[0001] The present disclosure described herein, in general, relates to the provision of fuel to an engine by a fuel pump at the desired flow rate especially at low voltage conditions without increasing the size of a motor of the fuel pump or using an extra motor and hence save cost.
[0002] The present disclosure described herein, in particular, relates to a system and a method for managing a fuel pump.
BACKGROUND
[0003] Fuel pumps are used in vehicles to supply fuel to an engine at the desired flow rate and are usually placed between a fuel tank and the engine. They can be classified into two categories based upon the mounting concept. The two categories are (a) top mounted or hanging type fuel pump, and (b) bottom mounted or swirl pot type fuel pump. For the present disclosure, the latter type of fuel pump will be discussed.
[0004] FIG. 1 shows a block diagram of an existing fuel pump 100. In an aspect, the fuel pump is a swirl pot type fuel pump 100 connected with the fuel tank T and the engine E of the vehicle. The swirl pot type fuel pump 100 comprises a reservoir 102 for storing the fuel. The reservoir 102 has an umbrella valve 104 connected at its bottom which allows the flow of fuel in one direction only i.e. from fuel tank T to reservoir. In a static condition of the vehicle, the fuel from the fuel tank T is filled inside the reservoir 102 with the help of the umbrella valve 104 due to the phenomenon of buoyancy (static filling). Inside the reservoir 102 is a filter 106 which is connected to a motor 108 by a passage 106a. The motor 108 has two passages 108a and 108b. The passage 108a is connected to the engine E and the passage 108b is connected to a jet pump 110. In an aspect, the jet pump 110 is a venturi-pump. In operation or a dynamic condition of the vehicle, the fuel in the reservoir 102 passes through the filter 102 where it gets filtered to the motor 108. The motor 108 supplies the filtered fuel to the engine E and jet pump 110 via the passages 108a and 108b, respectively. The purpose of supplying the fuel to the jet pump 110 is to maintain a sufficient amount of the fuel in the reservoir 102 during the dynamic conditions of the vehicle that could not be achieved solely by static filling due to buoyancy. Due to a pressure difference created during the dynamic conditions of the vehicle in the jet pump 110 the fuel flows from the fuel tank T to the reservoir 102 with the help of the umbrella valve 112. It is to be noted that the fuel flow rate in the dynamic conditions (such as slope, curve cranking, cold start, etc.) of the vehicle required by the jet pump 110 remains constant. Various pumping actions like engine flow rate requirement, jet pump flow rate requirement, pressure regulator flow, and other losses are considered while selecting the motor 108. In an aspect, a fuel pump control unit 112 is connected with a vehicle electronic control unit (ECU) 114 of the vehicle and controlled by it by receiving an input indicative of an engine flow requirement as per vehicle operating condition & voltage detected at a battery of the vehicle. During the dynamic conditions of the vehicle, the vehicle ECU 114 detects the engine flow rate requirement as per vehicle operating condition & by receiving an input indicative of a voltage detected at the battery of the vehicle and controls fuel pump control unit 112 accordingly. If the voltage detected is between 10 to 13 volts (V) by the vehicle ECU 114, which means that the fuel flow rate required by the engine E from the motor 108 is low, the motor 108 will supply a low fuel flow rate to the engine E. During the majority of the dynamic conditions of the vehicle, the motor 108 of the fuel pump or the swirl pot type fuel pump 100 usually shows a voltage between such a voltage range most of the times and hence the fuel flow rate is usually low. Accordingly, a motor with a low fuel flow rate capacity is generally used that further saves cost. However, when the detected voltage is below 10 V which means that the fuel flow rate required by the engine E from the motor 108 is high, motor 108 has to supply a high fuel flow rate to the engine. Such a voltage of less than 10 V is usually detected during cranking or cold starting conditions. Accordingly, a high fuel flow rate demand cannot be fulfilled by the low fuel flow rate capacity motor and there is a need for a high fuel flow rate capacity motor that leads to extra cost. But the duration for which the voltage remains below 10 V is only for a few seconds as after that the voltage rises eventually above 10 V and then only a low fuel flow rate is required. Therefore, it is not the best solution to use a high fuel flow rate capacity motor for just a few seconds of requirement and accordingly incur extra cost long with the low flow fuel rate capacity motor.
[0005] In view of the above, there is a need to provide an alternate solution that solves the problem such that a high fuel rate is supplied to the engine E without using an extra high fuel rate capacity motor and incurring extra cost.
OBJECTS OF THE DISCLOSURE
[0006] Some of the objects of the present disclosure, which at least one embodiment herein satisfy, are listed hereinbelow.
[0007] It is a general or primary object of the present disclosure to provide a system and a method for managing a fuel pump of a vehicle so that a high fuel rate is supplied to an engine during low voltage (less than 10V) conditions without using an extra high fuel flow rate capacity motor and thereby incurring any extra cost.
[0008] These and other objects and advantages will become more apparent when reference is made to the following description and accompanying drawings.
SUMMARY
[0009] This summary is provided to introduce concepts related to a system and a method for managing a fuel pump. The concepts are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.
[0010] The subject matter disclosed herein relates to a system for managing a fuel pump. The system comprises a motor having two passages where one passage is connected to an engine and another passage is connected to a jet pump, a fuel pump control unit coupled to the motor and a vehicle engine control unit (ECU) wherein the fuel pump control unit is to receive an input from the vehicle ECU, the input being indicative of a voltage detected at a battery of the vehicle, ascertain whether the detected voltage is less than a predefined voltage, and energize a solenoid valve disposed of in the passage between the motor and a jet pump of the fuel pump.
[0011] The subject matter disclosed herein also relates to a method for managing a fuel pump. The method comprises receiving an input by a fuel pump control unit from a vehicle engine control unit (ECU), the input being indicative of a voltage detected at a battery of the vehicle, ascertaining by the fuel pump control unit whether the detected voltage is less than a predefined voltage, and energizing by the fuel pump control unit a solenoid valve disposed between a passage between the motor and a jet pump of the fuel pump.
[0012] In an aspect, the fuel pump control unit communicates with the vehicle ECU to dynamically detect the voltage at the battery of the vehicle.
[0013] In an aspect, the fuel pump control unit is to de-energize the solenoid valve when the detected voltage is ascertained more than the predefined voltage.
[0014] In an aspect, the predefined voltage is 10 V.
[0015] In an aspect, the flow pump is a swirl pot type fuel pump.
[0016] The solution proposed by the present disclosure as mentioned above helps in the supply of high fuel flow rate to the engine during low voltage (less than 10V) conditions without using an extra high fuel flow rate capacity motor and thereby incurring any extra cost.
[0017] To further understand the characteristics and technical contents of the present subject matter, a description relating thereto will be made with reference to the accompanying drawings. However, the drawings are illustrative only but not used to limit the scope of the present subject matter.
