Abstract: A method determines an inflection point OP of a parameter profile i, n which is representative of a component tolerance and a state of wear of a fuel pump. The fuel pump is provided for a fuel supply system for use in a device equipped with an internal combustion engine. The device being a passenger car, utility vehicle and/or a stationary or mobile power generator.

Abstract: A fuel-conveying system includes: a primary fuel pump, configured to supply fuel to an internal combustion engine of a vehicle, at a fuel pressure; a suction jet pump configured to convey fuel from a first region of a fuel tank of the vehicle to a second region of the fuel tank, the at least one suction jet pump having a nozzle; and a secondary fuel pump, decoupled from the primary fuel pump and configured to: supply, as required, the suction jet pump with a fuel jet, and set, independently of the primary fuel pump, a pressure of the fuel jet before the nozzle of the suction jet pump.

Abstract: A method for calibrating a fuel pump for use in a fuel supply system of a device having internal combustion engine includes determining a tolerance-conditioned and wear-conditioned deviation of the fuel pump with respect to its delivery behavior so that the calibration permits energy-consumption-optimized actuation of the fuel pump.

Abstract: A fuel-conveying system includes: a primary fuel pump, configured to supply fuel to an internal combustion engine of a vehicle, at a fuel pressure; a suction jet pump configured to convey fuel from a first region of a fuel tank of the vehicle to a second region of the fuel tank, the at least one suction jet pump having a nozzle; and a secondary fuel pump, decoupled from the primary fuel pump and configured to: supply, as required, the suction jet pump with a fuel jet, and set, independently of the primary fuel pump, a pressure of the fuel jet before the nozzle of the suction jet pump.

Abstract: A method determines an inflection point OP of a parameter profile i, n which is representative of a component tolerance and a state of wear of a fuel pump. The fuel pump is provided for a fuel supply system for use in a device equipped with an internal combustion engine. The device being a passenger car, utility vehicle and/or a stationary or mobile power generator.

Abstract: A method for calibrating a fuel pump for use in a fuel supply system of a device having internal combustion engine includes determining a tolerance-conditioned and wear-conditioned deviation of the fuel pump with respect to its delivery behavior so that the calibration permits energy-consumption-optimized actuation of the fuel pump.

Abstract: A closed loop control system for a fuel pump based on characteristics of speed, pressure, and current. The pressure generated by the pump system is increased at the point in time when the pump system is working against a dead head system (i.e., coasting) to a level that a calibration valve is opened to a determined working point. By measuring the characteristic phase current as a function of the speed, the characteristic is able to be compared, with the pre-calibrated value of the hardware to perform an error compensation algorithm. The error compensation is overlaid with the standard pressure characteristic as a function of speed and phase current, and uses the pre-calibrated opening pressure value (i.e., the inflection point) of the calibration valve and/or in addition the change of the speed to the initial (first calibration), or to a sliding average therefrom.

Abstract: A suction jet pump has a fuel line, a propulsion jet nozzle, an intake region, a mixing tube, and a diffuser. The propulsion jet nozzle and the mixing tube are oriented rectilinearly with respect to one another. As viewed in the direction of flow, the diffuser has a course which differs from the course of the mixing tube.

Abstract: A closed loop control system for a fuel pump based on characteristics of speed, pressure, and current. The pressure generated by the pump system is increased at the point in time when the pump system is working against a dead head system (i.e., coasting) to a level that a calibration valve is opened to a determined working point. By measuring the characteristic phase current as a function of the speed, the characteristic is able to be compared, with the pre-calibrated value of the hardware to perform an error compensation algorithm. The error compensation is overlaid with the standard pressure characteristic as a function of speed and phase current, and uses the pre-calibrated opening pressure value (i.e., the inflection point) of the calibration valve and/or in addition the change of the speed to the initial (first calibration), or to a sliding average therefrom.

Abstract: A closed loop control system for a fuel pump based on characteristics of speed, pressure, and current. The pressure generated by the pump system is increased at the point in time when the pump system is working against a dead head system (i.e., coasting) to a level that a calibration valve is opened to a determined working point. By measuring the characteristic phase current as a function of the speed, the characteristic is able to be compared, with the pre-calibrated value of the hardware to perform an error compensation algorithm. The error compensation is overlaid with the standard pressure characteristic as a function of speed and phase current, and uses the pre-calibrated opening pressure value (i.e., the inflection point) of the calibration valve and/or in addition the change of the speed to the initial (first calibration), or to a sliding average therefrom.

