Abstract: An improved pilot-operated, “instant-on”, solenoid isolation valve discloses a new fluid passage route to save cost of drilling a longitudinal hole within the primary piston. Also, a new feature of primary piston assembly with a movable seal piston having a specific circumferential surface matching to valve body chamber to restrict fluid from front side into back side of the primary piston to produce pressure difference to induce instant valve open when solenoid is energized initially. It also introduces a channel hole in the flange of the sleeve assembly as a communication channel of supply of gas into the chambers of the back side of primary piston assembly. The diameter of the channel hole is not critical to determine in this new invent. As long as the size of the hole is smaller than that of the bleed hole, it can maintain pressure difference between the front side and back side of primary piston during valve opening operation.

Abstract: The invention relates to a system and method for detecting a closing of a solenoid. The system includes a capacitive charge circuit electrically coupled to the solenoid. The capacitive charge circuit conditions the current flow through the solenoid to increase the current in response to the closing of the solenoid. The invention also relates to a system and method that includes detecting a current through the solenoid and determining a current slope characteristic. The current slope characteristic is a function of the current and time. The method also includes conditioning an electrical characteristic of the solenoid such that the conditioning is in response to a current slope parameter. The current slope parameter defines a change in the current after removal of an electrical charge to the solenoid.

Abstract: An engine ECU executes a program including the steps of: detecting an accelerator position; calculating a load factor KL of an engine based on the accelerator position or the like; when the engine is in a high load region, raising a pressure of fuel supplied to an in-cylinder injector and increasing a degree of opening of a throttle valve and/or increasing a lift amount of an intake valve; and when the engine is not in the high load region, lowering the pressure of the fuel supplied to the in-cylinder injector and decreasing the degree of opening of the throttle valve and/or decreasing the lift amount of the intake valve.

Abstract: A fuel injection valve (10) with a pressure boosting unit is provided in an engine (1), and boosted pressure fuel injection is performed by increasing a pressure of fuel supplied to a fuel injection valve from a common rail (3). An ECU (20) decides a pressure boosting period that is defined as a time period from when the pressure of the fuel starts to be boosted until when the fuel injection is started using a numerical table in which a fuel injection amount and an engine rotational speed are used as parameters, and sets fuel injection control parameters such as a fuel injection period and pressure boosting starting timing, based on the pressure boosting period. Since the fuel injection control parameters are set based on the pressure boosting period, the control that is performed when the boosted pressure fuel injection is performed is simplified.

Abstract: A fuel injection system operates under a substantially constant pump speed and creates multi-pressure levels by diverting the fuel flow. Fuel pressure can be switched from one steady pressure level to another level on-demand instantly. This superimposes and overlaps typical fuel injection events in the linear operating ranges under different pressure levels, significantly increasing the fuel injection dynamic range. Lower fuel injection when idle or during city driving reduces fuel consumption per mile traveled and reduces exhaust emission that causes smog in metropolitan areas. The system delivers additional power to the engine instantly at peak load on-demand, reduces idle speed with the engine running smoothly, does not change fuel tank temperature, and may enhance the life of the fuel pump.

Abstract: If a high-pressure pump discharges fuel in an injection waiting period from injection setting to injection start, fuel pressure to occur at injection start time is estimated and a fuel pressure correction coefficient is calculated based on the estimated fuel pressure. If there is no fuel discharge in the injection waiting period, the fuel pressure sensed at the injection setting is regarded as the fuel pressure of the injection start time, and the fuel pressure correction coefficient is calculated based on the sensed fuel pressure. A final injection period is calculated by correcting a basic injection period with the fuel pressure correction coefficient. Thus, fuel pressure correction of the injection period is performed accurately even if actual fuel pressure fluctuates due to the fuel discharge from the high-pressure pump during the injection waiting period.

