Abstract: In at least some implementations, a fuel pump assembly includes a first fuel pump and a second fuel pump that each have an electric motor, a pumping element driven by the motor, an inlet and an outlet through which fuel is discharged. The assembly also includes a passage communicated with the outlet of the first fuel pump and with the outlet of the second fuel pump, a fuel outlet in communication with the passage and through which fuel exits the fuel pump assembly, and a valve having an inlet in communication with the passage between the outlet of the first fuel pump and the outlet of the second fuel pump. The valve also having an outlet through which fuel exits the passage and a valve body that controls fuel flow through the valve.

Abstract: An outlet and pressure relief valve assembly for a fuel pump includes a housing which extends along an axis from an inner end to an outer end. The housing has a bore which extends thereinto along the axis from the inner end. A valve seat is located within the bore and has an end wall which is transverse to the axis and also has a sidewall which is annular in shape and extends away from the end wall. An outlet flow passage extends through the end wall such that the outlet flow passage is centered about the axis. A pressure relief flow passage extends through the end wall such that the pressure relief flow passage is laterally spaced from the outlet flow passage. An outlet valve member is located within the valve seat sidewall and a pressure relief valve member is located between the valve seat and the inner end.

Abstract: A system and method are provided for blending a first fuel from a first fuel source with a second fuel from a second fuel source. The system may include a controller communicatively coupled with each of a plurality of sensors, a first plurality of valves including a first progressive valve, and a second plurality of valves including a second progressive valve. The first and second plurality of valves may be configured to selectively enable fluid communication between the first and second fuel sources and a power generation unit. The controller may be configured to receive a detected operating parameter from a sensor, compare the detected operating parameter to another operating parameter, and based on the comparison, transmit an instruction to at least one of the first progressive valve and the second progressive valve to enable the first fuel to blend with the second fuel before entering the power generation unit.

Abstract: The invention relates to a fluid conveyance system for a fluid, comprising a low-pressure conveyance system having a low-pressure pump (2) and a high-pressure conveyance system having a high-pressure pump (8), which are connected by means of a connecting line, wherein the fluid conveyance system has a pressure damper (19). According to the invention, a fluid conveyance system is provided, by means of which a pulsation of the fluid caused by flow-rate waves or pressure waves in the fluid is damped. This is achieved in that the pressure damper (19) is arranged in the lower-pressure conveyance system and is a hydraulic pressure damper (19). Said hydraulic damper (19) has a piston (21) arranged in a cylinder (20), which piston can be moved against the force of a compression spring (23) and the vapor pressure present in a compression-spring chamber (22) accommodating the compression spring.

Abstract: A fuel tank assembly includes a primary fuel tank, a secondary fuel tank, a crossover tube, a fuel pump, a transfer tube, and a jet pump. The crossover tube is fluidly coupled with each of the primary fuel tank and the secondary fuel tank and defines a flow path for fuel to flow between the primary fuel tank and the secondary fuel. The fuel pump is disposed within the primary fuel tank and is configured to selectively supply fuel from the primary fuel tank to an engine. The transfer tube is routed internal to the crossover tube and is in fluid communication with each of the primary fuel tank and the secondary fuel tank. The jet pump is in fluid communication with the transfer tube and is configured to facilitate the flow of pressurized fuel from the secondary fuel tank, through the transfer tube, and into the primary fuel tank.

Abstract: A fuel supply system for a vehicle having an internal combustion engine and a fuel tank, has a reservoir, a fuel pump, a suction filter, a fuel transfer and a pressure accumulator. The reservoir is located in the fuel tank and is hermetically sealed. The fuel pump is configured to suck fuel from the reservoir and to supply the fuel to the internal combustion engine. The suction filter is configured to filter the fuel sucked by the fuel pump. The fuel transfer is configured to transfer the fuel from the fuel tank into the reservoir and to pressurize the fuel in the reservoir. The pressure accumulator is connected to the reservoir in order to control a pressure of the fuel in the reservoir.

Abstract: A method, comprising: operating an engine cylinder with fuel from a first injector and not a second injector and activating the second injector in response to a rail pressure increase of a fuel rail, the fuel rail coupled to the second injector. In this way, degradation of the second injector may be reduced by activating the second injector and allowing fuel flow through the second injector to reduce the pressure and temperature of the fuel rail.

