Abstract: A pressure-reduction valve that returns fuel in a common rail to a low-pressure system is such one that a valve-opening pressure of the valve device is changed by an actuator into a target common rail pressure. Thus, when the actual common rail pressure in the common rail exceeds the target common rail pressure, the pressure-reduction valve opens at once. On the contrary, when the actual common rail pressure in the common rail decreases to reach the target common rail pressure, the pressure-reduction valve closes at once. Accordingly, the pressure-reduction valve limits an overshoot and an undershoot of the actual common rail pressure to a minimum without being influenced by a fuel temperature or by detection timings of the common rail pressure sensor.

Abstract: In a fuel supply system for an internal combustion engine with direct fuel injection including a fuel supply pump and, downstream thereof, a high pressure pump for supplying high pressure fuel to a plurality of injectors and, parallel to the high pressure fuel pump, a hydraulic transmission operated by the low pressure fuel of the fuel supply pump for generating initially high pressure fuel to the fuel injectors so as to permit instant engine startup upon actuation of a valve disposed in the fuel supply line from the fuel supply pump to the hydraulic transmission.

Abstract: In an energy-saving high-pressure fuel supply control device for sucking a low-pressure fuel via a flow rate control valve and supplying high-pressure fuel acquired by pressurizing the sucked fuel to a fuel rail, at a time point that is logically decided from a bottom dead center and at which the pressure of the high-pressure fuel rises to a pressure to hold closing of the flow rate control valve, energization of the flow rate control valve is ended to restrain energization energy to the flow rate control valve. The time point when the energization of the flow rate control valve is ended is deviated toward lag side in advance by a time that causes deviation of the bottom dead center of the plunger toward the lag side from the original bottom dead center.

Abstract: A pressure pattern estimation device of a fuel injection controller of an engine estimates a pressure transition of fuel in a common rail. A surplus pressure range calculation device of the fuel injection controller calculates a surplus pressure range in which pressure pattern data provided by the pressure pattern estimation device exceeds a target common rail pressure. The fuel injection controller releases the common rail pressure to a lower-pressure side by operating a pressure reduction valve of the common rail to eliminate the surplus pressure range calculated by the surplus pressure range calculation device. Thus, the common rail pressure (injection pressure) during an injection period is smoothed.

Abstract: An improved fuel supply pipe in a multiple throttle body comprising two fuel injection valves comprises a first fuel supply pipe 1 having a first one side inserting pipe 1c, a first another side inserting pipe 1d and a fuel flow-in pipe 1b, a second fuel supply pipe 2 having a second one side inserting pipe 2b and a second another side inserting pipe 2c and a fuel connection pipe 3 for connecting these pipes 1 and 2, a first one side inserting pipe 1c is inserted into one side first inserting hole 10c, a second one side inserting pipe 2d is inserted into one side second inserting hole 11c, a first another side inserting pipe 1d is inserted into another side first inserting hole 12c, and a second another side inserting pipe 2c is inserted into another side second inserting hole 13c.

Abstract: In a fuel injection system including at least one fuel injector which includes an inflow section and a fuel distributor line which includes for each fuel injector a coupling connection, an annular gasket support is provided for a sealing connection of the inflow section with the coupling connection; this gasket support cooperates with a first sealing element for sealing the gasket support from an end face of the inflow section and includes a second sealing element for sealing the gasket support from the coupling connection. A guide section of the inflow section passes through the gasket support, and a retaining ring is provided on the inflow section secures the gasket support so that it is movable in the radial direction between the retaining ring and the end face.

Abstract: A fuel injection system for an internal combustion engine comprises a nozzle (2) with an inlet and a cam-driven plunger (5) forming a plunger chamber (7) which is connected to the inlet of the nozzle. The injection system also comprises a common rail (10) for fuel and a control valve (9) installed between the plunger chamber (7) and the common rail (10), wherein the control valve is able to open or close hydraulic communication between the plunger chamber and the common rail upon receiving an electrical control command. An electrically actuated nozzle control valve (21) is used for opening and closing of the nozzle (2). The system also comprises a means (11) for pressurizing the common rail and regulating pressure of the fuel in the common rail (10).

