DE1526540A1 - Fuel injection system - Google Patents

Description

DIPL. ING. H WARSCH

pATEKTrtt.WALT

UNDE.MANNSTR. ·!

Petrol Injection Limited

Valley Road, Plympton, Plymouth, Devon / England and

Harold Ernest Jackson

"Panorama", Vicarage Road, Plympton St. Mary, Devon / England

"Fuel injection systems"

The invention relates generally to * fcuf- continuous working fuel injection systems, both those in which ventilated injection devices are provided are, as well as those with compressed air atomizer -,. ·. Injectors. The invention is particularly concerned with \ the fuel supply to the injectors in such Systems. . . '> r *

The invention is based on the recognized problem, at low engine speeds, including idle speeds, adequate fuel delivery to the injectors to ensure * without that at higher engine. engine speeds too much fuel is being supplied.

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Gerr ..'- .β of the present invention bcofct a continuous working fuel injection system for an internal combustion engine a fuel supply line, connected to fuel injection devices is, and furthermore a motor-driven fuel puncture device, which supplies fuel under pressure as a function of the engine speed, whereby the fuel supply line first and second parallel branches and also a fuel metering valve assembly includes, depending on the engine load, fuel to the injectors via the first branch line, over the greater part of the Arbolts speed of the rotor above a relatively low working speed, and wherein the second branch conduit further includes a flow restriction device which is part of a fuel flow control device forms, which works so that fuel through the second branch line only through one Speed range at the lower end of the speed curve flows through, and only to a small part of the whole Engine speed range.

In a preferred embodiment, the fuel metering valve device has a passage opening with a variable cross section, which is arranged in the first branch line. In this embodiment, the second branch line comprises a fixed flow-through throttle device and a shut-off valve which serves to close off the second branch line at Ilotordrehzalilen that are higher than the narrow range of the Ilotor speeds at the lower end of the entire speed range. In a system in which the fuel supply pressure is increased with increasing engine speed over the entire operating speed range, the shut-off valve can be actuated in response to the fuel supply pressure in such a way that it revolves through fuel pressures corresponding to the engine

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Above the r; the r'Ir'Ir'otordrchsahl is closed.

Another embodiment is called the Check the fuel pressure in the fuel supply line v: ird, c'.ass while engine speeds are above of the idle speed range of the fuel pressure: is a previously determined constant value nlcjch and rc with increasing engine speed beyond this V.'ert increases. the first row decoils a first, valve part which responds to the fuel pressure and which opens at the predetermined fuel pressure and l'.Fuel over the first Zveißlcitunp; to the! lets pass through. The zv: cite branch line Contains a relatively high flow resistance Offering fcGtstch.ende flow restriction device: and a sueitcfi, call the fuel pressure responsive valve, that is to be opened at a pressure, the perin ^ er than the vorbestinr.tc fuel pressure is, and fuel through the second Zv / eißlcitunn at engine speeds in idle Drohzahlbercich pass through IiIAt, v: hen no fuel through the first Zv / Eigleitunc flows, v: ohinsecen which through ' the second two lines of fuel passing through is like Hull or has a negligible opinion, venn the first digit line; open int, and zv: ar accordingly the. Vcrh! "ltnisn. * in high flow resistance of the flow throttle device in the second Zvei ^ leitür.n ·

In fyster.en with a fuel supply arrangement According to the invention, it is preferred that the fuel supply line also via a fixed (above £ S \. 'iron adjustable) flow throttle arrangement now ?; to a fuel return or Ur.nchur.gsleitunE connected 1st. V.T. During the operation of such a system, fuel flows from the supply line, partly to the injection devices and

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partly to the return or bypass line, where the proportional flow rates depend on the flow restriction given by the injectors; and of the flow restriction that goes through the flow throttling device is triggered,

ff

the fuel supply line with the bypass line connects. ··.

Embodiments of the invention are shown in FIG Drawing shown. In this show:

FIGS. 1 and 4 are schematic representations of two

Systems according to the invention,

Fig. 2 shows a modified embodiment

part of Flg. I ₁

3 'is a schematic illustration

part of Pig i *

Flg. 5 . a cross section through a part

by Pig. k _t .. · '·

Fig. Β is a section along line VI-VI

in Fig. 5,

7 _{% shows} a section along line VII-VII

in PIg. 5 and

Fig. 8 is a front view of Fig.

