Abstract: A fuel injection system for internal combustion engines, having a fuel injector that can be supplied from a high-pressure fuel source, wherein a pressure booster that is connected between the fuel injector and the high-pressure fuel source, and a pressure booster are proposed, in which a movable piston of the pressure booster divides a room that is connected to the high-pressure fuel source from a high-pressure chamber, communicating with the injector, and from a rear chamber, and the high-pressure chamber can be made to communicate with the rear chamber via a fuel line, so that the high-pressure chamber can be filled with fuel via the rear chamber.

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: An apparatus and method of compensating for thermal expansion and tolerance variations (wear, brinelling, mounting distortion) in a fuel injector is provided. The apparatus includes a magneto-hydraulic thermal expansion compensator containing magnetically-active fluid positioned in operative contact with the fuel injector actuation element. A electromagnetic coil is provided proximate the magneto-hydraulic compensator. Magnetic flux generated by the electromagnetic coil causes the viscosity of the magnetically-active fluid within the magneto-hydraulic compensator to increase, causing the magneto-hydraulic compensator to become substantially rigid during actuation of the fuel injector.

Abstract: A booster unit is provided in an injector of a fuel injection system. The booster unit includes a booster piston accommodated in a pressure chamber, and a discharge valve capable of discharging fuel in a backpressure chamber. A needle valve drive unit includes a pressure-receiving piston and an open/close valve. A return passage is connected to a discharge side of the open/close valve. A fuel discharge passage in communication with the discharge valve is combined with the return passage in a confluence portion. A check valve is provided between the confluence portion and the open/close valve. A check valve permits the fuel discharged to the return passage from a pressurization chamber to be directed to the confluence portion, and prevents the fuel discharged to the fuel discharge passage from the backpressure chamber from being directed the open/close valve.

Abstract: A high-pressure fuel accumulator (1), in particular for a common rail injection system, has a housing (2) in which a pressure chamber (3) is inserted, and at least one inlet and at least one outlet. The pressure chamber is implemented as a through bore, wherein the through bore is securely sealed with a tie rod nut connection (6) (7). In a high-pressure fuel accumulator the pressure chamber can be implemented as a blind bore, wherein the blind bore being securely sealed with a tie rod (6).

Abstract: A fuel pressure control device includes a fuel injection valve, a pressure accumulation chamber for storing a high pressure fuel, a high pressure pump, a fuel pressure control valve, a fuel pressure sensor for detecting a fuel pressure PR in the pressure accumulation chamber, an air-fuel ratio sensor for detecting an air-fuel ratio condition, target value calculation means for calculating a target fuel pressure and a target air-fuel ratio AFo, fuel pressure control means for performing feedback control of the fuel pressure control valve such that the fuel pressure PR matches the target fuel pressure, abnormality diagnosis means for diagnosing the fuel pressure sensor, and fuel pressure estimation means for calculating an estimated fuel pressure PRs based on the air-fuel ratio condition when an abnormal condition occurs. The fuel pressure estimation means corrects the estimated fuel pressure PRs such that the air-fuel ratio condition is guided to the target air-fuel ratio AFo.

Abstract: The invention relates to a fuel injection system for use in internal combustion engines having delivery units for delivering fuel from a fuel reservoir in order to supply at least one high-pressure line to the cylinders of the engine. The at least one high-pressure line supplies a number of fuel injectors, which each include an injector nozzle that supplies fuel to a combustion chamber of the engine and includes line segments that connect the individual fuel injectors to one another. The injector bodies of the fuel injectors each have an accumulator chamber integrated into them.

Abstract: A fuel supply device includes a fuel pump, a plurality of valves, and a controller. The fuel pump includes a plurality of pressure chambers each having a volume that is expanded and contracted by the engine. The plurality of valves open and close the pressure chambers. An expansion time and a contraction time of the pressure chambers are each different. The fuel pump is operable to sealingly store fuel in the pressure chambers by closing the valves. The controller sets closing times for the valves in accordance with a required quantity of fuel to be force fed. The controller switches between a normal control in which all of the pressure chambers sequentially force feed fuel and a thinned-out control in which the force fed fuel is thinned out by stopping closing at least one of the valves.