Abstract: A high pressure fuel pump control apparatus for an engine can suppress or avoid uncontrolled fuel delivery of a flow control valve upon delivery of a maximum amount of fuel, and resultant great deterioration in drivability and exhaust gas. An advance angle setting limiting section limits a closed position of the flow control valve from being set to a location advanced from a predetermined advance angle limiting position. A flow control valve control section decides a target pressure in accordance with an engine operating condition, and sets the closed position such that the fuel pressure coincides with the target pressure. When the closed position is being controlled to be limited to the advance angle limiting position, and when the fuel pressure does not show a tendency to coincide with the target pressure, the advance angle limiting position is changed from the last set value to a value more retarded therefrom.

Abstract: A fuel pump suctions fuel from a fuel tank and discharges the fuel. A discharge metering valve regulates an amount of the discharged fuel out of the suctioned fuel. The discharged amount is regulated by operating closing timing for closing the discharge metering valve through energization of the discharge metering valve. The fuel discharged by the fuel pump is pressure-fed to a common rail. A rotation angle interval between energizing operations of the discharge metering valve is lengthened when rotation speed of an output shaft of a diesel engine is high. Thus, a residual magnetic flux in the discharge metering valve is reduced. As a result, control of the fuel pressure can be suitably performed.

Abstract: In a fuel supply apparatus for an engine, which is provided with a relief valve for returning fuel in a fuel pipe into a fuel tank when a fuel pressure exceeds a threshold, and also feedback controls a discharge amount of a fuel pump so that the fuel pressure detected by a pressure sensor approaches a target pressure, when the pressure sensor is failed, a duty of a PWM signal for the fuel pump is fixedly maintained at a predetermined value, and fuel injection pulse width is calculated on the assumption that the fuel pressure is held at the threshold.

Abstract: A fuel supply apparatus for an engine in which calculation of a manipulated variable of a fuel pump in response to a deviation between a fuel pressure detected by a fuel pressure sensor and a target value is carried out, is configured in a manner such that when the fuel pressure sensor is failed, a change in the fuel pressure is estimated based on a required fuel flow amount of an engine, a discharge amount of the fuel pump and a fuel pressure detected immediately before the fuel pressure sensor is failed, so that deciding of the manipulated variable of the fuel pump is made, based on the estimation value. A method of controlling the fuel supply apparatus to realize the controlling of the fuel pump based on the manipulated variable is also disclosed.

Abstract: A double system of fuel injection type internal combustion engine includes: a direct injection injector and a port fuel injection injector; a control unit for changing a fuel injection distribution ratio of fuels injected from these injectors; a delivery pipe for the direct injection injector; a high pressure fuel pump; a fuel pressure sensor and a fuel temperature sensor for detecting a fuel pressure and a fuel temperature in the delivery pipe; and a fuel regulating unit for regulating the fuel pressure and fuel temperature in the delivery pipe. The control unit can control the fuel regulating unit so as to lower the exceeding value thereof when the fuel injection distribution ratio of the port fuel injection injector is higher than that of the direct injection injector and at least one of the fuel pressure value and fuel temperature value exceeds an aimed value.

Abstract: A control apparatus for a direct injection type spark ignition internal combustion engine can prevent the deterioration of combustion resulting from fuel adhesion according to the deterioration of performance of an injector. The apparatus includes a variety of kinds of sensors that detect an operating condition of an internal combustion engine, a target fuel injection amount calculation section that calculates a target amount of fuel to be injected based on the engine operating state, a fuel injection pressure control section that controls the injection pressure of fuel to be injected into a combustion chamber, a fuel injection timing control section, and a combustion state detection section that detects the deterioration of combustion of the internal combustion engine. The fuel injection timing control section includes a fuel pressure correction section that corrects the fuel injection pressure.

Abstract: A fluid apparatus, which is provided for supplying fluid into an internal combustion engine, includes an upstream pump, which is electrically driven, having an outlet port. The fluid apparatus furtehr includes a downstream pump, which is electrically driven, having an inlet port that is connected with the outlet port in series. The fluid apparatus further includes an open-close unit. The open-close unit communicates a fluid passage through which the upstream pump supplies fluid to the internal combustion engine when the downstream pomp stops. The open-close unit blocks the fluid passage when the downstream pomp operates.

