EP2674609A1 - Fuel injection system - Google Patents

Abstract

The fuel injection system (1) has a fuel distributor (2), which has a fuel distribution chamber, and a pressure reservoir (3), which is connected with the fuel distribution chamber. The pressure reservoir has a volume reservoir with a variable volume, where the volume reservoir is connected with the fuel distribution chamber. The pressure reservoir comprises a displaceable piston, which limits the volume of the volume reservoir of the pressure reservoir.

Description

State of the art

The invention relates to a fuel injection system, which is used in particular for Gemischverdichtende, spark-ignited internal combustion engines. Specifically, the invention relates to the field of fuel injection systems for mixture-compression, spark-ignited internal combustion engines of motor vehicles.

From the DE 10 2008 035 492 A1 a rail assembly for a fuel injection system of an internal combustion engine is known. The known rail assembly includes a supply pipe for supplying and providing pressurized fuel and a plurality of branches attached to the supply pipe for fluidly connecting the supply pipe to a respective one of a fuel injector. The fuel injection system formed by means of the rail assembly is preferably designed as a gasoline fuel injection system.

Especially in a gasoline direct injection system for internal combustion engines, the fuel is conveyed from the tank to the combustion chamber of the internal combustion engine. The fuel injection system usually consists in the tank starting from a low-pressure system, which consists of a low-pressure pump, fuel filters and lines, followed by a high-pressure system, which consists of a high-pressure pump, an exhaust valve, fuel lines, a fuel distributor and injectors, which the fuel in time and space needs feed the respective combustion chamber of the internal combustion engine. For reasons of cost and complexity, mixture-compression, spark-ignited internal combustion engines with gasoline direct injection can dispense with a leakage line to the low-pressure system. On the other hand, this means that the fuel pressure is not actively dissipated.

This has the disadvantage that the fuel pressure in the fuel distributor, for example, in overrun mode or immediately when switching off the internal combustion engine may continue to increase. Because the fuel freshly extracted from the tank acts as a heat sink in the fuel distributor. As the temperature increases, so does the pressure of the fuel. On the other hand, there is the problem that with a longer service life, the temperature drops in the high-pressure region and thus in the fuel distributor. This is caused by a possible leakage and by the decreasing after switching off the engine temperature in the high pressure area. Thus, problems arise when restarting, since first the system pressure must be rebuilt.

Disclosure of the invention

The fuel injection system according to the invention with the features of claim 1 has the advantage that a performance is improved. Specifically, there is the advantage that the fuel injection system can be kept in a ready state for a certain period of time.

The measures listed in the dependent claims advantageous developments of the fuel injection system specified in claim 1 are possible.

In the embodiment of the fuel injection system, a control unit can in particular take over the timing. In this case, the control unit can calculate the injection functions and the control of the fuel injection valves and other actuators for controlling the fuel injection system and the internal combustion engine. In this case, the regulation of the system pressure in the high-pressure region can also be effected by the control device, which actuates, for example, a corresponding quantity control valve, so that the fuel volume required for regulation is compressed and injected into the high-pressure region. For cost reasons, it is possible here to dispense with the possibility of being able to discharge the fuel from the high-pressure region into the low-pressure region or into the tank by actuating a pressure-regulating or pressure-reducing valve. As a result, however, the fuel can only leave the high-pressure region as leakage or injection quantity and optionally control quantity via the fuel injection valves.

In an interruption of the injection, for example, during a coasting operation or when switching off the internal combustion engine, thus the system pressure remains at the level reached directly before switching off the injections. The remaining fuel in the high-pressure area heats up first, since it serves as a heat sink. Advantageously, the additionally required volume in the heating of the fuel of the Pressure accumulator provided. The accumulator can thus compensate for the temperature-induced increase in volume of the fuel. Thus, a pressure increase is avoided. As a result, it is also possible to avoid opening a pressure-limiting valve which limits the pressure of the high-pressure region in order to protect the high-pressure components.

If the high-pressure pump is not driven for a long period, then the temperature drops in the high-pressure region and thus in particular in the fuel distributor. The temperature-related increase in density of the fuel and a possible leakage then have a pressure-reducing effect. Especially in start / stop applications or in electric driving in hybrid vehicles, it can come to stop and cool down phases that are several minutes long. The resulting pressure drop in the high-pressure region can in itself be so great that the fuel pressure falls below a level at which a suitable for restarting injection can still take place. Advantageously, can be extended by the pressure accumulator, the period to below this level. Thus, the case that the high-pressure pump can first build up the system pressure for fuel injection, which significantly prolongs the start time, can be avoided.

