EP1180595B2 - Système d'alimentation en carburant - Google Patents

Système d'alimentation en carburant Download PDF

Info

Publication number
EP1180595B2
EP1180595B2 EP01117817A EP01117817A EP1180595B2 EP 1180595 B2 EP1180595 B2 EP 1180595B2 EP 01117817 A EP01117817 A EP 01117817A EP 01117817 A EP01117817 A EP 01117817A EP 1180595 B2 EP1180595 B2 EP 1180595B2
Authority
EP
European Patent Office
Prior art keywords
fuel
line
valve
pressure
pump
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP01117817A
Other languages
German (de)
English (en)
Other versions
EP1180595A3 (fr
EP1180595A2 (fr
EP1180595B1 (fr
Inventor
Helmut Rembold
Karl Gmelin
Volkmar Goldschmitt
Jens Wolber
Mathias Schumacher
Edmund Schaut
Uwe Mueller
Markus Amler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=7652439&utm_source=***_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP1180595(B2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1180595A2 publication Critical patent/EP1180595A2/fr
Publication of EP1180595A3 publication Critical patent/EP1180595A3/fr
Application granted granted Critical
Publication of EP1180595B1 publication Critical patent/EP1180595B1/fr
Publication of EP1180595B2 publication Critical patent/EP1180595B2/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/0052—Details on the fuel return circuit; Arrangement of pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/20—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 characterised by means for preventing vapour lock
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B23/00—Pumping installations or systems
    • F04B23/04—Combinations of two or more pumps
    • F04B23/08—Combinations of two or more pumps the pumps being of different types
    • F04B23/10—Combinations of two or more pumps the pumps being of different types at least one pump being of the reciprocating positive-displacement type
    • F04B23/103—Combinations of two or more pumps the pumps being of different types at least one pump being of the reciprocating positive-displacement type being a radial piston pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B23/00—Pumping installations or systems
    • F04B23/04—Combinations of two or more pumps
    • F04B23/08—Combinations of two or more pumps the pumps being of different types
    • F04B23/12—Combinations of two or more pumps the pumps being of different types at least one pump being of the rotary-piston positive-displacement type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/22—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by means of valves
    • F04B49/24—Bypassing
    • 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

