Abstract: An internal combustion engine fuel pressure control apparatus includes: fuel pressure control means including a spill valve and a high-pressure fuel pump that pressure-feeds fuel to an accumulation chamber; and control means that calculates a control quantity of the fuel pressure control means on the basis of pressure information of fuel supplied to an injector and variably sets the pressure of the fuel supplied to the injector, wherein the control quantity calculated by the control means is configured by a first feedback quantity that feeds back the fuel quantity that the high-pressure fuel pump pressure-feeds to the accumulation chamber and a second feedback quantity that feeds back the timing at which the spill valve opens or closes a fuel relief path.

Abstract: A fuel supply apparatus reduces fuel vaporization and leakage the positions of vaporization and leakage and their amount in the fuel tank and the fuel pipe is detected properly in case of using a low boiling point fuel having a vapor phase in the normal temperatures and atmospheric pressures, and the fuel state is controlled based on those detected values. By providing another container made of elastomatic material having an expandable mechanical characteristic inside the fuel storing container, the low boiling point fuel is stored in the separate container. A flow rate controlling apparatus heat or cools the fuel pipe leading the low boiling point fuel stored in the fuel storing container to the engine. A flow rate controlling apparatus adjusts the flow rate of the fuel in the fuel pipe for leading the low boiling point fuel stored in the fuel storing container to the engine.

Abstract: A fuel injection system for supplying pressurized fuel to a fuel injector, the fuel injection system comprising an accumulator volume for supplying fuel at a first injectable pressure level to the fuel injector through a fuel supply passage, a pump arrangement for increasing the pressure of fuel supplied to the injector to a second injectable pressure level, and a valve arrangement operable between a first position in which fuel at the first injectable pressure level is supplied to the injector and a second position in which communication between the injector and the accumulator volume is broken so as to permit fuel at the second injectable pressure to be supplied to the injector. The injection system may include a valve arrangement in the form of a three-position valve or may include a shut off valve for controlling the supply of fuel through the fuel supply passage.

Abstract: A fuel system for a diesel engine may have a fuel tank, a fuel pump, a fuel filter module, and a fuel rail. The fuel filter module has a vacuum side and a pressure side. The vacuum side is connected to the fuel tank and to the inlet side of the fuel pump. The pressure side is connected to the outlet side of the fuel pump and to the fuel rail. The fuel filter module has a pressure regulator and a filter element in the pressure side. The pressure regulator is disposed between the outlet side of the fuel pump and the filter element. The pressure regulator recirculates unfiltered fuel to the vacuum side of the fuel filter module.

Abstract: In a fuel supply system for an internal combustion engine having two separate storage containers for liquid fuels, both connected to a first controllable valve which is connected, via a connecting line including a fuel pump to an inlet of a second controllable valve having two outlets in communication by separate fuel lines with a fuel injection nozzle of the internal combustion engine, each of the two separate fuel lines includes a fuel pressure regulator, one being in communication with one and the other with the other of the two separate fuel storage containers for returning exess fuel to the fuel storage container from which fuel is being supplied to the fuel injection nozzle.

Abstract: A common rail injection system for an internal combustion engine, wherein upon detection of a defective rail sensor system the transition from the normal operation to the emergency operation is determined reliably by means of a transition function. The transition function is determined beforehand from the characteristics of a system deviation as a function of time during normal operation. In so doing, the system deviation is calculated from a variance comparison of the rail pressure. The result of this defect transition process is a more noise-proof and more continuous transition from the normal operation to the emergency operation.

Abstract: A fuel pumping system that includes a pump drive is provided. A first pumping element is operatively connected to the pump drive and is operable to generate a first flow of pressurized fuel. A second pumping element is operatively connected to the pump drive and is operable to generate a second flow of pressurized fuel. A first solenoid is operatively connected to the first pumping element and is operable to vary at least one of a fuel pressure and a fuel flow rate of the first flow of pressurized fuel. A second solenoid is operatively connected to the second pumping element and is operable to vary at least one of a fuel pressure and a fuel flow rate of the second flow of pressurized fuel.

