Abstract: In a method for determining the rail pressure in a common rail system of an internal combustion engine, at least one measurement variable is determined which is a measure for the angular velocity of a crankshaft movement of the internal combustion engine, and the rail pressure is determined from said measurement variable or from a variable derived from the measurement variable. Furthermore disclosed are methods that are based thereon for controlling an injection quantity and for controlling a rail pressure, and a corresponding common rail injection system.

Abstract: In a method and a device for the pressure control of a common rail injection system of an internal combustion engine, typically a volume flow control valve regulating mode is carried out. During the performance of the volume flow control valve regulating mode, a pressure control valve regulating mode is activated, if necessary, and temporarily carried out in order to achieve improved pressure control behavior in this way, particularly during dynamic processes.

Abstract: A controller, in electrical communication with the one or more of the injectors and a high-pressure fuel pump, generates a first signal responsive to which the valve in the injector opens or closes and a second signal responsive to which the high-pressure fuel pump increases or decreases the pressure level in the fuel accumulator. The system may also include one or more sensors to detect a pressure within the air manifold and to detect the pressure within the fuel accumulator. The controller is programmed to calculate an in-cylinder gas pressure. When the engine is operating at a maximum engine load and the in-cylinder gas pressure reaches or exceeds a maximum pressure limit, the controller transmits one or more signals to adjust the fuel injection timing and/or adjust the pressure in the fuel accumulator to maintain NOx and fuel consumption within acceptable limits.

Abstract: A a method for automatically controlling an internal combustion engine, in which an individual accumulator pressure (pE) of a common rail system is detected in a measurement interval and stored; in which an evaluation window is determined for the stored individual accumulation pressure (pE), within which window an injection was brought about; in which, in a first step, both a representative injection start and a trial injection end are determined in this evaluation window as a function of the detected pressure values, and, in a second step, both a trial injection start and a representative injection end are determined in this evaluation window as a function of the detected pressure values; in which the representative injection start is checked for plausibility against the trial injection start; and in which the representative injection end is checked for plausibility against the trial injection end.

Abstract: A drive control method of a flow rate control valve in a common rail type fuel injection control apparatus, in which an integral value of a difference between a target current and an actual current is used in feedback control of an energization current of the flow rate control valve such that the actual current of the flow rate control valve becomes closer to the target current, the flow rate control valve controlling an amount of fuel supplied to a high pressure pump that pressure feeds high pressure fuel to a common rail.

Abstract: A high-pressure pump may include a cylinder, a plunger reciprocally driven by an eccentric to pressurize a pump chamber in the cylinder, a rider mounted on the eccentric to allow relative rotation of the eccentric, the rider presenting a face to the plunger, a tappet supported on the face of the rider for transmitting reciprocal movement from the rider to the plunger, and rotatable bearing elements that support the tappet for relative transverse movement of the face of the rider during operation of the pump. The rotatable bearing elements may be at least partially recessed in a body of the tappet. A common rail fuel injection system for an internal combustion engine comprising a common rail for distributing fuel to a plurality of fuel injectors associated with combustion cylinders of the engine may include such a pump for delivering fuel at high pressure to the common rail.

Abstract: A method for closed-loop control and open-loop control of an internal combustion engine having a common rail system is closed. In the proposed method, the rail pressure (pCR) is determined in that an electronic engine control unit specifies the flow rate of a high-pressure pump into the rail via an intake throttle on the low-pressure side. An intake throttle actuation function, by which the intake throttle is temporarily actuated, is set to recur over time in the case of known idle time of the internal combustion engine and an actuated engine control unit.

Abstract: Methods and systems are provided for fuel systems including a gaseous fuel. Fuel rail over-pressure may be addressed by temporarily closing a fuel tank valve of the gaseous fuel and initiating diagnostics routines to determine if a pressure regulator is degraded. If the pressure regulator is degraded, one or more fuel system components may be adjusted to enable fuel rail pressure control.

Abstract: In a method for determining a control parameter for a fuel injector of an internal combustion engine, the problem of enabling more precise determination of the control parameter, even if the fuel pressure (FUP) present on the fuel injector varies, is solved in that the fuel pressure (FUP) present on the fuel injector during the injection (I1, I2, I1?, I1?) is concluded while allowing for the time of the fuel pressure value detection and/or the crankshaft angle position of the internal combustion engine during the detection of the fuel pressure value, and that the control parameter is determined based on the fuel pressure (FUP) that was concluded.