Definitions

  • the invention relates to a fuel supply system for supplying fuel for an internal combustion engine according to the preamble of claim 1.
  • a first fuel pump from a fuel tank promotes fuel via a fuel connection to a second fuel pump.
  • the second fuel pump in turn delivers the fuel via a pressure line to at least one fuel valve.
  • the number of fuel valves is equal to the number of cylinders of the internal combustion engine.
  • the fuel supply system can be constructed so that the fuel valve injects the fuel directly into a combustion chamber of the internal combustion engine. During operation of this fuel supply system, a high pressure in the pressure line leading to the fuel valve is required. For safety reasons and due to never completely exclude leakage of the fuel valve in the combustion chamber, it is expedient to reduce the pressure in the fuel connection and in the pressure line of the fuel supply system completely or at least largely after stopping the engine.
  • German patent application DE 195 39 885 A1 shows a fuel supply system, in which for starting the internal combustion engine, a valve device ensures that during the starting process, the first fuel pump supplies the fuel with increased supply pressure to the fuel valves. In many cases, this increased supply pressure is sufficient to start the engine in the shortest possible time. Due to the increased feed pressure, a possible gas bubble in the fuel connection between the first fuel pump and the second fuel pump can in many cases be compressed to such an extent that reliable operation of the internal combustion engine is ensured. Nevertheless, especially at high temperatures during operation of the internal combustion engine and in particular when the internal combustion engine has been turned off at high temperature, it may continue to cause problems during starting and also problems in operating the internal combustion engine during high temperatures.
  • the fuel supply system according to the invention with the characterizing features of claim 1 offers the advantageous possibility, at particularly high heat load of the fuel in the fuel supply system, but especially at particularly high heat load in particular the second fuel pump, to ensure that a sufficient heat dissipation from the lines of the fuel supply system takes place and that no gas bubbles arise within the lines.
  • the purge line fuel can be returned to the fuel tank, which allows an advantageous heat dissipation.
  • Due to the closable shut-off valve the discharge of the fuel via the purge line at elevated pressure in the fuel connection between the two fuel pumps, so that an effective rinsing is ensured and further ensures that no gas bubbles or vapor bubbles occur at the entrance to the second fuel pump.
  • a power loss, in particular of the second fuel pump is reliably reliably prevented even at a high temperature, and a reliable starting of the internal combustion engine is ensured even at a high temperature.
  • FIG. 1 a first embodiment
  • FIG. 2 a second embodiment
  • FIG. 3 a third embodiment
  • FIG. 4 a detail that FIG. 5 a fourth embodiment
  • the FIG. 6 a fifth embodiment
  • the FIG. 7 a sixth embodiment
  • the FIG. 8 a seventh embodiment
  • the FIG. 9 an eighth embodiment
  • the FIG. 10 a detail view that FIG. 11 a ninth embodiment and the FIG. 12 a tenth embodiment.
  • the fuel supply system according to the invention for metering fuel for an internal combustion engine can be used in various types of internal combustion engines.
  • the internal combustion engine is for example a gasoline engine with external or internal mixture formation and spark ignition, wherein the engine with a reciprocating piston (reciprocating engine) or with a rotatably mounted piston (Wankel piston engine) may be provided.
  • the internal combustion engine may for example also be a hybrid engine.
  • the fuel-air mixture in the area of the spark plug is enriched to such an extent that it is guaranteed to ignite, but on average it burns when the mixture is very lean.
  • the gas exchange in the combustion chamber of the internal combustion engine can be carried out, for example, by the four-stroke process or by the two-stroke process.
  • gas exchange valves intake valves and exhaust valves
  • the internal combustion engine may be designed such that at least one fuel valve injects the fuel directly into the combustion chamber of the internal combustion engine.
  • the control of the power of the internal combustion engine is preferably carried out by controlling the amount of fuel supplied to the combustion chamber.
  • the fuel valve pre-deposits the fuel at the inlet valve to the combustion chamber.
  • the air supplied to the combustion chamber for the combustion of the fuel is usually controlled by a throttle valve. About the position of the throttle, the output from the engine power can be controlled.
  • the internal combustion engine has, for example, a cylinder with a piston, or it can be provided with a plurality of cylinders and with a corresponding number of pistons. Preferably, one fuel valve per cylinder is provided.
  • the following description of the embodiments is limited to a reciprocating engine with four cylinders as an internal combustion engine, the four fuel valves inject the fuel, usually gasoline, directly into the combustion chamber of the internal combustion engine.
  • the performance of the internal combustion engine is controlled by controlling the amount of fuel injected.
  • a charge stratification takes place with fuel enrichment in the area of the spark plug. Outside this range, the mixture is very lean.
  • full load or upper part load a homogeneous distribution between fuel and air in the combustion chamber is desired.
  • FIG. 1 shows a fuel tank 2, a suction line 4, a first fuel pump 6, a pressure relief valve 7, an electric motor 8, a fuel connection 10, a second fuel pump 12, a pressure line 14, four fuel valves 16 and a controller 20.
  • the fuel valves 16 are common in the art referred to as injectors or injectors.
  • the first fuel pump 6 has a pressure side 6h and a suction side 6n.
  • the second fuel pump 12 has a high pressure side 12h and a low pressure side 12n.
  • the fuel connection 10 leads from the pressure side 6h of the first fuel pump 6 to the low pressure side 12n of the second fuel pump 12. From the pressure side 6h of the first fuel pump 6 a channel leads back into the fuel reservoir 2. In this channel, the pressure relief valve 7 is provided.
  • a pressure regulating valve 26 and a shut-off valve 30 is provided in the fuel line 22 .
  • the pressure regulating valve 26 and the shut-off valve 30 are connected in series. That is, the pressure regulating valve 26 and the check valve 30 are connected in series in series.
  • the pressure regulating valve 26 and the valve device 30 can also be realized compactly together in a common housing.
  • the shut-off valve 30 has a first switching position 30a and a second switching position 30b.
  • first switching position 30a fuel can flow from the fuel connection 10 through the fuel line 22 via the pressure regulating valve 26 into the fuel storage container 2.
  • the pressure control valve 26 directly determines the feed pressure of the fuel in the fuel connection 10. If the shut-off valve 30 is in its second switching position 30b, then the fuel can not flow directly from the fuel connection 10 to the pressure control valve 26.
  • the first fuel pump 6 is driven by the electric motor 8.
  • the first fuel pump 6, the pressure relief valve 7, the electric motor 8, the filter 24, the pressure regulating valve 26 and the shut-off valve 30 are located in the region of the fuel tank 2. These parts are preferably arranged on the outside of the fuel tank 2 or are located inside the fuel tank 2.
  • the second fuel pump 12 is mechanically coupled to an output shaft of a symbolically represented internal combustion engine 32.
  • the camshaft of the internal combustion engine 32 serves as an output shaft. Since the second fuel pump 12 is mechanically coupled to the output shaft of the engine 32, the second fuel pump 12 is proportional to the rotational speed of the output shaft of the internal combustion engine 32. Because the second fuel pump 12 is spatially flanged to the housing of the internal combustion engine 32, a strong heating of Internal combustion engine 32 transmitted to the second fuel pump 12, which is a relatively high heat load of the fuel in the fuel supply system caused.
  • the pressure line 14 leading from the second fuel pump 12 to the fuel valves 16 can be subdivided into a line section 42, a storage space 44 and a plurality of distribution lines 46.
  • the fuel valves 16 are connected to the storage space 44 via a respective distribution line 46.
  • a pressure sensor 48 is connected to the storage space 44 and senses the respective pressure of the fuel in the pressure line 14. According to this pressure, the pressure sensor 48 outputs an electrical signal to the control device 20.
  • control valve 50 To the storage space 44 of the pressure line 14, a controllable by the control device 20 control valve 50 is connected. Depending on the control of the control valve 50, fuel is conducted from the pressure line 14 via a circulation line 52 to the low-pressure side 12n of the second fuel pump 12. Between the control valve 50 and the low pressure side 12n, a hydraulic resistance element is arranged. The resistance element is a check valve 53 which opens in the direction of the fuel connection 10 even at very low pressure difference.
  • the first fuel pump 6 is, for example, a positive displacement pump driven by the electric motor 8, which, depending on design, conveys a certain amount of fuel per revolution.
  • the pressure of the fuel on the pressure side 6h of the first fuel pump 6 is referred to below as the feed pressure.
  • the pressure regulating valve 26 determines the level of the feed pressure in the fuel connection 10.
  • the pressure regulating valve 26 is set to a differential pressure of 3 bar, for example. So the feed pressure in the fuel connection 10 with open shut-off valve 30 is three bar (3 bar).
