter housing and the fuel line do not need to be emptied and then refilled with fuel.

Genom att ansluta huvudmatarpumpen till en styrenhet via en CAN-buss kan huvud- matarpumpen styras mot olika parametrar, sa som tryck i bransleledningar, tryckfall Over branslefilter, temperaturer etc. Pa sa satt astadkommes ett branslesystem, som är flexibelt, som har ett bredare styrintervall an kand teknik och som pd sâ salt medger en korrekt bransletillforsel till forbranningsmotorn. By connecting the main feed pump to a control unit via a CAN bus, the main feed pump can be controlled against various parameters, such as pressure in branch lines, pressure drop. Over branch filters, temperatures, etc. In this way, an industry system is provided that is flexible and has a wider control range. known technology and which on such salt allows a correct fuel supply to the internal combustion engine.

Ldmpligen identifieras om risk for paraffinering av brdnsle foreligger genom att mita utomhustemperaturen. Foretradesvis är en forsta temperaturgivare ansluten till styren- heten for att bestdmma utomhustemperaturen hos omgivningen ddr fordonet befinner sig. Huvudmatarpumpen kan saledes foretrddesvis styras, sà att dess riktning andras och huvudbrdnslefiltret och den andra brdnsleledningen huvudsakligen toms pa brans-le, dâ utomhustemperaturen understiger ett visst temperaturgransvarde, som motsvarar den temperatur vid vilken branslet paraffineras, och darmed indikerar att risk for paraf- finering av brdnsle foreligger. It is usually identified whether there is a risk of paraffining of fuel by measuring the outdoor temperature. Preferably, a first temperature sensor is connected to the control unit to determine the outdoor temperature of the environment in which the vehicle is located. The main feed pump can thus preferably be controlled so that its direction is different and the main fuel filter and the second fuel line are mainly emptied on fuel, as the outdoor temperature is below a certain temperature threshold value, which corresponds to the temperature at which the industry is paraffined, thereby indicating fuel available.

Altemativt identifieras om risk for paraffinering av brdnsle foreligger genom att mata temperaturen hos fOrbranningsmotom. FOretradesvis är en andra temperaturgivare an- sluten till styrenheten for att bestamma temperaturen hos forbrdnningsmotom. Lampli- gen bestams detta genom att mata temperaturen hos forbranningsmotorns kylarvdtska. Temperaturen hos forbranningsmotorn/kylarvatskan kan indikera om risk for paraffinering av bransle foreligger. Huvudmatarpumpen kan sdledes foretrddesvis styras, sà att dess riktning andras och huvudbranslefiltret och den andra brdnsleledningen huvud- sakligen toms pd bransle, dâ forbranningsmotoms temperatur understiger ett visst tem- peraturgransvarde, som motsvarar den temperatur vid vilken brdnslet paraffineras, och darmed indikerar att risk for paraffinering av brdnsle foreligger. Alternatively, it is identified whether there is a risk of paraffining of the fuel by feeding the temperature of the internal combustion engine. Preferably, a second temperature sensor is connected to the control unit to determine the temperature of the internal combustion engine. The lamp light is determined by feeding the temperature of the internal combustion engine's radiator. The temperature of the internal combustion engine / coolant can indicate whether there is a risk of paraffining of the fuel. The main feed pump can thus preferably be controlled so that its direction is different and the main fuel filter and the second fuel line are mainly emptied of fuel, as the temperature of the combustion engine is below a certain temperature limit value, which corresponds to the temperature at which the fuel is paraffined. of fuel available.

Altemativt identifieras om risk for paraffinering av brdnsle foreligger genom att be- stamma tryckfallet over huvudbrdnslefiltret. Foretradesvis är en forsta tryckgivare an- ordnad uppstroms huvudbrdnslefiltret och en andra tryckgivare anordnad nedstroms huvudbranslefiltrct. Med dcssa tryckgivarc kan tryckfall over huvudbranslefiltret bestammas, vilket kan indikera ndr huvudbrdnslefiltret borjar bli igensatt. Igensattning av huvudbrdnslefiltret kan bero pd helt eller delvis paraffinerat brdnsle och (farmed kan tryckfallet over huvudbrdnslefiltret indikera om risk for paraffinering foreligger. Hu- vudmatarpumpen kan ldmpligen styras, sâ att dess riktning andras dâ tryckfallet over huvudbrdnslefiltret overstiger ett visst tryckfallsgransvarde och damned indikerar att 6 risk air paraffinering av bransle foreligger. Tryckgivarna är lampligen differentialtryckgivare och är anslutna till styrenheten. Tryckgivarna avlases foretradesvis nar forbranningsmotorn är i drift. Alternatively, it is identified whether there is a risk of paraffining of fuel by determining the pressure drop across the main fuel filter. Preferably, a first pressure sensor is arranged upstream of the main fuel filter and a second pressure sensor is arranged downstream of the main fuel filter. With these pressure sensors, pressure drops across the main fuel filter can be determined, which can indicate when the main fuel filter starts to become clogged. Clogging of the main fuel filter may be due to fully or partially paraffined fuel and (therefore, the pressure drop across the main fuel filter may indicate a risk of paraffination). risk air paraffining of fuel is present.The pressure sensors are suitably differential pressure sensors and are connected to the control unit.The pressure sensors are preferably read when the internal combustion engine is in operation.

Igensattning av huvudbranslefiltret kan orsakas av paraffinering men kan likasa bero pa fororeningar i branslet. For att kunna avgora om risk for paraffinering foreligger kombineras foretradesvis det identifierade tryckfallet med utomhustemperaturen och/eller forbranningsmotorns temperatur. Huvudmatarpumpen kan saledes foretradesvis styras, sa att dess riktning andras da tryckfallet Over huvudbranslefiltret oversti- 1 0ger ett visst tryckfallsgransvarde samtidigt som utomhustemperaturen och/eller for- branningsmotorns temperatur understiger ett visst temperaturgransvarde och damned indikerar att risk for paraffinering av bransle foreligger. Clogging of the main fuel filter can be caused by paraffining but can also be due to contaminants in the industry. In order to be able to determine whether there is a risk of paraffining, the identified pressure drop is preferably combined with the outdoor temperature and / or the temperature of the internal combustion engine. The main feed pump can thus preferably be controlled, so that its direction changes when the pressure drop across the main fuel filter exceeds a certain pressure drop spruce value while the outdoor temperature and / or the internal combustion engine temperature falls below a certain temperature spike value and down indicates that there is a risk of paraffining of fuel.

Altemativt identifieras om risk for paraffinering av briinsle foreligger genom att fast- stalla forhallandet mellan huvudmatarpumpens arbete och bransleflodet nedstroms huvudbranslefiltret. Lampligen är en flodesmatare anordnad nedstroms huvudbranslefiltret, vilken flodesmatare är ansluten till styrenheten via CAN-bussen. Stromforbrukningen hos den huvudmatarpumpen drivande elmotom mats med hjalp av styrenheten, vilket indikerar hur hart huvudmatarpumpen arbetar. Alternativt mats, med hjalp av styrenheten, effektuttaget hos den huvudmatarpumpen drivande elmotom. En viss stromforbrukning eller ett visst effektuttag hos elmotorn motsvarar normalt sett ett visst bransleflode nedstroms huvudbranslefiltret. Saledes innebar en okad stromforbrukning eller ett okat effektuttag att bransleflodet nedstroms huvudbranslefiltret okar. Skulle dock styrenheten identifiera en okad stromforbrukning eller ett okat effektuttag samtidigt som bransleflodet nedstroms huvudbranslefiltret är oforandrat, kan slutsatsen dras att huvudbranslefiltret troligtvis är igensatt och darmed forsvarar for branslet att passcra gcnom huvudbranslcfiltret. Igensattningen kan bcro pa helt eller dclvis paraffinerat bransle och darmed kan forhallandet mellan huvudmatarpumpens arbete och bransleflodet nedstroms huvudbranslefiltret indikera att risk for paraffinering av brans- le foreligger. Huvudmatarpumpen kan lampligen styras, ndr forbranningsmotom ar avstangd, sâ att dess riktning andras dâ forhallandet mellan huvudmatarpumpens arbete och bransleflodet nedstroms huvudbranslefiltret indikerar att huvudbranslefiltret ar 7 igensatt. Stromforbrukning och/eller effektuttag samt brdnsleflode nedstroms huvudbrdnslefiltret avldses foretrddesvis ndr forbrdnningsmotom är i drift. Alternatively, it is identified whether there is a risk of paraffinization of fuel fuel by establishing the relationship between the work of the main feed pump and the fuel flow downstream of the main fuel filter. Lamply, a river feeder is arranged downstream of the main fuel filter, which river feeder is connected to the control unit via the CAN bus. The power consumption of the main feed pump driven electric motor is measured with the help of the control unit, which indicates how hard the main feed pump works. Alternatively, with the help of the control unit, the power outlet of the main feed pump driving electric motor is fed. A certain power consumption or a certain power output of the electric motor normally corresponds to a certain fuel flow downstream of the main fuel filter. Thus, an increased power consumption or an increased power output meant that the fuel flow downstream of the main fuel filter increased. However, should the control unit identify an increased power consumption or an increased power output while the fuel flow downstream of the main fuel filter is unchanged, it can be concluded that the main fuel filter is probably clogged and thus defends the industry to pass through the main fuel filter. The clogging can occur on completely or partially paraffined fuel, and thus the ratio between the work of the main feed pump and the fuel flow downstream of the main fuel filter may indicate that there is a risk of paraffining of the industry. The main feed pump can be suitably controlled when the internal combustion engine is switched off, so that its direction changes as the relationship between the work of the main feed pump and the fuel flow downstream of the main fuel filter indicates that the main fuel filter is clogged. Power consumption and / or power consumption as well as fuel flow downstream of the main fuel filter are preferably generated when the combustion engine is in operation.