Abstract: A pressure-reducing regulator for CNG fuel includes a high pressure sensor that detects fuel pressure at an inlet, a filter element that filters fuel, an orifice that provides access to a pressure reduction chamber, and a movable pintle located within the orifice, such that a flow rate of fuel through the orifice varies according to a position of the pintle within the orifice. The pressure-reducing regulator further includes a motor that moves the pintle, a low pressure sensor that detects fuel pressure at an outlet and a control unit comprising a processor. The process is configured for reading data from the high pressure sensor, data from the low pressure sensor and vehicle data from an engine, calculating a desired position of the pintle based on the sensor data and the vehicle data, and transmitting a signal to the motor for moving the pintle to the desired position.

Abstract: The fuel supply apparatus optimizes the timing of performing the fuel pressure change indication and the fuel injection timing to suppress the real fuel injection amount from being differentiated from the target fuel injection amount even at the time of the fuel pressure being changed, thereby improving fuel consumption. The ECU judges that the fuel pressure change request is generated (“YES” in Step S11), and calculates the change retarding time t1 (Step S12) when the fuel pressure is at the low pressure side, and the ECU determines that the vehicle is in the warming-up state, or that the fuel is at the high temperature. The ECU sets the change timing to avoid the timing of injecting the fuel from overlapping the changing timing of the fuel pressure with reference to the injection timing of the fuel injection control (Step S13).

Abstract: A vapor isolation valve includes a first chamber in fluid communication with a fuel tank and a second chamber disposed with respect to the first chamber. A diaphragm is disposed between the first and second chambers, has an orifice allowing fluid communication therebetween, and is moveable between a diaphragm open position and a diaphragm closed position. A third chamber is disposed adjacent the first chamber, relative to the diaphragm, and is in fluid communication with an exit passage. The diaphragm open position allows fluid communication between the first and third chambers, and the diaphragm closed position substantially restricts fluid communication therebetween. A pilot valve is disposed between the second and third chambers and is selectively moveable between a pilot open position configured to allow fluid communication between the second and third chambers and a pilot closed position configured to block fluid communication therebetween.

Abstract: A fuel supply equipment includes: a lid member provided with a fuel discharge pipe; a fuel pump held by the lid member and configured to suck in fuel within the fuel tank and discharge the fuel to an outside of the fuel tank from the fuel discharge pipe; a suction filter that filters the fuel within the fuel tank that will be sucked into the fuel pump; a fuel filter that removes foreign matter in the fuel discharged from the fuel pump; a pressure regulator configured to adjust a pressure of the fuel discharged from the fuel filter to a predetermined pressure and discharge excess fuel; a case configured to accommodate the fuel pump, the suction filter, the fuel filter, and the pressure regulator; and a supporting member provided to the lid member to support the case on the lid member.

Abstract: In a common rail system having two electrically controlled actuating elements, e.g., a metering unit at the input side of a high-pressure pump and a pressure regulating valve on the common rail, different fuel delivery quantities are able to be set in the common rail system while the vehicle is stationary, independent of the current engine load, by controlling operating points via one of the actuating elements and subsequently regulating the other actuating element. Control currents of the actuating elements correspond to the operating points. These control currents, or differences of control currents, are compared to target values to enable an evaluation of the common rail system.

Abstract: In a fuel supply system for heavy oil common-rail injection systems for internal combustion engines, including a tank (1), a primary feed pump (3) for delivering heavy oil from the tank (1) to a high-pressure pump (5), wherein the high-pressure pump (5), via at least one high-pressure line (12), is connected to a high-pressure accumulator (rail) (6) feeding at least one injector (8), and, furthermore, a purge valve (9), which is connected to the high-pressure accumulator via a separate high-pressure line (15) for directing at least a portion of the heavy oil back into the tank (1) via a return line, the purge valve (9) includes a valve member (28) which is movable between an opened and a closed position, a high-pressure connection for a high-pressure line (15) communicating with a heavy oil high-pressure accumulator (rail) (6), a low-pressure connection for a return line, and actuating means for actuating the valve member (28), wherein the valve seat (29) of the valve member (28) is designed as a sliding seat

Abstract: A control device of a spark-ignition gasoline engine is provided. The control device includes a controller for operating the engine body by controlling at least a fuel injection valve, an ignition plug, and a fuel pressure variable mechanism. Depending on the engine load range, the controller sets the combustion mode to a compression-ignition mode or a spark-ignition mode. In each mode, the controller also controls the fuel pressure, and the timing of fuel injection and ignition. The controller may also performs external EGR control in each mode.

