Abstract: A self-regulating direct injection fuel delivery system for a motor vehicle includes a common rail having an accumulator including a relatively large fuel volume. The accumulator is connected in fluid communication with a distributor having a relatively small fuel volume and at least one fuel injector nozzle is connected in direct fluid communication with the distributor. A high-pressure pump for delivering fuel to the common rail is provided and a flow control device is interposed between the pump and the common rail for selectively delivering fuel to one of the accumulator and the distributor and then the other of the accumulator and the distributor.

Abstract: In a method for injecting fuel at at least two differently high fuel pressures via injectors into the combustion chamber of an internal combustion engine, the fuel injection at the lower fuel pressure takes place under stroke control, and the fuel injection at the higher fuel pressure takes place under pressure control. For a pre- and/or post-injection and/or a boot injection at the lower fuel pressure, the control chamber and via a check valve the nozzle chamber as well are connected to a low-pressure fuel supply, and that for a main injection at the higher fuel pressure, the nozzle chamber is connected to the high-pressure fuel supply.

Abstract: A nozzle injection apparatus for use in internal combustion engines includes a fuel pump for intermittently pressurizing fuel and an injection conduit in fluid communication with the fuel pump, the injection conduit permitting the pressurized fuel to be communicated to a fuel injection nozzle. A high pressure manifold in fluid communication with the fuel pump and the nozzle is also provided to accumulate the pressurized fuel which is residually left in the injection conduit between intermittent pressurizations of the fuel. The apparatus has low opening and closing pressures when starting the engine while ensuing high opening and closing pressures during operation of the engine. Further, the apparatus maintains high residual pressure in the injection conduit which provides higher than normal pressure to the nozzle at the end of a fuel delivery cycle to subsequently reduce exhausted pollutants.

Abstract: The invention relates to a high-pressure fuel reservoir for a common rail fuel injection system of an internal combustion engine, with a tubular base body which has a blind bore extending in the longitudinal direction and a number of connections. In order to improve the high-pressure-tightness and the service life of the high-pressure fuel reservoir, a stopper is disposed in the closed end of the blind bore.

Abstract: In a fuel injection system (1) for internal combustion engines, including an electronically triggered control valve (9) with an axial through bore (10), which is divided by two valve seats (19, 20) into three annular chambers (11, 12, 13), to which respectively a supply line (7) for fuel at high pressure, a high-pressure line (15) leading away to an injection valve (8), and a relief line (17) are connected, and having a control piston (14), which is guided in the through bore (10) and which has two valve sealing faces (24, 27) cooperating with the two valve seats (19, 20), respectively, the control piston (14) according to the invention has a further valve sealing face (25), which cooperates with the first valve seat (19) and whose spacing (h1) from the first valve sealing face (24) is at least equal to the spacing (h2) between the second valve sealing face (27) and the second valve seat (20) when the first sealing seat is closed.

Abstract: An in-cylinder-injection internal combustion engine of spark ignition type has a plurality of cylinders, a fuel accumulator for storing a pressurized fuel; a fuel injector system that injects the pressurized fuel into each of the cylinders; a spark ignition system that ignites the fuel injected into each of the cylinders; and is controlled such that the engine is started by a partial operation of a selected at least one of the cylinders with a fuel injected into the selected at least one of the cylinders in at least its intake stroke. Then, a full operation of all of the cylinders with the fuel injected into all of the cylinders is started. The full operation is initiated not before a pressure of the fuel in the fuel accumulator has been raised to a level high enough to permit injection of the fuel into each of the cylinders in its compression stroke, as a result of the partial operation of the selected at least one of the cylinders.

Abstract: A common-rail injection system includes a first accumulator of high pressure and a second accumulator of low pressure. The common-rail injection system includes a post injection control device for injecting additional low-pressure fuel from the second accumulator through a fuel injection nozzle after main fuel is injected. The post injection control device injects the additional fuel the injection terminates at a first timing when the fuel pressure in either fuel passage or second accumulator lowers to a predetermined value lower than that of the high-pressure fuel or at a second timing when an exhaust stroke of the engine is completed, whichever earlier.

Abstract: A method for controlling a capacitive actuator includes the steps of determining an energy applied to an actuator, measuring an actuator voltage present at the actuator, and inferring a functional state of the actuator by using the energy and the actuator voltage. A capacitive actuator is fed energy and the actuator voltage present at the actuator is measured. The energy and the comparison of the actuator voltage with reference values are used to infer a functional state, for example, either faults or correct function of the actuator or injection valve. Furthermore, the actuator voltage is used to infer an actuator stroke. The method is based on actuator characteristics.