Furthermore, it is conceivable that the leakage values at the valves of the high-pressure pump scatter within the scope of the manufacturing tolerances. About the output amount thus result particularly dense specimens, but also less dense. In the context of manufacturing dispersion, there is thus the problem that, in the event of a high leakage, an early restart after a start / stop phase is required or even a restart is required immediately after stopping the internal combustion engine in order to reduce the pressure caused by the reduced pressure long restart time to avoid. Due to the accumulator, a sufficiently high system pressure can be ensured even in these cases over a longer period. As a result, larger leakage values can be permitted within the scope of production and sorting of the high-pressure pumps. This improves the foundation of start / stop and hybrid applications.

Thus, it can be ensured in an advantageous manner that the pressure in the high-pressure system, for example, even after an engine shutdown without a controller activity over a longer period does not fall below the level required for a restart and under which only a delayed restart is possible. A pressure that is well above the low pressure of a low-pressure pump (prefeed pump) In particular, direct start applications supported by direct start applications and starters are required.

It is advantageous that the pressure accumulator has a volume accumulator with a variable volume and that the volume accumulator of the pressure accumulator is connected to the fuel distributor chamber. The accumulator can thus serve as energy and volume storage. The pressure accumulator or the volume accumulator of the pressure accumulator is connected in an advantageous manner via a throttled connection with the fuel distributor chamber. In this way, a volume change, in particular a temperature-induced change in volume, of the fuel in the fuel distributor space can be compensated by fuel from the volume accumulator, the volume of the volume accumulator changing. As a result, a possible leakage in the system can be compensated. This allows after stopping the engine as a function of the conditions of shutdown to maintain the pressure in the high pressure region of the fuel injection system, ie in particular in the fuel distributor, over a longer period above the desired level. The throttled connection can in this case be realized via a throttle bore or via a differently configured throttle. If the internal combustion engine is thus turned off during operation, for example during a start / stop application, whereby the fuel volume in the fuel distributor chamber is reduced as a result of leakage and / or temperature decrease, then fuel is fed from the volume reservoir at the corresponding pressure and thus the fuel pressure in the fuel distributor changes maintain a longer period of time.

Furthermore, it is advantageous that the pressure accumulator has a displaceable piston which limits the volume of the volume accumulator of the pressure accumulator. In this case, at least one spring element can also be provided in an advantageous manner, which acts on the displaceable piston with a spring force. When the high pressure pump delivers high pressure fuel into the fuel rail during operation, the spring is biased. In addition, if necessary, the spring element can also be stretched slightly further if, for example, the fuel acts as a heat sink immediately after switching off the internal combustion engine and thus initially expands somewhat. As a result, an undesirable increase in pressure in the fuel distributor chamber, which would possibly necessitate the opening of a pressure limiting valve, can be avoided.

Advantageously, the spring element can be designed as a mechanical spring element or as a gas spring. If the spring element is designed as a mechanical spring element, then the subspace in which the spring element is arranged, be depressurized. In this case, a fuel return is preferably provided to allow leakage backflow. If, however, the spring element is configured as a gas spring, then the same pressure prevails on both sides of the piston, so that such a leakage return can also be dispensed with. Furthermore, a combined embodiment with a spring element and a gas spring is conceivable.

Moreover, it is advantageous that a displacement of the piston is limited such that a maximum volume of the volume accumulator of the pressure accumulator is predetermined. With respect to a bias of the spring element can thereby be limited to the maximum biasing force and thus the maximum spring force. On the other hand, this also limits the maximum fuel pressure in the fuel distributor space.

In addition, it is advantageous in this case that a stop for the piston is predetermined, which limits the displacement of the piston. Additionally or alternatively, it is also advantageous that a Absteuerkanal is provided and that an edge of the piston controls the Absteuerkanal such that at the maximum volume of the volume accumulator of the pressure accumulator, a connection between the volume accumulator and the Absteuerkanal is open. When the maximum volume of the volume accumulator is reached, a further temperature-related volume increase of the fuel in the fuel distributor chamber can be compensated for by the diversion channel by controlling a quantity of fuel. This prevents a further increase in fuel pressure in the fuel rail. By the stop for the piston, a bias of the spring element can be limited. It is also possible that instead of a Absteuerkanals a pressure relief via a pressure relief valve, when the piston reaches the stop.

It is also advantageous that a tubular base body is provided, that the fuel distributor is formed in a distributor part of the tubular base body and that the pressure accumulator is formed in an accumulator part of the tubular base body. This represents a possibility to design the fuel distributor and the accumulator within a common body. This simplifies on the one hand the production and on the other hand results in a compact design of the fuel injection system and associated simplified assembly.