Abstract: A valve for controlling flow of a fluid includes a valve body defining at least in part an inlet, an outlet, at least one chamber, and an orifice in communication with the chamber. A valve member is received at least in part in one chamber for reciprocation or rotation between an open position permitting fluid flow through the inlet and into the outlet, and a closed position at least substantially restricting fluid flow through the outlet. In the reciprocating version the movement of the spool toward its open position causes fluid in the chamber to be displaced out of the cavity through the at least one orifice. In one exemplary embodiment, a fuel system includes a valve between a primary fuel pump and a secondary fuel pump driven by a portion of the output of pressurized fuel from the primary fuel pump.

Abstract: A filter module for an automotive fuel supply system includes a housing, a filter mounted in the housing, a pressure regulator conduit mounted in the housing, and a pressure regulator. The housing includes a module inlet and a module outlet. The filter is in fluid communication with the module inlet and the module outlet. The pressure regulator conduit includes a regulator inlet in fluid communication with the filter, regulator outlet, and a receptacle in fluid communication with the regulator inlet and the regulator outlet. The pressure regulator extends into the void between the first surface of the receptacle and the second surface of the receptacle.

Abstract: A fuel system is provided with a fuel distribution member that has a plurality of passages formed within its unitary structure to allow a water separating fuel filter and a pressure regulator to be attached directly to the fuel distribution member without the need of conduits and hoses connected therebetween. Fuel is received from a mechanical fuel pump and directed through the water separating fuel filter to a fuel manifold that includes first and second fuel rails. The fuel is cooled and pumped through a high pressure fuel filter as it flows to the fuel manifold. The pressure regulator has a pressure relief conduit that returns fuel to the fuel filter for recirculation.

Abstract: A fuel supply apparatus having a fuel pressure regulator (60) for regulating the pressure of fuel discharged from a fuel pump (4) to a predetermined pressure, the fuel pressure regulator (60) including: a first chamber (62), formed in a case (61), into which fuel discharged from the fuel pump (4) flows, and a second chamber (63), into which the fuel flows via the first chamber (62); a fuel limiting means (64) disposed between the first chamber (62) and the second chamber (63), for limiting fuel flowing from the first chamber (62) into the second chamber (63); a pilot valve unit (65) having a passageway for opening to discharge fuel tank (2), when the fuel pressure in the second chamber (63) is more than a first set pressure (Pp); and a main valve unit (66) having a passageway for opening to discharge fuel into the fuel tank (2) when the fuel pressure in the first chamber (62) is equal to a second set pressure (Pm) between the first set pressure (Pp) and the predetermined pressure (Pi), whereby, in cases where

Abstract: In one class of fuel injection systems, the individual fuel injectors cycle between high and low pressure during and between injection sequences in a given engine cycle. The fuel injectors may be hydraulically actuated, mechanically actuated, and possibly include common rail injectors equipped with an admission valve that enable the fuel injectors to cycle between high and low pressures. Many of these fuel injection systems also include a directly controlled nozzle valve that can apply or relieve pressure on a closing hydraulic surface associated with the nozzle valve. The nozzle valve is typically spring-biased and therefore has a pre-defined valve opening pressure that defines at what fuel pressure the nozzle valve will open when pressure is relieved on its closing hydraulic surface.

Abstract: In fuel injector including an accumulator and an intensifier, fuel is injected such that an injection control valve and a piston control valve are individually controlled, an operational phase difference therebetween is regulated, and at least one of a maximum injection pressure, a rate of increase of an injection pressure at the start of an increase of pressure, a rate of decrease of the injection pressure at the completion of injection, a pilot injection pressure, and an after injection pressure of fuel injected from a fuel injection nozzle is arbitrarily changed. Namely, a pressure during a movement from a base common rail pressure of the accumulator to a static maximum pressure statically determined by an operation of the intensifier is positively used as a control factor of injection, whereby a fuel injection pattern can be implemented with an extremely high degree of freedom.

Abstract: A fuel pressure regulator including a valve head having a centerline offset from the centerline of a corresponding fuel orifice. The valve head may be offset with respect to the valve seat and orifice, the orifice may be offset within the seat with respect to the head and diaphragm assembly, or the axes of the head and seat may be non-coaxially biased. Because the vector of the valve closing force does not align with the centerline of the valve head and diaphragm assembly, a resulting torque on the valve head keeps the head in a stable, pivoted position at all flow rates. The valve head always makes contact with the valve seat at a predetermined point during regulator operation, eliminating pressure instabilities and noise experienced in prior art pressure regulators.