Abstract: A fuel delivery rail assembly for supplying fuel to a plurality of fuel injectors in an engine is provided. The assembly comprises an elongate conduit having a longitudinal fuel passage therein, a fuel inlet pipe, and a plurality of sockets. Outer walls of the conduit include at least one flat or arcuate flexible first absorbing surface, which is smoothly and integrally connected to an arcuate second absorbing surface. The first absorbing surface or the second absorbing surface faces fuel inlet ports of the sockets. The sectional configuration of the conduit can be flat, a telephone receiver shape, a character “T” shape, a corrugation shape, a dumbbell shape or a reverse eye mask shape. Thus, fuel pressure pulsations and shock waves are reduced by abrupt enlargements of fuel passages and bendings of the absorbing surfaces.

Abstract: In a common rail system comprised of a first accumulator storing high-pressure fuel and a second accumulator storing low-pressure fuel, additional fuel is injected when a fuel pressure in a fuel passage or in the second accumulator (low inlet pressure of an injector) is reduced to a low pressure approximate to the pressure of the low-pressure fuel stored in the second accumulator after a switching valve is operated for disconnection from the fuel passage (switching valve drive signal OFF) at a point in time when a main injection control device finishes the injection of fuel (injector drive signal OFF) or after the main injection control device finishes the injection of fuel. This keeps the fuel pressure as low as possible during post injection to prevent the fuel from adhering to the wall surfaces of cylinder liners.

Abstract: In one case of hydraulically actuated fuel injection systems, the engine lubricating oil is utilized as the hydraulic medium to actuate the individual fuel injectors. In a typical example, these fuel injectors are fluidly connected to a common rail that is maintained a relatively high pressure when the engine is running. When the engine is turned off, the oil in the common rail both drops in pressure and in temperature. As this occurs, a thermal contraction effect takes place. This lost volume is made up by an oil replenishing reservoir that captures some of the engine lubricating oil that finds its way into the chamber defined by the engine head and valve cover. A check valve is positioned between the oil replenishing reservoir and the common rail so that the two are isolated from one another while the engine is running. At free start, shorter engine cranking times are encountered because the hydraulically actuated fuel injection system can come up to full pressure substantially faster.

Abstract: A fuel-injection method and an apparatus provides an output timing of an injection command signal so that fuel-injection timing is matched with a basic desired injection timing, to reduce exhaust gases and engine performance, by filtering waveforms of the detected common rail pressure to obtain pressure data, calculating an approximate straight line from the pressure data, spanning from a preselected time to a time T3 of at least the first smallest value after the start of the pressure drop in the common rail pressure, and defining a time, at which the difference between the pressure data and an approximate straight line Ld is the largest value, as the timing T2 of the start of the pressure drop in the common rail pressure, then calculating the time lag &Dgr;Td that spans from the output timing To of injection command signal to the fuel-injection timing

Abstract: A controller (8) of an accumulator fuel-injection apparatus opens a selector valve (5) for injection rate switching for a short time between auxiliary injection and main injection, the selector valve controlling high-pressure fuel supply from a high-pressure accumulator (3) to a fuel passage (10a) on the downstream side of a check valve (32), whereby a fuel pressure higher than an auxiliary injection pressure and lower than a main injection pressure is formed in the fuel passage on the downstream side of the selector valve (5). By opening, in this state, an on-off valve (7) for injection timing control to start the main injection, a proper pressure higher than the auxiliary injection pressure and lower than the subsequent main injection pressure is established in the initial stage of main injection, improving fuel economy and exhaust-gas characteristic.

Abstract: A fuel injection system has a pressure step-up unit, disposed between a pressure storage chamber and a nozzle chamber, whose pressure chamber communicates with the nozzle chamber via a pressure line. A bypass line connected to the pressure storage chamber is also provided. The bypass line communicates directly with the pressure line. The bypass line can be used for pressure injection and is disposed parallel to the pressure chamber, so that the bypass line is open regardless of the motion and position of a displaceable piston element in the pressure step-up unit. This enhances the flexibility of injection.