Igensktning av huvudbrdnslefiltret kan orsakas av paraffinerat brdnsle men kan likasa bero pa fororeningar i brdnslet. I syfte att avgora om risk for paraffinering foreligger kombineras foretrddesvis det identifierade forhallandet mellan huvudmatarpumpens arbete och bransleflodet nedstroms huvudbrdnslefiltret med utomhustemperaturen och/eller forbrdnningsmotorns temperatur. Huvudmatarpumpen kan foretrddesvis styras, sa att dess riktning andras da forhallandet mellan huvudmatarpumpens arbete och bransleflodet nedstroms huvudbranslefiltret indikerar att huvudbranslefiltret är igen- satt, samtidigt som utomhustemperaturen ochleller forbrdnningsmotoms temperatur understiger ett visst temperaturgransvdrde. Clogging of the main fuel filter can be caused by paraffined fuel but can also be due to contaminants in the fuel. In order to determine if there is a risk of paraffining, the identified ratio between the operation of the main feed pump and the fuel flow downstream of the main fuel filter is preferably combined with the outdoor temperature and / or the temperature of the internal combustion engine. The main feed pump can preferably be controlled so that its direction changes as the ratio between the operation of the main feed pump and the fuel flow downstream of the main fuel filter indicates that the main fuel filter is clogged, while the outdoor temperature and / or the internal combustion engine temperature is below a certain temperature limit.

Altemativt identifieras om risk fOr paraffinering av briinsle foreligger genom att kom- binera nagra av eller samtliga ovan namnda saft. Exempelvis kan bade utomhustempe- raturen, temperaturen hos forbranningsmotom, tryckfallet och fOrhallandet mellan huvudmatarpumpens arbete och brdnsleflodet nedstroms huvudbranslefiltret anvandas for att avgdra om risk for paraffinering av bransle foreligger. Alternatively, it is identified whether there is a risk of paraffinization of briinsle by combining some or all of the above-mentioned juices. For example, both the outdoor temperature, the temperature of the internal combustion engine, the pressure drop and the ratio between the operation of the main feed pump and the fuel flow downstream of the main fuel filter can be used to determine if there is a risk of fuel refining.

FOretradesvis avlases den forsta och/eller den andra temperaturgivaren ndr forbran- ningsmotorn är i drift for att avgora om risk for paraffinering av bransle foreligger. Ndr forbranningsmotom sedan har stdngts av och fordonet är stillastaende, styrs huvudmatarpumpen sa att dess riktning dndras. Ldmpligen Ors avldsningen under drift specifikt da byte av temperaturzon sker. Preferably, the first and / or the second temperature sensor is read when the internal combustion engine is in operation to determine if there is a risk of paraffining of the industry. When the internal combustion engine has been switched off and the vehicle is stationary, the main feed pump is controlled so that its direction changes. Ldmpligen Ors deldsning during operation specifically when changing the temperature zone takes place.

Altemativt avldses den forsta och/eller den andra temperaturgivaren da forbranningsmotorn är avstangd och fordonet är stillasfaende. Alternatively, the first and / or the second temperature sensor is fired when the internal combustion engine is switched off and the vehicle is stationary.

Altemativt sker avldsning av den forsta och/eller den andra temperaturgivaren bade da. forbranningsmotorn är i drift och da forbranningsmotorn är avstangd och fordonet är stillastaende. 8 FOretrddesvis är en vdrmeanordning anordnad i anslutning till den fOrsta brdnsletanken. Vdrmeanordningen kan vara en dieselvdrmare, kupevarmare, elektrisk vdrmare eller flagon annan form av vdrmare. Varmeanordningen är foretrddesvis styrd av en till styrenheten ansluten timer (ett tidur med verkningsfunktion efter eller vid viss instdlld tid), pa sa salt att vdrmeanordningen kan startas vid en pa forhand bestamd tidpunkt. Lamp- ligen berdknas den pa forhand bestdmda tidpunkten utifran en tidpunkt da forbranningsmotorn onskas starta. Ndr risk for paraffinering av brdnsle foreligger och forbrdnningsmotorn är avstangd dndras huvudmatarpumpens riktning, sa att bransle i huvudbrdnslefiltret och i den andra brdnsleledningen leds till den forsta brdnsletanken. Alternatively, the first and / or the second temperature sensor is degraded both then. the internal combustion engine is in operation and when the internal combustion engine is switched off and the vehicle is stationary. 8 Preferably, a heating device is arranged in connection with the first fuel tank. The heating device can be a diesel heater, passenger compartment heater, electric heater or other form of heater. The heating device is preferably controlled by a timer connected to the control unit (a timer with action function after or at a certain set time), so salty that the heating device can be started at a predetermined time. The predetermined time is calculated from a time when the internal combustion engine is to be started. If there is a risk of paraffining of the fuel and the internal combustion engine is switched off, the direction of the main feed pump is changed, so that fuel in the main fuel filter and in the second fuel line is led to the first fuel tank.

Varmeanordningen startas foretradesvis vid en tidpunkt, fore tidpunkten da forbrdn- ningsmotorn onskas starta, sa att brdnslet har uppnatt en pa forhand bestamd temperatur ndr forbranningsmotorn startas igen. Pa sa saft kan eventuellt paraffinerat bransle i den forsta brdnsletanken vdrmas upp innan forbranningsmotorn startas och pa sa skt astadkommes ett branslesystem som underldttar kallstart. Vidare medfor det uppviirm- da brdnslet i den forsta brdnsletanken att eventuellt kvarvarande paraffinerat brdnsle i huvudbrdnslefiltret och i den andra brdnsleledningen omedelbart kan varmas upp och ddrmed minskas risken for driftstorningar orsakade av paraffinerat bransle. The heating device is preferably started at a time, before the time when the internal combustion engine is desired to start, so that the fuel has reached a predetermined temperature when the internal combustion engine is started again. On such juice, any paraffined fuel in the first fuel tank can be heated before the internal combustion engine is started, and in this way an fuel system is achieved which facilitates cold starting. Furthermore, the heated fuel in the first fuel tank means that any remaining paraffined fuel in the main fuel filter and in the second fuel line can be heated immediately, thereby reducing the risk of operational disturbances caused by paraffined fuel.

Foretrddesvis bestdms tidpunkten for att starta varmeanordningen utifran en av foraren angiven tidpunkt vid vilken han/hon onskar starta forbranningsmotorn igen. Preferably, the time for starting the heating device is determined from a time specified by the driver at which he / she wishes to start the internal combustion engine again.