Abstract: A fuel injection apparatus having a high-pressure fuel pump and a fuel injection valve for each cylinder of an internal combustion engine, in which fuel pump has two pump pistons driven by the engine and delimiting a pump working chamber supplied with fuel from a tank. The second pump piston is guided to slide inside the first pump piston. The two pistons can be coupled so that they move as a unit during the delivery stroke or the second can be fixed in a passive position so that only the first executes a delivery stroke. The fuel injection valve a second injection valve element which is guided to slide inside a first injection valve element can be acted on by the pressure prevailing in a control pressure chamber which has a connection to the pump working chamber controlled by the second pump piston wherein the control pressure chamber is disconnected from the pump working chamber when the second pump piston is disposed in its passive position.

Abstract: In a method for operating an internal combustion engine of a motor vehicle, in particular, pressurized fuel is conveyed to a fuel accumulator. The fuel is injected into a combustion chamber via a fuel injector. Coking of the fuel injector is determined. A first fuel-pressure increase is implemented when the coking exceeds a threshold value.

Abstract: The invention relates to a starting system (1) for an internal combustion engine comprising pressurized fuel supply means (3), an accumulator means (2), which is supplied with pressurized fuel by said supply means, and at least one injection means (4) which is supplied with fuel by the accumulator means (2). According to the invention, the system also comprises a device for storing pressurized fuel (5), which is supplied due to the pressure in the accumulator means. At start-up, the aforementioned fuel storage device can supply the stored fuel in such a way as to provide a second fuel compression means which enables the engine to start up more rapidly. The invention is particularly suitable for use in the area of common-rail engines.

Abstract: A Common Rail injection system of an endothermic engine, the injection system including at least one fuel pressure accumulating tank, of the rail type, having an input in fluid communication with a high-pressure pump and a plurality of outputs for feeding corresponding injectors by using pressure regulating means connected and depending on an electronic control unit. Advantageously a virtual pressure sensor includes a fluid-dynamic model of the accumulating tank suitable to estimate and to obtain fluid pressure values used by the electronic control unit for driving the injection means of the Common Rail injection system.

Abstract: A valve has a housing defining an interior of the valve. The valve has a first passage in the housing and a second passage in the housing. The valve has a flow limiter movable between a first position at which the first passage is in fluid communication with the second passage and a second position at which the first passage is not in fluid communication with the second passage. The valve has a flow restriction device movable between a first position at which a first flow rate is permitted into the interior of the valve and a second position at which a second flow rate is permitted out of the interior of the valve. The first flow rate is greater than the second flow rate.

Abstract: An injector for high-pressure injection of fuel in self-igniting internal combustion engines includes an actuator valve for opening and closing the injector; a nozzle needle, which in the closed state of the injector closes at least one injection opening; a metering valve, which establishes a hydraulic communication between the actuator valve and the relief chamber of the injector; a pressure holding device, which serves to maintain a static pressure required for the metering valve; and a first control quantity line for control quantities that flow via the actuator valve, and a second control quantity line for control quantities that flow via the metering valve. The pressure holding device dynamically separates the control quantities of the metering valve from the control quantities of the actuator valve by means of a hydraulic fluctuation damper.

Abstract: A fuel injection valve for an internal combustion engine which includes an axially moveable needle-like injection valve member 10 mounted in a tubular housing 2. A control element 22 with a control passage 25 is mounted in the upper end portion of the housing, and a valve element 21, 41, 46 is mounted for movement below the control element. A control chamber 20 is formed below the valve element, and a control piston 18 which is formed at the upper end of the valve member 10 bounds the lower side of the control chamber. A throttle passage 26, 42, 47 in the valve element is connected via a throttle constriction between the control passage 25 in the control element 22 and the control chamber 20. A throttle inlet 33, which is formed in the valve element 21 or in a sleeve 19 which laterally bounds the control chamber, is connected between a high pressure chamber 9 in the housing and the control chamber 20 without passage through an intermediate throttle point.