Abstract: A variable-delivery high-pressure fuel pump having a pump chamber varying in volume as a plunger moves in and out, an inlet port valve forming a part of chamber walls of the pump chamber, the inlet port valve being opened when a low-pressure fuel is admitted into the pump chamber, while being closed when the admitted fuel is delivered out of the pump chamber, a control chamber on an opposing end of the inlet port valve to receive the low-pressure fuel from the fuel inlet passage, and a control valve for intermittently opening and blocking a fluid communication between the control chamber and the fuel inlet passage. The inlet port valve is a poppet valve made with a valve head having a valve face moving off and reseating against a valve seat in the pump chamber, and a valve stem integral with the valve head and extending out of the pump chamber into the control chamber.

Abstract: An accumulator type fuel injection system adapted to prevent engine trouble by making a judgement that fuel injection rate switching change-over valves provided correspondingly to fuel injection nozzles in cylinders, a valve for controlling the pressure in a low-pressure accumulator or means for detecting fuel pressures in accumulators gets out of order, and carrying out when any of these parts break down a control operation of a limp-home mode in which a region of an operation of an engine is limited. To provide such an accumulator type fuel injection system, a control means 8 is formed so that, when a judgement that first control valves 5, a second control valve 34 or pressure sensors 3a, 4a for detecting the fuel pressures in the respective accumulators get out of order is given, the control means 8 sets a discharge pressure of a fuel pump 1 not higher than a permissible pressure in a second accumulator 4, and injects a fuel from fuel injection nozzles 9.

Abstract: The invention concerns an injection system for the injection of fuel into the combustion chambers of combustion engines. The injection system embraces a high pressure collecting area (5) (Common Rail), which is supplied across a high pressure pump (3) and provides fuel under high pressure to a number (n−1) of injectors (6, 21). The individual injectors 6, 21 each possess an injection nozzle (23) which is opened and closed by means of a vertically moveable nozzle pin (22). In a high pressure conduit (12) disposed after the high pressure collecting area (5) and leading to the injectors (6, 21) there is provided a first flowthrough valve (7). A run-off conduit (25, 31) is operated by means of a further flowthrough valve (26) disposed close to the nozzle.

Abstract: A hydraulic pressure damper element is manufactured by shaping a stainless steel tube; flattened each end of the tube; and sealing a gas within the tube. Wire retaining devices may also be attached to the ends of the damper in order to support the device within a fuel rail tube in a fuel system.

Abstract: In a pressure-controlled fuel injection system, a nozzle needle is subjected to pressure in the closing direction by a nozzle spring. A nozzle chamber for opening the nozzle needle is connectable to a pressure reservoir via a pressure line. A hydraulic device is embodied to reinforce the closing performance of the nozzle needle. As a result, a faster closing performance of the nozzle needle is achieved.

Abstract: In a fuel injection system for an internal combustion engine, having at least two different, high system pressures, in which a first pressure reservoir supplied by a first pump is provided for the lower system pressure and a second pressure reservoir supplied by a second pump is provided for the higher system pressure, and in which at least the second pressure reservoir or a fuel injection can be made to communicate by line with the injectors of the individual cylinders of the engine. The second pump communicates on its inlet side with the first pressure reservoir.

Abstract: A high-pressure fuel supply system and method are used with an internal combustion engine that includes a pressure raising mechanism operable to raise a pressure in a high-pressure portion of the fuel supply system to a level suitable for starting the engine, and a high-pressure pump operable to raise the pressure in the high-pressure portion to a target level that is higher than the above level after the engine is started. When the pressure in the high-pressure portion reaches the level suitable for starting the engine, a pressure wall of the pressure raising mechanism displaces over only a part of its displacement range that ranges from an original position to a maximum displacement position, so that the pressure wall will be able to further displace toward the maximum displacement position so as to raise the pressure in the high-pressure portion when the engine is re-started after the engine is stopped before the pressure wall is returned to the original position.

Abstract: A fuel supply system (1) for an internal combustion engine, especially of a motor vehicle, is described which is provided with an accumulator (2) and a pump (6, 10). Fuel can be supplied to the accumulator (2) with the pump (6, 10). A control apparatus (16) is provided for controlling (open loop and/or closed loop) the pressure in the accumulator (2) by a pressure control valve (4). With the control apparatus (16), the pressure control valve (4) can be closed when the engine is intended to be started but no rotational movement is yet present.