  • a purge line 60 leads from the second fuel pump 12 into the fuel reservoir 2.
  • the purge line 60 is connected to the low pressure side 12n of the fuel pump 12, as in FIG FIG. 4 recognizable.
  • the hydraulic resistance is formed by a first overflow valve 61 and a second overflow valve 62.
  • the purge line 60 branches off from the circulation line 52.
  • the purge line 60 opens at an opening 64 between the check valve 30 and the pressure control valve 26 in the fuel line 22.
  • the first spill valve 61 is set to a relatively low differential pressure, preferably 1 bar.
  • the second overflow valve 62 is also set to a relatively low differential pressure, preferably to 1 bar. Because the set differential pressure at the two overflow valves 61, 62 can each be selected to be rather low, it is possible for the overflow valves 61, 62 advantageously to select a design which can be produced quite simply, without resulting in large variations in the set differential pressure.
  • the first fuel pump 6 usually delivers slightly more fuel into the fuel connection 10 than is removed from the fuel connection 10 by the second fuel pump 12. In the normal operating state, the excess fuel flows through the normally open shut-off valve 30 and through the pressure regulating valve 26, so that in the fuel connection 10, which is due to the differential pressure at the pressure regulating valve 26 adjusting feed pressure results.
  • a corresponding signal is supplied to the controller 20.
  • the control device 20 then switches the shut-off valve 30 into the second switching position 30b in which the direct connection from the fuel connection 10 to the pressure regulating valve 26 is interrupted.
  • the shut-off valve 30 is closed, the excess fuel not removed from the fuel connection 10 by the second fuel pump 12 flows through the pump housing 12g of the second fuel pump 12, through the first overflow valve 61, through the second overflow valve 62 and through the pressure regulating valve 26 back into the fuel reservoir 2 This results in closed shut-off valve 30 in the fuel connection 10, a feed pressure corresponding to the sum of the differential pressures of the valves 61, 62 and 26.
  • the relief valve 7 is set at a pressure higher than the sum of the differential pressures of the valves 61, 62, and 26.
  • the purge line 60 passes through the pump housing 12g of the second fuel pump 12, heat energy from the second fuel pump 12 can be dissipated through the fuel flowing through the purge line 60, causing too high a temperature of the fuel in the area of the fuel connection 10 and in the region of the second fuel pump 12 is avoided.
  • the feed pressure in the fuel connection 10 when the shut-off valve 30 is closed is higher than the feed pressure in the normal operating state of the internal combustion engine 32, it is ensured that an unusually high temperature does not lead to gas bubbles in the fuel connection 10, whereby no deterioration even at high heat load the efficiency of the fuel pump 12 must be feared. Because the increased feed pressure is set only at a fairly high temperature, ie usually only for a relatively short time, this results in no noticeable shortening of the durability of the relatively inexpensive first fuel pump 6.
  • the fuel pump 12 has a pump housing 12g indicated by dashed lines in the drawing.
  • the overflow valves 61, 62, the check valve 53, the branch 63 and the sensor 65 are preferably provided within the pump housing 12g.
  • the sensor 65 is, for example, a temperature sensor and it can be arranged, for example, directly in the pump housing 12g or in the region of the pressure line 14.
  • the water temperature of the cooling water of the internal combustion engine 32 can also be used.
  • FIG. 2 shows a further, preferably selected, particularly advantageous embodiment.
  • the purge line 60 in which in the FIG. 2 shown embodiment downstream of the second spill valve 62 directly into the fuel tank 2.
  • the differential pressure of the second spill valve 62 is not set to, for example, 1 bar as in the first embodiment, but for example to 5 bar.
  • an intermediate portion of the purge line 60 between the first spill valve 61 and the second spill valve 62 is merged with an intermediate portion of the recirculation line 52 between the control valve 50 and the check valve 53.
  • FIG. 3 shows another, preferred selected, particularly advantageous embodiment.
  • the fuel passes from the low-pressure side 12n of the fuel pump 12, via an overflow valve 66, through the purge line 60 and via the pressure regulating valve 26 into the fuel reservoir 2.
  • the overflow valve 66 forms a hydraulic resistance in the purge line 60.
  • the purge line 60 downstream behind the spill valve 66 is not merged with the circulation line 52. This gives the advantage that fewer valves are required. Nevertheless, also in the in the FIG. 3 shown embodiment, at least an indirect venting of the circulation line 52 via the check valve 53, via the low pressure side 12n of the fuel pump 12 and via the purge line 60 with the spill valve 66 possible.
  • the differential pressure of the overflow valve 66 for example, set to 2 bar.
  • FIG. 4 shows a longitudinal section through the second fuel pump 12th
  • the fuel pump 12 has at least one pump piston 12p.
  • the fuel pump 12 has three pump pistons 12p, of which the sake of clarity, only one is shown.
  • the fuel passes via the fuel connection 10 into the interior of the pump housing 12g.
  • In the pump housing 12g is the low pressure side 12n and the at least one pump piston 12p.
  • the pump piston 12p is thus surrounded by the fuel, wherein the fuel has the same feed pressure as in the fuel connection 10.
  • the purge line 60 branches off. This ensures that the accumulating at the highest point in the pump housing 12g air is discharged through the purge line 60 to the fuel tank 2.
  • FIG. 5 shows a further, preferably selected, particularly advantageous embodiment.
  • the pressure relief valve 7 is, for example set to 8 bar.
  • the pressure relief valve 7 is, as viewed in the flow direction, even before the filter 24 to ensure that a blockage at any point does not lead to an inadmissible overpressure in the fuel pump 6.
  • the branch 63 at which the purge line 60 branches off from the circulation line 52.
  • a hydraulic resistance is provided in the course of the purge line 60.
  • the hydraulic resistance is formed by a throttle 70.
  • the check valve 53 has a biasing spring.
  • the biasing pressure of the check valve 53 is matched to the flow resistance of the throttle 70, in such a way that even when the check valve 30 is in its open switching position 30a, from the circulation line 52 constantly a desired amount of fuel through the purge line 60 and through the Pressure control valve 26 flows to the fuel tank 2.
  • the throttle 70 ensures that a certain proportion of the fuel, this proportion can be selected by appropriately set bias on the check valve 53, also in normal operation is constantly fed back from the circulation line 52 into the fuel tank 2.
  • FIG. 6 shows a further, preferably selected, particularly advantageous embodiment.
  • the hydraulic resistance in the purge line 60 is formed by an overflow valve 72 provided in the purge line 60.
  • the overflow valve 72 is set, for example, so that it opens at a pending differential pressure of 2 bar.
  • the check valve 53 is set so that it opens, for example, even at very low differential pressure.
  • the feed pressure in the fuel connection 10 from the pressure control valve 26 is determined, and funded by the second fuel pump 12 and not from the fuel valves 16 removed fuel flows in a short path from the high pressure side 12h via the control valve 50, through the circulation line 52 and via the check valve 53 to the low pressure side 12n of the fuel pump 12.
  • the biased spill valve 72 ensures that no fuel from the circulation line 52 to the fuel tank 2 flows back. This ensures that the temperature of the fuel in the fuel tank 2 is kept as low as possible in the normal operating state of the fuel supply system.
  • the shut-off valve 30 is switched to the closed switching position 30b.
  • the feed pressure in the fuel connection 10 rises to a maximum at the pressure set at the pressure relief valve 7, and due to this increased feed pressure of the biasing pressure of the spill valve 72 is exceeded, and it flows fuel from the circulation line 52, the spill valve 72 and the pressure regulating valve 26 in the Fuel tank 2.
  • FIG. 7 shows a further, preferably selected, particularly advantageous embodiment.
  • a further hydraulic resistance element is a throttle 74.
  • the throttle 74 is hydraulically in series with the check valve 53. Viewed in the flow direction, the throttle 74 may be located in front of or behind the check valve 53.
  • the throttle 74 and the check valve 53 are downstream in flow downstream of the branch 63 to the purge line 60.
  • FIG. 7 embodiment shown may be tuned so that at higher speed of the engine 32, a portion of the fuel from the circulation line 52 flows back into the fuel tank 2, without having to be set by switching the shut-off valve 30 in its closed position 30b in the fuel connection 10, an increased feed pressure got to.
  • This has the advantage that at increased speed of the engine 32, which can often occur depending on the driving style, the first fuel pump 6 does not have to work against an increased feed pressure, which significantly increases their durability.
  • the shut-off valve 30 must be switched to the closed switching position 30b only briefly, for example, only for flushing the fuel lines during the starting process of the internal combustion engine 32, which means that the fuel pump 6 must only rarely work against an increased feed pressure, which the durability of the fuel pump 6 significantly extended.
  • FIG. 8 shows a further, preferably selected, particularly advantageous embodiment.