Abstract: A fuel pressure regulator for use with an internal combustion engine includes a housing, a valve assembly in the housing, an elastic diaphragm connecting the valve assembly to the housing, a stop on one of the housing and the support and a spring between the housing and the valve assembly. The housing includes an inlet, an outlet and a longitudinal axis. The valve assembly is intermediate the inlet and the outlet and selectively opens fluid communication between the inlet to the outlet when a fuel pressure at the inlet is at least equal to an over-pressure amount. The valve assembly is displaceable along the longitudinal axis by an opening distance when a fuel pressure at least equal the over-pressure amount acts on the diaphragm so that the diaphragm does not exceed its yield strength. The diaphragm is in fluid communication with the inlet and elastically displaceable along the longitudinal axis up to a maximum distance.

Abstract: A ported pressure relief valve (10) used in an automotive fuel system (F) includes an unrestricted constant bleed orifice (32) for routing pressurized fuel from a fuel pump (P) back to a fuel source (T, M) when an engine (E) is running. A check valve (30) prevents flow from a fuel system back to the fuel source when the engine is off, so to retain sufficient pressure in the delivery system that the engine will readily start when cranked. A pressure relief valve (50) drains fuel from the delivery system back to the source of fuel in response to a pressure build up in the fuel delivery system above a predetermined pressure level so to prevent an overpressure condition which would otherwise damage the fuel delivery system.

Abstract: An internal combustion engine is operated according to a method, in which the fuel is pumped from a first fuel pump to a second fuel pump and from there into a high-pressure region. The fuel passes therefrom into at least one combustion chamber of the internal combustion engine, by means of at least one fuel injection device. In certain operating conditions of the internal combustion engine, the pressure in the high-pressure region is lowered by means of a release device. According to the invention, the reliability and security of operating the internal combustion engine may be increased by monitoring the functioning of the release device (58 through 68).

Abstract: To provide a fuel supply device for an internal combustion engine including an ECU (22), in which, when the pressure in the fuel rail (2) is a high pressure greater than a maximum pressure (Pm) that can drive the injector (1) and the stopped engine (100), the ECU (22) opens the injector (1) to inject high pressure fuel in the fuel rail (2) into the stopped engine (100).

Abstract: A no-return loop fuel injection system supplies fuel from a turbine-type fuel pump to an injector fuel rail, through a fuel pressure valve assembly capable of flowing supply fuel to the injector rail, and reverse flowing fuel from the rail and back through the pump to relieve rail fuel pressure. Preferably, the pressure valve assembly has a pressure control valve of a diaphragm type which is biased closed via a spring disposed within a reference chamber defined between a housing and a side of the diaphragm and vented to atmosphere. A fuel chamber defined between an opposite side of the diaphragm and a valve body communicates between a pump-side port and a rail-side port. With the valve in a closed position, the fuel chamber is divided into a rail sub-chamber and a pump sub-chamber via the sealing relationship between a valve seat and the diaphragm, held closed by a closure biasing force of the spring.

Abstract: A fuel pressure regulator including a valve head having a centerline offset from the centerline of a corresponding fuel orifice. The valve head may be offset with respect to the valve seat and orifice, the orifice may be offset within the seat with respect to the head and diaphragm assembly, or the axes of the head and seat may be non-coaxially biased. Because the vector of the valve closing force does not align with the centerline of the valve head and diaphragm assembly, a resulting torque on the valve head keeps the head in a stable, pivoted position at all flow rates. The valve head always makes contact with the valve seat at a predetermined point during regulator operation, eliminating pressure instabilities and noise experienced in prior art pressure regulators.

Abstract: A redundant mechanism includes two pressure regulating valves for covering one of the pressure regulating valves when the other one is in a defective condition. First and second pressure regulating valves are provided as pressure regulating members of the fuel injection circuit. The valves are connected to the reflux passage and the by-pass passage that communicates with the fuel injection passage via the first and the second orifices, respectively. First and second sensors are provided for detecting the fuel pressure applied on the respective pressure regulating valves separately. A controller of the failure diagnostic member compares the fuel pressures P1, P2 detected by the first and second sensors and the predetermined fuel pressure P in the fuel injection passage. If P1=P2, both of the first and the second pressure regulating valves are determined to be normal. When a defective operating condition occurs in one of the pressure regulating valves, P1 and P2 vary.