Abstract: According to the present invention, an edge filter for a pressurized fuel rail system having a plurality of fuel injectors from which pressurized fuel is fed to the injectors through a fuel inlet tube is disclosed. The edge filter has contoured leading and trailing ends that may be either spherical or conical to reduce turbulence in fuel upstream and downstream of the edge filter. The edge filter has inlet and outlet slots that are sloped between about 5% and 15% with the depth of the inlet slot decreasing as it approaches the outlet end and the depth of the outlet slot increasing as it approaches the outlet end.

Abstract: A high pressure fuel injection system for an internal combustion engine has a small volume fuel rail and a large volume fuel rail. The engine's control unit selects between the two rails. The small volume rail is used for engine start and the large volume rail is used as soon as operating rail pressure has been attained in both rails.

Abstract: A fuel injection system is disclosed for an internal combustion engine that has multiple combustion chambers and a camshaft which cyclically imparts pressurization energy to and recovers pressurization energy from fuel being supplied to the engine. The fuel injection system includes a plurality of unit injectors, a camshaft linkage which simultaneously reciprocates pressurizing plungers of a set of at least two unit injectors and an interconnecting line which allows selective fluid interconnection between fuel pressurization chambers formed within the unit injectors. The interconnection line allows fluid linkage of the volume of fuel which is simultaneously pressurized and depressurized within the interconnected fuel pressurization chambers of a first set of unit injectors.

Abstract: An accumulator fuel injection apparatus is provided which may be employed in a common rail system for diesel engines. The fuel injection apparatus includes a pressure relief valve designed to relieve an unwanted rise in pressure of the fuel within an accumulator. The pressure relief valve includes a pressure pulsation minimizing mechanism designed to minimize pressure pulsations which are generated in a drain line and propagated to a valve mechanism of the pressure relief valve, causing a valve-opening pressure of the pressure relief valve to change. The pressure pulsation minimizing mechanism may be implemented by an orifice or a check valve.

Abstract: An in-cylinder-injection internal combustion engine of spark ignition type has a plurality of cylinders, a fuel accumulator for storing a pressurized fuel; a fuel injector system that injects the pressurized fuel into each of the cylinders; a spark ignition system that ignites the fuel injected into each of the cylinders; and is controlled such that the engine is started by a partial operation of a selected at least one of the cylinders with a fuel injected into the selected at least one of the cylinders in at least its intake stroke. Then, a full operation of all of the cylinders with the fuel injected into all of the cylinders is started. The full operation is initiated not before a pressure of the fuel in the fuel accumulator has been raised to a level high enough to permit injection of the fuel into each of the cylinders in its compression stroke, as a result of the partial operation of the selected at least one of the cylinders.

Abstract: In a fuel supply system for an internal combustion engine having a fuel tank for liquid fuel, a fuel pump which draws fuel from the fuel tank and pressurized the fuel to an injection pressure at which the fuel is made available to the internal combustion engine, a fuel-fractionating device which produces at least one liquid fuel fraction from the fuel, and an accumulator which receives the liquid fuel fraction from the fuel-fractionating device, stores it and makes it available to the internal combustion engine, the fuel fraction made available and the fuel made available being fed to the internal combustion engine by the fuel supply system as a function of demand, the accumulator is a pressure accumulator and includes pressure-generating means for pressurizing fuel fraction in the pressure accumulator to the injection pressure.

Abstract: An accumulator type fuel injection system adapted to prevent engine trouble by making a judgement that fuel injection rate switching change-over valves provided correspondingly to fuel injection nozzles in cylinders, a valve for controlling the pressure in a low-pressure accumulator or means for detecting fuel pressures in accumulators gets out of order, and carrying out when any of these parts break down a control operation of a limp-home mode in which a region of an operation of an engine is limited. To provide such an accumulator type fuel injection system, a control means 8 is formed so that, when a judgement that first control valves 5, a second control valve 34 or pressure sensors 3a, 4a for detecting the fuel pressures in the respective accumulators get out of order is given, the control means 8 sets a discharge pressure of a fuel pump 1 not higher than a permissible pressure in a second accumulator 4, and injects a fuel from fuel injection nozzles 9.

Abstract: The present invention describes a filter screen for removing debris from the hydraulic actuating fluid in an internal combustion engine having a hydraulic pump for supplying hydraulic actuating fluid to hydraulically-actuated unit fuel injectors. An upper portion of a priming reservoir is mounted on a front cover of the engine. The front cover forms a lower reservoir portion. A screen assembly is positioned adjacent to an interface defining an entrance from the upper reservoir portion to the lower reservoir portion. The screen assembly includes a filter screen enclosing the entrance to force the actuating fluid to pass through the filter screen, thus retaining debris that exceed the mesh size of the filter screen.