Abstract: A fuel injection controller calculates a fuel pressure-feeding start angle of a fuel pump as a valve opening start angle of a metering valve, which regulates a discharge amount, by adding a base angle and a feedback correction value. The base angle is calculated in accordance with a command injection amount and target fuel pressure based on a basic map. The feedback correction value is calculated based on differential pressure between sensed fuel pressure and the target fuel pressure. If an abnormality is caused in either one of two metering valves, the base angle is calculated based on an abnormal period map instead of the basic map. Thus, controllability of the fuel pressure is maintained high even when the abnormality is caused in a part of multiple pressure-feeding systems including multiple plungers of the fuel pump.

Abstract: A fuel feed apparatus is provided for supplying fuel from a fuel tank to an internal combustion engine, which is controlled using an engine control unit. The fuel feed apparatus includes a pump module that is provided to the fuel tank. The pump module includes a fuel pump that is accommodated in the fuel tank for pumping fuel from the fuel tank. The fuel feed apparatus further includes a pressure detecting unit that is provided in a downstream of the fuel pump for detecting pressure of fuel. The fuel feed apparatus further includes a pump control unit that is provided separately from the engine control unit for controlling a driving signal of the fuel pump in accordance with a detection signal of the pressure detecting unit.

Abstract: A fuel control apparatus and a method for setting a target fuel pressure are disclosed. A fuel delivery conduit accumulates fuel provided from a fuel pump. In turn, a fuel injector injects the fuel accumulated in the fuel delivery conduit while a fuel pressure regulator regulates fuel pressure in the fuel delivery conduit. There is a controller associated with the determination and control of the fuel pressure in the fuel delivery conduit based on at least one operating condition. The controller further selectively lowers the fuel pressure when the engine is in a fuel shortfall condition, where a fuel quantity capable of being injected under the fuel pressure falls short with respect to a desired fuel quantity of the engine.

Abstract: A fuel pressure control device has a feedback control section for setting a feedback control amount (F/B control amount) in accordance with a deviation between target fuel pressure and actual fuel pressure and a feedforward control section for setting a feedforward control amount (F/F control amount) in accordance with a required fuel injection amount and engine rotation speed. When an engine operation state is an off-idling condition, F/F-F/B combination control for validating the F/F control amount and for setting a control amount of a high-pressure pump by adding the F/F control amount to the F/B control amount is performed. When the engine operation state changes from the off-idling condition to an idling condition, control is switched to F/B single control for invalidating the F/F control amount and for using only the F/B control amount.

Abstract: In a common rail operating method and system, an arrangement for controlling the rail pressure is provided with a rail pressure controller including a current control circuit for controlling a suction throttle valve operating current (i) which valve is arranged in the fuel supply line to a high pressure pump supplying high pressure fuel to the common rail. The suction valve operating current control circuit includes a preliminary control value generator which serves also as an emergency control signal generator for the control of the suction valve if an error occurs in the system at least to permit an orderly engine shutdown procedure.

Abstract: A pressure regulating valve for regulating the pressure in a common rail with a pistonlike valve member which is guided axially displaceably in a bore and acts in the closing direction on a closing element and presses it against a valve seat; the valve member forms an armature of an electromagnet to which electrical current can be supplied. The opening cross section of the inlet of the pressure regulating valve is designed such that the pressure regulating valve cannot be opened until beyond a predetermined minimum fuel pressure greater than or equal two 250 bar. In this way, even if the electromagnetic closing force fails, a minimum pressure at the valve outlet is generated and thus makes an injection event possible.

Abstract: An ECU controls an intake metering valve and sets an upper limit of an integral term, which is obtained based on a pressure difference between a target rail pressure and an actual rail pressure of a common rail. Furthermore, the ECU reduces the target rail pressure when the integral term is limited.