Alternativt bestams tidpunkten for att starta vdrmeanordningen genom aft manuellt ange en ldmplig tidpunkt fore forbrdnningsmotorn onskas starta. Alternativt startas vdrmeanordningen genom anvandning av en fiarrkontroll. Alternatively, the time to start the heating device is determined by manually entering an appropriate time before the internal combustion engine is to be started. Alternatively, the heating device is started by using a fire control.

Ldmpligen är den forsta brdnsletanken sa utformad att den rymmer en mindre volym an den andra brdnsletanken. Denna utformning medger en mindre skrymmande forsta bransletank, som är ldttare att anordna hos ett utrymmessnalt chassi. PA sa salt astadkommes ett icke-skrymmande branslesystem. Vidare innebar en mindre forsta bransle- tank att brdnslesystemet kan mata brdnsle till forbrdnningsmotorn vid en ldgre brdnsle- niva an om samma brdnslevolym hade tillforts den stone andra bransletanken. PA sa salt astadkommes ett brdnslesystem for en forbranningsmotor, som medger en flexibel 9 reglering av brdnsletillfOrseln och ddrmed undviks driftstorningar yid lag brdnsleniva i brdnsletanken. Foretrddelsevis rymmer den forsta brdnsletanken 20-50 liter och den andra bransletanken 300-1000 liter. Ideally, the first fuel tank is designed to hold a smaller volume than the second fuel tank. This design allows a less bulky first fuel tank, which is easier to arrange in a space-specific chassis. PA said salt is achieved a non-bulky industry system. Furthermore, a smaller first fuel tank meant that the fuel system could supply fuel to the internal combustion engine at a lower fuel level than if the same fuel tank volume had been supplied to the second fuel tank. In this case, a fuel system is provided for an internal combustion engine, which allows a flexible control of the fuel supply and thus avoids operational disturbances at low fuel levels in the fuel tank. Preferably, the first fuel tank holds 20-50 liters and the second fuel tank 300-1000 liters.

Foretrddelsevis är en transferpump anordnad for att forse den forsta brdnsletanken med bransle. Transferpumpen är ldmpligen en lagtryckspump, vilken matar brdnsle fran den andra bransletanken via den forsta bransleledningen vidare till den forsta bransletanken. Foretradesvis är ett forfilter anordnat nedstrom transferpumpen och uppstroms huvudmatarpumpen. Branslet som nar den elmotorstyrda huvudmatarpumpen är pa sa salt forfiltrerat, vilket medfor att huvudmatarpumpen skyddas mot fororeningar pa ett fordelaktigt salt, vilket minskar risken for driftstorningar hos huvudmatarpumpen. Preferably, a transfer pump is provided to supply the first fuel tank with fuel. The transfer pump is typically a low pressure pump, which feeds fuel from the second fuel tank via the first fuel line on to the first fuel tank. Preferably, a pre-filter is arranged downstream of the transfer pump and upstream of the main feed pump. The fuel that reaches the electric motor-controlled main feed pump is then pre-filtered, which means that the main feed pump is protected against contamination on an advantageous salt, which reduces the risk of malfunctions of the main feed pump.

Foretrddesvis drivs transferpumpen av en andra elektrisk motor. Pa sa sat astadkommes en mer effektiv och flexibel reglering av briinsletillforseln till den fOrsta bränsletanken. Preferably, the transfer pump is driven by a second electric motor. In this way, a more efficient and flexible regulation of the fuel supply to the first fuel tank is achieved.

Ldmpligen är huvudmatarpumpen anordnad hos den forsta brdnsletanken. Pa sa sat skyddas huvudmatarpumpen fran omgivningen och far en naturlig kylning av branslet i den forsta brdnsletanken. Alternativt är alien transferpumpen och forfiltret anordnade inuti den forsta bransletanken. Med huvudmatarpumpen, transferpumpen, fOrfiltret och ventilen anordnade inuti den forsta bransletanken astadkommes ett icke-skrymmande branslesystem. Ideally, the main feed pump is arranged at the first fuel tank. In this way, the main feed pump is protected from the environment and receives a natural cooling of the fuel in the first fuel tank. Alternatively, the alien transfer pump and the pre-filter are arranged inside the first fuel tank. With the main supply pump, the transfer pump, the pre-filter and the valve arranged inside the first fuel tank, a non-bulky fuel system is achieved.

Ldmpligen anordnas en brdnslereturledning i anslutning till den forsta bransletanken och brdnslesystemets hogtryckssystem. Trycksatt varmt brdnsle kan pa sa satt returne- ras tillbaka till den forsta brdnsletanken istallet for att transporteras till forbrdnningsmotorns forbrdnningsrum. Dct varma branslet kan damned varma kallt branslc i bransletanken och pa sa sift minska risken for paraffinering under drift. Ideally, a fuel return line is provided adjacent to the first fuel tank and the high pressure fuel system. Pressurized hot fuel can then be returned to the first fuel tank instead of being transported to the combustion engine's combustion chamber. Because the hot industry can dammed hot cold industry in the industry tank and thus reduce the risk of paraffining during operation.

Foretrddesvis innefattar den forsta brdnsletanken en nivasensor for att bestamma brans- lenivan i den forsta bransletanken. Ldmpligen är en overstromningsledning anordnad i forbindelse med den forsta bransletanken och den andra brdnsletanken. Ndr den med nivasensorn bestamda branslenivan i den fOrsta bransletanken overskrider ett forutbestamt nivagransvarde leds bransle fran den forsta bransletanken via overstromningsledningen till den andra bransletanken. Lampligen är overstromningsledningen anordnad i anslutning till den forsta bransletankens ovansida samt den andra bransletankens ovansida. Alternativt kan overstromningsledningen vara anordnad i anslutning till den forsta bransletankens botten. Preferably, the first fuel tank includes a level sensor for determining the fuel level in the first fuel tank. Typically, a flood line is provided in connection with the first fuel tank and the second fuel tank. If the industry level determined with the level sensor in the first industry tank exceeds a predetermined level equivalent, the industry's industry from the first industry tank via the flood line to the second industry tank. Lamply, the overflow line is arranged in connection with the upper side of the first fuel tank and the upper side of the second fuel tank. Alternatively, the overflow line may be arranged in connection with the bottom of the first fuel tank.

Lampligen styrs transferpumpen att mata bransle fran den andra bransletanken till den forsta bransletanken nar den med nivasensorn bestamda branslenivan i den forsta bransletanken understiger ett forutbestamt varde. The transfer pump is controlled to feed fuel from the second fuel tank to the first fuel tank when the fuel level determined with the level sensor in the first fuel tank is less than a predetermined value.

Ytterligare fordelar med uppfinningen framgar av foljande detaljerade beskrivning. Further advantages of the invention will become apparent from the following detailed description.

KORT BESKRIVNING AV RITNINGARNA I det foljande beskrivs, sasom exempel, foredragna utfOringsformer av uppfinningen med hanvisning till bifogade ritningar, pa vilka: Fig. 1visar en sehematisk sidovy av ett fordon, som innefattar ett branslesystem fcir en fOrbranningsmotor enligt foreliggande uppfinning, Fig. 2visar ett kopplingsschema for ett branslesystem enligt en forsta utforings- form av foreliggande uppfinning, och Fig. 3a-3b visar flodesscheman Over forfaranden for att minska risken for driftstor- ningar orsakade av paraffinerat bransle i ett branslesystem enligt foreliggande uppfinning. BRIEF DESCRIPTION OF THE DRAWINGS In the following, by way of example, preferred embodiments of the invention are described with reference to the accompanying drawings, in which: Fig. 1 shows a sehematic side view of a vehicle comprising a fuel system for an internal combustion engine according to the present invention; wiring diagram of a branch system according to a first embodiment of the present invention, and Figs. 3a-3b show flow diagrams of procedures for reducing the risk of operational disturbances caused by paraffined branch in a branch system according to the present invention.

DETALJERAD BESKRIVNING AV EN UTFORINGSFORM AV UPPFINNINGEN Fig. 1 visar en schematisk sidovy av ett fordon 1, vilket fordon innefattar ett branslesystem 4 for en forbranningsmotor 2 enligt foreliggande uppfinning. Forbranningsmotorn 11 2 är kopplad till en vaxellada 6, som är kopplad till fordonets 1 drivhjul 8 via en transmission. Fordonet innefattar aven ett chassi 10. DETAILED DESCRIPTION OF AN EMBODIMENT OF THE INVENTION Fig. 1 shows a schematic side view of a vehicle 1, which vehicle comprises a fuel system 4 for an internal combustion engine 2 according to the present invention. The internal combustion engine 11 2 is connected to a gearbox 6, which is connected to the drive wheel 8 of the vehicle 1 via a transmission. The vehicle also includes a chassis 10.