Abstract: A fuel injection system for an internal combustion engine is provided which calculates the quantity of fuel required to bring the pressure in a fuel accumulator into agreement with a target pressure and then control an operation of a high-pressure pump based on the required quantity. Even in the absence of a change in pressure in the accumulator, the system controls the high-pressure pump based on the required quantity. Specifically, the system calculates a feedback fuel quantity required to compensate for a difference between the required quantity and a quantity of the fuel actually supplied to the accumulator, in other words, leans such a quantity difference to correct the required quantity, thus resulting in an enhanced response of the system to control the high-pressure pump to a change in pressure in the accumulator.

Abstract: A method for plausibilizing a rail pressure sensor value of a rail pressure sensor of an internal combustion engine having a common rail system that has a fuel high-pressure piston delivery pump includes acquisition of the beginning of conveying by the piston delivery pump, calculation of the rail pressure from the compression work performed by the piston, and plausibilization of the rail pressure outputted by the rail pressure sensor on the basis of the calculated rail pressure.

Abstract: A fuel delivery system for a direct injection internal combustion engine having two fuel rails and a plurality of fuel injectors attached to and fluidly connected with each fuel rail. A first fuel pump has its output connected with the first fuel rail while a second fuel pump has its output connected with the second fuel rail. A crossover pipe fluidly connects the outlets of both the first and second pumps. Both the first pump and the second pump each have an intake stroke and a pumping stroke. Furthermore, the intake stroke of the first pump coincides with the pumping stroke of the second pump and vice versa.

Abstract: A fluid pressure regulating device is i) provided with a pressure regulating member that forms a pressure regulating chamber inside a housing having introduction side and discharge side fuel passages, and communicates these passages according to introduced fuel pressure, and ii) is able to regulate the fuel pressure introduced into a fuel passage to a set pressure. The housing is provided with outer and inner annular valve seat portions that separate the fuel passages inside the pressure regulating chamber, and form another fuel passage inside the pressure regulating chamber. Different clearances are set between the pressure regulating member, and the outer annular valve seat portion and the inner annular valve seat portion, such that when the pressure regulating member abuts against one of the valve seat portions, a small gap is formed between the other valve seat portion and the pressure regulating member.

Abstract: In a method for controlling a fuel injection system (10) of an internal combustion engine, wherein the fuel injection system (10) comprises a manifold (24) and a high-pressure pump (20) and a fuel dosing unit (16) is associated with the high-pressure pump (20), wherein the fuel dosing unit (16) controls the amount of fuel delivered, an amount of fuel required for the operation of the internal combustion engine is determined as a function of a correction factor, which is based on a fuel pressure at the inlet of the high-pressure pump (20) and/or on a vapor pressure of the fuel to be delivered.

Abstract: Embodiments described herein provide a mobile refueling solution to vehicles that run on natural gas (CNG) or other gaseous fuels (CFG) through an integrated system of onboard compression, storage, interface modules and a central control architecture.

Abstract: A fuel pump module including: a reservoir installed in a fuel tank, the reservoir being charged with a predetermined amount of fuel; a fuel pump installed in the reservoir and pumping the fuel contained in the reservoir to an internal combustion engine; a jet pump injecting a fuel jet into the reservoir to thereby introduce the fuel stored in the fuel tank into the reservoir; a guide tube installed on the jet pump and guiding both the fuel jet and the fuel introduced from the fuel tank along with the fuel jet into the reservoir; and a filter unit partitioning the interior of the reservoir into a fuel suction area, into which the fuel is introduced by the fuel pump, and a fuel charging area, which is charged with the fuel from the fuel tank, thus preventing foreign substances from being introduced from the fuel charging area into the fuel suction area.