Abstract: An apparatus and a method for managing fuel vapor pressure in a fuel system that supplies fuel to an internal combustion engine. The fuel vapor pressure management apparatus performs leak detection on a headspace of the fuel system, performs excess negative pressure relief of the headspace, performs excess positive pressure relief of the headspace, and performs a diagnostic on the purge valve. The apparatus includes a housing, a pressure operable device, and a printed circuit board. The housing defines an interior chamber. The pressure operable device separates the interior chamber into first and second portions. And the pressure operable device includes a poppet that moves along an axis and a seal that is adapted to cooperatively engage the poppet. The printed circuit board is supported by the housing in the interior chamber.

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: There are provided a diesel engine that injects fuel into air compressed in cylinders and combusts the fuel by spontaneous ignition, and a control unit that sets the fuel injection timing to an earlier time point than the compression top dead center to premix air and fuel and combusts the air-fuel mixture compressed in the cylinders by spontaneous ignition. The control unit injects the fuel to be injected in an early stage in a plurality of stages according to the operation state of the engine and individually adjusts the injection pressures of their respective stages according to the gas density and the gas temperature in the corresponding cylinder.

Abstract: A method and device control a volumetric flow in a common rail injection system of an internal combustion engine by producing a rail pressure with a high pressure pump, setting the rail pressure with a high pressure control valve and determining the volumetric flow by a valve position of a volumetric flow control valve controlled by a precontrol characteristic field and a two-dimensional adaptation characteristic field having adaptation values for the valve position predefined as a function of two operating parameters of the engine. This overcomes the problem in current common rail injection systems of the adapted valve position of the volumetric flow control valve often being subject to error, for instance because the valve position is controlled as a function of the rail pressure only using a one-dimensional adaptation characteristic field. This can lead to unwanted ambiguities, which can result in injecting fuel in incorrect quantities.

Abstract: A fuel injection control device of an internal combustion engine includes fuel injection valve control means which calculates a basic fuel injection flow rate which becomes a target air-fuel ratio corresponding to an engine operation state and performs a driving control of the fuel injection valve, a fuel pressure sensor which detects a fuel pressure in the inside of the pressure storage chamber, a discharge amount control valve for controlling a fuel amount supplied to the pressure storage chamber from the high-pressure pump, and fuel pressure control means which controls the discharge amount control valve such that the fuel pressures in the inside of the pressure storage chamber agrees with a preset target fuel pressure, wherein the fuel injection control device includes fuel increase correction means which increases the basic fuel injection flow rate in a state that a rotational speed of the engine falls in a given preset rotational speed region where the minimum discharge flow rate of the high-pressure pu

Abstract: To effectively prevent uneven wear of a moving mover 70 and to stabilize the control characteristics by a valve. Rotation force is exerted to the mover 70 by the fluid flowing from the first chamber to the second chamber, or vice versa, which are formed at the opposite ends of the mover 70. With respect to a flow passageway 110 formed within an anchor 72 and for allowing passage of the fluid therethrough, there are provided a passageway portion 111 which is disposed along the axial direction and another passageway portion 112 which crosses the axial direction. By this, rotation force is generated at the time the fluid passes from the former passageway portion 111 to the latter passageway portion 112 (or vice versa) which crosses the axial direction.

Abstract: In feedback control of a discharge amount of a high pressure fuel pump in which an actual fuel pressure is caused to become a target fuel pressure, when a deviation between the target fuel pressure and the actual fuel pressure has transiently changed, updating of an integral term of the feedback control is stopped. As a result, needless updating of the integral term when the deviation of the target fuel pressure and the actual fuel pressure has transiently increased is inhibited, and fuel pressure overshoot is reliably suppressed.

Abstract: A fuel injection system for internal combustion engines including a high-pressure reservoir which is acted upon by fuel at high pressure via a high-pressure feed unit and supplies fuel injectors with fuel. The high-pressure feed unit is assigned a pressure regulating valve which is disposed between a high-pressure side and a low-pressure side and includes a valve element which is triggerable via an electrical final control element. The pressure regulating valve includes a housing component which includes a deformable region by way of which, upon mounting of the pressure regulating valve on a receiving body, a gap L between faces of an electrically triggerable final control element assembly is adjustable.