Abstract: The present invention provides a fuel injection control device which can prevent the occurrence of a phenomenon that when a pressure of fuel in the inside of a pressure storage chamber is elevated during a fuel cut, and the injection of fuel is restarted, the fuel is injected at a high fuel pressure largely different from a target fuel pressure. Accordingly, the fuel injection control device can prevent the deterioration of an exhaust gas and the occurrence of an engine stop.

Abstract: A fuel injection system having one high-pressure fuel pump and one fuel injection valve communicating therewith for each engine cylinder. A piston of the fuel pump defines a work chamber which communicates with a pressure chamber of the fuel injection valve, which valve has an injection valve member by which injection openings are controlled, and which valve is movable in an opening direction counter to a closing force by the pressure prevailing in the pressure chamber. A first control valve controls, a connection of the pump work chamber to a relief chamber and a second control valve controls, a connection of a control pressure chamber, communicating with the pump work chamber and defined by a control piston, to a relief chamber.

Abstract: A fuel pressure detector and a pressure accumulator are disposed in a fuel distribution line, an engine control apparatus controlling activation of a fuel pump based on output from the fuel pressure detector. The fuel pump is activated at maximum capacity to fill the fuel distribution line with fuel at a controlled pressure controlled by a fuel pressure regulator, then stopped. In this state, fuel accumulated under pressure in the pressure accumulator replenishes the fuel distribution line until fuel pressure inside the fuel distribution line drops to a predetermined value due to fuel injection by fuel injection valves.

Abstract: An actuator rail assembly for conveying an actuating fluid under pressure to at least one fuel injector includes an elongate fluid passageway (18) being defined in a rail (12). A fluid inlet port (31) is in fluid communication with the fluid passageway (18), the inlet port being fluidly couplable to a source of actuating fluid under pressure. A respective fluid outlet port is associated with each respective fuel injector and being fluidly couplable thereto for conveying actuating fluid to the respective fuel injector and at least one fluid cavity (16) having at least one throttling orifice (14), the orifice effecting fluid communication between the fluid cavity (16) and the fluid passageway (18). An acoustic wave attenuator and a method of attenuation are also included.

Abstract: A fuel injection system for internal combustion engines, having a high-pressure accumulation chamber, which contains high-pressure fuel, and at least one fuel injection valve, which is connected to the high-pressure accumulation chamber. The fuel injection valve can inject the highly pressurized fuel through injection openings into a combustion chamber of the engine. The fuel injection valve has a control chamber, which is defined by a longitudinally mobile piston and is operationally connected to the fuel injection valve so that the injection cross section of the fuel injection valve is controlled as a function of the hydraulic pressure in the control chamber. A low-pressure accumulation chamber is provided, which can be connected to the control chamber, in which a predetermined fuel pressure is maintained in the low-pressure accumulation chamber that is lower than the pressure in the high-pressure accumulation chamber.

Abstract: In a fuel supplying mechanism in which fuel delivery pipes of a non-return type are disposed, the generation region of pulsation resonance is arbitrarily controlled, thereby eliminating various disadvantages otherwise occurring where the pulsation resonance point exists in a favorable rotation region for normal use of the engine. A pair of the fuel delivery pipes 1, 2 of a non-return type is disposed for each bank of a horizontal opposed type or V-type engine and coupled with a connection pipe 4. A characteristic period time of a pulsation wave induced by the pulsation wave generated during fuel injection of the injection nozzles 3 via a connection pipe 4 coupling between one to the other of the fuel delivery pipes 1, 2 is controlled to render the characteristic period time longer to shift the pulsation resonance point out of a low rotation region of the engine as well as to render the characteristic period time shorter to shift the pulsation resonance point out of a high rotation region of the engine.

Abstract: A fluid damper includes a hollow body portion, a first end and a second end. The hollow body portion has a corrugated or shaped outer surface and is filled with a compressible medium. The first and second ends of the damper contact the inner wall of the fluid-carrying line to stabilize the position of the damper within the fluid-carrying line to optimize dampening of the pressure pulsations in the fluid. The damper is formed by extruding or forming the hollow body portion into the desired shape, trimming the hollow body portion to the desired length, crimping and sealing the first and second ends by a heat staking process. The damper can be made from a material or materials that is impermeable and resistant to the fluid within the fluid system. The damper is integrally formed, thereby eliminating welding or manufacturing steps and reducing cost of manufacture.