Abstract: The present invention provides a fuel system that utilizes a first valve assembly and a second valve assembly within a fuel tank. Preferably, the first valve assembly is in parallel with the second valve assembly and provides a greater bias against fuel flow from the fuel tank assembly to the fuel rail. The second valve assembly allows fuel flow from the fuel tank assembly to the fuel rail and is biased with a lower bias than that for the first valve assembly. Additionally, the second valve assembly allows a lower fuel flow rate from the fuel tank assembly to the fuel rail than does the first valve assembly.

Abstract: A fuel pump module is provided with a fuel pump for sucking and discharging a fuel in a fuel tank, a fuel filter downstream of the fuel pump for removing a foreign matter in the fuel, and a fuel pressure control valve for adjusting discharge of the fuel that flowed out from the fuel filter to a combustion chamber. Furthermore, fuel pulsation damping means (a damping portion) is formed between the fuel filter and a flow-out chamber formed below a filter element in the fuel filter and/or a fuel pressure control valve which is an adjacent portion to the flow-out chamber.

Abstract: A flow-through pressure regulator includes a retainer that secures a diaphragm relative to a seat, and includes a cylindrical portion, an axial end portion and an annular portion. The cylindrical portion extends about a longitudinal axis and is fixed with respect to the seat. The axial end portion extends from the cylindrical portion and extends generally orthogonal relative to the longitudinal axis. The axial end portion includes a plurality of apertures that permit fluid communication and are selected so as to reduce noise due to fluid flow.

Abstract: In a fuel supply system for an internal combustion engine, there is provided a technology capable of keeping the pressure of fuel constant. Fuel pumps are provided in which the pressure of fuel to be discharged therefrom can be adjusted due to an increase and a decrease in the amount of the fuel discharged, and the discharge of fuel therefrom can be stopped. Fuel injection valves serve as a fuel pressure reducing device that reduces the fuel pressure raised by the fuel pumps. A fuel pressure adjusting section changes the number of operations of the fuel pumps and the amounts of fuel discharged from the fuel pumps in such a manner that an average value of the fuel pressure from after the fuel pressure has once been raised until the fuel pressure is again raised becomes substantially constant before and after the number of operations of said fuel pumps is changed.

Abstract: A method for extending the operating range of engine fuel injectors fed by a pressurized fuel system includes operating the fuel system at a controlled lower fuel pressure during engine operation in a lower power range, and operating the fuel system at a controlled higher fuel pressure during engine operation above the lower power range. An engine embodying the method may include a fuel distributor connected with the injectors for supplying the pressurized fuel and a pressure control operative in response to a prescribed engine condition, such as supercharger boost pressure, to maintain injector fuel supply pressure at a lower value during engine operation in a lower portion of the power range and at a higher value during engine operation in a higher portion of the power range. The dual or multiple fuel pressures provide greater fuel output for increased power in the higher power range with consistent fuel delivery for stable idle and engine operation in the lower power range.

Abstract: A common rail intensifier fuel injection system includes a plurality of fuel injectors respectively associated with cylinders of an internal combustion engine. A common rail supplies fuel at an intensified pressure to the fuel injectors and receives the fuel at the intensified pressure, alternately, from at least two fuel pressure intensifying circuits. At least one of the fuel pressure intensifying circuits includes a fuel pressure intensifier having an operating chamber for receiving and discharging an operating fluid, and a fuel chamber of a diameter smaller than that of the operating chamber for receiving fuel at a low pressure from the fuel supply and discharging the fuel at the intensified pressure into one of the fuel pressure intensifying circuits. A control valve, in a first position, connects the operating fluid source with the operating chamber of the fuel pressure intensifier and, in a second position, connects the operating chamber of the fuel pressure intensifier with a drain.

Abstract: The present invention provides a flow-through pressure regulator which is self-contained. The flow-through pressure regulator includes a housing having an inlet and an outlet offset along an axis. The housing is separated by a valve assembly into a first chamber and a second chamber. The valve assembly is disposed between the inlet and the outlet along the axis. The valve assembly has a closure member that permits or inhibits flow.