Abstract: A purge valve is in fluid communication between a fuel vapor collection canister and an intake manifold of an internal combustion engine. The purge valve includes a body, a seat, a head, and a solenoid. The body defines a fuel vapor flow path between a first port is in fluid communication with the fuel vapor collection canister, and a second port is in fluid communication with the intake manifold. The seat defines an aperture through which the fluid flow passes in an open configuration of the purge valve. The head includes a permanent magnet, and is attracted to the seat and occludes the aperture in a closed configuration of the purge valve. The solenoid repels the head toward the open configuration when the solenoid is energized, and the head occludes the aperture due to the magnetic attraction with the seat when the solenoid is de-energized.

Abstract: A variable purge orifice assembly for an evaporative emission system of a vehicle includes a housing for fluid connection to a vapor canister and a purge solenoid of the evaporative emission system. The housing has a purge orifice therein. The variable purge orifice assembly also includes a regulating device connected to the housing and for connection to an engine of the vehicle. The regulating device is actuated by manifold vacuum from the engine to vary flow of fuel vapor through the purge orifice from the vapor canister to the purge solenoid.

Abstract: A purge valve for an evaporative emission control system. The purge valve includes an actuator, a valve body, and a valve closure member disposed in the valve body. The actuator is disposed along a longitudinal axis, and includes an electromagnetic coil having a hollow core extending along the longitudinal axis, a stator disposed in the hollow core, and a permanent magnet armature disposed proximate the stator. The valve body is disposed proximate the actuator, and defines a flow passage extending along the longitudinal axis. When the coil is unenergized, the permanent magnet armature is magnetically attracted to the stator, and the valve closure member is spaced from the armature by a lost motion distance.

Abstract: A method for regulating the pressure in a fuel accumulator of an internal combustion engine, in particular in a common rail system is described. The provision of different regulating modes for regulating the pressure in the fuel accumulator is known from the related art. The difference between the individual regulating modes is that, in these modes, only one or multiple independent regulating circuits are active simultaneously to regulate the pressure. A switch-over operation between the regulating modes usually takes place on the basis of different operating states of the internal combustion engine.

Abstract: For controlling and regulating the startup operation of an internal combustion engine (1) a method is proposed in which a rail pressure is compared with a limit value on activation of the startup operation. Depending on this comparison, a first or second mode is set, whereby the rail pressure (pCR) for the startup operation is controlled in the first mode and is regulated in the second mode. It is provided according to this invention that after the initial setting of the second mode, that mode is retained for the remaining startup operation. This achieves the advantage that high-pressure fluctuations due to alternating modes are effectively prevented.

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: In a state in which a high-pressure control solenoid valve is driven to control the pressure in a common rail (refer to Step S100), when the pressure in the common rail exceeds a predetermined value (refer to Step S104), a driving current determined by a prescribed value map that defines the correlation between the pressure in the common rail and the driving current of the high-pressure control solenoid valve is corrected based on an actual pressure in the common rail and the driving current of the high-pressure control solenoid valve at the actual pressure (refer to Steps S106, 108, S110, 112), and the corrected driving current is passed to the high-pressure control solenoid valve, thereby ensuring appropriate and stable injection control even when there exists a variation in operational characteristics among pressure control valves.

Abstract: An electronic control unit (ECU) of an injection control system of an internal combustion engine determines that a load of a fuel pump is stabilized when a pressure-feeding operation delay elapses since a command pressure-feeding quantity outputted to the fuel pump reaches a certain pressure-feeding quantity necessary to maintain a target injection pressure. The ECU permits a single injection when a waiting period necessary to measure rotation speeds once for each cylinder before the single injection is performed elapses since the load of the fuel pump is stabilized. Thus, the single injection timing is determined based on the time point when the command pressure-feeding quantity is stabilized, the pressure-feeding operation delay, and the waiting period. Therefore, an injection quantity learning operation can be performed highly accurately in a short period.