Abstract: A zero-governor fitting structure for a gas engine, configured in such a manner that the lower half of a fuel tank for a gasoline engine is utilized as a support box for supporting the zero-governor in which a gas supply inlet pipe and a zero governor can be reliably mounted with vibration and heating of the zero-governor avoided. A zero-governor mounting structure for a gas engine equipped with a zero-governor is provided with a support box fixed to the upper part of the gas engine. The support box is formed as a box having two depths. The zero-governor is supported, through a vibration insulation gasket, on the bottom plate of the shallower depth space of the support box. A gas supply inlet pipe and an elbow joint which is connected to the gas supply inlet pipe and can be bent the direction of the gas flow at a right angle toward the zero-governor are received in the deeper depth space, and the elbow joint is connected to the bottom inlet of the zero-governor.

Abstract: The disclosure provides a control device of a spark-ignition gasoline engine. When an operating state of an engine body is within a low engine speed range, a controller controls a fuel pressure variable mechanism so that a fuel pressure is higher within a high engine load range compared to a low engine load range, the controller operates, within the high engine load range, a fuel injection valve to perform a fuel injection at least at a timing that is more retarded than an injection timing of a fuel within the low engine load range and is within a retard period from a late stage of a compression stroke to an early stage of an expansion stroke, and the controller operates, within the high engine load range, an ignition plug to ignite at a timing within the retard period and further after the fuel injection.

Abstract: A valve device for controlling or metering a fluid includes a housing, a flow duct formed in the housing, and a valve body arranged in the flow duct. The valve body has a sealing section which, when the valve device is closed, rests on a sealing seat on the housing. The sealing section and sealing seat together form a sealing region. When the valve device is closed, a decay chamber is defined immediately upstream of the sealing region in the flow duct. The decay chamber is bounded by a baffle wall that is tilted with respect to the normal to the sealing region at an angle of at most 15° in the flow direction to 60° counter to the flow direction.

Abstract: A method for operating an injection system has the following steps: determining, based on a pilot control characteristic, a prefeed value depending on an internal combustion engine operating parameter; initializing a correction value for the prefeed pump by a safety value predetermined for compensating deviations from a predetermined delivery behavior of the prefeed pump, which deviations lie within a predetermined tolerance range, for guaranteeing a sufficient pump delivery rate; controlling the prefeed pump depending on the prefeed and the correction values; adapting the correction value effecting the delivery behavior of the prefeed pump depending on a variable of the system the value or value curve of which indicates that a desired pressure can be generated in the fuel accumulator, namely in the sense of reducing the delivery output of the prefeed pump, as long as the value indicates that the desired pressure can be generated in the fuel accumulator.

Abstract: A reservoir structure of a fuel suction unit or pump module for a diesel vehicle is provided. The reservoir structure includes a reservoir 10 having a bottom surface 14. A primary opening 12 is provided in the bottom surface for permitting fuel to pass from a fuel tank of the vehicle into the reservoir. A secondary opening 16 is provided in the reservoir 10 that is elevated from the bottom surface 14. A valve member 18 is associated with the secondary opening 16. The valve member 18 is constructed and arranged to close the secondary opening under certain pressure conditions in the reservoir and, under pressure conditions in the reservoir different from the certain pressure conditions, to permit fuel to enter the reservoir through the secondary opening in the event the primary opening is substantially blocked.

Abstract: A pressure regulating device that regulates a pressure of a fuel, including a housing that includes a fuel introduction passage into which the fuel to be supplied into a fuel consuming unit is introduced and a fuel discharge passage from which the fuel is discharged, wherein the fuel discharge passage includes a plurality of discharge passage portions; a pressure regulating provided so as to partition the housing, and that communicates the fuel introduction passage with the fuel discharge passage and cuts off the fuel introduction passage from the fuel discharge passage, according to a pressure of the fuel in the housing; an impelling mechanism that impels the pressure regulating member in a direction of cutting off the fuel introduction passage from the fuel discharge passage; and a discharge restricting mechanism, provided in the fuel discharge passage, that selectively restricts discharge of the fuel from the discharge passage portions.