Fig. 2 visar ett kopplingsschema for ett branslesystem 4 for en forbranningsmotor 2 enligt foreliggande uppfinning Branslesystemet 4 innefattar flertalet komponenter, varav ett huvudbranslefilter 12, en hogtryckspump 14, en ackumulator i form av en sa kallad common rail 16 samt ett insprutningssystem 18 schematiskt visat i form av en bransleinsprutare, är anordnade hos forbranningsmotorn 2 (forbranningsmotorn 2 visas i fig. 1). Alternativt kan common rail 16 ersattas av en annan form av insprutningssy- stem 18, exempelvis piezo- eller enhetsinsprutningssystem. Hogtryckspumpen 14, common rail 16 och insprutningssystemet 18 utgor komponenter i branslesystemets 4 hogtryckssystem 19. Branslesystemet 4 innefattar aven en forsta bransletank 20, en andra bransletank 22, en tredje bransletank 24, en huvudmatarpump 26, en transfer-pump 28 samt ett fOrfilter 30. Dessa komponenter kan vara anordnade vid fordonets chassi 10 (chassi 10 visas i fig. 1). Huvudbranslefiltret 12 är anordnat nedstroms hu- vudmatarpumpen 26 och uppstroms hogtryckspumpen 14 i branslesystemet 4. Vidare innefattar branslesystemet 4 en branslereturledning 13, genom vilken trycksatt varmt bransle returneras fran branslesystemets 4 hOgtryckssystem 19 tillbaka till den forsta bransletanken 20. Fig. 2 shows a wiring diagram of a fuel system 4 for an internal combustion engine 2 according to the present invention. The fuel system 4 comprises several components, of which a main fuel filter 12, a high pressure pump 14, an accumulator in the form of a so-called common rail 16 and an injection system 18 are shown schematically in in the form of a fuel injector, are arranged on the internal combustion engine 2 (the internal combustion engine 2 is shown in Fig. 1). Alternatively, common rail 16 can be replaced by another form of injection system 18, for example piezo or unit injection systems. The high pressure pump 14, common rail 16 and the injection system 18 form components of the high pressure system 4 of the fuel system 4. The fuel system 4 also comprises a first fuel tank 20, a second fuel tank 22, a third fuel tank 24, a main feed pump 26, a transfer pump 28 and a pre-filter 30. These components can be arranged at the chassis 10 of the vehicle (chassis 10 is shown in Fig. 1). The main fuel filter 12 is arranged downstream of the main feed pump 26 and upstream of the high pressure pump 14 in the fuel system 4. Furthermore, the fuel system 4 comprises a fuel return line 13, through which pressurized hot fuel is returned from the fuel system 4 high pressure system 19 back to the first fuel tank 20.

Samtliga tre tankar 20, 22, 24 är i sina respektive ovre delar forbundna med en ventilationsledning 50 vilken via ett luftfilter 51 kommunicerar med omgivningen. Ventilationsledningen 50 sakerstaller att trycket i respektive tank 20, 22, 24 är och forblir vdsentligen detsamma, och lika med, omgivningens luftryck oberoende av hur mycket bransle som finns i respektive tank. Luftfiltret 51 forhindrar att fororeningar i omgi- vande luft tranger in i ventilationsledningen 50 i samband med ventilering av tankarna. All three tanks 20, 22, 24 are in their respective upper parts connected to a ventilation duct 50 which communicates with the environment via an air filter 51. The ventilation line 50 states that the pressure in each tank 20, 22, 24 is and remains essentially the same, and equal to, the ambient air pressure regardless of how much fuel is present in each tank. The air filter 51 prevents pollutants in the ambient air from penetrating into the ventilation duct 50 in connection with the ventilation of the tanks.

Den forsta bransletanken 20 är sâ utformad att den rymmer en mindre volym an den andra bransletanken 22 och den tredje bransletanken 24. Den andra bransletanken 22 och den tredje bransletanken 24 motsvarar huvudbransletankar och rymmer vasentli- gen samma volym och har ett sjalvreglerade flode mellan varandra genom ett forbindelseror 34 anordnat mellan den nedre delen hos den andra bransletanken 22 och den 12 tredje bransletanken 24. Transferpumpen 28 är enligt fig. 2 anordnad mellan den forsta bransletanken 20 och den andra bransletanken 22. Huvudmatarpumpen 26 drivs av en forsta elektrisk motor M1 och är anordnad inuti den forsta bransletanken 20 och skyddas pa sa satt fran omgivningen och kyls av branslet. Transferpumpen 28 drivs av en andra elektrisk motor M2 och har som huvuduppgift att mata bransle frail den andra bransletanken 22 till den forsta bransletanken 20 via en forsta bransleledning 36. Mellan den forsta bransletanken 20 och den andra bransletanken 22 är en overstromningsledning 38 anordnad, sâ att bransle kan transporteras over fran den forsta bransletanken 20 till den andra bransletanken 22 om den forsta bransletanken 20 blir overfylld. Hu- vudmatarpumpen 26 är omriktningsbar och har som huvuduppgift att mata branslet fran den forsta bransletanken 20 via en andra bransleledning 40 genom huvudbranslefiltret 12 och vidare till hogtryckssystemet 19. Med hogt tryck matas sedan branslet till common rail 16 och vidare till insprutningssystemet 18. Huvudmatarpumpen 26 och transferpumpen 28 är styrda av en styrenhet 42 via en CAN-buss 44. The first fuel tank 20 is designed to hold a smaller volume than the second fuel tank 22 and the third fuel tank 24. The second fuel tank 22 and the third fuel tank 24 correspond to main fuel tanks and hold substantially the same volume and have a self-regulating flow between each other through a connecting pipe 34 arranged between the lower part of the second fuel tank 22 and the third fuel tank 24. The transfer pump 28 is according to Fig. 2 arranged between the first fuel tank 20 and the second fuel tank 22. The main feed pump 26 is driven by a first electric motor M1 and is arranged inside the first fuel tank 20 and is thus protected from the environment and cooled by the fuel. The transfer pump 28 is driven by a second electric motor M2 and has as its main task to supply fuel from the second fuel tank 22 to the first fuel tank 20 via a first fuel line 36. Between the first fuel tank 20 and the second fuel tank 22 an overflow line 38 is arranged, so that fuel can be transported from the first fuel tank 20 to the second fuel tank 22 if the first fuel tank 20 becomes overfilled. The main feed pump 26 is adjustable and has as its main task to feed the fuel from the first fuel tank 20 via a second fuel line 40 through the main fuel filter 12 and on to the high pressure system 19. With high pressure the fuel is then fed to the common rail 16 and further to the injection system 18. The main feed pump 26 and the transfer pump 28 are controlled by a control unit 42 via a CAN bus 44.

FOrfiltret 30 är anordnat nedstroms transferpumpen 28 och är foretradelsevis ett finmaskigt, vattenavskiljande filter. I den andra bransletanken 22, uppstroms transferpumpen 28, är en grovmaskig sil 52 anordnad, igenom vilken transferpumpen 28 suger bransle. Den grovmaskiga silen 52 filtrerar bort partiklar over en forutbestamd storlek. The pre-filter 30 is arranged downstream of the transfer pump 28 and is preferably a fine-mesh, water-separating filter. In the second fuel tank 22, upstream of the transfer pump 28, a coarse mesh screen 52 is arranged, through which the transfer pump 28 sucks fuel. The coarse mesh screen 52 filters out particles over a predetermined size.