Abstract: An air induction manifold has manifold air passages. A carrier has air passages to communicate air from the manifold air passages to an engine. The carrier has a first sealing interface for a manifold and a second sealing interface for an engine cylinder. The first sealing interface seals the communication of air between the manifold air passage and the carrier air passage. A valve is mounted to the carrier that controls the communication of air through the carrier air passage.

Abstract: An inlet port 16 communicating with the interior of a fuel delivery pipe body 10 to introduce fuel is made open in a center of a tubular joint 11 having a smaller diameter than an inside diameter of a holder portion 15 of an injector 32 connected to a respective pipe end portion 25, and a length from a center of this inlet port 16 to the pipe end portion 25 is set to 30 to 1000 mm, to thereby form the tubular joint 11. The tubular joint 11 and the fuel delivery pipe body 10 are fixed such that the inlet port 16 of this tubular joint 11 is communicatable with the interior of the fuel delivery pipe body 10.

Abstract: In common rail fuel injection systems, a sensed rail pressure is used to determine control signals to produce desired injection characteristics. Because rail pressure fluctuates, especially during cold start procedures, and because the rail pressure must be sensed before the injection event to be controlled, the accuracy of the timing and quantity of the injection event can be compromised if the rail pressure at the start of the injection event is different from the sensed rail pressure. In order to produce more accurate fuel injection characteristics, the rail pressure is sensed after the end of control signal for an immediately preceeding injection event but at least a predetermined time before the start of control signal for a succeeding injection event.

Abstract: A fuel delivery pipe capable of reducing a pressure pulsation at the time of a fuel injection due to injection nozzles, preventing vibrations and noises at an underfloor pipe arrangement, and turning down a radiate sound from the fuel delivery pipe, wherein a flexible absorbing wall surface 10 formed on a wall surface of a fuel delivery body 1 is loosened due to internal pressure changes to render internal volume of the fuel delivery body 1 increasable, ?L/?{square root over ( )}V determined by sonic speed ?L of fuel flowing through the fuel delivery body 1 and the internal volume V of the fuel delivery body 1 is set as 20×103(m?0.5·sec?1)??L/?{square root over ( )}V?85×103(m?0.5·sec?) while a ratio ?L/?H of equivalent sonic speed ?H in a high frequency area to the sonic speed ?L of the fuel is set as ?L/?H?0.

Abstract: A fuel injection system for internal combustion engines includes a high-pressure accumulator acted on with highly pressurized fuel by a high-pressure delivery unit and in turn supplies fuel to fuel injectors. The fuel injection system has a pressure control valve, which is disposed between a high-pressure side and a low-pressure side and actuating a valve element. The pressure control valve is actuated by means of an electrical actuator. An end surface of the pressure control valve delimits the low-pressure region in the high-pressure accumulator and is sealed by means of a seal disposed on the low-pressure side.

Abstract: The injection system (1) includes a pump (7) for supplying high-pressure fuel to a storage volume, defined for example by a common rail (6), for supplying a number of injectors (5). The pump (7) has at least one reciprocating pumping member (18) with a sinusoidal compression stroke (24). The injection system (1) includes at least one bypass solenoid valve (14) controlled by a control unit (16) having a chopper unit (28) for producing multiple deliveries (29, 31) at each compression stroke (24), so that the pressure in the common rail (6) is substantially level. Each pumping member (18) may be associated with a corresponding bypass solenoid valve (14).

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 low-pressure fuel supply system for applying pressure to a fuel by using a feed pump and supplying the fuel to a manifold fuel injection mechanism, and a high-pressure fuel supply system branched from the low-pressure fuel supply system and for applying pressure to the low-pressure fuel by using a high-pressure pump of a metering delivery type driven in accordance with the engine operation state and supplying the resultant fuel to an in-cylinder fuel injection mechanism are provided. The high-pressure pump supplies all the pressurized fuel to the high-pressure fuel supply system, irrespective of an actuation state of the in-cylinder fuel injection mechanism. Excessive fuel is returned when a relief valve is opened. Thus, pulsation caused by operation of the high-pressure pump is reduced, and the fuel can be supplied in a proper quantity.