Abstract: A fuel supply apparatus of an internal combustion engine is provided which can discharge air bubbles or air from within fuel supply paths while increasing pressure within a common rail up to a predetermined pressure level before a start of the internal combustion engine, can reduce a period of time of cranking from when an ignition switch is switched on and which can reduce noise that occurs when the air bubbles or air are being discharged. The fuel supply apparatus is provided with a flow rate control valve that adjusts a flow rate of fuel supplied to the common rail and a pressure control valve that reduces the pressure within the common rail.

Abstract: An engine fuel feeding device that is small-sized and easy to start. A cutoff valve is disposed upstream from a primary regulator provided to a fuel passage from a fuel feeding source to an engine. The cutoff valve is provided integrally with the primary regulator. When the gas engine is stopped, the fuel feeding passage is blocked in front of the primary regulator, gas fuel does not flow in the downstream direction that includes the primary regulator, and the ability of the gas engine to start is enhanced.

Abstract: The invention relates to a high-pressure pump (2) for a fuel injection system (1) of an internal combustion engine, in particular for a common-rail injection system, comprising a driveshaft (21) supported by at least one bearing (23, 24) arranged in a bearing return (31, 31?, 31?), wherein, downstream of the at least one bearing (23, 24), at least one valve (27, 28) is arranged, wherein the at least one valve (27, 28) has an opening pressure of 0.1 bar to 0.8 bar.

Abstract: At abnormal pressure pulsation generating time, a piston of a pulsation reducing apparatus is displaced in a valve chamber due to an increase in a fuel pressure in an upstream side fuel passage, so that fluid communication between a valve chamber and a downstream side fuel passage is disabled, and fluid communication between a valve chamber side end part of a return passage and the valve chamber is enabled. Pressure pulsation is conducted into the return passage and is reduced by a damping effect of a pulsation reducing mechanism and a flow restricting effect of orifices. The fuel, which has passed through the orifices, is returned to the upstream side fuel passage through the return passage.

Abstract: The invention relates to a device for supplying an internal combustion engine with fuel, having a fuel reservoir and a high-pressure pump, which are connected through a suction line, a metering valve which effects a change of the passage cross-section of the suction line, a rail for receiving high-pressure fuel, and a pressure control valve for controlling the pressure in the rail. The metering valve and the pressure control valve are combined in a common housing and have opposite opening directions. The metering valve and the pressure control valve have closing members which are rigidly connected to each other and are movable on a coincident movement axis.

Abstract: A liquefied petroleum gas (LPG) fuel assembly may include a fuel rail and a flow control mechanism. The fuel rail may have an inlet in communication with a pressurized LPG fuel source, an injection passageway in communication with the inlet and a fuel injector that provides fuel to a combustion chamber of an engine, and an outlet in communication with the fuel injection passageway. The flow control mechanism may be in communication with the outlet of the fuel rail and a LPG fuel tank and may be operable in first and second modes. The second mode may provide a greater flow restriction than the first mode to control a fuel flow from the outlet of the fuel rail to the fuel tank.

Abstract: In control executed by a fuel supply apparatus having a delivery passage that delivers fuel to a fuel injection valve, a fuel pump that pumps the fuel from a fuel tank to the delivery passage, and a check valve that allows the fuel to flow out of the delivery passage into the fuel tank, that opens when a first fuel pressure on the delivery passage is higher than a second fuel pressure on the fuel tank by at least a set pressure, when the first fuel pressure is lower than a lower limit pressure being higher than the set pressure in a case where fuel injection is to be stopped, the fuel pump is controlled so that the first fuel pressure rises to or above the lower limit pressure, and after the first fuel pressure has reached or exceeded the lower limit pressure, the abnormality diagnosis is executed on the check valve.

Abstract: A high pressure fuel pump control system for an internal combustion engine includes a fuel injection valve provided in a fuel common rail and a high pressure fuel pump for feeding fuel by pressure to the fuel injection valve. The high pressure fuel pump includes a pressurized chamber, a plunger for pressurizing fuel in the pressurized chamber, a discharge valve provided in a discharge passage, an intake valve provided in an intake passage, and an actuator for operating the intake valve. The control system includes a means for calculating a drive signal for the actuator to make a discharge amount or pressure of the high pressure fuel pump variable. The means reduces pressure in the common rail by opening the discharge valve to return the fuel in the fuel common rail to the pressurized chamber when a requirement for reducing the pressure in the fuel common rail is made.