Abstract: A check valve (8) and a booster (9) are inserted in parallel in a supplied fuel line (6) connecting a common rail (5) and an injection valve (7), a piston (10E) of a hydraulic circuit (10) is driven for positioning by a piezoelectric actuator (PA-1), the pressures in a chamber (9Db) of the booster (9) and the pressure in a fuel chamber (7G) of the injection valve (7) are selectively lowered by controlling the alignment state between ports (10Eb), (10Ec) provided in the piston (10E) to communicate with a low-pressure portion and an opening 10Aa of a first chamber 10A and an opening (10Ba) of a second chamber (10B) of cylinder (10C), whereby the pressure of the fuel supplied to the fuel reservoir (7B) of the injection valve (7) is rapidly switched to one or the other of high-pressure fuel from the common rail (5) and pressure-boosted high-pressure fuel from the booster (9).

Abstract: In a fuel injection system for internal combustion engines including a plurality of injection valves connected to a fuel injection line and each having a nozzle chamber, a control chamber, a valve member controlling injection openings and which is actuatable counter to the action of a closing spring via a first control face acting in the valve opening direction, and via a second control face acting in the valve closing direction, one piston, displaceable in the compression direction, which on its face end defines a first compression chamber, for generating the injection pressure, one first valve for controlling the pressure buildup in the first compression chamber, and one second valve for controlling the pressure buildup in the control chamber. The piston, with an annular shoulder, defines a second compression chamber communicating with the control chamber.

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 variable delivery fuel supply device capable of obtaining a stable fuel supply without causing noises resulted from the operation of the electromagnetic valve or a defect of the strength of a supply passage for flowing fuel of low pressure, which comprises fuel injection valves 1a-1d for injecting fuel to respective cylinders of an internal combustion engine, a fuel pump 3 which sucks fuel from a fuel intake port 13 through an intake valve 15 into a pressurizing chamber 24 by a reciprocating movement of a plunger 22 in a cylinder 21 to pressurize the fuel and supplies the pressurized fuel into the fuel injection valves 1a14 1d through a discharge valve 16, a damper chamber 29 having a pressure damper 30, which is communicated with the fuel passage 14 at a position between the fuel intake port 13 and the intake valve 15 in the fuel pump 3, a relief passage 20 for communicating the pressurizing chamber 24 with the fuel passage 14 in the fuel pump 3 and an electromagnetic valve 19 for opening and closing the r

Abstract: A common rail fuel injection system for a motor vehicle, comprising a distributor rail (16) fluidly connected to at least one fuel injector (18), an accumulator chamber (14) fluidly connected to the distributor rail, a high pressure fuel pump (10) that has an inlet for receiving fuel from a low pressure feed system (20, 22, 24) and an outlet chamber (12) for proving fuel at high pressure to the accumulator (14). A recirculation valve (52) is fluidly connected to the pump outlet chamber (12), the accumulator (14), and the low pressure feed system, wherein at a first position the recirculation valve fluidly aligns the outlet chamber (12) with the accumulator (14) and in a second position aligns the outlet chamber with the low pressure system for recirculation of fuel through the high pressure pump at the low pressure.

Abstract: Fuel accumulator (10) includes a segmented housing (12) that includes a front wall (34), rear wall (36), and a fuel delivery ring (38). The fuel outlet ports (40) and (42) are formed in the fuel delivery ring, and the fuel delivery ring can be detached, rotated and reattached at different angles about the housing. Flexible diaphragm (72) and the air behind it in the rear wall interior cavity (50) modulate the pressure of the fuel inside the fuel accumulation chamber (60), (70), as the fuel passes through the filter (76).