Abstract: A fuel supply system of a vee engine includes a high-pressure fuel pump. A first delivery pipe is to distribute fuel to injectors disposed on a first bank. A second delivery pipe is to distribute the fuel to injectors disposed on a second bank. The fuel is to be supplied from the high-pressure fuel pump to the first delivery pipe through a first joint pipe. The fuel is to be supplied from the high-pressure fuel pump to the second delivery pipe through a second joint pipe. A direction of a connecting part of the first joint pipe on a side of the high-pressure fuel pump substantially matches a direction of thermal expansion of the first bank. A direction of a connecting part of the second joint pipe on a side of the high-pressure fuel pump substantially matches a direction of thermal expansion of the second bank.

Abstract: A fuel pump for pressurizing fuel and transporting the pressurized fuel to a common rail of an automotive engine is disclosed. The inner surface regions are processed by laser shock peening so that the fuel pump can provide a highly pressurized fuel to the common rail. The fuel pump includes an inlet check valve bore fluidly connected to a dome, the dome is fluidly connected to an outlet check valve bore, and the outlet check valve bore is fluidly connected to an outer check valve seat. A fuel-side surface of the fuel pump has a laser shock peened surface. The laser shock peened surface includes one or more of the fuel-side surface(s) of the inlet check valve bore, the dome, the outlet check valve bore, and/or the outlet check valve seat.

Abstract: A fuel delivery pipe with damper function, being constructed of an elongate lower case provided at its bottom with a plurality of injection sockets for connection with fuel injection valves to be opened and closed by a controller unit; an upper case coupled with the lower case in a liquid-tight manner to form an internal space to be filled with fuel under pressure supplied from a fuel pump; a hollow partition wall member the whole periphery of which is brazed to an inner surface of the lower or upper case to form an air chamber isolated from the internal space; and a vent hole formed in the lower or upper case and sealed after communicating the air chamber with the atmosphere therethrough.

Abstract: A method for increasing a fatigue strength of a hollow body with respect to internal pressure and to such a hollow body itself. For this purpose, the hollow body has a plastic encapsulation which is applied in a sealing layer to a circumferential surface of the hollow body.

Abstract: The present invention provides a common rail formed by bonding a common rail body and a common rail holder which has a pressing surface and a convex bonding surface, by means of a heat pressure bonding process and a liquid phase diffusion bonding process, wherein the height H of the convex bonding surface satisfies 1 ?m?H?50 ?m, and the common rail holder includes a deformation introducing portion in which an area of a cross-section parallel to the pressing surface is smaller than the area of the pressing surface.

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

Abstract: A fuel delivery system for an internal combustion engine including a fuel tank, a membrane dividing the fuel tank into at least a first and second portion, the membrane preferentially diffusing a substance from a mixture, the substance having an increased knock suppression relative to the mixture, and a controller adjusting delivery of condensed water to the tank responsive to an operating condition.

Abstract: A fuel pump for a direct-injection system provided with a common rail comprises a pumping chamber defined in a main body. A piston is mounted in a sliding manner inside the pumping chamber to cyclically vary volume of the pumping chamber. A suction channel is connected to the pumping chamber and regulated by a suction valve. A delivery channel is connected to the pumping chamber and regulated by a delivery valve. A flow-rate-adjustment device is mechanically coupled to the suction valve to keep, when necessary, the suction valve substantially open during pumping of the piston and includes a control rod that is coupled to the suction valve and an electromagnetic actuator that acts on the control rod and has a one-way hydraulic brake that is integral to and substantially slows movement of the control rod.

Abstract: This invention relates to a method producing a common rail excellent in fatigue strength from an inexpensive steel which uses as the material of the common rail a steel for high-strength liquid phase diffusion bonding having good toughness and fatigue strength, which steel contains, in mass %, C: 0.01 to 0.3%, Si: 0.01 to 0.5%, Mn: 0.01 to 3.0%, Cr: 1.0 to 12.0% and Mo: 0.1 to 2.0%, further contains, in mass %, V: 0.01 to 1.0%, B: 0.0003 to 0.01%, Ti: 0.01 to 0.05% and N: 0.001 to 0.01%, has P content limited to 0.03% or less, S content to 0.01% or less and O content to 0.01% or less, further has total content of grain boundary segregated embrittling elements As, Sn, Sb, Pb and Zn limited to 0.015% or less, and a balance of unavoidable impurities and Fe.