Abstract: A fuel supplying apparatus that opens a fuel supply path using a negative pressure in a crankcase of an internal combustion engine is disclosed. A negative pressure introducing inlet of an automatic cock is connected to the crankcase of the internal combustion engine through a negative pressure communication path. A negative pressure generated in the crankcase opens an automatic cock and, thereby, the fuel supply path is opened that is to supply fuel from a fuel tank to the internal combustion engine. The negative pressure communication path communicates with a communication opening of an air cleaner through a purge path that branches from the negative pressure communication path at a halfway point thereof. The communication opening is disposed on a cleaning chamber that is formed in an air cleaner such that air filtered by an air filter flows into the communication opening.

Abstract: A method for controlling a fuel injection system (10) of an internal combustion engine. Including a high-pressure pump (16) associated with a quantity controlling valve (15) having a solenoid valve (22) electromagnetically actuatable by a coil (21) for supplying fuel, the quantity control valve (15) controlling the quantity of fuel supplied by the high-pressure pump (16) and the coil (21) of the solenoid valve (22) having a first current value applied thereto, in order to close the same for supplying fuel to the high-pressure pump (16), the first current value being reduced to a second current value when the solenoid valve is closing (22), such that the radiation of audible sound arising from the closing of the solenoid valve (22) is at least partially reduced.

Abstract: A fuel tank apparatus mounted on a hybrid vehicle being switched between an engine drive mode and an engine stop mode, includes: a fuel supply shut-off unit configured to shut off fuel supply to the engine in the engine stop state; a cup disposed inside a fuel tank body; a fuel pump configured to operate to supply fuel stored in the cup to the fuel supply pipe; and a fuel pump controlling unit configured to operate the fuel pump to perform fuel supply to the engine and to allow fuel to enter the inside of the cup in the engine drive mode, and configured to operate the fuel pump to allow fuel to enter the inside of the cup although fuel supply to the engine is shut off by the fuel supply shut-off unit, in the engine stop mode.

Abstract: An internal combustion engine has a fuel delivering device with a high-pressure pump which conveys fuel into a fuel reservoir, and a volume flow control valve that is assigned to the high-pressure pump. A control difference (FUP_DIF) is determined from a difference between a predefined fuel pressure (FUP_SP) and a detected fuel pressure (FUP_AV). The control difference (FUP_DIF) is fed to a controller that encompasses at least one integral portion (I_CTRL). A corrective value (COR) for an error value of a fuel flow rate is determined in accordance with the integral portion (I_CTRL) of the controller if a sum of the integral portion (I_CTRL) exceeds a given threshold value during a predefined mode of operation of the internal combustion engine. In addition, an actuating signal (PWM) for the volume flow control valve is generated according to a controller value (FUEL_MASS_FB_CTRL) and the corrective value (COR).

Abstract: On aspect according to the present invention includes a fuel supply system including a backflow preventing device provided in a fuel supply path communicating between a fuel pump and a fuel injecting valve device of an engine. The backflow preventing device can prevent backflow of the fuel from the fuel injecting valve device, so that a pressure of the fuel between the backflow preventing device and the fuel injecting valve device can maintained after stopping the fuel pump.

Abstract: A fluid supply system is provided, especially for delivering liquid hydrocarbon to a fuel-operated vehicle heater or to a reformer. The system includes a fluid reservoir (12), a first fluid line (28) from the fluid reservoir (12) to an on-off valve (30), a second fluid line (32) from the on-off valve (30) to a first system area (14) to be fed with fluid, and a third fluid line (34) from the on-off valve (30) to the reservoir (12). The on-off valve (30) establishes a connection between the first fluid line (28) and the second fluid line (32) in a first valve position and establishes a connection between the second fluid line (32) and the third fluid line (34) in a second valve position. A first fluid delivery arrangement (26) is provided for delivering fluid from the reservoir (12) into the second fluid line (12). A second fluid delivery arrangement (20, 24) is provided for delivering fluid from the third fluid line (34) into the reservoir (12).