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

Abstract: An internal pulse damper for use in a fuel rail for an internal combustion engine. The damper is formed from a length of tubular metal stock having a flat oval cross-section and ends flattened by crimping to form a captive-air pillow. The end crimps are improved through use of tooling to eliminate a creased sidewall area vulnerable to stress failure in prior art pulse dampers. Such tooling includes constraints to prevent the tubing sides from flaring out and forming a longitudinal crease adjacent the end crimp during squeezing-shut of the tube end.

Abstract: A fuel feed system capable of feeding a fuel to fuel injection valves at a fuel pressure with improved stability is provided. A fuel feed system for an internal combustion engine including a fuel tank and a low-pressure pump for feeding the fuel in the fuel tank to fuel injection valves, is provided with a diaphragm type damper having a wave-shape cross section at a position in contact with the fuel.

Abstract: A precision fuel rail assembly for direct fuel injection comprising a plurality of formed parts first assembled and positioned loosely on a precision fixture, then joined (e.g. tack welded), by applying a BFM on all joints forming a “green” assembly and firing in a brazing oven, to produce a precision assembly formed from stainless steel parts. A bracket defining a sole plate for the assembly may be formed as a continuous element or a plurality of individual fuel rail brackets. Flanged sockets are attached to the bracket at locations corresponding to the fuel injector locations on an engine bank. Bolt holes are provided along the centerline of the sockets and fuel injectors. The bracket supports a fuel distribution tube via saddle elements disposed between the bracket and the tube. A jump tube supplies fuel from the distribution tube to each socket.

Abstract: A fuel injection apparatus having a fuel supply pump supplying fuel to a high-pressure pump which delivers fuel into a reservoir with a metering device for adjusting the fuel quantity delivered into the reservoir; the metering device has a control valve triggered by an actuator. The control valve has a valve element guided in a cylinder of a valve housing can be slid by the actuator in opposition to a spring and in cooperation with an opening in the cylinder bore connected to an inlet from the supply pump or an outlet to the high-pressure pump, controls a flow cross section from the supply pump to the high-pressure pump. The valve element can close the flow cross section at least almost completely and also control a connection of the inlet from the supply pump or of the outlet to the high-pressure pump to a discharge region, and open this connection when it closes the flow cross section.

Abstract: A simple structured high-pressure fuel pump. A fuel pump comprises a reciprocably-supported cylinder, a pressurizing chamber using part of the outer surface of the cylinder as the wall surface which move to change the internal volume, a fuel intake passage forming a fuel passage which introduces fuel to the pressurizing chamber, a fuel discharge passage for the compressed fuel coming out from the pressurizing chamber. A fuel intake valve is provided in fuel intake passage. A fuel discharge valve is provided in said fuel discharge passage. A connecting passage connects upstream side of the intake valve in the fuel intake passage and the downstream side of it. A check valve which flows fuel from the fuel discharge flow passage to the fuel intake passage is provided in the connecting passage.

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

Abstract: A pressure damper for use with a fluid conduit, such a fuel rail in a vehicular fuel delivery system, is manufactured by deforming a workpiece, such as by stamping, hydroforming, or magnetic pulse forming, to have an enlarged portion of predetermined size and reduced wall thickness. The predetermined size and reduced wall thickness of the enlarged portion correspond to a magnitude of fluid pressure at which the enlarged portion will flex or otherwise behave elastically, allowing the enlarged portion to function as a pressure damper. The workpiece can be secured to a fuel rail, such as by brazing, quick-connects, O-ring joints, welding, gluing, or magnetic pulse forming or welding techniques. Alternatively, the workpiece is embodied as the fuel rail itself, and the pressure damper is formed integrally with the fuel rail, thereby eliminating the need to secure a separate damper to a fuel rail.

Abstract: The invention relates to a fuel charging system having pressure pulsation damping. The fuel charging system includes a first side rail connected to a second side rail by a crossover tube. Defined within the crossover tube are first and second passageways; the first passageway including a restricted flow section therein.