Abstract: A fuel injection control method using a system comprising a high-pressure pump for pumping fuel, a fuel-pressure control valve disposed in a fuel bypass line communicating an output port and an input port of said high-pressure pump, and a controller for regulating fuel pressure, is provided. The method comprises: monitoring engine operating conditions; determining an optimal fuel injection pressure on the basis of said monitored engine operating conditions; determining on/off timing and on/off duration of said fuel-pressure control valve such that fuel pressure inside a fuel rail approaches said optimal fuel injection pressure; and opening and closing said fuel-pressure control valve according to said determined on/off timing and on/off duration of said fuel-pressure control valve.

Abstract: The detected values of a common rail pressure that were detected by a pressure sensor are read within crank angle periods &Dgr;t which are at least not more than half of a pumping cycle &Dgr;T of a supply pump, the values detected within one pumping cycle preceding a reading time (for example, S(1), S(0), . . . S(−4)) are averaged during each of the reading times, and the value thus obtained (for example, Pav(1)) is used as a common rail pressure after averaging processing, which is a representative value or a control value of the actual common rail pressure. The feedback control of common rail pressure is executed by using the values of common rail pressure after averaging processing thus computed by moving averaging. Consequently, the actual common rail pressure is converted into values suitable for control, and the feedback control of common rail pressure is executed with higher accuracy.

Abstract: A method and apparatus for start delay warning in a liquefied petroleum gas injection engine is disclosed. During a period required for forming a sufficient fuel pressure in a fuel supply line, a warning signal is generated such that a driver is directed to maintain an ignition switch at its second (simply IG on) stage.

Abstract: An electronic control unit of an accumulation type fuel injection system increases a number of injections performed by an injector in one injection period from a normal injection number if a pressure difference provided by subtracting target pressure from actual pressure is greater than a determination threshold and conditions for performing the injection are established, or if high-temperature combustion is predicted. If a normal injection mode is a main injection mode, it is changed to a pilot injection mode or a multi-injection mode. If the normal injection mode is the pilot injection mode, it is changed to the multi-injection mode. If the normal injection mode is the multi-injection mode, a number of minute injections is increased. Thus, combustion is slackened and noise caused by the high-temperature combustion can be alleviated.

Abstract: An excessive volume of fuel discharged by a high-pressure supply pump to a common rail due to an opened state abnormality of an inlet metering valve of the pump may result in an abnormal increase in common rail pressure. In the event of such an abnormal increase, a target idle revolution speed is newly set at an abnormal value greater than a normal value as a measure taken to increase an idle revolution speed. Thus, a pressure limiter, which has been once put in an opened valve state by an actual common rail pressure higher than a limit setting pressure, can be prevented from again entering a closed valve state. As a result, it is possible to eliminate idle performance instability caused by repetition of opened valve and closed valve states of the pressure limiter and, hence, assure reliability of the pressure limiter.

Abstract: A system and method for controlling pressure within a common rail fluid distribution system use variable gains for a PID and feed forward controller that controls a pump that pressurizes the common rail. The pressure controller implements a combined feedback/feed forward control strategy with variable gains based on engine speed and a fluid quantity. In one embodiment, the feedback control loop includes proportional, integral, and derivative terms with variable gains determined based on pumped fuel quantity and engine speed. Alternatively, the proportional, integral, and derivative gains are determined based on injected fuel quantity per engine cycle and engine speed, or based on pump output, i.e. the product of pumped fluid quantity and engine speed. A variable gain feed forward control has its gain based on pumped fuel per cycle and engine speed, or alternatively based on pump output per unit time.

Abstract: A system and method for engine control determine a spilled fuel quantity for use in controlling pressure of a common rail fuel system. In one embodiment, a spilled fuel estimate is determined based on rail pressure and engine speed. Another embodiment determines a spilled fuel estimate based on a leakage quantity and a spill control quantity. The leakage quantity represents the amount of fuel leaked past the internal passages inside the injectors and is based on rail pressure alone. The spill control quantity is based on rail pressure and injector energizing time. The spill control quantity represents the fuel used to actuate the injector allowing the injected fuel into the cylinder during the combustion cycle. A more accurate determination of the quantity of fuel pumped based on spilled fuel and injected fuel may be used to improve the common rail pressure control, for example.