Brief description of the drawings

• Fig. 1 eine Brennstoffeinspritzanlage entsprechend einem ersten Ausführungsbeispiel der Erfindung in einer schematischen Darstellung;
• Fig. 2 einen Brennstoffverteiler und einen Druckspeicher der in Fig. 1 dargestellten Brennstoffeinspritzanlage entsprechend dem ersten Ausführungsbeispiel in einer auszugsweisen, schematischen Schnittdarstellung;
• Fig. 3 ein Diagramm zur Erläuterung der Funktionsweise der in Fig. 1 dargestellten Brennstoffeinspritzanlage entsprechend dem ersten Ausführungsbeispiel der Erfindung;
• Fig. 4 den Brennstoffverteiler und den Druckspeicher, die in Fig. 2 dargestellt sind, entsprechend einem zweiten Ausführungsbeispiel der Erfindung;
• Fig. 5 den Brennstoffverteiler und den Druckspeicher, die in Fig. 2 dargestellt sind, entsprechend einem dritten Ausführungsbeispiel der Erfindung und
• Fig. 6 den Brennstoffverteiler und den Druckspeicher, die in Fig. 2 dargestellt sind, entsprechend einem vierten Ausführungsbeispiel der Erfindung.

Preferred embodiments of the invention are explained in more detail in the following description with reference to the accompanying drawings, in which corresponding elements are provided with identical reference numerals. It shows:

• Fig. 1 a fuel injection system according to a first embodiment of the invention in a schematic representation;
• Fig. 2 a fuel distributor and an accumulator of in Fig. 1 illustrated fuel injection system according to the first embodiment in a partial, schematic sectional view;
• Fig. 3 a diagram explaining the operation of in Fig. 1 illustrated fuel injection system according to the first embodiment of the invention;
• Fig. 4 the fuel distributor and the pressure accumulator, which in Fig. 2 are shown, according to a second embodiment of the invention;
• Fig. 5 the fuel distributor and the pressure accumulator, which in Fig. 2 are shown, according to a third embodiment of the invention and
• Fig. 6 the fuel distributor and the pressure accumulator, which in Fig. 2 are shown, according to a fourth embodiment of the invention.

Embodiments of the invention

Fig. 1 shows a fuel injection system 1 according to a first embodiment in a schematic representation. The fuel injection system 1 can serve in particular for mixture-compressing, spark-ignited internal combustion engines. Specifically, the fuel injection system 1 can be used for gasoline direct injection, in which a gasoline fuel is injected under correspondingly high pressure in combustion chambers of an internal combustion engine. The term gasoline fuel is to be understood generally and includes both mineral oil-based and synthetic forms and, inter alia, mixtures of mineral oil-based gasoline and ethanol. However, the fuel injection system 1 according to the invention is also suitable for other applications and in particular other fuels.

The fuel injection system 1 has a fuel distributor 2 and a pressure accumulator 3. Furthermore, the fuel system 1 has a tank 4, which for storing the Fuel 5 is used. Via a low-pressure pump (prefeed pump) 6, the fuel 5 is conveyed to a high-pressure pump 7. The low pressure pump 6 is for this purpose connected via a line 8 to the high pressure pump 7. Furthermore, an output side of the high-pressure pump 7 is connected via a line 9 to the fuel distributor 2. In the line 9 in this case an exhaust valve 10 is arranged, which is designed as a check valve 10, the exhaust valve 10 prevents a backflow of fuel from the fuel distributor 2 in the high-pressure pump 7. Further, a quantity control valve 11 is provided by a control unit, not shown for control the fuel pressure in the fuel distributor 2 is controlled such that the fuel volume required for the control is compressed and fed into the high-pressure region. Further, a pressure relief valve 12 is provided which limits the fuel pressure in the fuel distributor 2 to protect the high pressure components.

The fuel distributor 2 distributes the fuel to a plurality of fuel injection valves 13, 14, 15, 16. The number of fuel injection valves 13 to 16 depends on the number of combustion chambers or cylinders of the internal combustion engine.

The configuration of the fuel injection system 1 is hereinafter also with reference to the Fig. 2 further described.