  • the throttle 74 and the check valve 53 are hydraulically in the course of the circulation line 52 behind the branch 63, at which the purge line 60 branches off from the circulation line 52. Hydraulically, the throttle 74 and the check valve 53 are parallel to each other. The check valve 53 is biased by a closing spring. The check valve 53 opens only when, due to a relatively high pressure medium flow to the throttle 74 is present for the opening of the check valve 53 sufficiently large differential pressure. The check valve 53 thus limits the pressure drop across the throttle 74.
  • an additional hydraulic resistance is provided in the purge line 60.
  • the additional hydraulic resistance is formed by a throttle 76.
  • the throttle 76 is hydraulically in series with the relief valve 72 before or after the spill valve 72nd
  • the flow of fuel through the purge line 60 to the fuel reservoir 2 and the flow of fuel through the circulation line 52 to the low pressure side 12n of the fuel pump 12 can be matched. It can also be determined from which rotational speed of the internal combustion engine 32 a portion of the fuel flow flowing through the circulation line 52 flows back via the purge line 60 to the fuel storage tank 2.
  • FIG. 9 shows a further, preferably selected, particularly advantageous embodiment.
  • FIG. 10 shows a detailed view of the in the Figures 9 . 11 and 12 illustrated embodiments.
  • the second fuel pump 12 has a pump piston 12p, an input-side check valve 12a, an output-side check valve 12b, a compression chamber 12k, and a control valve 50 '.
  • a pressure damper 78 is connected to the fuel connection 10.
  • the pressure damper 78 is preferably located within the pump housing 12g.
  • the resistance element is a check valve 80, which opens in the direction of the fuel connection 10.
  • the circulation line 52 ' opens into the fuel connection 10.
  • the circulation line 52' leads from the compression space 12k, through the control valve 50 ', via the branch 63', through the check valve 80 and via the connection 82 into the fuel connection 10.
  • the circulation line 52 ' runs on a short path directly within the pump housing 12g.
  • the control valve 50 ' has an open switch position 50'a and a closed switch position 50'b.
  • the purge line 60 branches off. Downstream of the branch 63 ', the purge line 60 has a hydraulic resistance.
  • the hydraulic resistance is formed by a throttle 84.
  • a conduit 86 leads into the region of the piston guide of the piston 12p.
  • the supply pressure supplied via the line 86 to the piston guide ensures a reduction in the friction in the region of the piston guide.
  • a leakage line 88 leads into the fuel line 22. Downstream of the pressure control valve 26 there is a second shut-off valve 90 in the fuel line 22.
  • the second shut-off valve 90 has an open switching position 90a and a closed switching position 90b.
  • the leakage line 88 opens between the pressure control valve 26 and the second shut-off valve 90 at a junction 92 in the fuel line 22nd
  • a suction stroke that is, while the pump piston 12p is descending, thereby increasing the compression space 12k
  • the fuel flows from the fuel connection 10 through the input side check valve 12a into the compression space 12k.
  • a pressure stroke that is, while the pump piston 12p is moving up, reducing the compression space 12k
  • the pump piston 12p pushes the fuel from the compression chamber 12k via the outlet-side check valve 12b into the storage space 44 of the pressure line 14, provided the control valve 50 'is in its closed switching position 50'b. It is possible to control the control valve 50 'to be in the open switching position 50'a during a part of the pressure stroke of the pump piston 12p.
  • control valve 50 ' While the control valve 50 'is in the open position 50'a during the compression stroke, the fuel is conveyed into the fuel connection 10 via the open control valve 50' through the circulation line 52 'and via the check valve 80 due to the normally high pressure in the pressure line 14 ,
  • the throttle 84 and the biased check valve 80 may be coordinated so that when during the compression stroke, the control valve 50 'is opened, a portion of the fuel flowing through the circulation line 52' fuel through the purge line 60 and via the pressure control valve 26 in the fuel tank. 2 flowing back.
  • the control valve 50 ' By corresponding, dependent on the stroke of the pump piston 12p switching the control valve 50 'in the switching positions 50'a or 50'b the funded by the second fuel pump 12 in the pressure line 14 amount of fuel can be controlled.
  • the control valve 50 ' By appropriate activation of the control valve 50 ', the amount conveyed by the fuel pump 12 into the pressure line 14 can be controlled so that the respectively desired high pressure prevails in the pressure line 14, which can be sensed by the pressure sensor 48.
  • the control valve 50 ' is activated.
  • a return line 94 leads into the fuel connection 10.
  • a pressure relief valve 96 In the return line 94, there is a pressure relief valve 96.
  • the pressure limiting valve 96 is provided so that even in the event of an error, for example in case of incorrect operation of the control valve 50 ', in the pressure line 14 no dangerous pressure can occur.
  • the pressure relief valve 96 may also be electrically controllable, in such a way that depending on the operating condition, the pressure in the storage space 44 can be rapidly reduced.
  • shut-off valve 30 When the shut-off valve 30 is in its open switching position 30a, then flows, depending on how the throttle 84 and the pressure difference of the check valve 80 are matched, for example, only a very small part of the flowing through the circulation line 52 'fuel flow through the purge line 60 in the fuel reservoir 2.
  • the usually larger fuel flow flows through the check valve 80 in the fuel connection 10, where the pressure damper 78 is provided to temporarily store the pulsating inflowing fuel.
  • the pressure relief valve 7 determines the feed pressure in the fuel connection 10. Because the pressure relief valve 7 is set to a higher pressure than the pressure control valve 26, the feed pressure with the shut-off valve 30 is closed is higher than when the shut-off valve is open 30. With the switching position 30b of the shut-off valve 30 closed, the fuel flow flowing out of the compression chamber 12k through the control valve 50 'flows essentially through the throttle 84, through the purge line 60 into the fuel line 22 and from there into the fuel reservoir 2.
  • the second shut-off valve 90 While the engine 32 is operating, the second shut-off valve 90 is typically in its open position 90a. If the engine 32 is turned off, then the second shut-off valve 90 is switched to its closed switching position 90b, thereby avoiding premature pressure reduction in the low-pressure system via the gap between the pump piston 12p and the pump housing 12g.
  • FIG. 11 shows a further, preferably selected, particularly advantageous embodiment.
  • the leakage line 88 out without shared use of the fuel line 22 in the fuel tank 2.
  • the shut-off valve 90 is provided. Because only a very small amount of the fuel, which is many times smaller than the fuel quantity flowing through the fuel line 22, flows through the leakage line 88, it is sufficient for the shut-off valve 90 to be a very small valve that is very easy to produce.
  • FIG. 12 shows a further, preferably selected, particularly advantageous embodiment.
  • the shut-off valve 30 downstream behind the pressure control valve 26 is arranged.
  • the purge line 60 branches off from the fuel connection 10. Downstream of the throttle 84, the leakage line 88 opens into the purge line 60.
  • the junction 64, at which the purge line 60 opens into the fuel line 22, is provided between the pressure regulating valve 26 and the shut-off valve 30.
  • the control valve 50 ' is connected via the circulation line 52' and via the mouth 82 to the fuel connection 10.
  • the fuel with open control valve 50 ' can flow not only through the input-side check valve 12a, but also through the control valve 50' in the compression chamber 12k.
  • the control valve 50 ' is held in the closed switching position 50'b until the respectively desired pressure is reached in the pressure line 14.
  • FIG. 12 In the FIG. 12 are two dotted lines 98r and 98f marked. Usually, the components shown to the left of the dotted line 98r are located in the rear of the motor vehicle, and the components shown to the right of the dotted line 98f are usually located in the front region of the motor vehicle.
  • FIG. 12 can take in the preferred embodiment selected for the hydraulic connection of the components of the rear region with the components of the front area advantageously the fuel connection 10 and the purge line 60th
  • shut-off valve 30 When stopping the engine 32 is still open shut-off valve 30 over a predetermined period of time, which may be temperature-dependent, the first fuel pump 6 continued to operate. As a result, heat energy accumulating from the area of the second fuel pump 12 and from the area of the fuel connection 10 and the pressure accumulator 78 is removed via the purge line 60 into the fuel storage tank 2. This reduces the risk of undesirable gas bubble formation in the fuel lines.
  • the shut-off valve 30 is switched to its closed switching position 30b.
  • the pressure in the fuel connection 10 and in the pressure damper 78 increases to the feed pressure determined by the overpressure valve 7, which is higher than the feed pressure determined by the pressure regulating valve 26 when the shut-off valve 30 is open. This ensures that when the internal combustion engine in the pressure damper 78, there is an increased pressure, which significantly facilitates the subsequent start of the engine 32, even at high temperature.
  • FIGS. 1 to 8 The illustrated embodiments are used in particular when the second fuel pump 12 has a plurality of pump pistons 12p, usually three pump pistons 12p.
  • the in the FIGS. 9 to 12 illustrated embodiments are used in particular when the second fuel pump 12 has a single pump piston 12p.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (28)