Abstract: A control unit for controlling fuel pressure in a common rail comprises a pressure sensor for detecting fuel pressure in the common rail, a decreased amount presuming means for calculating a presumed decreased amount (PC1) of the common rail fuel pressure, and a first determination means for comparing the detected decreased amount (PC2) of the common rail fuel pressure with the presumed decreased amount (PC1), in order to determine whether any abnormal condition is in the outputs from the pressure sensor. Therefore, the malfunction of the pressure sensor or any abnormal conditions included in the outputs from the pressure sensor can be detected even during the engine operation.

Abstract: A fuel injection control device is configured to suppress the effect of pressure pulsation occurring inside the accumulator section of an engine due to a first fuel injection and thereby accurately control the fuel injection quantity in an engine configured to execute a plurality of fuel injections per cycle. When the fuel injection quantity for a second injection executed after a first injection is set, the fuel injection interval is detected and the fuel injection quantity is revised based on the fuel injection interval. The amount of time from the end of the first injection (e.g., a pilot injection) to the start of the second injection (e.g., a main injection) is used as the fuel injection interval.

Abstract: A compressed gaseous fuel system for an internal combustion engine includes an electronic engine controller, a common fuel rail, fuel injectors operatively connected with the common-rail and with the engine controller, and a high pressure gaseous fuel source. A control regulator reduces gas system pressure to a final variable control pressure specified by the engine controller and furnishes the fuel at the control pressure to the common-rail. A fuel pump operatively connected with the control regulator and with the engine controller selectively transfers fuel from the fuel rail to a portion of the fuel system located upstream from the downstream pressure regulator in the event that the pressure within the common-rail exceeds a desired pressure.

Abstract: A fixing member (30) is formed by coupling a plurality of mounting portions (31A, 31B) spaced apart along the longitudinal direction of a protector main body (10) by a coupling portion (32). Thus, one fixing member (30) is sufficient for one protector main body (10), thereby reducing the number of parts. The protector main body (10) and the fixing member (30) are so locked as to have their relative displacements prevented only at one position along the longitudinal direction of the protector main body (10) and are permitted to make relative displacements along the longitudinal direction of the protector main body (10) in other areas. Thus, areas of the protector main body (10) excluding the one locked position with the fixing member (30) can independently undergo a deformation caused by heat shrinkage without being influenced by the corresponding deformation of the fixing member (30) as temperature changes.

Abstract: In a pipe joint structure, a second screw thread formed on an outer circumference end of a joint member is screwed deep into a first screw thread formed on an inner circumference of a cylindrical joint fitting member whose axial end is bonded to a common rail body so that a second flat surface at an axial end of the joint member is pressed against a first flat surface on an outer circumference of the common rail body to form a fluid tight sealing surface therebetween in a state that a fluid passage opened to the second flat surface communicates with a through-hole opened to the first flat surface. Accordingly, even if a position of the joint fitting member to the common rail body is slightly shifted, fluid tight sealing between the first and second flat surfaces is assured.

Abstract: A fuel injection device for supplying high-pressure fuel to an internal combustion engine includes a fuel supply pump, a first common rail and a second common rail. High-pressure fuel is directly supplied to the first common rail and then to the second common rail from the first common rail through a connecting passage having an orifice. The high-pressure fuel accumulated in the common rails is supplied to injectors and is injected into cylinders in a controlled manner. To suppress pressure wave propagation from the first common rail to the second common rail while providing an appropriate flow passage size, a passage diameter of the orifice is set to 0.9 mm–1.3 mm. In this manner, a pressure difference between the first common rail and the second common rail is minimized.

Abstract: A control valve is constructed as a two-position three-way valve. A switching port of the control valve and a control chamber of a pressure intensifier are connected to the control valve through a reciprocation passage. Fuel pressure in the control chamber is controlled by the control valve. The reciprocation passage is formed of two fuel passages for connecting the switching port of the control valve with the control chamber in parallel. One fuel passage is provided with a check valve for preventing fuel from flowing from the control chamber to the control valve and the other fuel passage is provided with a hydraulic valve for preventing the fuel from flowing from the control valve to the control chamber and a restrictor.

Abstract: A fuel injection system for two-cycle engines comprising high pressure fuel injectors adapted to be installed in a two-cycle gas engine assembly.