Abstract: A fuel injector can reduce the smoke emissions generated during low load and decrease NOx during high load. The fuel injector comprises a first accumulator for accumulating a pressurized fuel, a second accumulator for accumulating a fuel having a higher pressure than the pressure of the fuel in the first accumulator, fuel injection valves to which the fuel from the first and second accumulators is supplied and thereby the fuel injection valves are opened, and the fuel is injected, fuel feeding pipes for feeding the fuel accumulated in the first and second accumulators to the fuel injection valves; a first valve mechanism which is provided at the fuel feeding pipe and which opens and allows the flow of the fuel in the first accumulator to the fuel injection valves, a second valve mechanism which is provided at the fuel feeding pipe and which opens and allows the flow of the fuel in the second accumulator to the fuel injection valves, and a control device for controlling the first and second valve mechanisms.

Abstract: The fuel injection apparatus has a high-pressure fuel pump and a fuel injection valve for each cylinder of the engine. The pump has at least one piston driven by the engine and delimiting a pump working chamber supplied with fuel from a fuel tank. A control valve at least indirectly controls a connection of the pump working chamber to a relief chamber and a pressure source in order to fill the pump working chamber during the intake stroke. The pump has a first pump piston inside which a second pump piston is guided approximately coaxially, with the two pistons delimiting the working chamber. The first piston is driven in a stroke motion, and the two pistons can optionally be coupled to move together as a unit during the delivery stroke, or the second piston can be fixed in a passive position so that only the first pump piston executes the delivery stroke.

Abstract: A fuel injection system for internal combustion engines includes an injector supplied from a high-pressure fuel source and with a pressure booster device, in which the closing piston can be acted upon by fuel pressure to attain a force exerted on the closing piston in the closing direction, and in which the closing pressure chamber and the return chamber of the pressure booster device are formed by a common closing pressure return chamber, and all the portions of the closing pressure return chamber communicate with one another permanently for exchanging fuel, so that despite a low pressure boost by the pressure booster device, a relatively low injection opening pressure is attainable.

Abstract: The invention relates to a 3/2-way valve for controlling the injection of fuel in a common rail injection system of an internal combustion engine, having a first switching position, in which an injection nozzle is in communication with a fuel return, and a second switching position, in which the injection nozzle is in communication with a common rail. To improve the function and quality of the injection, the 3/2-way valve includes two force-balanced control pistons, which are guided separately from one another, and on each of which a respective valve seat edge is embodied.

Abstract: Apparatus for diagnosing high pressure fuel system of a cylinder injection type engine includes fuel pump (18), spill valve (33), fuel injectors (15), fuel pressure sensor (19) and fuel pressure control means (30). A control period for the pump (18) covers an intake period and a discharge period. The discharge period covers spill valve closing period and spill valve opening period. Fuel pressure control means (30) includes spill valve control period setting means for adjusting spill valve closing/opening periods, abnormality decision period detecting means for detecting as abnormality decision period the spill valve opening period during the discharge period in the engine operation, pressure change arithmetic means for determining change of the fuel pressure (PF) on the basis of the abnormality decision period, and diagnosing means for deciding as to abnormality of the spill valve (33), based on the change of the fuel pressure (PF).

Abstract: A fuel injection device is provided which can inject fuel by very high injection pressure and can realize favorable combustion and exhaust characteristics, and moreover, enables performance of fuel injection with arbitrary fuel injection patterns. In the fuel injection device 30, the protrusion 61 is provided at a distal end portion of the piston control valve 60 which is provided at the pressure intensifier 54, can change a practical opening area of the fuel flow path 57 to the cylinder 56 in accordance with movement of the piston control valve 60, and can control inflow amounts of liquid fuel that is flowed into the cylinder 56 by the piston control valve 60 (does orifice control). Thus, control of injection rates and injection pressures of fuel that is injected from the fuel injection nozzle 34 is enabled, and fuel injection patterns can be realized with an extremely high degree of freedom.

Abstract: A fuel system for use in an internal combustion engine comprising a fuel pump having a pumping cycle during which fuel is pressurised to a high level within a pumping chamber for delivery to an injector. The injector is arranged to provide a primary fuel injection event, and a secondary fuel injection event within the same pumping cycle. The injector includes a valve needle which is engageable with a valve needle seating to control fuel delivery and an injection control valve arrangement for controlling movement of the valve needle so as to control the primary and secondary fuel injection events. The fuel system further comprises an accumulator volume for storing high pressure fuel for delivering the secondary fuel injection quantity, and additional valve arrangement for controlling the supply of fuel stored within the accumulator volume to the injector for the secondary injection event.