Abstract: A suction jet pump has a fuel line, a propulsion jet nozzle, an intake region, a mixing tube and a diffuser. The propulsion jet nozzle and the mixing tube are oriented rectilinearly with respect to one another. As viewed in the direction of flow, the diffuser has a course which differs from the course of the mixing tube.

Abstract: A closed loop control system for a fuel pump based on characteristics of speed, pressure, and current. The pressure generated by the pump system is increased at the point in time when the pump system is working against a dead head system (i.e., coasting) to a level that a calibration valve is opened to a determined working point. By measuring the characteristic phase current as a function of the speed, the characteristic is able to be compared, with the pre-calibrated value of the hardware to perform an error compensation algorithm. The error compensation is overlaid with the standard pressure characteristic as a function of speed and phase current, and uses the pre-calibrated opening pressure value (i.e., the inflection point) of the calibration valve and/or in addition the change of the speed to the initial (first calibration), or to a sliding average therefrom.

Abstract: A threaded component for connecting piping employed on motor vehicles includes a thread formed thereon and at least one unthreaded, contacting surface. A first coating having a first coefficient of friction is disposed on at least a portion of the thread, and a second coating having a second coefficient of friction is disposed on at least a portion of the unthreaded, contacting surface(s) of the threaded component. The first coefficient of friction is greater than the second coefficient of friction. In an embodiment an anti-corrosion coating is provided between the coatings and the component.

Abstract: A threaded component for connecting piping employed on motor vehicles includes a thread formed thereon and at least one unthreaded, contacting surface. A first coating having a first coefficient of friction is disposed on at least a portion of the thread, and a second coating having a second coefficient of friction is disposed on at least a portion of the unthreaded, contacting surface(s) of the threaded component. The first coefficient of friction is greater than the second coefficient of friction. In an embodiment an anti-corrosion coating is provided between the coatings and the component.

Abstract: A tube connection device for connecting motor vehicle tubes, a tube having a front element on at least one end, this front element being equipped with a frontal sealing surface. A fitting enclosing the tube is provided, which presses the frontal sealing surface against a connection surface of a connection element. At least one separate pressure element, which at least partially surrounds the tube, is provided between fitting and front element. The fitting acts on the front element through the pressure element and the sealing surface is pressed against the connection surface in this way.

Abstract: Motor vehicle pipeline comprising a metal tube with an aluminum layer is applied to the outer surface of the metal tube. An aluminum oxide layer is present on the outer surface of the aluminum layer. The aluminum oxide layer forms the outer layer of the motor vehicle pipeline. A method of making the motor vehicle pipeline is disclosed.

Abstract: A screw connection device for connecting the flared ends of two pipes includes a nut, a screw and distance element which comprises a first recess or shape for accommodation of the flare at the end of a first pipe, and a second recess or shape for accommodation of the flare at the end of the other pipe. The nut and screw each accommodate one pipe end with the distance element between them with the recess at each end in sealing contact with the pipe flares. The nut and/or the pipe flare of the pipe end which in the connected state is accommodated in the nut comprise positive-fit elements, which positive-fit elements are designed such that the accommodated pipe end is secured against rotation relative to the nut.

Abstract: A reinforced, high pressure hose is disclosed for use in the transport of high pressure fluids. The hose includes a multilayered inner tube capable of prolonged exposure to fluids such as those containing hydrocarbons, and a reinforcement layer overlaying the inner tube. The reinforcement layer includes at least one reinforcement strip wrapped about the inner tube and with the edges of the strip in an overlying relationship.

Abstract: In a method for grounding a metal tube (2) sheathed with an electrically non-conducting plastic layer (1), has the plastic layer (1) of the metal tube (2) completely removed at an area of connection (3) the area of connection (3) is connected to the motor vehicle part in an electrically conducting fashion by a conductive covering section (4) is closed in the circumferential direction of the metal tube (2) which covers the area of connection (3) on all sides or more than covers the area of connection (3) on all sides, i.e. in the form of a crimp sleeve or a heat-shrinkable sleeve. It is first pushed onto the metal tube (2) and is then pressed onto the metal tube (2) at least at its ends under radial pressure applied along at least part of the circumference without any gaps. In one form, the tube has a bead in the area where the plastic layer is removed and the bead is in contact with the conductive covering section.

Abstract: A tube connection device for connecting motor vehicle tubes, a tube having a front element on at least one end, this front element being equipped with a frontal sealing surface. A fitting enclosing the tube is provided, which presses the frontal sealing surface against a connection surface of a connection element. At least one separate pressure element, which at least partially surrounds the tube, is provided between fitting and front element. The fitting acts on the front element through the pressure element and the sealing surface is pressed against the connection surface in this way.