Abstract: A fuel communicating assembly including a base having a wall disposed about a longitudinal axis. The wall having a surface exposed to the longitudinal axis. The surface defining a chamber. The wall having an end that defines an aperture to the chamber. The assembly further including a component having a housing. The housing having an exterior surface. A portion of the exterior surface disposed within the chamber. A metallic member having an inner surface and an outer surface contiguous with the exterior surface of the component. The outer surface is contiguous with the surface of the wall so that the portion of the exterior surface of the component is retained within the chamber and the aperture of the chamber is hermetically sealed. A method of retaining a component within a base is also described.

Abstract: A fuel-supply manifold assembly has a thin-wall tube extending along a tube axis and formed with a plurality of radially throughgoing ports and respective saddle fittings each formed with a face complementary to and fitting with an outer surface of the tube at a respective one of the ports and with a throughgoing passage having an inner end aligned with the respective port. Respective tubular alignment nipples each have a throughgoing passage and each further have an inner end seated in a respective one of the ports and an outer end seated in the inner end of the respective fitting.

Abstract: A system is disclosed for modifying fuel pressure in a high-pressure fuel injection system of an internal combustion engine for subsequent fuel system leak testing. The fuel pressure in a fuel collection unit of the fuel injection system is increased to a fuel pressure near a maximum allowable fuel collection unit fuel pressure value while maintaining low engine load.

Abstract: An engine ECU performs a program including the steps of calculating an amount of the fuel required to be discharged from high-pressure fuel pumps (the required discharge amount), determining whether one high-pressure fuel pump can be stopped, and if not, determining whether the required discharge amount exceeds a maximum possible discharge amount of one high-pressure fuel pump of smaller capability, and if not, causing the two high-pressure fuel pumps to discharge the fuel in approximately equal amount, or if so, causing the high-pressure fuel pump of smaller capability to discharge the fuel of the maximum possible discharge amount and causing the high-pressure fuel pump of larger capability to discharge the fuel of the amount obtained by subtracting the discharge amount of the high-pressure fuel pump of smaller capability from the required discharge amount.

Abstract: A booster unit is provided in an injector of a fuel injection system. The booster unit comprises a booster piston accommodated in a pressure chamber, and a discharge valve capable of discharging fuel in a backpressure chamber. A controller has an indication-value setting step of setting an indication value of a target pressure in a common rail in correspondence to an engine operation state, a determination step of determining whether or not the indication value of the pressure in the common rail is in a direction of reduction to be lower in comparison to a previously set indication value, and a step of prolonging an open time of a discharge valve of the booster unit when the determination step has determined that the indication value is in the direction of reduction.

Abstract: A cylindrical fuel injector (1) has a projecting part (2) projecting in a lateral direction. A cylinder head (5) has a hole (18) for inserting the fuel injector (1). An elastic member (6) is formed in a cylindrical shape with a notch to have a C-shaped cross-section. The elastic member (6) is fitted to the fuel injector (1) on the opposite side from the projecting part (2) to elastically support the fuel injector (1) in a state where a tip (1a) of the fuel injector (1) is inserted into the hole (18). A support member (3) supports the elastic member (6) and a snap ring (16) prevents deformation of the elastic member (6) in a lateral direction with respect to an axis of the fuel injector (1) under a compressive load exerted by the engine member (5) and the support member (3).

Abstract: If an inlet pressure of a supply pump sensed by an inlet pressure sensor is higher than a high-pressure side threshold value and an integrated period of the state exceeds a predetermined integration period, it is determined that a high pressure abnormality occurs, and processing for the high pressure abnormality is performed. Thus, failures of the supply pump due to the high pressure abnormality can be avoided. If the inlet pressure of the supply pump is lower than a low-pressure side threshold value and an integrated period of the state exceeds a predetermined integration period, it is determined that a low pressure abnormality occurs, and processing for the low pressure abnormality is performed. Thus, failures of the supply pump due to the low pressure abnormality can be avoided.

Abstract: Several embodiments of noise reduction apparatus for a fuel injector are disclosed and include perforated tubes, side branch filters and expansion chambers strategically located between a respective injector and the fuel rail to target and reduce high frequency noise generated by the mechanical movement of the fuel injector.