Transferpumpen 28 trycksatter darefter branslet och matar det igenom fcirfiltret 30, via den forsta bransleledningen 36, vidare till den forsta bransletanken 20. Branslet i den forsta bransletanken 20 har pa sa sat passerat bade en grovmaskig sil 52 och ett finmaskigt forfilter 30, vilket medfor att huvudmatarpumpen 26, som är anordnad i den forsta bransletanken 20 är skyddad mot fororeningar. Genom att anordna forfiltret nedstroms transferpumpen 28 trycks branslet igenom forfiltret 30, vilket medger att branslet lattare passerar forfiltret 30 och forfiltret 30 killer pa sa sat mindre risk att igensattas. 1 den forsta bransletanken 20 är en forsta nivasensor 46 anordnad for att identifiera branslenivan i den forsta bransletanken 20. Nar den med nivasensorn 46 bestamda branslenivan i den forsta bransletanken 20 understiger ett forutbestamt nivagransvarde styrs transferpumpen 28 att mata bransle fran den andra bransletanken 22 till den forsta 13 bransletanken 20. En andra nivasensor 48 är anordnad i den andra bransletanken 22 for att identifiera branslenivan i den andra bransletanken 22. Den forsta nivasensorn 46 och den andra nivasensorn 48 är kopplade till CAN-bussen 44 och styrenheten 42, som styr transferpumpen 28 och huvudmatarpumpen 26. The transfer pump 28 then pressurizes the fuel and feeds it through the pre-filter 30, via the first fuel line 36, on to the first fuel tank 20. The fuel in the first fuel tank 20 has thus passed both a coarse mesh screen 52 and a fine mesh pre-filter 30, which means that the main feed pump 26, which is arranged in the first fuel tank 20, is protected against contamination. By arranging the pre-filter downstream of the transfer pump 28, the fuel is forced through the pre-filter 30, which allows the industry to pass the pre-filter 30 more easily and the pre-filter 30 kills in such a way that there is less risk of clogging. In the first fuel tank 20, a first level sensor 46 is provided to identify the fuel level in the first fuel tank 20. When the fuel level determined by the level sensor 46 in the first fuel tank 20 is below a predetermined level equivalent, the transfer pump 28 is controlled to supply fuel from the second fuel tank 22 to the first 13 fuel tank 20. A second level sensor 48 is provided in the second fuel tank 22 to identify the fuel level in the second fuel tank 22. The first level sensor 46 and the second level sensor 48 are connected to the CAN bus 44 and the control unit 42, which controls the transfer pump 28. and the main feed pump 26.

En forsta tryckgivare 54 är anordnad uppstroms huvudbranslefiltret 12 och en andra tryckgivare 56 är anordnad nedstroms huvudbranslefiltret 12. Genom att mita trycket hos bransleflodet fore och efter huvudbranslefiltret 12 kan skillnaden i tryck, det sakallade tryckfallet over huvudbranslefiltret 12, beraknas. Ett Mgt tryckfall innebar att trycket hos bransleflodet efter huvudbranslefiltret 12 är betydligt lagre an trycket fore huvudbranslefiltret 12. Ett sadant hogt tryckfall kan indikera att huvudbranslefiltret 12 är igensatt och damned forsvarar genomforseln av bransle genom huvudbranslefiltret 12. Igensattning kan orsakas av paraffinerat bransle och damned kan information om tryckfall anvandas for att identifiera om risk fcir paraffinering av bransle fOreligger. A first pressure sensor 54 is arranged upstream of the main fuel filter 12 and a second pressure sensor 56 is arranged downstream of the main fuel filter 12. By measuring the pressure of the fuel flow before and after the main fuel filter 12, the difference in pressure, the so-called pressure drop across the main fuel filter 12, can be calculated. A high pressure drop meant that the pressure of the fuel stream after the main fuel filter 12 is significantly lower than the pressure before the main fuel filter 12. Such a high pressure drop can indicate that the main fuel filter 12 is clogged and down defends the passage of fuel through the main fuel filter 12. Clogging can be caused by paraffin information on pressure drops is used to identify whether there is a risk of paraffining of the industry.

Den forsta och den andra tryckgivaren 54, 56 är anslutna till styrenheten 42 via CAN- bussen 44. The first and second pressure sensors 54, 56 are connected to the control unit 42 via the CAN bus 44.

En till styrenheten 42 ansluten flOdesmatare 58 är anordnad nedstroms huvudbransle- filtret 12, for att faststalla forhallandet mellan huvudmatarpumpens 26 arbete och branslefiOdet nedstroms huvudbranslefiltret 12. Med hjalp av styrenheten kan strom- forbrukningen hos den huvudmatarpumpen 26 drivande elmotorn M1 bestammas. Alternativt bestams, med hjalp av styrenheten 42, effektuttaget hos den huvudmatarpumpen 26 drivande elmotorn Ml. Stromforbrukningen och/eller effektuttaget indikerar hur hart huvudmatarpumpen 26 arbetar. En viss stromforbrukning eller ett visst effekt- uttag motsvarar ett visst bransleflode nedstroms huvudbranslefiltret 12. Skulle styren- heten 42 identifiera en okad stromforbrukning, eller ett 'Rat effektuttag, samtidigt som flodesmataren 58 identifierar ett vasentligen oforandrat bransleflode, indikeras att huvudbranslefiltret 12 är igensatt. Igensattning kan orsakas av paraffinerat bransle och clamed kan information om forhallandet mellan huvudmatarpumpens 26 arbete och bransleflodet nedstroms huvudbranslefiltret 12 anvandas for att identifiera om risk for paraffinering av bransle foreligger. 14 Vidare är en forsta temperaturgivare 60 ansluten till styrenheten 42. Den forsta temperaturgivaren 60 forser styrenheten 42 med utomhustemperatur hos omgivningen i vilken fordonet 1 (visad i Fig. 1) befinner sig. En lag utomhustemperatur kan indikera att risk for paraffinering av bransle foreligger. A flow feeder 58 connected to the control unit 42 is provided downstream of the main fuel filter 12, to determine the relationship between the operation of the main feed pump 26 and the fuel flow downstream of the main fuel filter 12. By means of the control unit, the power consumption of the main feed pump 26 driving the electric motor M1 can be determined. Alternatively, with the aid of the control unit 42, the power output of the main feed pump 26 driving the electric motor M1 is determined. The power consumption and / or power output indicates how hard the main feed pump 26 operates. A certain power consumption or power output corresponds to a certain fuel flow downstream of the main fuel filter 12. Should the controller 42 identify an increased power consumption, or a 'power output, while the river feeder 58 identifies a substantially unchanged fuel flow, it is indicated that the main fuel filter 12 is the fuel filter. Clogging can be caused by paraffined fuel and clamed, information about the relationship between the operation of the main feed pump 26 and the fuel flow downstream of the main fuel filter 12 can be used to identify if there is a risk of paraffining of fuel. Furthermore, a first temperature sensor 60 is connected to the control unit 42. The first temperature sensor 60 provides the control unit 42 with outdoor temperature of the environment in which the vehicle 1 (shown in Fig. 1) is located. A low outdoor temperature may indicate that there is a risk of paraffining of the industry.

En andra temperaturgivare 62 är likasa ansluten till styrenheten 42 for att fcirse styrenheten 42 med temperaturen hos forbranningsmotom 2 (visad i Fig. 1). En lag temperatur hos forbranningsmotorn 2 kan indikera att risk for paraffinering av bransle foreligger. A second temperature sensor 62 is similarly connected to the control unit 42 to supply the control unit 42 with the temperature of the internal combustion engine 2 (shown in Fig. 1). A low temperature of the internal combustion engine 2 may indicate that there is a risk of paraffining of the fuel.