In Fig. 1 of the drawing, a continuously * working low pressure fuel injection for * ■ an internal combustion engine is shown. The system has a fuel supply line system with a supply

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line 1, the parallel branch lines 1Λ and IB, which are connected by lines 2A and 2B to a chamber 3, which in turn is connected to a distributor chamber 4 in Vei · - * '• connection, from the lines 5, in which flow Equalizing throttle devices C are arranged, lead to fuel injection devices 7 which are arranged in the intake pipe of the engine in such a way that the fuel mist sprayed by the injection devices is sucked into the engine cylinder each time the inlet valves open. This arrangement of the injection devices is shown, for example, in the pending application Kr. 8528/65. Downstream of their connections to the chamber 3, the branch lines IA and IB are connected to a fuel bypass line 9 via adjustable flow throttling devices 8A and 8B.

The fuel is supplied to the supply line 1 by a motor-driven pressure pump 10, which works to pressurize the fuel in the supply line as a function of the engine working speed, so that when the engine speed rises, the fuel supply pressure also rises. The pressure pump 10 is voraorpjt by a fore pump 11, which delivers fuel at a constant pressure, which is determined by a pressure relief valve 12 with a vent 17, virend a fuel pump 13 fuel to the fore pump from the fuel tank lH of the rotor3 over a vapor separator 15 feeds. The bypass line 9 is led back to the tank I ^ via a pressure relief valve l6 with a vent 17, the vapor separator 15 and a check valve 1P.

When operating the system, how insofar described fuel through the supply line; 1 .with pumped to a pressure dependent on the hotor engine speed,

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wherein the Durehfluß from the supply line between the injectors 7 and the bypass line 9 in a ^{v <*} ratio divides the abhSngt on the ratio between the flow restrictors 6 and the. Flow throttling devices 8A, 8D. By suitable selection of the flow resistance of these throttling devices, the fuel circulation in lines 1 and 9 can be maintained over the normal engine speed range, while at the same time the desired fuel supply to the injection devices is maintained.

The proportion of fuel flowing through the supply line 1 is reduced by the flow throttle devices in the supply branches IA and IB certainly. In the supply branch line IA there is one variable flow throttle device 20 arranged, their flow resistance depending on the motor load (determined for example by the negative pressure

.· Valves . .

In the engine intake manifold or at the ilotordrossex opening) like this is controlled that the fuel flow with the Engine load increases- * While this control causes the input to correct our engine speed above the engine idle speed Rahlberelches an appropriate amount of fuel to measure wl «d, I: ann the engine of the fuel feed be cut off when he Ir. Idle not air, wherein the variable throttle device 20 due to the negligible engine load is closed. Venn let the throttle device 20 adjusted so that cie lei Idle speed is sufficiently open, un adequate To ensure fuel supply to the injection devices becomes excessive with increased hot engine load a lot of fuel fed to the injection devices, what is undesirable. This problem is in your in Flg. 1 The system shown is solved in that a solid material ondo Throttle device 21 In the branch line IE of the supply line 1 is provided at a point upstream of the connection point of the branch line to the throttle device £ B is, and further by a valve member 22, which is with a

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downstream of the connection point of the branch line IB to the throttle device 8B arranged valve seat 23 t us cooperates. The valve part 22 is raised by a light spring 24 in a position raised from the valve seat, and it is attached to a piston 25 which is exposed to the fuel pressure in the return branch line IB upstream of the throttle device 21. At idle speed and at low work- . rotated when the variable throttle device 20 is closed or only slightly open, is used the spring 24 to prevent the valve member 22 from that by the fuel pressure in the branch line ID (which depends on the engine speed), which on the piston 25 f acts, pressed on his seat v; lrd. Pomit can fuel Via the throttle device 21 and a PUckschlacventil See below the distributor scanner 4 and from here to the injectors Inr loht ungen.?, the throttle device 21 provides flow resistance such that there is adequate fuel flow to the injectors -under these working conditions the engine is present.

As the engine speed increases, the lift-off or opening force of the spring 24 is overcome by the fuel pressure acting on the piston 25 in the Zvei ~ Leitunc IB, so that any fuel flow through the throttle device λ 21 via the throttle device SE to the Ur see the conduit in front of you. The fuel flow to the injection devices then takes place solely via the variable Drosseleinrichtur.G 20 in the branch line IA, the flow resistance of which decreases with increasing otorirelastunc. The fuel supply to the flotor is controlled by adjusting the fuel supply pressure according to the engine speed and by adjusting the fuel flow

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Dimensioned depending on the engine load.