[0018] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] It is to be noted, however, that the appended drawings illustrate only typical embodiments of the present subject matter and are therefore not to be considered for limiting of its scope, for the invention may admit to other equally effective embodiments. The detailed description is described with reference to the accompanying figures. The illustrated embodiments of the subject matter will be best understood by reference to the drawings, wherein like parts are designated by like numerals throughout. The following description is intended only by way of example, and simply illustrates certain selected embodiments of devices, systems, and methods that are consistent with the subject matter as claimed herein, wherein:
[0020] FIG. 1 illustrates a block diagram of an existing fuel pump of a vehicle;
[0021] FIG. 2 illustrates a block diagram of the fuel pump of a vehicle as shown in FIG. 1 with the modifications as per an embodiment of the present disclosure; and
[0022] FIG. 3 illustrates a method of managing the modified fuel pump shown in FIG. 2 as per an embodiment of the present disclosure.
[0023] The figures depict embodiments of the present subject matter for the purposes of illustration only. A person skilled in the art will easily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
[0024] The detailed description of various exemplary embodiments of the disclosure is described herein with reference to the accompanying drawings. It should be noted that the embodiments are described herein in such details as to communicate the disclosure. However, the amount of details provided herein is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.
[0025] It is also to be understood that various arrangements may be devised that, although not explicitly described or shown herein, embody the principles of the present disclosure. Moreover, all statements herein reciting principles, aspects, and embodiments of the present disclosure, as well as specific examples, are intended to encompass equivalents thereof.
[0026] The terminology used herein is to describe particular embodiments only and is not intended to be limiting of example embodiments. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context indicates otherwise. It will be further understood that the terms “comprises”, “comprising”, “includes” and/or “including,” when used herein, specify the presence of stated features, integers, steps, operations, elements and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and/or groups thereof.
[0027] It should also be noted that in some alternative implementations, the functions/acts noted may occur out of the order noted in the figures. For example, two figures shown in succession may be executed concurrently or may sometimes be executed in the reverse order, depending upon the functionality/acts involved.
[0028] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which example embodiments belong. It will be further understood that terms, e.g., those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
[0029] In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings that form a part hereof, and in which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
[0030] Hereinafter, a description of an embodiment with several components in communication with each other does not imply that all such components are required. On the contrary, a variety of optional components are described to illustrate the wide variety of possible embodiments of the present disclosure.
[0031] Reference is made to FIG. 2 that shows a block diagram of the fuel pump of a vehicle as shown in FIG. 1 with the modifications as per the present disclosure. In other words, FIG. 2 shows a system 200 for managing the fuel pump or the swirl pot type fuel pump 100 with the modifications as per the present disclosure. The swirl pot type fuel pump 100 shown in FIG. 2 is analogous to that shown in FIG. 1 has all the features that work similarly and hence are not repeated herein for the sake of brevity. The system 200 in addition to the reservoir 102, umbrella valve 104, filter 106, motor 108, jet pump 110, and fuel pump control unit 112 comprises a solenoid valve 202 that is located in the passage 108a between the motor 108 and the jet pump 110. If the voltage detected by the ECU 114 is ascertained to be less than 10V by the fuel pump control unit 112, the fuel pump control unit 112 will energize the solenoid valve 202 such that the fuel flow rate is stopped to the jet pump 110 from the motor 108. This way the motor 108 can supply a high fuel flow rate to the engine E by bypassing the fuel flow rate from the jet pump 110. Since the low voltage conditions (less than 10V) prevails only for few seconds cutting off the fuel flow rate to the jet pump 110 doesn’t affect the quantity of fuel in the reservoir 102 that much. As soon as the voltage detected by the ECU 114 and subsequently received and ascertained by the fuel pump control unit 112 is more than 10V the fuel pump control unit 112 de-energizes the solenoid valve 202 such that a low fuel flow rate is supplied to the jet pump 110 again and normal functioning is followed. In summary, the fuel pump control unit 112 receives an input from the vehicle ECU 114, the input being indicative of a voltage detected at the battery of the vehicle, ascertain whether the detected voltage is less than a predefined voltage. In an aspect, the predefined voltage being 10V. The fuel pump control unit 112 energizes the solenoid valve 202 disposed of in the passage 108b between the motor 108 and the jet pump 110 of the fuel pump 100. The fuel pump control unit 112 de-energizes the solenoid valve 202 when the detected voltage is ascertained more than the predefined voltage or 10V. As afore-mentioned, the fuel pump control unit 112 communicates with the ECU 114 of the vehicle to dynamically detect the voltage at the battery of the vehicle.
[0032] FIG. 3 shows a method 300 of managing the modified fuel pump 100 of the vehicle shown in FIG. 2 as per the present disclosure. The method 300, at block 302, comprises receiving an input by the fuel pump control unit 112 from the vehicle engine control unit, ECU, 114 the input being indicative of a voltage detected at the battery of the vehicle.
[0033] The block 304 of the method 300 represents ascertaining, by the fuel pump control unit 112, whether the detected voltage is less than the predefined voltage, the predefined voltage being less than 10V.
[0034] The block 306 of the method 300 represents energizing, by the fuel pump control unit 112, the solenoid valve 202 disposed between the passage 108b between the motor 108 and the jet pump 110 of the fuel pump 100.
[0035] The block 308 of the method 300 represents de-energizing of the solenoid valve 202 by the fuel pump control unit 112 when the detected voltage is ascertained more than the predefined voltage or 10V.
[0036] With the help of energizing or de-energizing the solenoid valve 202, the fuel flow rate can be bypassed or supplied to the jet pump 110 from the motor 108. This in turn helps supply the desired fuel flow rate to the engine E when the voltage at the motor is less than 10V or more than 10V without using an extra high fuel flow rate capacity motor and thereby incurring any extra cost.
TECHNICAL ADVANTAGES
[0037] The present disclosure provides a system and a method for managing the fuel pump of the vehicle such that a high fuel rate is supplied to the engine during low voltage (less than 10V) conditions without using an extra high fuel flow rate capacity motor and thereby incurring any extra cost.
[0038] While the foregoing describes various embodiments of the present disclosure, other and further embodiments of the present disclosure may be devised without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The present disclosure is not limited to the described embodiments, versions or examples, which are included to enable a person having ordinary skill in the art to make and use the present disclosure when combined with information and knowledge available to the person having ordinary skill in the art.