Abstract: A pressure-elevating type fuel injecting system selectively injects via injectors fuel stored in a common rail or fuel whose pressure is elevated by a pressure elevating mechanism into a combustion chamber, and comprises a crank angle sensor producing crank pulse signals in accordance with operating states of an engine, a pulse interval calculating unit calculating pulse intervals between respective crank pulse signals, and a determination unit determining the malfunction of the pressure elevating mechanism when a variation of the pulse interval is above a determination threshold.

Abstract: The detected values of a common rail pressure that were detected by a pressure sensor are read within crank angle periods ?t which are at least not more than half of a pumping cycle ?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 fuel volume accumulator is provided to hold rail pressure for hot engine restart and then reduce fuel pressure when the engine is off thereby minimizing evaporative emissions during diurnal cycles by preventing pressure build up as a temperature of a fuel system rises. The fuel volume accumulator comprises a fuel inlet body, and a moving element adapted to communicate with an inner surface of the fuel inlet body to define a fuel chamber. The fuel chamber is adapted to expand with substantially minimal pressure resistance until the extent of its volume is encountered. The fuel inlet body is in open communication at a first end with a fuel pump via a check valve and a fuel rail via an orifice which restricts fuel flow to substantially maintain a quick fuel rail re-pressurization.

Abstract: A fuel injection device is provided which can inject fuel by very high injection pressure and can realize favorable combustion and exhaust characteristics, and moreover, enables performance of fuel injection with arbitrary fuel injection patterns. In the fuel injection device 30, the protrusion 61 is provided at a distal end portion of the piston control valve 60 which is provided at the pressure intensifier 54, can change a practical opening area of the fuel flow path 57 to the cylinder 56 in accordance with movement of the piston control valve 60, and can control inflow amounts of liquid fuel that is flowed into the cylinder 56 by the piston control valve 60 (does orifice control). Thus, control of injection rates and injection pressures of fuel that is injected from the fuel injection nozzle 34 is enabled, and fuel injection patterns can be realized with an extremely high degree of freedom.

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

Abstract: The invention proposes a fuel injection apparatus with a fuel injection valve, wherein the fuel injection valve has at least one injection opening and at least one valve element for closing the at least one injection opening, wherein the valve element is controlled by means of a servohydraulic valve (131), wherein the servohydraulic valve has a control piston (123) that is supported in moving fashion, wherein the control piston disconnects a control chamber (116) from a high-pressure chamber (120), wherein at least one first partial region (117) of the control chamber (116) can be emptied in every position of the control piston (123) via a line (110) provided with an outlet throttle (113), and wherein at least one second partial region (119) of the control chamber can be filled with fuel in every position of the control piston via an inlet throttle (115) so that depending on the filling of the control chamber (116), in a first position, the control piston (123) disconnects a first connection (125) of the high

Abstract: An injection valve for injecting fuel into the combustion chamber of an internal combustion engine has an injector needle guided inside the housing in such a way that it can be displaced longitudinally with a shaft in order to open and close the injection cross-sections. The injector needle is actuated by the fuel pressure which act upon the injector needle and by a closing spring acting in the closing direction of the injection needle. The closing spring is pre-compressed between abutments on the injector needle and the housing and is situated on the perimeter of the injector needle in the area between the injector needle guide and the valve seat. One advantage of the arrangement is the compact construction of the injection valve and the low dead volume of the control chamber on the reverse side of the injector needle.

Abstract: The invention relates to a method for producing a fuel accumulator line and a fuel accumulator line comprising prestressed connection pieces. The connection pieces are mounted onto the fuel accumulator line with a prestress, by crimping, or by a temporal expansion and/or a temporal contraction of the fuel accumulator line. The connection pieces connect a line to the fuel accumulator line. The prestressing of the connection pieces allows pressure to be exerted on the fuel accumulator line, thus increasing the compressive strength.