; When the engine is over-revving, i.e. at high engine speed and the throttle valve is closed (corresponding to the negligible engine load and the high negative pressure in the intake pipe), the variable throttle device 20 is closed and the valve needle 22 is pressed onto its valve seat, so that no fuel is supplied to the injectors becomes what the desired state is. _u '

Jode the Einspritzeinrichtungcn 7 has a Cchiiuse 110 from which a tube lil protrudes, a w 'Außlaßmündung 112 is provided at its end. A springy one. membrane

113 divides the cephalic tube into three chambers 11Λ and 115, of which the first is in communication with a supply line and with the tube 111 and the latter contains a light spring 116 which rests against the membrane and counteracts a valve needle 117 attached to the membrane - presses its seat in the outlet opening 112. The arrangement is made in such a way that the suction pipe pressure does not impair the fuel flow to the injection devices, in particular at low engine flow rates (ie with a low fuel flow rate) and with a high intake manifold negative pressure (ie with rotation speeds), with the injection nozzles of the injection devices in the intake manifold stromatv / Mrts from the throttle valve are arranged. Under these conditions, the fuel flow up to and including the spray nozzle outlet opening 112 could be such that the chamber 114 is exposed to a Saucrohrunterclrucl. which interferes with the flow of fuel to the injectors. Venn fills the flow of fuel to such a level, the spring presses 116 However, the valve needle 117 in the outlet opening, · up in the chamber H ¹ I on the membrane

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113 acting fuel pressure is sufficient to lift the needle from its seat.

Instead of connecting the lines 2Λ and 2B to a common chamber 3, which in turn is connected to a distribution chamber Ί, each of the lines 2A and 23 could also be connected to separate distribution chambers 30 and 31, as in Piß. 2 shown. Lines 32 with non-return valves 33 emanating from the chamber 30 are in connection with the supply lines 5 to the individual injection devices 7, with flow restriction devices 6 being arranged in the supply lines 5. The channel 31 is also connected to the supply lines 5 to the individual injection devices 7 via λ lines 34 containing flow throttling devices 35, the connection points being located upstream of the throttling devices 6.

3 of the drawing shows, in section, a control component which contains the flow control devices in the supply branch lines IA and IB. The component has a Cehüu3e 40 with cylindrical rather Kanner ¹ Il that the variable Drosscleinrichtung 20 cnthiJ.lt. The throttle device consists of a sleeve k2 with an opening * I3. In the sleeve * J2 there is a tightly fitted valve part hh with a passage ^ 5, which extends from one end over (part of its lungs. An elongated transverse slot ^l \ C with outwardly diverging walls, which result in a V-shaped cross-section in the extension, is mounted in the wall of the valve part and forms a connection between the passage 45 and the opening in the sleeve a first outlet opening 48.

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A fuel inlet port 49 protrudes a passage 50 with the chamber 4l and the open end of the valve part 44 in connection. A passage 51 leads from your passage 50 to a chamber 52, which has a Passage 53 of small cross-section (which the fixed throttle device 21 looks) into the closed end of the piston 25 in communication with the interior of the piston. The piston 25 carries the valve needle ″ 22, which is mounted on the valve seat provided at one end of the chamber 52 ′

• can be pressed. The spring 24 presses the piston 25

in a position in which the valve needle 22 from its seat lifted off. One in communication with the bore of the valve seat 23 downstream of the check valve 2C standing passage 'leads to a second outlet opening 54, while a passage 55 to a not shown F. Rückflußüffnung leads.

If this control component in the in Flg. 1 shown System is installed, ist.die inlet port 49 with the

• Feed line 1 connected, and the passages 50 and 51 form the inlet sections of the branch lines 1Λ and ID .. The first outlet opening 48 is connected to the line 2A and to the Droseel device 8A, while the second Outlet port 54 to line 2B and the one not shown Backflow opening to which the passage 55 leads, are connected to the droseel device 8B.