Abstract: A fuel rail assembly (10, 50) for an internal combustion engine of a motor vehicle includes a fuel rail (12) defining a main fuel chamber (14) and a plurality of fuel injectors (20) attached to mounting collars (22) disposed within the fuel rail (12). The main chamber of the fuel rail (12) includes an integrally formed damper section (30) defining a cross-section of the main fuel chamber (14) that directs fuel flow transversely relative to the main chamber (14) to attenuate pressure pulsation within the fuel rail (12). The damper section (30) includes opposing first and second members (34, 36) offset relative to each other to form a fluid passageway transverse to the main fuel chamber (14).

Abstract: A high-pressure fuel supply system and method are used with an internal combustion engine that includes a pressure raising mechanism operable to raise a pressure in a high-pressure portion of the fuel supply system to a level suitable for starting the engine, and a high-pressure pump operable to raise the pressure in the high-pressure portion to a target level that is higher than the above level after the engine is started. When the pressure in the high-pressure portion reaches the level suitable for starting the engine, a pressure wall of the pressure raising mechanism displaces over only a part of its displacement range that ranges from an original position to a maximum displacement position, so that the pressure wall will be able to further displace toward the maximum displacement position so as to raise the pressure in the high-pressure portion when the engine is re-started after the engine is stopped before the pressure wall is returned to the original position.

Abstract: An accumulator fuel injection system for controlling an injection rate according to the operating state of an engine comprises: a first accumulation chamber 2 for containing high-pressure fuel supplied by a fuel supply pump 1; a first electromagnetic valve device 4 provided in a fuel passage 30, which connects the first accumulation chamber 2 with a fuel injection valve 8, the first electromagnetic valve switching the fuel passage 30 between a connected state or a disconnected state; a branch passage 32 branched from the fuel passage 30 at downstream side of the first electromagnetic device 4, the branch passage 32 having sufficiently lower constant fuel pressure than fuel pressure in the first accumulation chamber 2; and a second electromagnetic valve device 9 provided in a fuel return passage 33 connecting the fuel injection valve 8 with a fuel tank 10, the second electromagnetic valve device 9 switching fuel, which is injected from the fuel injection valve 8, between an injected state and an uninjected sta

Abstract: A diesel injector is provided with a variable-volume flow-subtraction chamber containing a spring-loaded flow-subtraction piston. The chamber is connected to the pump chamber or related lines by passages that include a flow-subtraction control orifice. A space behind the piston is vented to fuel supply ducting that is associated with the system. A flow-subtraction control orifice controls the subtractive flow of fluid into the flow-subtraction chamber in predefined proportion to the flow of fluid through the combined nozzle orifices, such proportion being that between the cross-sectional area of the control orifice and the combined cross-sectional areas of the nozzle orifices. Such proportion of flow is maintained until the subtractive flow ends as the piston reaches a stop at its fully open position, whereupon the reduced-rate-of-injection phase ends and the main injection phase then occurs.

Abstract: A fuel supply system for a direct injection engine which has a variable capacity single cylinder plunger pump and two fuel rails. There are disposed orifices at the upstream side inlets of the both fuel rails, respectively. At the opposite sides to the inlet sides, the fuel rails are interconnected with each other by a connecting pipe. By the fuel supply system, it is capable of increasing a characteristic frequency of the fuel columns, and of stabilizing, suppressing, and smoothing out pressure pulsation in the fuel rails, thereby reducing uneven fuel injections into the cylinders. The system may have a cam which drives a plunger of a high pressure fuel pump to reciprocate once for every two combustion in two engine cylinders.

Abstract: An integrated fuel rail portion and mounting bracket assembly is provided. The assembly includes an elongated support portion and at least one mounting bracket integrally connected to the elongated support portion. A method of forming the assembly is also provided.

Abstract: A strategy for quantifying and compensating for between-engine variations in engine static timing, fuel pump phasing and overall system bandwidth includes a control circuit operable to manage a fuel control system including a high pressure, cyclically operable fuel pump and at least one fuel injector operable to supply fuel to an internal combustion engine from a fuel collection unit. In one embodiment, the strategy of the present invention is operable to determine peak values of the fuel pressure within fuel collection unit and corresponding engine position values for a number of different engine speeds and solve a corresponding model-based system of equations to determine a combined engine static timing and fuel pump phasing error as well as a first overall system bandwidth value.