Abstract: A dual fuel common rail fuel injector includes a first and second check needle used to selectively inject two different fuels such as diesel and liquefied natural gas. The fuel injector includes a fuel separator disposed in the interior cavity of the first check needle and is in sealing contact with the nozzle. The fuel separator is configured to prevent commingling of the diesel fuel and the liquefied natural gas. The fuel injector also includes at least one sealing member that is configured to prevent the diesel fuel from leaking from the diesel fuel check cavity into a gaseous fuel orifice.

Abstract: The present disclosure is directed to a fuel circuit of a fuel injector that includes a first channel, a second channel, and a valve. The first channel is configured to receive a first fuel and define a flow path for the first fuel. The second channel is configured to receive a second fuel and define a flow path for the second fuel. The valve is in fluid communication with the first channel and the second channel. The valve is adapted to direct the second fuel to the first channel when a pressure in the first channel reaches a predetermined level.

Abstract: The present invention is directed to a fluid conduit assembly. In accordance with one embodiment of the present invention, the inventive fluid conduit assembly includes a fluid conduit having an inlet, at least one outlet and a fluid flow passageway therebetween configured to allow for fluid to be communicated between said inlet and said at least one outlet. The inventive fluid conduit assembly further includes at least one damper disposed within the passageway of the fluid conduit. The damper includes a sealed vent configured to vent gases captured by the damper during a brazing process performed on the fluid conduit when unsealed.

Abstract: A fuel supply apparatus for an engine, includes a first cylinder group, a second cylinder group, first fuel injection valves, second fuel injection valves, a fuel supply pipe, a branch portion, a first connecting pipe, a second connecting pipe, a first delivery pipe, and a second delivery pipe. The branch portion has an inflow direction along which fuel is to flow from the fuel supply pipe into the branch portion. The branch portion has a first outflow direction along which fuel is to flow from the branch portion into the first connecting pipe. The branch portion has a second outflow direction along which fuel is to flow from the branch portion into the second connecting pipe. All of the inflow direction, the first outflow direction, and the second outflow direction are provided not to lie in a same straight line.

Abstract: A common rail fuel pump includes a cam shaft with at least one cam rotatably supported in a pump housing. A plurality of tappet assemblies are each reciprocatingly movable in the pump housing, and include an axle pin mounted in a tappet, and a roller mounted in contact for rotation about the axle pin. Each end of the roller includes a plurality of non-contiguous planar thrust surfaces separated by lubrication grooves. A lubrication pathway for the roller includes in sequence a lubrication passage that opens to a roller bearing surface, movement along the roller bearing surface into the lubrication grooves, and then between the planar thrust surface of the roller and a counterpart thrust face of the tappet responsive to rotation of the roller on the cam shaft.

Abstract: A dimethyl ether (DME) common-rail fuel supply apparatus, may include a fuel pump fluid-connected to a fuel tank and a common rail and supplying DME fuel supplied via a fuel supply line from the fuel tank to the common rail, an injector receiving the DME fuel from the common rail and injecting the DME fuel at a predetermined pressure, a detector disposed on a fuel return line fluid-connecting the injector and the fuel tank to collect a fuel returned from the injector to the fuel tank, and a fuel amount control valve returning a portion of a fuel in the fuel pump to the fuel return line connected to the injector according to a value measured by the detector.

Abstract: A fuel injection apparatus including a plurality of throttle bodies, a fuel supply pipe to supply fuel to upstream and downstream side injectors; connecting pipes to connect the fuel supply pipe to the upstream side injectors and the downstream side injectors; upstream side branch passages to supply fuel branched from the fuel supply pipe to the respective upstream side injectors; downstream side branch passages to supply fuel branched from the fuel supply pipe to the respective downstream side injectors; a nip angle of the upstream side injectors is larger than a nip angle of the downstream side branch passages against the intake flow direction of the intake passage; and the nip angle of the downstream side branch passages is larger than a nip angle of the downstream side injectors against the intake flow direction of the intake passage.

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

Abstract: A fuel injection adapter can include a primary cavity into which a primary fuel injector can be received and a secondary cavity into which a secondary fuel injector can be received. A channel can provide fluid communication between the primary and secondary cavity, and the primary cavity can be in fluid communication with an outlet of the fuel injection adapter.