  1. Système d'alimentation en carburant destiné à fournir du carburant pour un moteur à combustion interne, avec un réservoir de carburant (2), une première pompe à carburant (6), une deuxième pompe à carburant (12) et avec au moins un injecteur de carburant (16), dans lequel la première pompe à carburant (6) envoie le carburant du réservoir de carburant (2) dans une conduite de carburant (10) et la deuxième pompe à carburant (12) envoie le carburant de la conduite de carburant (10) par une conduite sous pression (14, 42, 44) à l'injecteur de carburant (16), au moyen duquel le carburant arrive au moins indirectement dans une chambre de combustion du moteur à combustion interne, avec une conduite de carburant (22) menant de la conduite de carburant (10) au réservoir de carburant (2) et avec une soupape de réglage de pression (26) dans la conduite de carburant (22), dans lequel il est prévu dans la conduite de carburant (22) une soupape d'arrêt (30) montée hydrauliquement en série avec la soupape de réglage de pression (26) et il est prévu une conduite de purge (60) menant le carburant au moins partiellement à travers la deuxième pompe à carburant (12) et à travers une résistance hydraulique (61, 62, 66, 70, 72, 76, 84) jusqu'au réservoir de carburant (2), dans lequel la conduite de purge (60) est menée à travers un corps de pompe (12g) de la deuxième pompe à carburant (12), caractérisé en ce que la conduite de purge (60) est dérivée sur un côté basse pression (12n) de la deuxième pompe à carburant (12).
  2. Système d'alimentation en carburant selon la revendication 1, caractérisé en ce qu'une soupape de retour (61, 62, 66, 72) s'ouvrant en fonction de la pression fait partie de la résistance hydraulique.
  3. Système d'alimentation en carburant selon la revendication 1 ou 2, caractérisé en ce qu'il est prévu une conduite de renvoi (52, 52') menant de la conduite sous pression (14, 42, 44) à la conduite de carburant (10) via une soupape de commande (50, 50'), et en ce que la conduite de purge (60) est dérivée de la conduite de renvoi (52, 52').
  4. Système d'alimentation en carburant selon la revendication 3, caractérisé en ce qu'il est prévu une soupape de non-retour à ressort (53) dans la conduite de renvoi (52, 52') en aval après la dérivation (63).
  5. Système d'alimentation en carburant selon la revendication 3 ou 4, caractérisé en ce qu'une soupape de retour (72), produisant une pression de précontrainte dans la conduite de purge (60) en aval après la dérivation (63), fait partie de la résistance hydraulique.
  6. Système d'alimentation en carburant selon l'une quelconque des revendications 1 à 5, caractérisé en ce qu'il est prévu une conduite de fuite (88) menant de la deuxième pompe à carburant (12) au réservoir de carburant (2).
  7. Système d'alimentation en carburant selon l'une quelconque des revendications 1 à 6, caractérisé en ce que la conduite de purge (60) débouche dans la conduite de carburant (22), hydrauliquement entre la soupape d'arrêt (30) et la soupape de réglage de pression (26).
  8. Système d'alimentation en carburant destiné à fournir du carburant pour un moteur à combustion interne, avec un réservoir de carburant (2), une première pompe à carburant (6), une deuxième pompe à carburant (12) et avec au moins un injecteur de carburant (16), dans lequel la première pompe à carburant (6) envoie le carburant du réservoir de carburant (2) dans une conduite de carburant (10) et la deuxième pompe à carburant (12) envoie le carburant de la conduite de carburant (10) par une conduite sous pression (14, 42, 44) à l'injecteur de carburant (16), au moyen duquel le carburant arrive au moins indirectement dans une chambre de combustion du moteur à combustion interne, avec une conduite de carburant (22) menant de la conduite de carburant (10) au réservoir de carburant (2) et avec une soupape de réglage de pression (26) dans la conduite de carburant (22), dans lequel il est prévu dans la conduite de carburant (22) une soupape d'arrêt (30) montée hydrauliquement en série avec la soupape de réglage de pression (26) et il est prévu une conduite de purge (60) menant le carburant au moins partiellement à travers la deuxième pompe à carburant (12) et à travers une résistance hydraulique (61, 62, 66, 70, 72, 76, 84) jusqu'au réservoir de carburant (2), dans lequel la conduite de purge (60) est menée à travers un corps de pompe (12g) de la deuxième pompe à carburant (12), caractérisé en ce que la conduite de purge (60) débouche dans la conduite de carburant (22), hydrauliquement entre la soupape d'arrêt (30) et la soupape de réglage de pression (26).
  9. Système d'alimentation en carburant selon la revendication 8, caractérisé en ce que la résistance hydraulique dans la conduite de purge (60) est une soupape de retour (66).
  10. Système d'alimentation en carburant selon la revendication 8 ou 9, caractérisé en ce qu'il est prévu une conduite de renvoi (52, 52') menant de la conduite sous pression (14, 42, 44) à la conduite de carburant (10) via une soupape de commande (50, 50') et en ce que la conduite de purge (60) est dérivée de la conduite de renvoi (52, 52').
  11. Système d'alimentation en carburant selon l'une quelconque des revendications 8 à 10, caractérisé en ce qu'il est prévu une conduite de fuite (88) menant de la deuxième pompe à carburant (12) au réservoir de carburant (2).
  12. Système d'alimentation en carburant selon l'une quelconque des revendications 8 à 11, caractérisé en ce que la conduite de purge (60) est dérivée sur un côté basse pression (12n) de la deuxième pompe à carburant (12).