Abstract: A common-rail fuel injection system is disclosed, which calculates a mean value of common-rail pressures that remain pulsating after pressure drop due to any fuel injection, and considers the mean value to be a net common-rail pressure after fuel injection thereby finding with accuracy an amount of fuel to be injected. The common-rail pressure kept constant before the beginning of the fuel injection starts pulsating due to a pressure surge or oil hammer resulting from the fuel injection. The mean value is derived from the common-rail pressures sensed over a time interval for data sampling, which starts with the beginning of the command pulse. The mean value may be considered to be an approximation close to the net common-rail pressure that has fallen due to the fuel injection. The amount of fuel injected, as given depending on a net amount of pressure drop from the pressure before any fuel injection to the mean value, may be found accurately irrespective of characteristic deviation every injector.

Abstract: A tap-changer vacuum switch having an actuating rod extending and displaceable along an axis is provided with a damper having a damper housing offset from and fixed relative to the vacuum switch, and a rod piston fixed on the valve-actuating rod, in the damper housing, and defining in the damper housing a compartment whose volume changes as the rod piston moves axially with the rod. The damper housing is formed with a pair of radially open ports opening into the compartment. An in-only check valve fitted to one of the ports only permits fluid flow into the compartment, and an out-only check valve fitted to the other port only permits fluid flow out of the compartment.

Abstract: A configuration for amplifying fuel pressure for a fuel injector includes a pressure amplifier having a control space on a low-pressure side, a working space on a high-pressure side, and a moveable ram disposed between the control and working spaces. The control space is connected to an accumulator through a pressure line, and the working space is connected to a fuel line. The device includes an actuator connected to a servovalve for changing between an actuated switched state and an unactuated initial state. In the pressure line is the servovalve between the pressure supply and the control space, which opens the pressure line in the unactuated initial state, and interrupts the pressure line and keeps unpressurized the control space in the actuated switched state.

Abstract: A pressure limiter is connected fluid-tight between a common rail having an accumulator for storing high-pressure fuel delivered from a high-pressure fuel feed pump and a relief line. In a valve body of this pressure limiter, a damper chamber is provided on the downstream side of the sliding bore, for housing a large diameter portion of the piston and holding fuel, to thereby control the downward speed of the ball valve and the piston when the ball valve and the piston are shifted to the valve closing side by the force of the spring. Thus it becomes possible to prolong the downward-moving time of the ball valve and the piston.

Abstract: There are provided with a plurality of injection nozzles one ends of which are respectively inserted into a cylinder head every cylinder and other ends of which are covered with a cylinder head cover. A single common rail provided in parallel with a crankshaft is connected to a fuel injection pump through a first fuel pipe and connected to each injection nozzle through a plurality of second fuel pipes. The common rail is housed in the cylinder head cover, the front end of a first short pipe protruded from the common rail faces a first insertion portion formed in the sidewall of the cylinder head, and the first fuel pipe is connected to the first short pipe through the first insertion portion. Thereby, it is possible to decrease a fuel supply system using the common rail in weight and cost and improve the outside quality.

Abstract: An accumulator type fuel injection system adapted to prevent engine trouble by making a judgement that fuel injection rate switching change-over valves provided correspondingly to fuel injection nozzles in cylinders, a valve for controlling the pressure in a low-pressure accumulator or means for detecting fuel pressures in accumulators gets out of order, and carrying out when any of these parts break down a control operation of a limp-home mode in which a region of an operation of an engine is limited. To provide such an accumulator type fuel injection system, a control means 8 is formed so that, when a judgement that first control valves 5, a second control valve 34 or pressure sensors 3a, 4a for detecting the fuel pressures in the respective accumulators get out of order is given, the control means 8 sets a discharge pressure of a fuel pump 1 not higher than a permissible pressure in a second accumulator 4, and injects a fuel from fuel injection nozzles 9.

Abstract: The regulating member according to the present invention is arranged in a pressure line in a fuel injector with a pressure intensifier and has an actuator, a valve chamber and a spring-loaded valve piston arranged moveably in the valve chamber. The valve piston, in its position of rest, makes a flow connection through the valve chamber between a pressure supply and a control space of the pressure intensifier and, in its switching position, the valve piston makes a flow connection through the valve chamber in which the control space in the pressure intensifier is relieved of pressure.