Abstract: A method for operating an internal combustion engine, in particular of a motor vehicle including at least one fuel pump delivers the fuel from a fuel tank into a fuel line. The pressure of the fuel, at least in a region of the fuel line, is increased as a function of an operating state. In order to assure a reliable starting of the engine, the pressure of the fuel, at least In the above-mentioned region of the fuel line is at least intermittently increased when the engine is not running.

Abstract: Fuel injection system having a feed pump by which fuel is pumped out of a fuel tank to the intake side of a high-pressure pump pumps fuel into a reservoir as a function of engine operating parameters. A fuel metering device is provided for adjusting the fuel quantity pumped into the reservoir by the high-pressure pump. An electrically actuated blocking valve is disposed between the feed pump and the high-pressure pump, and by means of this valve the high-pressure pump can be disconnected completely from the feed pump. By means of the blocking valve, it can still be attained that no fuel is pumped by the high-pressure pump even if the fuel metering device does not provide complete sealing.

Abstract: A fuel pressure control apparatus for a multicylinder internal combustion engine includes fuel injection valves arranged one for each of M cylinders (M?3), a fuel rail, a high pressure fuel pump performing N (?2) fuel discharge strokes to the fuel rail during a fuel injection stroke makes a round of the cylinders, a fuel discharge amount control valve, an FF amount calculation section for calculating the fuel discharge amount based on the fuel injection amount, and a fuel discharge amount control section for determining the fuel discharge amount based on the FF amount and setting the drive timing of the fuel discharge amount control valve. The fuel injection amount multiplied by M/N is used as an FF amount in the fuel discharge amount three times while the fuel injection stroke makes a round of the cylinders.

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

Abstract: In a common rail for accumulating highly pressured fuel, a cylindrical body is provided with a chamber for accumulating highly pressured fuel and a delivery port which connects the chamber to the outer circumference thereof and communicates via a pipe-joining unit with a conduit in a distribution pipe. The longitudinal center axes of the chamber and the cylindrical body are disposed substantially coaxially with each other, and each of the longitudinal center axes of the delivery ports and the longitudinal center axis of the cylindrical body are skewed to each other. Accordingly, the durability of the cylindrical body is improved, and the thickness of the cylindrical body is uniform and the forging form of the cylindrical body becomes symmetric. The length of the delivery port is extended so that the durability of the cylindrical body is improved.

Abstract: A mounting device for attaching a fuel injector both to a cylinder head of an internal combustion engine and to a fuel distribution line, includes two spring tongues which are insertable into a holding groove of the fuel injector or the fuel distribution line. A distance between the tips of the spring tongues is smaller than the largest diameter of the opening surface enclosed by them, and the spring tongues are radially elastically displaced with respect to an axis of the fuel injector. At least two spring elements, elastically displaced in the axial direction with respect to the spring tongues by either tensile or compressive forces, are formed and are axially non-positively, detachably connectable to the opposite fuel injector or the fuel distribution line via a catch connection.

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: Cylinder heads (100a to 100f are respectively provided with fuel injectors (101a to 101f). Each of the fuel injectors (101a to 101f) is connected to each of joints (105a to 105f) in a common rail (105) extending linearly through fuel injection pipes (103a to 103f). In this example, it can be achieved to allow all the fuel injection pipes (103a to 103f) to have the same length by crossing the injection pipes (103b, 103c, 103d and 103e) to connect. With this configuration, it is possible to reduce the irregularities in the amount of fuel injection and to enhance the engine performance.

Abstract: The fuel injection device has a fuel-supply pump that delivers fuel from a fuel tank to a high-pressure pump which delivers fuel to a reservoir connected to at least one injector that injects fuel into the internal combustion engine. A fuel filter is disposed between the fuel-supply pump and the high-pressure pump, wherein a return for fuel from the at least one injector and/or from the reservoir to a low-pressure region is provided. The return is provided with an additional fuel filter and downstream of the fuel filter, the return feeds into the connection between the fuel-supply pump and the high-pressure pump.

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).