Huvudmatarpumpen 26 är omriktningsbar genom att dess elmotor M1 kan dndra rotationsriktning. Huvudmatarpumpen 26 styrs via styrenheten 42 att andra riktning da risk for paraffinering av brdnsle har identifierats. Huvudbrdnslefiltret 12 och den andra brdnsleledningen 40 toms (Farmed pa briinsle, vilket leds till den fOrsta brdnsletanken 20. Pa sa att minskas risken for att paraffinerat brdnsle orsakar stopp i den andra bransleledningen 40 eller orsakar igensktning av huvudbranslefiltret 12. Da olika sammansatningar av bransle (diesel eller biodiesel) paraffineras vid olika temperaturer är det svart att avgdra om risk for paraffinering foreligger enbart genom att mdta utomhustemperaturen. Genom att kombinera information om utomhustemperatur och/eller forbrdnningsmotoms 2 temperatur med information om igensafiningsgraden hos huvudbranslefiltret 12, astadkommes ett bdttre underlag for att avgora om risk for paraffinering foreligger. Information om huvudbranslefiltrets 12 igensdttningsgrad erhalles genom avldsning av den forsta och den andra tryckgivaren 54, 56 och/eller genom bestdmning av forhallandet mellan huvudmatarpumpens 26 arbete och bransle- flodet nedstroms huvudbranslefiltret 12, enligt beskrivning ovan. Styrenheten 42 avgor om risk for paraffinering foreligger och styr huvudmatarpumpen 26 darefter. The main feed pump 26 is adjustable in that its electric motor M1 can change the direction of rotation. The main feed pump 26 is controlled via the control unit 42 in the other direction when the risk of paraffining of fuel has been identified. The main fuel filter 12 and the second fuel line 40 are empty (Farmed on fuel, which leads to the first fuel tank 20. This reduces the risk of paraffined fuel causing a blockage in the second fuel line 40 or causing clogging of the main fuel filter 12. Then different compositions diesel or biodiesel) is paraffined at different temperatures, it is black to determine if there is a risk of paraffining just by measuring the outdoor temperature.By combining information about outdoor temperature and / or the temperature of the internal combustion engine 2 with information about the degree of refining of the main fuel filter 12, a better basis is provided. Information on the degree of clogging is provided Information on the degree of clogging of the main fuel filter 12 is obtained by holding the first and second pressure sensors 54, 56 and / or by determining the ratio between the operation of the main feed pump 26 and the fuel flow downstream of the main fuel filter 12, according to b. description above. The control unit 42 determines if there is a risk of paraffining and controls the main feed pump 26 thereafter.

Vidare är en varmeanordning 64 anordnad hos den forsta brdnsletanken 20 for att vdrma branslet hos den forsta bransletanken 20 ndr forbranningsmotorn 2 är avstangd. Furthermore, a heating device 64 is arranged at the first fuel tank 20 for heating the fuel of the first fuel tank 20 when the internal combustion engine 2 is switched off.

Varmeanordningen 64 är ansluten till styrenheten 42 via CAN-bussen 44 och kan sty- ras av en timer 66, vilken likasa är ansluten till styrenheten 42. Tidpunkten da timem 66 startar vdrmeanordningen 64 bestdms ldmpligen utifran en tidpunkt da forbrdn- ningsmotom 2 Onskas starta igen. Pa sà sat har branslet i den forsta bransletanken 20 uppnatt en pa forhand bestamd temperatur nar forbranningsmotorn 2 ska starta. Eventuellt paraffinerat bransle hos den forsta bransletanken 20 har clamed uppvarmts, vilket underlattar kallstart och pa sâ salt minskas risken for driftstorningar orsakade av paraffinerat bransle. The heating device 64 is connected to the control unit 42 via the CAN bus 44 and can be controlled by a timer 66, which is also connected to the control unit 42. The time when the timer 66 starts the heating device 64 is determined based on a time when the combustion engine 2 is to be started again. . In this way, the fuel in the first fuel tank 20 has reached a predetermined temperature when the internal combustion engine 2 is to start. Any paraffined fuel in the first fuel tank 20 has been clamed heated, which facilitates a cold start and thus reduces the risk of operational disturbances caused by paraffined fuel.

Fig. 3a visar ett flodesschema over ett forfarande for att minska risken for driftstorningar orsakade av paraffinerat bransle i branslesystemet 4 enligt ett utforande av foreliggande uppfinning Branslesystemet 4 innefattar en forsta bransletank 20, en andra bransletank 22, en forsta bransleledning 36 anordnad i forbindelse med den forsta bransletanken 20 och den andra bransletanken 22, en andra bransleledning 40 anordnad i forbindelse med den forsta bransletanken 20 samt en huvudmatarpump 26 anordnad att mata bransle fran den forsta bransletanken 20 genom den andra bransleledningen 40 via ett huvudbranslefilter 12 till ett hogtryckssystem 19. FOrfarandet enligt upp- finningen innefattar steget S101 att besluta om risk for paraffinering av bransle fore- ligger. Vidare innefattar forfarandet steget S102 att vid risk for paraffinerig samt vid avstangd forbranningsmotor 2 andra huvudmatarpumpens 26 riktning, sâ att bransle som ffirefinns i huvudbranslefiltret 12 och i den andra bransleledningen 40 leds till den forsta bransletanken 20. Huvudmatarpumpens 26 riktning andras genom att andra rota- tionsriktningen hos en huvudmatarpumpen 26 drivande elmotor Ml. Fig. 3a shows a flow chart of a method for reducing the risk of operational disturbances caused by paraffined fuel in the fuel system 4 according to an embodiment of the present invention. The fuel system 4 comprises a first fuel tank 20, a second fuel tank 22, a first fuel line 36 arranged in connection with the the first fuel tank 20 and the second fuel tank 22, a second fuel line 40 arranged in connection with the first fuel tank 20 and a main feed pump 26 arranged to feed fuel from the first fuel tank 20 through the second fuel line 40 via a main fuel filter 12 to a high pressure system 19. The method of The invention includes step S101 to decide whether there is a risk of paraffining of the industry. Furthermore, the method comprises step S102 that at risk of paraffinic and at shut-off combustion engine 2 the second direction of the main feed pump 26, so that fuel found in the main fuel filter 12 and in the second fuel line 40 is led to the first fuel tank 20. The main feed pump 26 is changed by direction of a main feed pump 26 driving electric motor M1.

Fig. 3b visar ett flodesschema over ett forfarande for att minska risken for driftstorningar orsakade av paraffinerat bransle i branslesystemet 4 enligt annat utforande av foreliggande uppfinning. Branslesystemet 4 innefattar en forsta bransletank 20, en andra bransletank 22, en forsta bransleledning 36 anordnad i forbindelse med den for- sta bransletanken 20 och den andra bransletanken 22, en andra bransleledning 40 anordnad i forbindelse med den forsta bransletanken 20 samt en huvudmatarpump 26 anordnad att mata bransle fran den forsta bransletanken 20 genom den andra bransleledningen 40 via ett huvudbranslefilter 12 till ett hogtryckssystem 19. Forfarandet in- nefattar steget S201 att identifiera utomhustemperaturen hos omgivningen i vilken fordonet 1 (visat i Fig. 1) befinner sig, genom att avlasa en forsta temperaturgivare 60 ansluten till en styrenhet 42. Vidare i steg S202 identifieras tryckfallet Over huvud- 16 branslefiltret 12, genom att avldsa en forsta och en andra tryckgivare 54, 56 anordnade pa bagge sidor om huyudbranslefiltret 12. Den forsta och den andra tryckgivaren 54, 56 är anslutna till styrenheten 42. Genom att identifiera tryckfallet over huvudbranslefiltret 12 ges en indikation pd om huyudbranslefiltret 12 är igensatt. Igensittning kan orsakas av paraffinerat bransle. Forfarandet innefattar vidare steget S203 att besluta om risk for paraffinering av bransle foreligger, utifran de identifierade vardena pd utomhustemperatur och tryckfall. Om tryckfallet indikerar att huvudbrdnslefiltret 12 är igensatt samtidigt som utomhustemperaturen understiger ett temperaturgrdnsvdrde, styrs huvudmatarpumpen 26 i steg S204 av styrenheten 42 att andra riktning, ndr for- branningsmotorn 2 är avstangd och fordonet 1 har varit stillastdende under en pa for- hand bestamd tidsperiod. Huvudmatarpumpens 26 riktning andras genom att andra rotationsriktningen hos en huvudmatarpumpen 26 drivande elmotor Ml. Pa sa salt sugs bransle, som forefinns hos huvudbranslefiltret 12 samt hos den andra bransleledningen 40, med huvudmatarpumpen 26 till den forsta bransletanken 20. Vidare i steg S20 bestams en tidpunkt da en i anslutning till den forsta bransletanken 20 anordnad var- meanordning 64 ska startas. Tidpunkten bestams lampligen utifran da forbranningsmotorn 2 onskas starta, sà att brdnslet hos den forsta brdnsletanken 20 har uppnatt en pd forhand bestamd temperatur ndr forbranningsmotorn 2 startas. Forfarandet innefattar vidare steget S206 att via en till styrenheten 42 ansluten timer 66 starta varmeanord- ningen 64 vid den bestamda ldmpliga tidpunkten. Pd sà satt varms eventuellt paraffine- rat brdnsle hos den forsta bransletanken 20 och kallstart av forbranningsmotorn 2 underldttas. Fig. 3b shows a flow chart of a method for reducing the risk of operational disturbances caused by paraffined fuel in the fuel system 4 according to another embodiment of the present invention. The fuel system 4 comprises a first fuel tank 20, a second fuel tank 22, a first fuel line 36 arranged in connection with the first fuel tank 20 and the second fuel tank 22, a second fuel line 40 arranged in connection with the first fuel tank 20 and a main feed pump 26 arranged feeding fuel from the first fuel tank 20 through the second fuel line 40 via a main fuel filter 12 to a high pressure system 19. The method includes the step S201 of identifying the outdoor temperature of the environment in which the vehicle 1 (shown in Fig. 1) is located, by reading a first temperature sensor 60 connected to a control unit 42. Further in step S202 the pressure drop across the main fuel filter 12 is identified, by holding a first and a second pressure sensor 54, 56 arranged on rear sides of the main fuel filter 12. The first and the second pressure sensor 54 , 56 are connected to the control unit 42. By identifying the pressure drop across the main fuel filter et 12 is given an indication pd if the skin burner filter 12 is clogged. Clogging can be caused by paraffined fuel. The method further comprises step S203 to decide if there is a risk of paraffining of the fuel, based on the identified values of outdoor temperature and pressure drop. If the pressure drop indicates that the main fuel filter 12 is clogged while the outdoor temperature is below a temperature limit value, the main feed pump 26 is controlled in step S204 by the control unit 42 that the other direction, when the internal combustion engine 2 is off and the vehicle 1 has been stationary for a predetermined period. The direction of the main feed pump 26 is changed by the second direction of rotation of an electric motor M1 driving a main feed pump 26. On this salt, fuel present, which is present at the main fuel filter 12 and at the second fuel line 40, is sucked with the main feed pump 26 to the first fuel tank 20. Further in step S20 a time is determined when a heating device 64 arranged in connection with the first fuel tank 20 is to be started. . The time is suitably determined from the time when the internal combustion engine 2 is to be started, so that the fuel of the first fuel tank 20 has reached a predetermined temperature when the internal combustion engine 2 is started. The method further comprises the step S206 of starting the heating device 64 at a certain timed time via a timer 66 connected to the control unit 42. In this way, any paraffined fuel is heated by the first fuel tank 20 and the cold start of the internal combustion engine 2 is assisted.