The valve member 44 of the variable throttle device 20 shown in Fig. 3 extends with its closed end into a chamber 56 and is connected by means of an arm 57 to a roller 5 which cooperates with a cam disk 59 which is attached to a shaft βθ is. The shaft 60 can be connected to the echanisruc which actuates the liotor throttle in such a way that when the throttle valve is opened, the cam disk 59 is rotated and the valve part rotates

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also rotates in a Weice determined by the cam shape of the logs 59. Dei. Drehunc of Ventlltciles ¹ J ¹ J enlarged "calibration of the cross-sectional area of the V-Cchlltzcs 4C, which is calibrated in Deckunc with the opening ¹ JJ, whereby the flow of fuel tu the tfffnunß ^ R zuninr.t as well as calibration increases the throttle opening.

Instead of a Vefbindunp with the device initially • opening the throttle valve by means of the 'dinghy Co knew the cam disc 59, but also be connected to a piston which is movable to the cam plate in AVh [In? Riekelt to rotate by i the intake manifold vacuum, so that an increase in the suction pipe vacuum causes an increase in the fuel flow through the outlet port 48.

That in piss. * The fysts shown in the drawing are different differ from those in Pin · 1 CQzeicter. in zvci vresentllchcn Points. First is in the Zvci ^ lcitun ^ IP the Feed line 1 of the fystens shown in Fin ^ ^ a forte Provide a flow restriction device for each spray nozzle. Instead of the one in 7is. 1 r; ezeicten change Flow-through throttle device 20 has cac in Fi ^. ^ geeeinte. System a variable flow restriction device 73 * those in the supply line 1 «tronaufv /. ^. Rts'

is ordered by the two lines IA and IB. The variable flow throttle device "; 73 can be constructed similarly and operate in the same way".tir; t v.-erdcn, rie the Ir also be constructed, \; it ic ir related rit that in the not bekanntgenachten Patentanneldunf Kr 852c / C5 what is shown Zuneßventil revealed v. is orden the second difference of the in fi £ h £ czcif-, tcn First, in comparison.. to what is indicated in Fig. 1 it is stated that

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-.the fuel flow in the supply line 1 with normal .. Ilotor- Arbeitsbedingungencn has a minimum pressure, which by a. arranged in the supply manifold IA .Membranventil 7Ί bcetinnt v? ill, with rend the fuel FluA through the bypass line $ a similar low pressure has "determined by the pressure relief valve l6.

The branch lines IA and ID lead to distributor chambers * JA and 1 »B, to which the injection devices 7 are connected by corresponding lines 5, in which flow throttles are inserted below 6, as shown in connection with FIG 1 described. A check valve in each connection to the flow lines 5 prevents backflow to the I'amir.er ^ A. That of the diaphragm valve 7 ¹ * introduced stilndi ^ e fuel pressure is sufficient to during all Arbeitsbcdincungcn and speeds üanchine to prevent a "raftstoffvcrdampfunn stromaufv / AERTS from PembranventJl 7 ^. Stromabvrtirts of the * üer.brr.nventi 1 7 ^ is The constant pressure in the flow channels to the injection device does not apply, but it is built up in the bypass line 9 through the pressure relief valve LC.

At the end of the idling operation, the fuel pressure in the supply line 1, determined by the ir.motor-driven pump 10, is lower than what is necessary to open the burner valve 7Ί, the fuel flows to the injection devices 7 through the supply-Zv / in-line IB. This line contains a diaphragm valve 75 which is opened at a fuel pressure which is sufficiently lower than the pressure required to open the diaphragm valve 7 ¹ , thereby ensuring an adequate fuel supply to the injectors under idling conditions, if the variable throttle device 73 is only partially open,

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to ensure. The fuel flow through the Icnbranventil 75, ^ elan, ^ t to the chamber ² IB and via the throttle device 71 to the injection lines 5.