Abstract: A fuel injection system includes a fuel pressurizer that may be cam actuated. The fuel injection system also includes an electronically controlled spill valve and an electronically controlled needle control valve. The energization of the electronically controlled spill valve closes a fuel pressurization chamber to a drain passage to allow fuel pressure in the fuel injector to build to injection levels. The electronically controlled needle control valve controls whether high or low fuel pressure is applied to a closing hydraulic surface associated with a direct control needle valve. The fuel injection system includes a hydraulic circuitry that allows for fuel injection to occur by either maintaining the electronically controlled needle control valve in a de-energized state, or by de-energizing the same, after fuel pressure within the fuel injector has built to injection levels.

Abstract: The fuel injection system has a high-pressure pump, by which fuel is pumped into a reservoir, with which injectors disposed on cylinders of the engine communicate. A feed pump pumps fuel out of a fuel tank to the high-pressure pump and a fuel metering device triggered by a control unit and disposed between the feed pump and the high-pressure pump controls the fuel quantity delivered to the high-pressure pump. The fuel metering device is formed by a clocking valve, which is opened and closed in pulse-width-modulated fashion by the control unit, and the fuel quantity delivered to the intake side of the high-pressure pump is proportional to the opening duration of the clocking valve.

Abstract: An accumulator fuel injection system 1 comprises a PC sensor 21 for detecting a common rail pressure, a pressure limiter 22 for keeping the common rail pressure below a high limit pressure by opening its valve when the common rail pressure exceeds the high limit pressure, and an ECU 14 for controlling flow rate of fuel to be injected from an injector 13 so that the common rail pressure reaches the high limit pressure when an engine is started in a state in which an abnormality has occurred in the supply under pressure by a supply pump 12. It is possible to keep the common rail pressure within an actually used region by opening the pressure limiter after the engine is started, even in a state in which a full open abnormality has occurred at a suction flow control valve 15.

Abstract: An engine control system for maintaining the operator-commanded speed setting of an internal combustion engine over a range of engine loads and for easy starting and improved efficiency over a range of ambient and engine operating temperatures. The engine control system includes a governor assembly driven by the engine, the governor assembly supplying an output to a sensor assembly through a mechanical coupling member operator. The sensor assembly provides an engine speed control signal which corresponds to operator commanded engine speed and actual engine speed. The engine speed control signal is provided to a throttle actuator to control actual engine speed is controlled to correspond with the operator-commanded engine speed regardless of loads imposed on the engine.

Abstract: A fuel injection device includes a fuel injection valve for injecting fuel through a fuel injection orifice opening into a combustion chamber, an air injection valve for injecting air through an air injection orifice opening into the combustion chamber, sensors for detecting an operating condition of an engine, and an electronic control unit (ECU) for controlling the fuel injection valve and the air injection valve. Orientations of the air injection orifice and the fuel injection orifice are determined to make an air jet collide with a fuel spray. The ECU controls the fuel injection valve based on the operating condition detected by the sensors to control spray velocity, spray particle diameter, spray angle, etc. of the fuel to be injected through the fuel injection orifice, and at least one of an air injection timing and an air injection period of air injection to be performed by the air injection valve.

Abstract: To provide a fuel supply device for an internal combustion engine including an ECU (22), in which, when the pressure in the fuel rail (2) is a high pressure greater than a maximum pressure (Pm) that can drive the injector (1) and the stopped engine (100), the ECU (22) opens the injector (1) to inject high pressure fuel in the fuel rail (2) into the stopped engine (100).