Fig. 2 shows the fuel distributor 2 and the accumulator 3 of in Fig. 1 shown fuel injection system 1 of the first embodiment in an excerpt, schematic sectional view. In this embodiment, a tubular body 20 is provided, in which both the fuel distributor 2 and the pressure accumulator 3 are configured. As a result, a compact design is possible. Here, a stationary partition 21 is provided, which is fixedly connected to the tubular body 20. The partition wall 21 divides the tubular main body 20 into a distributor part 22 and an accumulator part 23. The fuel distributor 2 is formed in the distributor part 22 of the tubular main body 20, while the pressure accumulator 3 is formed in the pressure accumulator part 23 of the tubular main body 20. In the distributor part 22 of the tubular base body 20, a fuel distributor chamber 24 of the fuel distributor 2 is configured. In addition, a space 25 for the pressure accumulator 3 is configured in the tubular base body 20. A volume of the fuel distributor chamber 24 is constant in the operation of the fuel injection system 1, if minor changes, which are caused for example by a thermal expansion of the fuel distributor 2, are neglected. Accordingly, the volume of the space 25 of the pressure accumulator 3 is constant.

However, the space 25 of the pressure accumulator 3 is divided by a piston 26 into a volume accumulator 27 and a spring chamber 28. The piston 26 is in this case displaceable within the tubular body 20. In this embodiment, the piston 26 between the partition wall 21 and an annular stop member 29 which is fixedly connected to the tubular body 20, displaceable. The partition wall 21 and the annular stop element 29 thus form mechanical stops 21, 29 for the piston 26, whereby an adjustment of the piston 26 is limited. The displaceable piston 26 of the pressure accumulator 3 defines with its end face 30 the volume of the volume accumulator 27 of the pressure accumulator 3. Since the volume of the volume accumulator 27 changes with the instantaneous position of the piston 26, the volume accumulator 27 has a variable volume. The volume accumulator 27 of the pressure accumulator 3 is connected via a throttled connection 31, which is configured in this embodiment as a throttle bore 31, with the fuel distributor chamber 24.

The pressure accumulator 3 also has a spring element 35, which is configured in this embodiment as a mechanical spring element. The spring element 35 extends through the annular stop element 29 and acts on the displaceable piston 26 with a spring force. During operation, the pressure of the fuel increases in the fuel distributor chamber 24, then this pressure acts on the end face 30 against the spring force of the spring element 35. As a result, the spring element 35 is further biased and the volume of the volume accumulator 27 increases. Thus, a volume compensation is made possible, which counteracts a pressure increase in the fuel distributor chamber 24. On the other hand, if the pressure of the fuel in the fuel distributor chamber 24 decreases, fuel is supplied via the throttled connection 31 into the fuel distributor chamber 24 due to the spring force of the spring element 35, which maintains a pressure in the volume reservoir 27 via the end face 30. In this case, the volume of the volume memory 27 decreases.

The space 25 of the pressure accumulator 3 is pressurized with respect to the volume accumulator 27 in the stop position on the stop element 29. Thus, due to leakage on the slidable piston 26, fuel accumulates in the space 25. However, this fuel is removed via a return line 36. Depending on the configuration, the return line 36 may lead, for example, into the tank 4.

The operation of the fuel injection system 1 of the first embodiment is hereinafter also with reference to Fig. 3 further described.

Fig. 3 shows a diagram for explaining the operation of the fuel injection system 1 of the first embodiment. In this case, the time t is plotted on the abscissa, while at the ordinate the pressure (fuel pressure) p of the fuel 5 in the fuel distributor chamber 24 of the fuel distributor 2 is plotted. With regard to the particular application, in particular the properties of the internal combustion engine, a working pressure p _{A is} specified. In operation, at least approximately the working pressure p _A of the high-pressure pump 7 and the quantity control valve 11 is maintained. In addition, a minimum pressure p _{M is} specified. The minimum pressure p _M can be predetermined, for example, by a start / stop application. The minimum pressure p _M then indicates the level at which an immediate Neither start can take place after a stop phase, without first requiring further pressure build-up. After the immediate restart of the internal combustion engine is then a pressure build up to the predetermined working pressure p _A.

Initially, in the fuel distributor 2, the working pressure p _A prevails, as shown by the section 40. At the time t ₀ , a stop request is made by the control unit, in which the internal combustion engine is turned off. The curve 41 illustrates the pressure curve 41 in a conventional system without pressure accumulator 3. Immediately after the time t ₀ , the pressure t decreases in accordance with the pressure curve 41, so that even at the time t _1, the minimum pressure p _M is exceeded. An immediate restart is thus possible only between the time t ₀ and the time t ₁ .

The pressure curve 41 comes together by a decrease in temperature and associated density increase and by a total leakage. Both leads to a decrease in volume, which causes a pressure drop. An initially possible pressure increase over the working pressure p _A is not shown here. In very dense systems, however, the pressure may initially increase as a result of heat input into the fuel.