  13. Système d'alimentation en carburant destiné à fournir du carburant pour un moteur à combustion interne, avec un réservoir de carburant (2), une première pompe à carburant (6), une deuxième pompe à carburant (12) et avec au moins un injecteur de carburant (16), dans lequel la première pompe à carburant (6) envoie le carburant du réservoir de carburant (2) dans une conduite de carburant (10) et la deuxième pompe à carburant (12) envoie le carburant de la conduite de carburant (10) par une conduite sous pression (14, 42, 44) à l'injecteur de carburant (16), au moyen duquel le carburant arrive au moins indirectement dans une chambre de combustion du moteur à combustion interne, avec une conduite de carburant (22) menant de la conduite de carburant (10) au réservoir de carburant (2) et avec une soupape de réglage de pression (26) dans la conduite de carburant (22), dans lequel il est prévu dans la conduite de carburant (22) une soupape d'arrêt (30) montée hydrauliquement en série avec la soupape de réglage de pression (26) et il est prévu une conduite de purge (60) menant le carburant au moins partiellement à travers la deuxième pompe à carburant (12) et à travers une résistance hydraulique (61, 62, 66, 70, 72, 76, 84) jusqu'au réservoir de carburant (2), dans lequel la conduite de purge (60) est menée à travers un corps de pompe (12g) de la deuxième pompe à carburant (12), caractérisé en ce qu'il est prévu une conduite de fuite (88) menant de la deuxième pompe à carburant (12) au réservoir de carburant (2).
  14. Système d'alimentation en carburant selon la revendication 13, caractérisé en ce qu'il est prévu une conduite de renvoi (52, 52') menant de la conduite sous pression (14, 42, 44) à la conduite de carburant (10) via une soupape de commande (50, 50') et en ce que la conduite de purge (60) est dérivée de la conduite de renvoi (52, 52').
  15. Système d'alimentation en carburant selon l'une quelconque des revendications 13 ou 14, caractérisé en ce que la conduite de purge (60) débouche dans la conduite de carburant (22) hydrauliquement entre la soupape d'arrêt (30) et la soupape de réglage de pression (26).
  16. Système d'alimentation en carburant selon l'une quelconque des revendications 13 à 15, caractérisé en ce que la conduite de purge (60) est dérivée sur un côté basse pression (12n) de la deuxième pompe à carburant (12).
  17. Système d'alimentation en carburant selon l'une quelconque des revendications 13 à 16, caractérisé en ce que la conduite de fuite (88) débouche dans la conduite de carburant (22) en amont avant la soupape d'arrêt (30).
  18. Système d'alimentation en carburant destiné à fournir du carburant pour un moteur à combustion interne, avec un réservoir de carburant (2), une première pompe à carburant (6), une deuxième pompe à carburant (12) et avec au moins un injecteur de carburant (16), dans lequel la première pompe à carburant (6) envoie le carburant du réservoir de carburant (2) dans une conduite de carburant (10) et la deuxième pompe à carburant (12) envoie le carburant de la conduite de carburant (10) par une conduite sous pression (14, 42, 44) à l'injecteur de carburant (16), au moyen duquel le carburant arrive au moins indirectement dans une chambre de combustion du moteur à combustion interne, avec une conduite de carburant (22) menant de la conduite de carburant (10) au réservoir de carburant (2) et avec une soupape de réglage de pression (26) dans la conduite de carburant (22), dans lequel il est prévu dans la conduite de carburant (22) une soupape d'arrêt (30) montée hydrauliquement en série avec la soupape de réglage de pression (26) et il est prévu une conduite de purge (60) menant le carburant au moins partiellement à travers la deuxième pompe à carburant (12) et à travers une résistance hydraulique (61, 62, 66, 70, 72, 76, 84) jusqu'au réservoir de carburant (2), dans lequel la conduite de purge (60) est menée à travers un corps de pompe (12g) de la deuxième pompe à carburant (12), caractérisé en ce qu'une conduite de renvoi (52') mène d'une chambre de compression (12k) de la deuxième pompe à carburant (12) à la conduite de carburant (10) via une soupape de commande (50'), la conduite de purge (60) étant raccordée à la conduite de renvoi (52').
  19. Système d'alimentation en carburant selon la revendication 18, caractérisé en ce qu'il est prévu une soupape de non-retour (80) entre la soupape de commande (50') et une embouchure (82), où la conduite de renvoi (52') débouche dans la conduite de carburant (10).
  20. Système d'alimentation en carburant selon la revendication 19, caractérisé en ce que la conduite de purge (60) est dérivée en un point de dérivation (63') de la conduite de renvoi (52') entre la soupape de commande (50') et la soupape de non-retour (80).
  21. Système d'alimentation en carburant selon l'une quelconque des revendications 18 à 20, caractérisé en ce qu'il est prévu un étranglement (84) dans la conduite de purge (60) en aval après la dérivation (63').
  22. Système d'alimentation en carburant selon l'une quelconque des revendications 18 à 21, caractérisé en ce qu'il est prévu une conduite de fuite (88) menant de la deuxième pompe à carburant (12) au réservoir de carburant (2).
  23. Système d'alimentation en carburant selon l'une quelconque des revendications 18 à 22, caractérisé en ce que la conduite de purge (60) débouche dans la conduite de carburant (22) hydrauliquement entre la soupape d'arrêt (30) et la soupape de réglage de pression (26).
  24. Système d'alimentation en carburant selon l'une quelconque des revendications précédentes, caractérisé en ce que la soupape d'arrêt (30) est commandée en fonction d'une température.
  25. Système d'alimentation en carburant selon l'une quelconque des revendications précédentes, caractérisé en ce que la résistance hydraulique (61, 62, 66, 70, 72, 76, 84) est formée par une soupape s'ouvrant en fonction de la pression (61, 62, 66, 72).
  26. Système d'alimentation en carburant selon l'une quelconque des revendications précédentes, caractérisé en ce que la résistance hydraulique (61, 62, 66, 70, 72, 76, 84) est formée par une soupape (70, 76, 84), qui présente une résistance à l'écoulement dépendant de l'écoulement de fluide qui la traverse.
  27. Système d'alimentation en carburant selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il est prévu une soupape de sûreté (7) montée hydrauliquement en parallèle avec la soupape de réglage de pression (26).
  28. Système d'alimentation en carburant selon l'une quelconque des revendications précédentes, caractérisé en ce que la conduite de purge (60) est dérivée du corps de pompe (12g) en un point le plus élevé du côté basse pression (12n) de la deuxième pompe à carburant (12).
EP01117817A 2000-08-16 2001-07-21 Système d'alimentation en carburant Expired - Lifetime EP1180595B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10039773 2000-08-16
DE10039773A DE10039773A1 (de) 2000-08-16 2000-08-16 Kraftstoffversorgungsanlage