Abstract: The invention relates to a connection of two coaxially in-line elements in a fuel supply system of an internal combustion engine, in which the first element is preferably a receiving bush of a fuel distributor line (1) with a guide opening, and the second element, embodied as a pressure regulating valve (8) or pressure chamber, is insertable by a guide portion (19) into the guide opening (18) of the receiving bush (3), which facing one another in a wall (30) has two retention openings (31), aligned both with one another and with a retention groove (37) in the pressure regulating valve (8), which openings a U-shaped retention clamp (32) projects through with its legs (34) and in so doing fixes the position of the first element (3) and second element (8) relative to one another, which elements, at least in the region of the retention clamp (32) have portions of stainless steel.

Abstract: A fuel injection system for supplying pressurised fuel to a fuel injector, the fuel injection system comprising an accumulator volume for supplying fuel at a first injectable pressure level to the fuel injector through a fuel supply passage, a pump arrangement for increasing the pressure of fuel supplied to the injector to a second injectable pressure level, and a valve arrangement operable between a first position in which fuel at the first injectable pressure level is supplied to the injector and a second position in which communication between the injector and the accumulator volume is broken so as to permit fuel at the second injectable pressure to be supplied to the injector. The injection system may include a valve arrangement in the form of a three-position valve or may include a shut off valve for controlling the supply of fuel through the fuel supply passage.

Abstract: A fuel injection system for internal combustion engines, in particular Diesel engines, having a fuel reservoir which is supplied from a high-pressure pump and supplies fuel to a number of injectors corresponding to the number of cylinders of the engine, and has a pressure limiting valve, which is connected sealingly to the fuel reservoir, the pressure limiting valve having a valve housing, a high-pressure region, a low-pressure region, a valve seat oriented toward the inlet, an axially displaceable valve body, and a valve spring urging the valve body in the direction of the valve seat. The pressure limiting valve is integrated—at least partially—with the fuel reservoir, in such a way that at least the valve seat and the valve body are spatially associated with the fuel reservoir, and the seal sealing off the pressure limiting valve from the fuel reservoir is associated with the low-pressure region of the pressure limiting valve.

Abstract: A fuel pressure regulator for use with an internal combustion engine includes a housing, a valve assembly in the housing, an elastic diaphragm connecting the valve assembly to the housing, a stop on one of the housing and the support and a spring between the housing and the valve assembly. The housing includes an inlet, an outlet and a longitudinal axis. The valve assembly is intermediate the inlet and the outlet and selectively opens fluid communication between the inlet to the outlet when a fuel pressure at the inlet is at least equal to an over-pressure amount. The valve assembly is displaceable along the longitudinal axis by an opening distance when a fuel pressure at least equal the over-pressure amount acts on the diaphragm so that the diaphragm does not exceed its yield strength. The diaphragm is in fluid communication with the inlet and elastically displaceable along the longitudinal axis up to a maximum distance.

Abstract: The present invention provides a fuel control apparatus with a modular fuel pressure modifying mechanism (i.e., a fuel metering section) and modular fuel regulator mechanism (i.e.. r fuel regulator section) that can each be calibrated independently of each other, and independent from the modular air passage mechanism (i.e., an airflow section). The air passage mechanism has an air intake end and an air outlet end and is constructed and arranged to accommodate airflow therethrough. the air passage mechanism having a first surface portion formed on an outer surface thereon. The modular fuel pressure modifying mechanism is constructed and arranged to receive fuel from a supply and deliver a portion of the hid at a pressure that is different from the pressure of the fuel supply, the modular fuel pressure modifying mechanism being removably mountable to the first surface portion of the air passage mechanism.

Abstract: An injection system for an internal combustion engine comprises a valve arrangement (26), connected to an inlet (24) to a high pressure pump (8), which regulates the flow of fuel for lubricating and cooling the high pressure pump (8) and bleeds the injection system. The valve arrangement 926) comprises at least one displaceable actuator and a first and second throttle device (30, 32). The actuator (36) is regulated according to a pressure of the fuel flow between a feed supply pump (6) and the high pressure pump (8), such that a first connection to, the high pressure pump (8) is opened, by means of the first throttle device (30), or the feed (24) to the high pressure pump (8) is interrupted, or a second connection to the high pressure pump (8) is opened, by means of the second throttle device (32). The invention further relates to a method of bleeding and/or regulating said injection system.

Abstract: The present invention provides a fuel system for an internal combustion engine powered by fuel that includes a fuel tank having a wall defining a volume. The fuel system also includes a pump that is disposed proximate the fuel tank and operatively connected to the volume. The fuel system further includes piping that is coupled to the pump and is operatively connected to the internal combustion engine. A pressure regulator with a self-contained valve assembly is disposed in at least one of the pump or the piping.