Abstract: A fuel injection system for an internal combustion engine includes an engine management system (EMS), a return line connected to a low-pressure fuel system, a common rail for storing and supplying a relatively high-pressure fuel to an injector, and an automatic isolating valve installed between the common rail and the injector. The injector has a nozzle for injecting fuel into the engine. A valve is operated by the EMS and installed between the common rail and the nozzle. A spill valve is operated by the EMS and connected by its inlet to the outlet of the valve and by its outlet to the return line. A check valve is installed between the nozzle and the return line, the inlet of the check valve being connected to the inlet of the nozzle.

Abstract: A fuel rail has a mounting portion with an aperture through which a fastener extends along a central axis. The fastener secures the fuel rail with respect to a support surface. Stacked-layer isolators are positioned on both sides of the mounting portion. Each stacked-layer isolator includes a pair of rings and an elastomer layer positioned between the rings. Each elastomer layer has a pair of opposing contact surfaces respectively contacting adjacent contact surfaces of the corresponding pair of rings. The pairs of opposing contact surfaces of the elastomer layers and the contact surfaces of the pairs of rings are oblique to the central axis.

Abstract: In an inlet connector (4) for connecting at least one high-pressure line of a common-rail injection system to an inlet bore (6) of a fuel injector, a pressure pipe (7) connectable to the inlet bore (6) and a housing (8) including a connection for the at least one high-pressure line are connected to each other so as to form a sliding seat.

Abstract: An injection unit (9) for injection of a first fuel (f1) and a second fuel (f2) in a combustion space. The injection unit (9) receives the first fuel (f1) from a fuel source (7) at a high pressure, and a second fuel (f2) from a second fuel source (15) at a lower pressure, an actuator (29) initiates a process of injecting at least the second fuel (f2) in the combustion space, and an injection nozzle (36) injects at least the second fuel (f2) in the combustion space. The injection unit includes a pressure boosting device (40) for increasing the pressure of the second fuel (f2) higher than the pressure in the second fuel source (15) by means of the pressure of the first fuel (f1), before the second fuel is injected.

Abstract: A fuel injector assembly has a fuel injector and a coupling device for hydraulically and mechanically coupling a fuel injector to a fuel rail of a combustion engine. The coupling device includes a fuel injector cup configured to be hydraulically coupled to the fuel rail and to engage a fuel inlet portion of the fuel injector, a plate element fixedly coupled to the fuel injector cup and comprising a groove, and a snap ring arranged in the groove and configured to fixedly couple the plate element to the fuel injector to retain the fuel injector in the fuel injector cup in direction of a central longitudinal axis of the fuel injector and to prevent a movement of the fuel injector relative to the plate element in a first direction of the central longitudinal axis. A circlip arranged axially between the fuel injector and the plate element prevents a movement of the fuel injector relative to the plate element in a second, opposite direction of the central longitudinal axis.

Abstract: In a fuel distributor assembly having a manifold (10) and at least one connecting nipple (12), which is welded to the manifold, for connecting a branch pipe to a transverse bore (16) leading through the wall of the manifold (10), an outer side of the connecting nipple transitions into the outer side of the manifold via an annular groove (26) that at least partially surrounds the outer side of the connecting nipple and is formed into the outer side of the manifold.

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

Abstract: A Fastening element has a carrier. A first pair of prongs branches off a first side face of the carrier designed to be in a mechanical engagement with a protrusion of a injector cup. A second pair of prongs branches off a second side face of the carrier. The second pair of prongs is designed to retain a fluid injector and to couple mechanically to a first protrusion of the injector. A pair of pins branches off a respective prong from the second pair of prongs at a respective inner side face of the respective prong. The pins are arranged opposed to each other and in a given distance from each other and they are designed to be in a mechanical engagement with the fluid injector. A clamping device being designed to couple mechanically with the fluid injector cup and to exert a repelling force on the fluid injector cup.

Abstract: It is possible to perform a failure diagnosis of a pressure sensor with a simple structure without installing a dedicated circuit for the failure diagnosis. In a common rail type fuel injection control apparatus, a pressure control valve 12 is provided in a fuel return path from a common rail 1, and a rail pressure detected by a pressure sensor 11 can be controlled to match a target rail pressure through drive control of the pressure control valve 12 by an electronic control unit 4. The target rail pressure is calculated based on operational information of an engine 3. In the common rail type fuel injection control apparatus, learning processing is performed, in which a correction coefficient Cv is stored and updated as a learning value to correct energization characteristics of a median product of the pressure control valves 12 that are stored in the electronic control unit 4. At the same time, it is determined whether the learning value of the correction coefficient Cv is within a predetermined range.