As soon as the engine speed rises above the idle speed range, the diaphragm valve 7 ^ opens and fuel flows through both branch lines IA and IB to the injection devices until the calibration. back pressure acting on the throttle device 71 (which has a higher flow resistance than the throttle device 6 ) reduces the fuel flow through the branch pipe to a negligible value or to Hull. ■. i

5 to 8 lines a control component 80 which contains the Kenbranvcntile 7 ^ and 75 and the flow throttle device 71. The control component 80 has an inlet opening 79, 16 via passages Bi and Pl ^f (which form parts of the Zv; eir; ducts IA and IB) to hammer 82 and 82 'which lead to parts of the membrane valves 7 ^! \ bzv :. 75 form. The Kamrern 82 and 82 'are of Verteilcrkanrern 30 and 31 by resilient membranes 83 and 83' separately, the '(adjustable by screw · 85) in their Titzstellunnen on rinsfürmige Viandunßon 86,1BC' are controlled by springs 84 and 8 ¹ I sedrüokt, which protrude into the chambers 82 and 82 'to form chambers 87 and 87'. The membranes 83 and 83 'have middle openings 88 and 88' so that when the membranes are lifted from their seats, fuel is removed from the chambers. 82 and 82 'via the chambers 87 and 87' and the openings 88 and 88 'in the membranes 83 and 83 'can flow into the distribution chambers * · 30 and 30 · * ·.

The dispensing lramr.er 30 it communicates via a passage with a chamber 89 in connection "of the individual .Durchlässe 90, each check valve 91 contain openings to · lead 92 to which the lines are connected. 5

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The distributor 31 is via passages 9 ^ i, which each contain a throttle device in the form of a lance-thin tube 95, connected to the openings 92, into which the tubes 95 extend.

Flow away from the passages Bl and Cl 'is the inlet opening 79 with a Kamr.er $ C in connection, which contains an orifice plate 97 and an adjustable flow throttle device 9δ. The throttle direction SO extends through the orifice plate 97 and has a section 99, the cross section of which changes over the lungs of the throttle device. The flow restriction or throttling caused by the orifice opening fc thus depends on the position of the section 99 with its cross-section relative to the disk 97, its position by a screw 100, against which the throttle device by a spring 101 is pressed, can be adjusted. An outlet opening 102 leads from the chamber 9C veg, current-

downwards from the orifice plate 97, and is connected to the bypass line 9 in Fig. H in the submerged state of the component, v.'wherein the orifice plate 97 r.with a variable cross-sectional area form the flow restriction device δ.

P a t e η t a η ε .ρ r ü c 1; e:

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Claims (11)