Abstract: A fuel injection system (1) for internal combustion engines has at least one stroke-controlled injector (10). A pressure booster (9) that has a movable piston (26) is connected between the at least one injector (10) and a high-pressure working medium source (5). The movable piston (26) divides a primary chamber (13), which can be connected to the high-pressure working medium source (5), from a pressure chamber (8) that communicates with the at least one injector (10) and is filled with fuel. The pressure booster (9) generates a first fuel system pressure in the injector (10), which is used for the injection. The fuel injection system (1) has means for furnishing a further, second fuel system pressure, and these means can be used for injection without activating the pressure booster (10).

Abstract: An assembly for an air assist fuel injection system have a rail configured to fluidly communicate pressurized gas to a fuel pressure regulator and to an air assist fuel injector of the system. The assembly further includes a cover configured to fluidly communicate fuel to the fuel pressure regulator and to a fuel injector of the air assist fuel injection system.

Abstract: By setting a switching timing of switching means that connects either one of a high pressure fuel source and a low pressure fuel source to an injector earlier than a point of time when an injector finishes a high pressure fuel injection, leak fuel or return fuel is reduced and an engine load is reduced and therefore mileage is improved.

Abstract: A pressure regulating valve and system, including a pressure regulating valve having a housing defining a chamber with a first passage and second passage; a pressure operative member separating the first and second passages, the member having at least a first and second position, the first passage having a first volume and flow therethrough when the member is in the first position, and the first passage having a second volume and a first portion of the flow therethrough and the second passage having a second portion of the flow therethrough when the member is in the second position; and a spring biasing the member to the first position; an injector communicating with the valve; a diverter communicating with a fuel supply and the valve; a filter between the first outlet and the valve; and a fuel pump located between the fuel supply and the diverter.

Abstract: A redundant mechanism includes two pressure regulating valves for covering one of the pressure regulating valves when the other one is in a defective condition. First and second pressure regulating valves are provided as pressure regulating members of the fuel injection circuit. The valves are connected to the reflux passage and the by-pass passage that communicates with the fuel injection passage via the first and the second orifices, respectively. First and second sensors are provided for detecting the fuel pressure applied on the respective pressure regulating valves separately. A controller of the failure diagnostic member compares the fuel pressures P1, P2 detected by the first and second sensors and the predetermined fuel pressure P in the fuel injection passage. If P1=P2, both of the first and the second pressure regulating valves are determined to be normal. When a defective operating condition occurs in one of the pressure regulating valves, P1 and P2 vary.

Abstract: The high-pressure fuel supply system of an internal combustion engine includes a high-pressure portion for supplying fuel to a plurality of fuel injection valves, a high-pressure pump, and a low-pressure pump for supplying fuel to the high-pressure pump. Upon starting of the engine, the high-pressure fuel supply system starts fuel injection after a pressure in the high-pressure portion is raised to a preset pressure higher than a rated discharge pressure of the low-pressure pump by the high-pressure pump. In view of a fuel consumption amount consumed from the high-pressure portion through the fuel injection valve and a fuel supply amount supplied to the high-pressure portion by the high-pressure pump, the preset pressure at which the fuel injection is started is set so that first fuel injection to each cylinder of a plurality of cylinders by each of the plurality of fuel injection valves is conducted at a pressure higher than the rated discharge pressure of the low-pressure pump.

Abstract: A common rail fuel injection system is proposed in which the pressure in the return line (27) is controlled as a function of the delivery pressure of the presupply pump (19). This improves the operating behavior of a high-pressure fuel pump (1) and the injectors, not shown, which are supplied with fuel by means of a common rail (3). The pressure in the return line (27) is controlled by means of a pressure control valve (31).

Abstract: A method and a device are described for controlling an internal combustion engine, particularly an internal combustion engine that has a common-rail system. At least one pump delivers fuel into an accumulator. A pressure in the accumulator is detected. A distinction is made between at least one first operating state and at least one second operating state based on at least one speed signal and/or one load signal. At least one first pressure-control device is used to adjust the pressure in the at least one first operating state. At least one second pressure-control device is used to control the pressure in the at least one second operating state.