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: In a state in which a high-pressure control solenoid valve is driven to control the pressure in a common rail (refer to Step S100), when the pressure in the common rail exceeds a predetermined value (refer to Step S104), a driving current determined by a prescribed value map that defines the correlation between the pressure in the common rail and the driving current of the high-pressure control solenoid valve is corrected based on an actual pressure in the common rail and the driving current of the high-pressure control solenoid valve at the actual pressure (refer to Steps S106, 108, S110, 112). The corrected driving current is passed to the high-pressure control solenoid valve, thereby ensuring appropriate and stable injection control even when there exists a variation in operational characteristics among pressure control valves.

Abstract: A fuel supply system for a vehicle of the present invention includes a fuel pump, a fuel pressure regulator for controlling the fuel pressure in a fuel piping, and pump control means for operating the fuel pump at a given discharge amount by controlling/stopping the operation of the fuel pump by setting a DUTY drive signal supplied to the fuel pump control device to a predetermined DUTY when the output of a pressure detector for measuring the fuel pressure in the fuel piping reaches a first set pressure, and setting the DUTY drive signal according to the required amount of fuel discharge when the output of the pressure detector reaches a second set pressure.

Abstract: In a fuel supply system for an internal combustion engine, there is provided a technology capable of keeping the pressure of fuel constant. Fuel pumps are provided in which the pressure of fuel to be discharged therefrom can be adjusted due to an increase and a decrease in the amount of the fuel discharged, and the discharge of fuel therefrom can be stopped. Fuel injection valves serve as a fuel pressure reducing device that reduces the fuel pressure raised by the fuel pumps. A fuel pressure adjusting section changes the number of operations of the fuel pumps and the amounts of fuel discharged from the fuel pumps in such a manner that an average value of the fuel pressure from after the fuel pressure has once been raised until the fuel pressure is again raised becomes substantially constant before and after the number of operations of said fuel pumps is changed.

Abstract: The pressure within the common-rail 3 is reduced when the engine is stopped without an operation of the automatic engine stopping and restarting device for automatically stopping and restarting the engine to improve fuel consumption. A reducing amount of the pressure within the common-rail 3 when the engine is stopped with an operation of the automatic engine stopping and restarting device is made smaller than that when the engine is stopped without an operation of the automatic engine stopping and restarting device.

Abstract: For each cylinder of the internal combustion engine, the fuel injection system has one high-pressure fuel pump with a pump work chamber and one fuel injection valve communicating with the pump work chamber. A control valve actuated by means of a piezoelectric actuator control connection of the pump work chamber with a relief region. The fuel injection valve has a first injection valve member, by which at least one first injection opening is controlled and which is movable by the pressure generated in the pump work chamber in an opening direction, counter to a closing force.

Abstract: In a common rail type fuel injection system, fuel in a fuel tank is sucked by a feed pump and fed to a pressurizing pump. Fuel pressurized in the pressurizing pump is supplied to a common rail. The pressurized fuel accumulated in the common rail is injected into a cylinder of an internal combustion engine from an injector. All of these operations are electronically controlled by an electronic control unit. To gradually suck air in the fuel tank together with fuel and to avoid air accumulation in a fuel filter, a relief valve is connected to the common rail. The relief valve is opened when the engine is idling thereby to increase an amount of fuel sucked by the feed pump and to gradually suck the air together with the fuel. The relief valve is opened only in interval periods in which fuel is not injected from the injector.

Abstract: The invention relates to a method for operating an internal combustion engine (1) especially of a motor vehicle, wherein fuel, which is to be injected into a combustion chamber (4) or into an intake manifold (7) of the engine (1), is present in a pressure store (13) at a variable injection pressure (p). The injection pressure (p) in the pressure store (13) is adjusted in dependence upon the temperature (T) of the engine (1) in order to obtain an optimal operation of the engine (1) with respect to the lowest possible consumption of fuel and a lowest possible exhaust-gas emission in specific operating states of the engine (1), for example, after a cold start or during a warm-up phase. Preferably, the injection pressure (p) is increased at a temperature (T) of the engine (1) below the operating temperature thereof. In addition, the injection time point can be adjusted to later time points at low temperatures (T) of the engine (1).