Γ a t c η t a η β ρ r Π c h c .1) Continuous, Kraftctoff-Kincpritr.r.yntcTn for cir.c Internal combustion engine with a fuel supply line Corresponding fuel injection unit directives, all of them Fuel supply lcitunc cine notorr.ctricLenc fuel I Contains pumping equipment to supply the fuel under pressure to counteract the engine speed, and moreover. , with a fuel flow-through valve arrangement that is flow-down. from the! 'raftstoff-Pur.pvorrichtur.f; lot arranged and operates ce, is the oic Kraftstofffluii through the supply line in response to the Motorbclastunn controls gelrcnnEeichnct by the Kraftctoff-Durchflur.-ftcuerventilanordnunc daft (20, Fif ;. 1; 73 ^'1 O · Piss so aucrclent is that Fuel via a first two-circuit (1Λ) of the fuel supply line; (1) at a certain low number of engine speeds, the engine leads to a second circuit (IB) <5or Kraftotoff-i: urul: rloitunn j ( 1) to the first Zv parallel.:. £ elclcitun (IA) lic ^ t and dependent on the Totordrchzahl fuel Hürchfluf.-rtcueröinrlchtunc (22,23,24,25 ^ pig 1; 75 Figure ^{1 is} O oovie includes a flow -Drosscleinrichtunc (21, Fie · l; 71, ¹ · Viz O, and DAA the flow Steucreinrichtunc öcn i'.rqftstofffluß to .the Linspritzeinrichtunnen (7) via the hassles ZvciclcitunR (ID) only einonrivorbestimmten Drchzahltcreich to lower the TNDC Hotor -Working reliiflt range allowed, roLoi this yorbc agreed This is just one echral section of the most important part of the engine. - 16 - 00 98 12/03 90 bad original 2) · Syπten according to claim 1, characterized in that defl the fuel flow stoucrvcntilanordnunc a variable responsive to the engine load Flow rate etoucrvcntilcinrichtunc (20) summarized in the first two lines (1Λ) of the fuel supply line (1), is arranged. 3) System according to claim 2, characterized in 'that the second branch line (ID) of the fuel "ufuhrleitunß (l) a solid-DurchVluß Drosseleinriclitunn (21) and a Abschlußeinrlchtunn (22,23) cnth.'ilt that no' works that the second two lines (IB) will be closed at the engine speed range above the previous speed range at the lower end of the total speed range. h) system according to claim 3, characterized / ~ cl cnnzcichnet that the fuel pump device; (10,11) ro;: u implies that the fuel supply pressure to the injection direction C7) increases with increasing engine speed over the entire speed range, and that the conclusion (22,23) in the The second feed line (IB) responds to the fuel supply pressure, and the av; eitc Zv.-control at fuel pressures corresponding to the engine speed above the predetermined speed range to close. 5) Oyster, according to claim ¹ I, dadurcli, "clxnnzcichnet that the verilndcrliche flow Fteuervcntilcinricntunn and Abschlußeinrichtunr; in a ncn.einsar.en Cch; luse (^ C) are anncordnet having a first passageway (50) , which forms the first Zv: eir, leitunr; (IA), and v: oi'terhir. a rotatable control valve / (il'l) to the Vcründcrunr, the passage that a zv.'citer passage (51) in the. Housing vender, first passage (50) upstream from a rotatable VontilteJl ( ¹ I ¹ I), which forms the second Zvei ^ lcitunr; (in) and a can (52) comprises in which a piston (25) is arranged Valve
which carries a closing needle (22) which can be pressed onto a seat (23) in the canor to close off the second passage (51), that furthermore a valve needle (22) - 1'7 - 009812/0390 ₈ ADOR! G »NAL -Λ7-. : is resiliently printed in an open division, in which the piston (25) the Kraftntoffdrucl: in the. second passage (5.1) is subjected to the Abschlußventilnadcl (22) to a closed position against un ^d l ° erwKhntc spring force to press, and that Ilittel Nind provided the rotatable Vontilteil ( '1'I) un to rotate so that it opens with increasing engine load. 6) system according to claim 5, characterized in that that the fixed throttle device; (21) in the second Zwcir: - line (ID) from a passage (53) into the piston head is formed. 7) System according to one of claims 4 to C, characterized characterized in that the first branch line (IA) is connected to a fuel return line (9) downstream of its connection is connected to the injection devices (7), and that the terminating device (22,23) downstream of * the. fen ton Throttle device (21) in the second branch line (IB) is provided, the second branch line to the fuel -Return line (9) is connected between the fixed throttle device (21) and the firing device (22,23). 8) System according to claim 1, characterized in that since the fuel fuel pump (10, 11) is dorar.t au Le tilt igen that the fuel pressure increases with increasing engine speed, and that the first branch (IA) of the supply line (1) a first pressure-dependent fuel valve part ( 7 ¹ ^), which remains closed at fuel pressures below a predetermined pressure in accordance with the engine flow rate and opens at fuel pressures above the predetermined pressure, so that when the engine is above the flow area, fuel flows through the first branch line (IA) to the injection devices (7) that the second branch line (ID) of the supply line (1) flow throttle device (71) with fixed flow resistance and a second valve (75), which is dependent on the fuel pressure and which can be opened at a pressure, the less than. is the predetermined fuel pressure. to fuel * ^: 009812/0390 BAD ORlGJNAt - If. - - ■ »· '- ■■ 15265 * 0 through the second branch line (IB) at otordrohzahl Xa TiOerlaufbereich hlr to the rincpritzcinrlchtungcn cir.lcitunr ^f, (7) through the zrcite "untcdcutcnd Zv, and that the flow Pteuervcntilanordnunn one on the FTctorbclastunp;. responsive vor.'lndcrlichc by corridor · - including Stcucrvcntileinrichtunn (73) in the supply line; (l) Strom & ufv. '.' lrtG of the harvests and zv.'citcn Z »rcicleitunn; en is arranged. 9) Systen according to claim 8, characterized in that the first and second dft to the .Kraftstoffdrucl: responsive valves Ilonbranventile (7 ¹ 1.75) are. 10) Sy3ten according to claim 9, characterized ^ denotes, 'tlaß the Durchfluß-Drosselcinr.ichtung (71) nit fixed Flow resistance of individual flow control devices unfasst, which are arranged in passages by dop second diaphragm valve (75) to the corresponding injection devices (7) lead. 11) System according to one of the prerequisites 2 to 10, thereby fjelionnzeichnot that the variable flow control valve device X20,73) as valve equipment without one »Common outlet cross-section is formed. 00 98 12/03 90 Blank page