Claims:1. A system (200) for managing a fuel pump (100), comprising:
a motor (108) having two passages (108a, 108b), where one passage (108a) is connected to an engine (E) and another passage (108b) is connected to a jet pump (110); and
a fuel pump control unit (112) coupled to the motor (108) and a vehicle engine control unit, ECU (114), wherein the fuel pump control unit (112) is to:
receive an input from the vehicle ECU (114) the input being indicative of a voltage detected at a battery of the vehicle,
ascertain whether the detected voltage is less than a predefined voltage, and
energize a solenoid valve (202) disposed of in the passage (108b) between the motor (108) and the jet pump (110) of the fuel pump (100).

2. The system (200) as claimed in claim 1, wherein the fuel pump control unit (112) communicates with the ECU (114) to dynamically detect the voltage at the battery of the vehicle.

3. The system (200) as claimed in claim 1, wherein the fuel pump control unit (112) is to de-energize the solenoid valve (200) when the detected voltage is ascertained more than the predefined voltage.

4. The system (200) as claimed in claim 1, wherein the predefined voltage is 10 V.

5. The system (200) as claimed in claim 1, wherein the flow pump (100) is a swirl pot type fuel pump.

6. A method for managing a fuel pump (100), the method comprising:
receiving (302) an input by a fuel pump control unit (112) from a vehicle engine control unit, ECU, (114) the input being indicative of a voltage detected at a battery of the vehicle;
ascertaining (304) by the fuel pump control unit (112) whether the detected voltage is less than a predefined voltage; and
energizing (306) by the fuel pump control unit (112) a solenoid valve (202) disposed between a passage (108b) between the motor (108) and a jet pump (110) of the fuel pump (100).

7. The method as claimed in claim 6, comprises de-energizing (308) the solenoid valve (202) by the fuel pump control unit (112) when the detected voltage is ascertained more than the predefined voltage.

8. The method as claimed in claim 6, wherein the predefined voltage is 10 V.