Publications (4)

Publication Number Publication Date
EP1180595A2 EP1180595A2 (fr) 2002-02-20
EP1180595A3 EP1180595A3 (fr) 2003-04-23
EP1180595B1 EP1180595B1 (fr) 2005-06-15
EP1180595B2 true EP1180595B2 (fr) 2011-02-23

Family

ID=7652439

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01117817A Expired - Lifetime EP1180595B2 (fr) 2000-08-16 2001-07-21 Système d'alimentation en carburant

Country Status (4)

Country Link
US (1) US6792915B2 (fr)
EP (1) EP1180595B2 (fr)
JP (1) JP4739599B2 (fr)
DE (2) DE10039773A1 (fr)

Families Citing this family (56)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19954695A1 (de) * 1999-11-13 2001-05-23 Bosch Gmbh Robert Kraftstoffeinspritzsystem
DE10205186A1 (de) * 2002-02-08 2003-08-21 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10210152A1 (de) * 2002-03-07 2003-09-18 Volkswagen Ag Kraftstoffversorgung für eine Brennkraftmaschine
DE10261414B4 (de) * 2002-12-30 2005-03-17 Siemens Ag Kraftstoffeinspritzanlage
US7682136B2 (en) * 2003-03-28 2010-03-23 Caterpillar Inc. Multiple pump housing
JP4207834B2 (ja) * 2003-06-27 2009-01-14 株式会社デンソー 蓄圧式燃料噴射システム
JP2005090232A (ja) * 2003-09-12 2005-04-07 Hitachi Unisia Automotive Ltd 内燃機関の燃料供給装置
US7207319B2 (en) * 2004-03-11 2007-04-24 Denso Corporation Fuel injection system having electric low-pressure pump
DE102004013307B4 (de) * 2004-03-17 2012-12-06 Robert Bosch Gmbh Kraftstoffhochdruckpumpe mit einem Druckbegrenzungsventil
US7185634B2 (en) * 2004-03-25 2007-03-06 Sturman Industries, Inc. High efficiency, high pressure fixed displacement pump systems and methods
JP4082392B2 (ja) * 2004-06-30 2008-04-30 トヨタ自動車株式会社 内燃機関の燃料供給装置
ES2268613T3 (es) * 2004-06-30 2007-03-16 C.R.F. Societa Consortile Per Azioni Un sistema de regulacion de la presion de combustible para un motor de combustion interna.
ATE394592T1 (de) * 2004-11-12 2008-05-15 Fiat Ricerche Ein kraftstoffeinspritzsystem mit akkumulatorvolumen für eine brennkraftmaschine
DE102004062613B4 (de) * 2004-12-24 2014-02-20 Volkswagen Ag Verfahren und Vorrichtung zur Kraftstoffversorgung von Verbrennungsmotoren
JP4552694B2 (ja) * 2005-03-02 2010-09-29 トヨタ自動車株式会社 車両の燃料供給装置
DE102005027851A1 (de) * 2005-06-16 2006-12-21 Robert Bosch Gmbh Kraftstoffeinspritzsystem für eine Brennkraftmaschine
US20070084431A1 (en) * 2005-10-17 2007-04-19 Omachi Steven T Fluid pump and method
CN101356362A (zh) * 2005-10-28 2009-01-28 山元和德 石油燃料供给方法及其回路
JP2007263064A (ja) * 2006-03-29 2007-10-11 Isuzu Motors Ltd ジメチルエーテルエンジン搭載車両
JP2007285235A (ja) * 2006-04-18 2007-11-01 Honda Motor Co Ltd ディーゼルエンジンの燃料供給装置
US7527043B2 (en) * 2007-07-05 2009-05-05 Caterpillar Inc. Liquid fuel system with anti-drainback valve and engine using same
DE102007039892A1 (de) * 2007-08-23 2009-02-26 Continental Automotive Gmbh Einspritzanlage für eine Brennkraftmaschine
US20090211559A1 (en) * 2008-02-22 2009-08-27 Andy Blaine Appleton Engine fuel supply circuit
ATE487053T1 (de) * 2008-03-04 2010-11-15 Magneti Marelli Spa Common rail direkteinspritzanordnung mit einem absperrventil zur steuerung der förderung einer hochdruckkraftstoffpumpe
JP4483979B2 (ja) * 2008-05-15 2010-06-16 株式会社デンソー 燃料供給装置
US20170045005A9 (en) * 2008-08-29 2017-02-16 Delphi International Operations Luxembourg, S.A.R.L. Fuel pressure regulation system
DE102008055935A1 (de) * 2008-11-05 2010-05-12 Continental Automotive Gmbh Einspritzanlage für eine Brennkraftmaschine
JP4803269B2 (ja) * 2009-02-24 2011-10-26 株式会社デンソー 脈動低減装置
DE102009027224A1 (de) 2009-06-26 2010-12-30 Robert Bosch Gmbh Kraftstoffpumpe mit einem Fluidkanal zwischen einem Saugbereich und einem Druckbereich
ITMI20091355A1 (it) 2009-07-29 2011-01-30 Bosch Gmbh Robert Impianto di alimentazione carburante ad un motore a combustione interna
NL2003791C2 (nl) * 2009-11-12 2011-05-16 Vialle Alternative Fuel Systems Bv Brandstoftoevoersysteem en hogedrukpomp voor een verbrandingsmotor.
AU2010200354A1 (en) * 2010-02-01 2011-08-18 Ford Motor Company Of Australia Limited Liquid Fuel Injection Engine
WO2012008892A1 (fr) * 2010-07-14 2012-01-19 Volvo Lastvagnar Ab Système d'injection de carburant présentant une fonction de purge commandée par pression
DE102010050560A1 (de) * 2010-11-05 2012-05-10 Volkswagen Ag Kraftstoffhochdruckpumpe für eine Brennkraftmaschine mit Direkteinspritzung
RU2562341C2 (ru) * 2010-12-22 2015-09-10 Вольво Ластвагнар Аб Система впрыска топлива с топливным насосом высокого давления
US9316187B2 (en) * 2011-01-18 2016-04-19 Carter Fuel Systems, Llc Diesel fuel system with advanced priming
JP2012167559A (ja) * 2011-02-10 2012-09-06 Denso Corp 燃料噴射装置
US9879662B2 (en) * 2011-05-17 2018-01-30 Holley Performance Products, Inc. Inline pump assembly and method
CN104040162B (zh) * 2012-01-03 2016-11-09 沃尔沃拉斯特瓦格纳公司 燃料***和相应的方法
DE102012203257A1 (de) * 2012-03-01 2013-09-05 Bayerische Motoren Werke Aktiengesellschaft Betriebsverfahren für ein Brennkraftmaschinen-Kraftstoffsystem
JP6023456B2 (ja) * 2012-04-12 2016-11-09 富士重工業株式会社 航空機燃料ポンプのエアロック防止システム及び航空機燃料ポンプのエアロック防止方法
US20130312706A1 (en) * 2012-05-23 2013-11-28 Christopher J. Salvador Fuel system having flow-disruption reducer
AT513154B1 (de) * 2012-09-17 2014-02-15 Bosch Gmbh Robert Niederdruckkreislauf für ein Kraftstoffeinspritzsystem
CA2820013C (fr) * 2013-06-28 2014-12-02 Westport Power Inc. Module de commande de la pression du carburant dans un moteur a combustion interne
US9388778B2 (en) * 2013-07-19 2016-07-12 Woodward, Inc. Servo flow recirculation for an advanced thermal efficient aircraft engine fuel system
ITRM20130459A1 (it) * 2013-08-05 2015-02-06 Seko Spa Pompa autocalibrante con ritorno a molla, in particolare pompa dosatrice autocalibrante con ritorno a molla
WO2015056045A1 (fr) * 2013-10-14 2015-04-23 Renault Trucks Système d'alimentation en carburant destiné à un moteur à combustion interne
FR3013395B1 (fr) * 2013-11-19 2015-12-11 Renault Sas Procede et systeme d'alimentation en gazole d'un vehicule automobile.
WO2016177431A1 (fr) * 2015-05-07 2016-11-10 Volvo Truck Corporation Ensemble de pompe à carburant
US10208727B2 (en) * 2015-12-28 2019-02-19 Caterpillar Inc. Fluid conditioning module
DE102016200232A1 (de) * 2016-01-12 2017-07-13 Continental Automotive Gmbh Kraftstoffeinspritzsystem
DE102016204410A1 (de) * 2016-03-17 2017-09-21 Robert Bosch Gmbh Verfahren zum Ermitteln eines Sollwertes für eine Stellgröße zur Ansteuerung einer Niederdruckpumpe
CN108488014A (zh) * 2018-03-09 2018-09-04 安徽江淮汽车集团股份有限公司 一种燃油温度调节***
US11111923B2 (en) * 2019-09-09 2021-09-07 Mark Thomas Dorsey System for priming a pool pump
DE112021005043T5 (de) * 2020-10-26 2023-09-14 Husqvarna Ab Kraftstoffzufuhranordnung, Zweitaktmotor und angetriebenes Werkzeug
CN114183249B (zh) * 2021-12-13 2023-09-05 中国船舶重工集团公司第七0三研究所 双燃料燃气轮机燃油供应***

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4100973C1 (en) † 1991-01-15 1992-07-16 Pierburg Gmbh, 4040 Neuss, De Fuel pump for IC engine - has electromotor driving two units, first delivering greater vol. and formed as side channel pump
DE19539883A1 (de) † 1995-05-26 1996-11-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
DE19652831A1 (de) † 1996-12-18 1998-06-25 Rexroth Mannesmann Gmbh Druckfluid-Speisesystem für die Versorgung von Hochdruck-Sammelleitungen
DE19909329A1 (de) † 1999-03-03 2000-09-07 Mannesmann Rexroth Ag Kraftstoffeinspritzsystem
DE19933569A1 (de) † 1999-07-16 2001-01-25 Siemens Ag Einspritzsystem für eine Brennkraftmaschine
DE19933567C1 (de) † 1999-07-16 2001-02-01 Siemens Ag Einspritzsystem für eine Brennkraftmaschine
EP1076176A2 (fr) † 1999-08-10 2001-02-14 Siemens Aktiengesellschaft Dispositif d'injection pour un moteur à combustion interne
DE19941850A1 (de) † 1999-09-02 2001-03-15 Siemens Ag Einspritzanlage für eine Brennkraftmaschine
DE19941689A1 (de) † 1999-09-01 2001-03-15 Siemens Ag Einspritzanlage für eine Brennkraftmaschine