Abstract: A tubular rail body his an inlet for introducing a fuel therein from a fuel supply source. A plurality of tubular protrusion portions project from the rail body in a substantially vertical direction relative to an axial direction of the rail body, and are arranged at a predetermined interval in the axial direction. A tubular extension portion extends from each of the protrusion portions in a substantially vertical direction relative to both an axial direction of the protrusion portions and the axial direction of the rail body. The tubular extension portion is inserted into a bore which extends from an exterior of an internal combustion engine to a combustion chamber. A connecting portion is formed on an end portion of the extension portion opposite to the protrusion portion and is fluidly connected with a fuel injector inserted in the bore.

Abstract: A coupling device is provided for hydraulically and mechanically coupling a fuel injector to a fuel rail of a combustion engine. The coupling device comprises a fuel injector cup hydraulically coupled to the fuel rail and configured to engage a fuel inlet portion of the fuel injector, a plate element coupled to the fuel injector and fixedly coupled to the fuel injector cup to retain the fuel injector in the fuel injector cup in direction of a central longitudinal axis of the fuel injector, wherein the plate element comprises a groove, and a snap ring arranged in the groove and designed to fixedly couple the plate element to the fuel injector. The plate element comprises a main body and a ring element. The ring element comprises the groove and is at least limited rotatable around the central longitudinal axis relative to the main body of the plate element.

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

Abstract: A device for creating a magnetic field in a fuel line of a fuel burning apparatus includes a pair of magnets each having a substantially flat north pole and a substantially flat south pole and mounted by a holder on opposite sides of the fuel line with the north pole of one magnet facing the south pole of the other magnet to create a magnetic field between the facing north and south poles, the magnetic field passing through the fuel line. The magnets are mounted so that the north pole and south pole are substantially parallel to one another and to the fuel line. The holder may include magnet brackets mounted on the fuel line by a connector, such as a strap device, extending through the brackets. Spacers can be used on the strap to properly space the magnets so they remain opposite one another.

Abstract: A fuel injection system for an internal combustion engine, comprising at least one fuel electroinjector, and an electronic control unit configured to supply the fuel electroinjector, in a fuel injection phase in an engine cylinder, with at least a first electrical command to cause a first fuel injection to be carried out, and a second electrical command cause a second fuel injection temporally subsequent to the first fuel injection to be carried out, the first and second electrical commands being separated in time by an electrical dwell time such that the second fuel injection starts without any discontinuity in time with respect to the first fuel injection. The electronic control unit is further configured to cause the first and second fuel injections to be carried out in engine operating conditions characterized by reduced fuel ignition delays, wherein fuel combustion is prevalently diffusive and heat released during fuel combustion is sensitive to fuel injection law.

Abstract: A fuel rail includes an elongated tube having an inlet and a plurality of outlets. The elongated tube defines a fuel passageway for directing fuel toward the plurality of outlets. The fuel rail also includes a plurality of immovable baffles positioned within the elongated tube to divide the fuel passageway into a plurality of chambers such that each outlet is positioned in one of the plurality of chambers. The plurality of baffles restricts fluid flow between adjacent chambers. A majority of the plurality of outlets are located essentially at an acoustic node of each corresponding chamber to reduce noise generated by the fuel rail.

Abstract: A fuel distributor for supplying fuel to injection valves for internal combustion engines includes a hollow manifold having a plurality of branch bores disposed radially therethrough. A plurality of branch lines are operably connected with a manifold at the branch bores by adapters. The adapters have either a one-piece deep-drawn construction or a one-piece extruded construction, and include a mounting flange that conforms to the outer contour of the manifold and joins the adapter to the exterior of the manifold, and a neck portion that closely receives and securely mounts therein the end portions of the branch lines.

Abstract: A fuel distributor, which is used, in particular, for fuel injection systems of mixture-compressing, internal combustion engines having externally supplied ignition, includes a distributor pipe, a first holder and at least one second holder. The distributor pipe has a longitudinal axis. In this connection, the first holder and the second holder are situated at the distributor pipe so as to be axially set apart from one another with respect to the longitudinal axis. The distributor pipe is designed to allow axial length compensation. It is also possible for at least one holder to be designed to allow axial length compensation.