Alternativt innefattar steget S201 att identifiera temperaturen hos forbranningsmotorn 2 istallet fcir utomhustemperaturen. Forbrdnningsmotorns 2 temperatur erhalles gen genom avldsning av en andra temperaturgivare 62 ansluten till styrenheten 42. Alternatively, the step S201 comprises identifying the temperature of the internal combustion engine 2 instead of the outdoor temperature. The temperature of the internal combustion engine 2 is obtained by holding a second temperature sensor 62 connected to the control unit 42.

Alternativt innefattar steget S201 att identifiera utomhustemperaturen med temperaturgivaren 60 samt att identifiera forbranningsmotorns 2 temperatur med temperaturgiva- ren 62. Bade utomhustemperaturen och forbranningsmotorns 2 temperatur bar under- stiga dess respektive temperaturgransvarden for att beslut ska tas om att risk for paraffinering av brdnsle foreligger. 17 Altemativt innefattar steget S202 att identifiera forhallandet mellan huvudmatarpumpens 26 arbete och bransleflodet nedstroms huvudbranslefiltret 12. Detta astadkommes genom en till styrenheten 42 ansluten flodesmdtare 58 samt genom styrenheten 42 be- stamda varden pa stromforbrukning och/eller effektuttag hos den huvudmatarpumpen 26 drivande elmotom Ml. Genom att bestamma elmotoms M1 stromforbrukning/effektuttag samt bransleflodet nedstroms huvudbranslefiltret 12 kan indikation erhallas om igensattning av huvudbranslefiltret 12. Alternatively, step S201 includes identifying the outdoor temperature with the temperature sensor 60 and identifying the temperature of the internal combustion engine 2 with the temperature sensor 62. Both the outdoor temperature and the temperature of the internal combustion engine 2 must be below their respective temperature thresholds in order to decide on fuel paraffin risk. Alternatively, step S202 comprises identifying the relationship between the operation of the main feed pump 26 and the fuel flow downstream of the main fuel filter 12. This is accomplished by a flow meter 58 connected to the control unit 42 and by the control unit 42 determined value of power consumption and / or power output of the main feed pump M driving. By determining the current consumption / power output of the electric motor M1 and the fuel flow downstream of the main fuel filter 12, an indication can be obtained of clogging of the main fuel filter 12.

Temperaturgivarna 60, 62 kan avlasas bade under drift och da forbranningsmotom 2 är avstangd. Tryckgivarna 54, 56, flodesmataren 58 samt stromforbrukning/effektuttag avlases lampligen under drift. The temperature sensors 60, 62 can be read both during operation and when the combustion engine 2 is switched off. The pressure sensors 54, 56, the river feeder 58 and the power consumption / power outlet are readily read during operation.

Angivna komponenter och siirdrag som anges ovan kan inom ramen fOr uppfinningen kombineras mellan olika angivna utforanden. 18 The specified components and features stated above can be combined within the scope of the invention between different specified embodiments. 18

Claims (2)