Abstract: A method and a system are provided for injecting fuel into the combustion spaces of an internal-combustion engine, in which case the injection system contains a number of fuel injectors each comprising an injection valve and a common feed and storage line supplying the individual fuel injectors with highly pressurized fuel. The beginning and the end of the injection of the fuel into the combustion chamber are controlled by opening and closing the injection valve. A defined lowering of the fuel pressure existing in the fuel injector takes place during the injection, so that the pressure which rises because of the ram pressure during the closing of the injection valve at the end of the injection in the fuel injector does not exceed a defined value, particularly preferably the system pressure of the fuel injection system.

Abstract: A fuel rail damper, which includes a hollow member having a first end and a second end, and at least one active portion. The hollow member being open to atmospheric pressure, thereby defining a chamber in conjunction with the at least one active portion.

Abstract: The invention relates to a fuel injection system for use in internal combustion engines. The injection system has having delivery units (2, 3) for delivering fuel from a fuel reservoir (1) in order to supply at least one high-pressure line (9, 10) to the cylinders of the engine. The at least one high-pressure line (9, 10) supplies a number of fuel injectors (11), which each include an injector nozzle (16) that supplies fuel to a combustion chamber of the engine. The at least one high-pressure line (9, 10) and includes line segments (17, 17.1, 17.2) that connect the individual fuel injectors (11) to one another. The injector bodies (20) of the fuel injectors (11) each have an accumulator chamber (36, 36.1) integrated into them.

Abstract: A fuel injection pump has a drive shaft. A cam rotates together with the drive shaft. A plurality of plungers, slidably supported by a pump housing and driven by the cam, reciprocate in accordance with rotation of the cam to pressurize the fuel introduced in a fuel pressurizing chamber. The pressurized fuel is fed to an accumulator via a fuel feed passage formed in the pump housing. A pipe joint portion is integrally formed with the pump housing and is directly connected to a piping member of the accumulator.

Abstract: During a start, particularly during a cold start, of an internal combustion engine without additional auxiliary drive, a precisely metered fuel mass is introduced into a combustion chamber. In the case of an internal combustion engine having direct fuel injection, a rail pressure prevailing in a high-pressure accumulator is frequently only insufficiently built up during a start, which has an unfavorable effect on the mixture formation. To improve the start performance of the internal combustion engine, the injection pressure available in the high-pressure accumulator is monitored during the start, and fuel from the high-pressure accumulator is first injected into the at least one combustion chamber when the injection pressure has reached or exceeded a specifiable threshold value. This ensures that the rail pressure is high enough, in order to inject a sufficient quantity of fuel into the combustion chamber so that an ignitable air/fuel mixture is formed.

Abstract: A pressure-elevating type fuel injecting system pressurizes high pressure fuel from a pressure accumulating chamber using a pressure-elevating mechanism and injects the pressure-elevated fuel into combustion chambers by injectors. The pressure-elevating type fuel injecting system comprises a target fuel injection quantity setting unit which sets a target fuel injection quantity, a time difference setting unit which sets a time difference between a timing for opening an injector electromagnetic valve and a timing for operating an pressure-elevating mechanism electromagnetic valve, an initial fuel injection quantity calculating unit calculating an initial fuel injection quantity on the basis of a time-dependent variation of fuel pressure and the time difference, and a final injection period setting unit which calculates an operation period of the injector electromagnetic valve, on the basis of a final fuel injection quantity and the time-dependent variation of the pressure of the pressure-elevated fuel.

Abstract: To prevent the sticking of the valve body of an electromagnetic valve under idling conditions or under non-injection conditions in a control device of common rail fuel injection system of an engine wherein the fuel supplied from a feed pump (6) is pressurized to high pressure by a high-pressure pump (3) and the quantity of fuel supply to this high-pressure pump (3) is adjusted by an electromagnetic valve (7) whose degree of opening is controlled in accordance with a duty signal, the control frequency of the duty signal is altered to a lower frequency (&lgr;l) when an operating condition such that the degree of opening of the electromagnetic valve (7) is constant is detected. In this way, the energy or amplitude per current wave flowing in the electromagnetic solenoid (39) can be made larger, so making it possible to produce minute vibrations of the valve body (41). Sticking of the valve body (41) can thereby be prevented.