Abstract: A coupling arrangement has a housing, a cylindrical supporting element having a center axis, which at least partly axially overlaps with the housing and contacts it at a first axial end area to disable movement at least in one direction along the center axis, the supporting element has at least a first protrusion, a connecting element with at least a second protrusion, which at least partly axially overlaps with the supporting element and which is arranged along the center axis facing away from the first axial end area, and a spring arranged and designed such that a first and a second axial end rest on the first protrusion and the second protrusion, respectively. The spring, the supporting element with its first protrusion and the connecting element second protrusion are designed and arranged such as to provide an axial force along the center axis at the first axial end area.

Abstract: A fuel pressure damper (10) includes a housing (14) defining an inlet (40) for receiving fuel from a fuel rail. A cover (12) is coupled to the housing to define an interior space (15). A flexible diaphragm (30) has a periphery (32) secured to at least the housing or the cover and has a freely movable central portion (28) that divides the interior space into first and second isolated chambers (42, 44). The diaphragm has a shaped feature (48) such that the central portion can be displaced over a distance. The inlet communicates with the second chamber (44). A spring cup (26) is in the first chamber (42) and is engaged with the central portion of the diaphragm. A variable rate compression spring (18) is in the first chamber and is disposed between the spring cup and the cover. The central portion of the diaphragm and spring are constructed and arranged to dampen low to high magnitude fuel pressure pulsations in the second chamber.

Abstract: A fuel supply system (10) for a vehicle includes a fuel tank (12) for holding fuel therein. A pump (14) pumps fuel from the tank. A filter (16) filters fuel. A fuel rail (20) receives filtered fuel originating from the pump. A pressure regulator (18) controls pressure of fuel received by the fuel rail. Fuel injectors (24) inject fuel, received from the fuel rail, into an internal combustion engine. A fuel detection system (28) in in the fuel supply system and includes a plurality of detectors (30, 30?). Each detector is constructed and arranged to be exposed to fuel to detect a distinct chemical element or compound in the fuel.

Abstract: A common rail electronic control injection system which uses a DME or a low-viscosity fuel similar with DME to inject into a combustion engine, includes a fuel container, a common rail tube, a high-pressure tube, an electronic control injector, an electronic control unit, a high-pressure pump, a working medium case, a reversing component, and a pressure convertor, wherein the pressure convertor includes at least two working components, each working component is divided into a fuel chamber and a working medium chamber by an dividing element, the dividing element can freely deform or move between the fuel chamber and the working medium chamber by pressure effect. The invention avoids the sealing and abrasion problem in the plunger matching portions which is caused by the low-viscosity fuel so as to greatly improve the lifetime and reliability of system.

Abstract: A fuel circulation system for a dimethyl-ether fuel vehicle may include a fuel tank storing a fuel, a fuel supply line connected to the fuel tank, a fuel supply pump disposed in the fuel supply line and supplying the fuel to a fuel injection system under pressure, a common rail maintaining the pressure of the fuel pressurized from the fuel supply pump, the fuel injection system injecting the fuel supplied from the common rail, a fuel return line fluid-communicating with and diverging from the fuel injection system and/or the common rail to collect remaining fuel of the fuel, and a fuel cooling system disposed on the fuel return line such that a return fuel returned from the fuel injection system and/or the common rail passes therethrough, wherein the fuel cooling system may be disposed close to a heater core to exchange a heat of the return fuel.

Abstract: A fuel cooling system for a dimethyl-ether fuel vehicle includes a fuel tank storing dimethyl-ether, a fuel supply line introducing the dimethyl-ether into an engine, a fuel supply pump, pressurizing the dimethyl-ether, and sending the pressurized dimethyl-ether to a fuel injection system, a common rail maintaining a pressure of the pressurized dimethyl-ether from the fuel supply pump, a fuel injection system injecting the pressurized dimethyl-ether supplied from the common rail, a fuel return line communicating with and diverging from the fuel injection system, the common rail and/or a downstream side of the fuel supply pump to collect remaining dimethyl-ether, a fuel cooling device disposed in the fuel return line, and a drain pipe to discharge condensed water generated from an evaporator disposed in an air conditioner, wherein discharged condensed water from the drain pipe is supplied to the fuel cooling device and cools the collected dimethyl-ether.