Abstract: A high-pressure fuel supply system has a reservoir for supplying high-pressure fuel to fuel injectors, a low-pressure pump that withdraws fuel from a fuel tank and that discharges fuel at a pressure substantially equal to or higher than a predetermined pressure since the starting of an internal combustion engine, a high-pressure pump for force-feeding high-pressure fuel to the reservoir, a pressure booster that boosts a pressure of fuel in the reservoir when starting the internal combustion engine, and a fuel passage that allows fuel to flow only from the fuel tank to the reservoir so as to prevent fuel vapors from being generated in the reservoir while the engine is out of operation. Thus, it becomes possible to reliably boost a pressure in the reservoir when starting the internal combustion engine.

Abstract: In a high-pressure fuel supplying apparatus, fuel is pumped from a fuel tank by a feed pump into a fuel gallery of a high-pressure pump via a low-pressure fuel passage. The low-pressure fuel passage can include a reservoir chamber that is formed by vertically upwardly expanding a portion of the passage located near the fuel gallery. The reservoir chamber is located above an upper end of the fuel gallery in a vertical direction. A communication passage, forming a portion of the low-pressure fuel passage, can be connected at one end thereof to an upper end portion of the fuel gallery. Another end portion of the communication passage extends diagonally upward from the upper end portion of the fuel gallery, and connects to the reservoir chamber. According to other embodiments, the reservoir chamber can be omitted as long as a portion of the communication passage is provided vertically above an upper end of the fuel gallery.

Abstract: An improved tube configuration for use in essentially fluid-tight connection with a suitable connector body which includes a multi-layer or single layer tubing having an elongated cylindrical wall having an outer surface and inner surface parallel to the outer surface. The inner surface defines an essentially unobstructed circular interior opening extending longitudinally through the tube. The tubing includes a first region in which the cylindrical wall is essentially parallel to the longitudinal axis running coaxially through the cylindrical interior. The tubing includes another region continuous to the first region, wherein the other region includes at least one corrugation in the cylindrical wall. The corrugated region has a cross sectional diameter which varies depending on position with respect to the corrugations longitudinal length and has a diameter different from the essentially uniform cross section diameter of the first region.

Abstract: An internal combustion engine that contains a controller which controls different components such as a fuel injector, an exhaust valve and a by-pass valve of a pump with digital control signals. The engine may have an hydraulically driven fuel injector which ejects a volume of fuel into an internal combustion chamber. The flow of air into the internal combustion chamber and the flow of exhaust gas out of the chamber may be controlled by camless hydraulically driven intake and exhaust valves. The hydraulic actuation of the fuel injector and valves are controlled by solenoid actuated latching fluid control valves. The operation of the injector and the valves is controlled by a controller which provides digital signals to actuate and latch the solenoid control valves. The digital signals consume minimal power and actuate the valves at relatively high speeds. The engine further contains a pump that pumps the hydraulic fluid to the control valves.

Abstract: Method and device for operating an internal combustion engine for a motor vehicle, in which fuel is delivered under pressure by a delivery pump to a pressure chamber. The pressure acting upon the fuel in the pressure chamber is measured, and the fuel is injected by an injection valve directly into a combustion chamber of the internal combustion engine from the pressure chamber as a function of the measured pressure acting upon the fuel. When varying the working point of the internal combustion engine with regard to the pressure acting upon the fuel, it must be possible to control injection as accurately as possible even within the transient range, thus providing a sufficiently comfortable driving performance even within the transient ranges. This is achieved, in particular, in that the actual pressure acting upon the fuel is computed within the transient range and the working point of the internal combustion engine is adjusted correspondingly to this pressure.

Abstract: A fuel-injection method and an apparatus provides an output timing of an injection command signal so that fuel-injection timing is matched with a basic desired injection timing, to reduce exhaust gases and engine performance, by filtering waveforms of the detected common rail pressure to obtain pressure data, calculating an approximate straight line from the pressure data, spanning from a preselected time to a time T3 of at least the first smallest value after the start of the pressure drop in the common rail pressure, and defining a time, at which the difference between the pressure data and an approximate straight line Ld is the largest value, as the timing T2 of the start of the pressure drop in the common rail pressure, then calculating the time lag &Dgr; Td that spans from the output timing T0 of injection command signal to the fuel-injection timing T1.