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3842331B2 (ja) * 1995-05-26 2006-11-08 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 内燃機関の燃料供給のための燃料供給装置及び内燃機関を運転する方法
JP3939779B2 (ja) 1995-05-26 2007-07-04 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 内燃機関の燃料供給のための燃料供給装置
DE19539885A1 (de) * 1995-05-26 1996-11-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
JP3333407B2 (ja) * 1996-10-17 2002-10-15 株式会社ユニシアジェックス 直噴式ガソリン内燃機関の燃料供給装置
DE19740057C1 (de) * 1997-09-12 1999-01-21 Mannesmann Vdo Ag Kraftstoffversorgungssystem
JPH11200990A (ja) * 1998-01-07 1999-07-27 Unisia Jecs Corp 燃料噴射制御装置
DE19810867C2 (de) * 1998-03-13 2000-02-24 Bosch Gmbh Robert Kraftstoffpumpen-Anordnung
DE19818421B4 (de) * 1998-04-24 2017-04-06 Robert Bosch Gmbh Kraftstoffversorgungsanlage einer Brennkraftmaschine
DE19834120A1 (de) * 1998-07-29 2000-02-03 Bosch Gmbh Robert Kraftstoffversorgungsanlage einer Brennkraftmaschine
DE19853823A1 (de) * 1998-11-21 2000-05-25 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE10061987B4 (de) * 2000-12-13 2005-06-16 Robert Bosch Gmbh Verfahren und Vorrichtung zum Kühlen einer Kraftstoffeinspritzanlage

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4100973C1 (en) † 1991-01-15 1992-07-16 Pierburg Gmbh, 4040 Neuss, De Fuel pump for IC engine - has electromotor driving two units, first delivering greater vol. and formed as side channel pump
DE19539883A1 (de) † 1995-05-26 1996-11-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
DE19652831A1 (de) † 1996-12-18 1998-06-25 Rexroth Mannesmann Gmbh Druckfluid-Speisesystem für die Versorgung von Hochdruck-Sammelleitungen
DE19909329A1 (de) † 1999-03-03 2000-09-07 Mannesmann Rexroth Ag Kraftstoffeinspritzsystem
DE19933569A1 (de) † 1999-07-16 2001-01-25 Siemens Ag Einspritzsystem für eine Brennkraftmaschine
DE19933567C1 (de) † 1999-07-16 2001-02-01 Siemens Ag Einspritzsystem für eine Brennkraftmaschine
EP1076176A2 (fr) † 1999-08-10 2001-02-14 Siemens Aktiengesellschaft Dispositif d'injection pour un moteur à combustion interne
DE19941689A1 (de) † 1999-09-01 2001-03-15 Siemens Ag Einspritzanlage für eine Brennkraftmaschine
DE19941850A1 (de) † 1999-09-02 2001-03-15 Siemens Ag Einspritzanlage für eine Brennkraftmaschine

Also Published As

Publication number Publication date
DE50106502D1 (de) 2005-07-21
US20020092505A1 (en) 2002-07-18
DE10039773A1 (de) 2002-02-28
JP4739599B2 (ja) 2011-08-03
EP1180595A3 (fr) 2003-04-23
JP2002098019A (ja) 2002-04-05
EP1180595A2 (fr) 2002-02-20
US6792915B2 (en) 2004-09-21
EP1180595B1 (fr) 2005-06-15

Similar Documents

Publication Publication Date Title
EP1180595B2 (fr) Système d'alimentation en carburant
DE19818421B4 (de) Kraftstoffversorgungsanlage einer Brennkraftmaschine
DE2715587C2 (de) Kraftstoffversorgungseinrichtung für Brennkraftmaschinen
EP0966605B1 (fr) Dispositif d'injection de carburant destine a des moteurs a combustion interne
DE102008045730B4 (de) Rücklauffreie Kraftstoffpumpeneinheit sowie damit ausgerüstetes Fahrzeug
EP1012470B1 (fr) Systeme d'alimentation en carburant
DE4440205C2 (de) Luft-Kraftstoff-System für eine Brennkraftmaschine mit Kraftstoffeinspritzung
DE102004009792B3 (de) Kraftstoffzuführeinrichtung zur Versorgung der Injektoren an Brennräumen einer Brennkraftmaschine mit Kraftstoff
EP1296060B1 (fr) Système d'injection de carburant pour un moteur à combustion interne
DE19539885A1 (de) Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
DE19539883B4 (de) Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
EP1306548B1 (fr) Dispositif d'injection de carburant dont le réglage du débit est amélioré
DE102005033638A1 (de) Kraftstoff-Fördereinrichtung, insbesondere für eine Brennkraftmaschine
WO2010052120A1 (fr) Système d'injection pour moteur à combustion interne
DE4211651B4 (de) Kraftstoffeinspritzeinrichtung, insbesondere Pumpedüse für Brennkraftmaschinen
DE10327845A1 (de) Verfahren zur Verwendung von mehreren Brennstoffeinspritzungen zur Reduzierung von Motoremissionen im Leerlauf
DE4444417A1 (de) Kraftstoffversorgungsanlage
WO2008023031A1 (fr) installation d'injection pour moteur à combustion interne et moteur à combustion interne
EP1361359B1 (fr) Dispositif d'injection de carburant pour moteurs à combustion interne
DE102006060754A1 (de) Einspritzanlage für eine Brennkraftmaschine
DE102007016625A1 (de) Ventil und Einspritzanlage für eine Brennkraftmaschine mit Ventil
DE19839579C1 (de) Einspritzsystem
DE102005059830B3 (de) Einspritzanlage für eine Brennkraftmaschine
EP2098706A2 (fr) Moteur diesel à combustion interne
DE102008038448A1 (de) Vorrichtung und Verfahren zum Einleiten von Kraftstoff in ein Abgassystem

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

AX Request for extension of the european patent

Extension state: AL LT LV MK RO SI

RIC1 Information provided on ipc code assigned before grant

Ipc: 7F 02M 55/02 B

Ipc: 7F 02M 63/02 B

Ipc: 7F 02M 37/20 A

Ipc: 7F 02M 69/46 B

17P Request for examination filed

Effective date: 20031023

AKX Designation fees paid

Designated state(s): DE FR GB

17Q First examination report despatched

Effective date: 20031218

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20050615

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 50106502

Country of ref document: DE

Date of ref document: 20050721

Kind code of ref document: P

GBV Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977 [no translation filed]

Effective date: 20050615

PLBI Opposition filed

Free format text: ORIGINAL CODE: 0009260

26 Opposition filed

Opponent name: SIEMENS AG

Effective date: 20060315

PLAX Notice of opposition and request to file observation + time limit sent

Free format text: ORIGINAL CODE: EPIDOSNOBS2

EN Fr: translation not filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060811

PLAF Information modified related to communication of a notice of opposition and request to file observations + time limit

Free format text: ORIGINAL CODE: EPIDOSCOBS2

PLAF Information modified related to communication of a notice of opposition and request to file observations + time limit

Free format text: ORIGINAL CODE: EPIDOSCOBS2

PLBB Reply of patent proprietor to notice(s) of opposition received

Free format text: ORIGINAL CODE: EPIDOSNOBS3

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20050731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20050615

PLAY Examination report in opposition despatched + time limit

Free format text: ORIGINAL CODE: EPIDOSNORE2

PLAH Information related to despatch of examination report in opposition + time limit modified

Free format text: ORIGINAL CODE: EPIDOSCORE2

PUAH Patent maintained in amended form

Free format text: ORIGINAL CODE: 0009272

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: PATENT MAINTAINED AS AMENDED

27A Patent maintained in amended form

Effective date: 20110223

AK Designated contracting states

Kind code of ref document: B2

Designated state(s): DE FR GB

REG Reference to a national code

Ref country code: DE

Ref legal event code: R102

Ref document number: 50106502

Country of ref document: DE

Effective date: 20110223

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20150925

Year of fee payment: 15

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 50106502

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170201