Abstract: An injection system for an internal combustion engine has a prefeed pump for feeding fuel from a fuel tank, a high-pressure pump, which is situated downstream of the prefeed pump, for feeding the fuel into at least two injectors, a fuel distributor which is situated downstream of the high-pressure pump and which is designed to distribute the fuel to the injectors, a pressure control or pressure limiting valve situated downstream of the high-pressure pump and by which the pressure to be produced in the fuel distributor can be adjusted or limited, and a pressure sensor for determining a pressure downstream of the high-pressure pump and upstream of the pressure control or pressure limiting valve, wherein the pressure sensor, the pressure control or pressure limiting valve and the fuel distributor are formed in a high-pressure module, and the high-pressure module is formed as a structural unit with the high-pressure pump.

Abstract: A pressure relief valve includes a valve body having a valve seat fluidly positioned between an inlet and an outlet. A valve member is movable among a first position, a second position, and a third position. The valve member is in contact with the valve seat and fluidly blocks the inlet from the outlet at the first position. At the second position of the valve member, the inlet is fluidly connected to the outlet via a small flow area. The inlet is fluidly connected to the outlet via a large flow area when the valve member is at the third position. An electrical actuator is attached to the valve body and is operably coupled to move the valve member when energized. The valve member includes an opening hydraulic surface exposed to fluid pressure in the inlet when at the first position. A spring is operably positioned to bias the valve member toward the second position when the valve member is at the third position.

Abstract: A fuel delivery module includes a fuel filter housing and a cover. The fuel filter housing defines a cavity configured to receive at least a portion of a fuel filter. A first end portion of the fuel filter housing includes a flange configured to be disposed outside of and coupled to a fuel tank. A second end portion of the fuel filter housing is configured to be disposed within the fuel tank and includes an inlet connector configured to fluidically couple the cavity to a fuel pump. The cover is configured to be removably coupled to the first end portion of the fuel filter housing. The cover defines a first lumen and a second lumen. The first lumen is configured to fluidically couple the cavity to a fuel outlet line. The second lumen is configured to fluidically couple the cavity to a regulator.

Abstract: The invention relates to a high-pressure injection system, in particular for auto-igniting internal combustion engines, with at least one high pressure pump and a high pressure reservoir, through which at least one fuel injector is supplied with a fuel under pressure. The high-pressure injection system comprises at least one pressure booster unit which has at least two pressure boosters, each with a high pressure piston which can be driven independently of the other.

Abstract: A method for operating a fuel injection system of a motor vehicle in particular is described. The fuel injection system has a fuel accumulator, capable of receiving fuel via a metering unit. In the method, an actual pressure in the fuel accumulator is affected by an I regulator, among other things. A precontrol value is generated by a precontrol characteristic map, which is used for compensating manufacturing-related differences in the components of the fuel injection system.

Abstract: A fuel supply apparatus according to the present invention includes vapor production determining means for determining whether or not the vapor of the fuel is producible, and control means (ECU) for operating a passage resistance adjusting means of a pressure adjusting mechanism to cause increase of the pressure of the fuel supplied to an injector insomuch as the production of the vapor is inhibited when the vapor production determining means has determined a vapor producible condition.

Abstract: A method for adjusting fuel injection of an engine is disclosed. In one example, fuel injection timing is adjusted to account for fuels having different cetane numbers. Operation of the engine may be improved especially during conditions where combustion phase may vary.

Abstract: A high-pressure pump (50) is provided which is drivingly connected to an engine output shaft (1) and delivers fuel to an injector (4) through a delivery pipe (5) based on the rotation of the output shaft (1). The high-pressure pump (50) includes an electromagnetic valve (50b) that adjusts, based on the engine operating state, a fuel delivery amount within an adjustable range that changes according to a rotation speed of the engine output shaft (1). When an abnormality is detected in the electromagnetic valve (50b), the rotation speed of the engine output shaft (1) is restricted to equal to or less than a reference engine speed (NT).

Abstract: A valve for controlling volume flows of fuel supply systems of internal combustion engines has a conduit having an inlet and an outlet defining a flow direction. A bypass opening is provided in the conduit. A sleeve is slidably arranged in the conduit and covers in one position the bypass opening completely. The sleeve has an axial through bore that connects the inlet and the outlet. An elastic element that is arranged in the conduit and exerts onto the sleeve a force that is directed toward the inlet. A counterforce is generated by the flow resistance of the sleeve that counteracts the force of the elastic element.