Patentkrav 1. Branslesystem for en forbranningsmotor (2), vilket branslesystem (4) innefattar en forsta bransletank (20) , en andra bransletank (22), en forsta bransleledning (36) an- ordnad i forbindelse med den forsta bransletanken (20) och den andra bransletanken (22) , en andra bransleledning (40) anordnad i forbindelse med den forsta bransletanken (20) samt en huvudmatarpump (26) anordnad att mata bransle fran den forsta bransletanken (20) genom den andra bransleledningen (40) via eft huvudbranslefilter (12) till ett hogtryckssystem (19), kannetecknat av att en forsta elektrisk motor (M1) är anordnad aft driva huvudmatarpumpen (26) van i huvudmatarpumpen (26) är omrikt- ningsbar, sâ att flodesriktningen genom huvudbranslefiltret (12) och den andra bransleledningen (40) kan vandas for att tomma huvudbranslefiltret (12) och den andra bransleledningen (40) pa bransle nar risk for paraffinering av bransle har identifierats. 2. Branslesystem enligt krav 1, kannetecknat av att huvudmatarpumpen (26) är om- riktningsbar genom att rotationsriktningen hos dess elektriska motor (M1) andras. 3. Branslesystem enligt nagot av foregaende krav, karmetecknat av aft huvudmatarpumpen (26) är ansluten till en styrenhet (42). 4. Branslesystem enligt nagot av foregaende krav, kannetecknat av att en forsta och en andra tryckgivare (54, 56) är anordnade pa bagge sidor om huvudbranslefiltret (12). 5. Branslesystem enligt nagot av foregaende krav, karmeteeknat av att branslesyste- met (4) innefattar en forsta och en andra temperaturgivare (60, 62), for bestamning av utomhustemperatur respektive temperatur hos forbranningsmotorn (2). 6. Branslesystem enligt nagot av foregaende krav, karmeteeknat av att en flodesmatare (58) är anordnad nedstroms huvudbranslefiltret (12). 7. Branslesystem enligt nagot av foregaende krav, kanneteeknat av att en varmeanordning (64) är anordnad i anslutning till den forsta bransletanken (20). 19 8. Branslesystem enligt krav 7, kannetecknat av att varmeanordningen (64) är styrd av en timer (66). 9. Branslesystem enligt nagot av foregaende krav, kannetecknat av att den forsta bransletanken (20) är sâ utformad att den rymmer en mindre volym an den andra bransletanken (22). 10. Brdnslesystem enligt nagot foregaende krav, kannetecknat av att huvudmatar- pumpen (26) är anordnad inuti den forsta bransletanken (20). 11. Brdnslesystem enligt nagot av foregaende krav, kannetecknat av att en transfer-pump (28) är anordnad att mata brdnsle fran den andra brdnsletanken (22) till den forsta bransletanken (20). 12. FOrbranningsmotor (2) kannetecknad av att den innefattar ett branslesystem (4) enligt nagot av kraven 1-11. 13. Fordon (1) kannetecknat av att det innefattar ett branslesystem (4) enligt nagot av kraven 1-11. 14. Forfarande for att minska risken for driftstorningar orsakade av paraffinerat bransle i ett brdnslesystem (4) for en forbranningsmotor (2), vilket brdnslesystem (4) innefattar en forsta brdnsletank (20), en andra brdnsletank (22), en forsta brdnsleledning (36) anordnad i forbindelse med den forsta brdnsletanken (20) och den andra brdnsletanken (22), en andra bransleledning (40) anordnad i forbindelse med den forsta brdnsletanken (20) samt en huvudmatarpump (26) anordnad att mata brdnsle fran den forsta bransletanken (20) genom den andra brdnsleledningen (40) via ett huvudbrdnslefilter (12) till ett hogtryckssystem (19), kannetecknat av stegen att: - besluta om risk for paraffinering av brdnsle foreligger, 1. andra huvudmatarpumpens (26) riktning, vid risk air paraffinering samt vid avstangd forbranningsmotor (2), sa att bransle som forefinns i huvudbranslefiltret (12) och i den andra bransleledningen (40) leds till den forsta bransletanken (20). 15. Forfarande enligt krav 14, kannetecknat av att forfarandet, fore steget att besluta om risk for paraffinering av bransle foreligger, vidare innefattar steget att: 1. identifiera en utomhustemperatur, 16. Forfarande enligt nagot av kraven 14 och 15, kannetecknat av att forfarandet, fore steget att besluta om risk for paraffinering av bransle foreligger, vidare innefattar ste- get att: 1. identifiera temperaturen hos forbranningsmotorn (2). 17. Rirfarande enligt nagot av kraven 14-16, kannetecknat av att fOrfarandet, fore steget att besluta om risk for paraffinering av bransle foreligger, vidare innefattar ste- get att nar forbranningsmotorn (2) är i drift: 1. identifiera tryckfallet Over huvudbranslefiltret (12). 18. Forfarande enligt nagot av kraven 14-17, kannetecknat av att forfarandet, fore steget att besluta om risk fOr paraffinering av bransle foreligger, vidare innefattar ste- get att nar forbranningsmotorn (2) är i drift: 1. identifiera forhallandet mellan huvudmatarpumpens (26) arbete och branslefli5- det nedstroms huvudbranslefiltret (12). 19. Forfarande enligt nagot av kraven 14-18, kannetecknat av att forfarandet, efter steget att andra riktningen hos huvudmatarpumpen (26), vidare innefattar stegen att:A fuel system for an internal combustion engine (2), which fuel system (4) comprises a first fuel tank (20), a second fuel tank (22), a first fuel line (36) arranged in connection with the first fuel tank (20) and the second fuel tank (22), a second fuel line (40) arranged in connection with the first fuel tank (20) and a main feed pump (26) arranged to feed fuel from the first fuel tank (20) through the second fuel line (40) via a main fuel filter. (12) to a high pressure system (19), characterized in that a first electric motor (M1) is arranged to drive the main feed pump (26) used in the main feed pump (26), so that the flow direction through the main fuel filter (12) and the other the branch line (40) can be watered to empty the main fuel filter (12) and the other branch line (40) on the branch when the risk of paraffin branching has been identified. Fuel system according to claim 1, characterized in that the main feed pump (26) is adjustable by changing the direction of rotation of its electric motor (M1). Fuel system according to one of the preceding claims, characterized in that the main feed pump (26) is connected to a control unit (42). Fuel system according to one of the preceding claims, characterized in that a first and a second pressure sensor (54, 56) are arranged on rear sides of the main fuel filter (12). Fuel system according to one of the preceding claims, characterized in that the fuel system (4) comprises a first and a second temperature sensor (60, 62), for determining the outdoor temperature and the temperature of the internal combustion engine (2), respectively. A fuel system according to any one of the preceding claims, characterized in that a river feeder (58) is arranged downstream of the main fuel filter (12). Fuel system according to one of the preceding claims, characterized in that a heating device (64) is arranged in connection with the first fuel tank (20). A fuel system according to claim 7, characterized in that the heating device (64) is controlled by a timer (66). Fuel system according to one of the preceding claims, characterized in that the first fuel tank (20) is designed to hold a smaller volume than the second fuel tank (22). Fuel system according to one of the preceding claims, characterized in that the main feed pump (26) is arranged inside the first fuel tank (20). A fuel system according to any one of the preceding claims, characterized in that a transfer pump (28) is arranged to supply fuel from the second fuel tank (22) to the first fuel tank (20). Internal combustion engine (2) characterized in that it comprises a fuel system (4) according to any one of claims 1-11. Vehicle (1) characterized in that it comprises a fuel system (4) according to any one of claims 1-11. A method for reducing the risk of operational disturbances caused by paraffined fuel in a fuel system (4) for an internal combustion engine (2), which fuel system (4) comprises a first fuel tank (20), a second fuel tank (22), a first fuel line ( 36) arranged in connection with the first fuel tank (20) and the second fuel tank (22), a second fuel line (40) arranged in connection with the first fuel tank (20) and a main feed pump (26) arranged to supply fuel from the first fuel tank (20) through the second fuel line (40) via a main fuel filter (12) to a high pressure system (19), characterized by the steps of: - deciding whether there is a risk of paraffin refueling, 1. the direction of the second main feed pump (26), in case of risk air paraffining and when the internal combustion engine is switched off (2), said that fuel present in the main fuel filter (12) and in the second fuel line (40) is led to the first fuel tank (20). A method according to claim 14, characterized in that the method, prior to the step of deciding on the risk of paraffining of industry, further comprises the step of: 1. identifying an outdoor temperature, 16. A method according to any one of claims 14 and 15, characterized in that the method , before the step of deciding whether there is a risk of paraffining of fuel, the step further comprises: 1. identifying the temperature of the internal combustion engine (2). 17. A method according to any one of claims 14-16, characterized in that the method, before the step of deciding on the risk of paraffining of fuel exists, further comprises the step that when the combustion engine (2) is in operation: 1. identify the pressure drop across the main fuel filter ( 12). A method according to any one of claims 14-17, characterized in that the method, for the step of deciding on the risk of paraffinization of fuel, further comprises the step of when the internal combustion engine (2) is in operation: 1. identifying the relationship between the main feed pump ( 26) work and industry flow5- downstream of the main fuel filter (12). A method according to any one of claims 14-18, characterized in that the method, after the step of the other direction of the main feed pump (26), further comprises the steps of: 1. bestamma tidpunkt for start av en i anslutning till den forsta bransletanken (20) anordnad varmeanordning (64);Determining the time for starting a heating device (64) arranged in connection with the first fuel tank (20); 2. starta varmeanordningen (64) sâ att branslet i den forsta bransletanken (20) har uppnatt en pa forhand bestamt temperatur vid start av forbranningsmotorn (2).2. start the heating device (64) so that the fuel in the first fuel tank (20) has reached a predetermined temperature when starting the internal combustion engine (2).
SE1350720A 2013-06-13 2013-06-13 Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with such a fuel system and a method for reducing the risk of malfunctioning fuel caused by paraffin fuel in a fuel system SE537174C2 (en)

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SE1350720A SE537174C2 (en) 2013-06-13 2013-06-13 Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with such a fuel system and a method for reducing the risk of malfunctioning fuel caused by paraffin fuel in a fuel system
PCT/SE2014/050696 WO2014200424A1 (en) 2013-06-13 2014-06-10 Fuel system for combustion engine and a method for reducing the risk of operational disturbance caused by paraffined fuel in the fuel system
DE112014002300.0T DE112014002300T5 (en) 2013-06-13 2014-06-10 A fuel system for an internal combustion engine, internal combustion engine with such a fuel system, vehicle having such a fuel system and method for reducing the risk of malfunction due to paraffinized fuel in a fuel system

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SE1350720A SE537174C2 (en) 2013-06-13 2013-06-13 Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with such a fuel system and a method for reducing the risk of malfunctioning fuel caused by paraffin fuel in a fuel system

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IT202000029540A1 (en) * 2020-12-03 2021-03-03 Adriano Cordisco Method and device for using biodiesel in internal combustion engines (diesel cycle)
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