After time t ₁ , a restart of the internal combustion engine of a conventional system can thus be delayed, since first the pressure build-up must take place. Also possible is an embodiment in which the pressure p is detected continuously and already when falling below the minimum pressure p _{M is} a start request in the context of the start / stop application. Although this always allows an immediate restart, but makes at a longer stop phase at time t _1, a restart required even if the vehicle is still. Thus, there is an average reduced fuel savings through the start / stop application. Due to existing manufacturing tolerances in an unfavorable case, the time t ₁ Also so close to the time t ₀ are that the user (driver) gives the impression that the start / stop application is not working in the desired manner or is faulty.

In the embodiment of the Brennstoffeinspritzaniage 1 according to the first embodiment results in the curve (pressure profile) 42. This occurs up to the time t ₂ to a pressure p in the fuel distributor 2, which is at least approximately equal to the working pressure p _A. Only when the volume of the volume accumulator 27 has been used up, since the piston 26 abuts against the dividing wall 21, is there a greater pressure drop from time t ₂ . Depending on the size of the volume memory 27, the time t _{2 may} even be later than the time t ₁ . In any case, the time t _{3 is} after the time t ₁ , since it comes not to the time t ₀ , but only at the later time t ₂ to an increased pressure drop. Thus, the pressure p of the fuel in the fuel distributor 2 remains above the minimum pressure t _M for a longer period of time, namely from the time t ₀ to the time t ₃ .

Therefore, for example, the operation of a start / stop application can be supported and thus significantly improved.

In addition, effects in which after the time t _0, the pressure p initially rises above the working pressure t _A , can be compensated. Because the pressure accumulator 3, in particular the spring element 35, can be designed so that at the working pressure p _A, the piston 26 is not yet arranged in the stop position on the annular stop element 29. Thus, the volume of memory 27 can not receive an additional volume to compensate for an increase in pressure on the working pressure p _A. For example, the piston 26 in the in the Fig. 2 be shown position when the fuel in the fuel distribution chamber 24 just the working pressure p _A. However, other embodiments are possible. In particular, the piston can already come into contact with the annular stop element 29 before reaching the working pressure p _A , if this is advantageous due to the desired application.

In addition, to improve a cold start, the spring element 35 may already be biased to a certain level to prevent the volume of the volume accumulator 27 at the first start also having to be brought to a sufficient pressure level required for the cold start. Thus, the start time for the cold start is not affected. In this embodiment, the piston 26 is then before the cold start on the partition wall 21, wherein the spring force of the spring element 35 so large is that only above a pressure level for the cold start, an actuation of the piston 26 and thus a filling of the volume memory 27 takes place.

By fixing the mechanical stop 29 beyond the stored spring energy can be limited. In the case of very dense systems, an excessive increase in pressure can thus be prevented immediately after the time t ₀ by opening the pressure limiting valve 12.

Fig. 4 shows the fuel distributor 2 and the pressure accumulator 3 of the fuel injection system 1 according to a second embodiment in a partial, schematic sectional view. In this embodiment, a Absteuerkanal 50 is provided. The diversion channel 50 is integrated in the base body 20 in this embodiment. However, the Absteuerkanal 50 may also be formed in other ways, in particular by a separate line piece. The diversion channel 50 has an inlet opening 51. The Absteuerkanal 50 opens in this embodiment in an outlet 52 of the base body 20, which leads from the spring chamber 28 of the space 25 in the return line 36.

In the in the Fig. 4 shown position of the piston 26 is the inlet port 51 in the region of the spring chamber 28 of the space 25 of the pressure accumulator 3. In a further bias of the spring element 35 serves as a control edge 53 serving edge 53 of the piston 26 to the inlet port 51. The spring element 35 and Position of the edge 53 are in this case coordinated so that the edge 53 of the piston 26 controls the Absteuerkanal 50 such that at a predetermined maximum volume of the volume memory 27 of the pressure accumulator 3, a connection between the volume memory 27 and the Absteuerkanal 50 is opened, that is released , is. While in the case of the Fig. 2 described embodiment, the maximum volume of the volume memory 27 is predetermined by the stop element 29 is in the basis of the Fig. 4 described embodiment, the maximum volume by driving the Absteuerkanals 50 predetermined. Thus, in the case of the Fig. 4 described second embodiment, the stop element 29 omitted.

By controlling the Absteuerkanals 50 also a pressure limit is ensured. For when the pressure p in the fuel distributor chamber 24 and thus also in the volume accumulator 27 rises above a predetermined value, then it comes on the end face 30 of the piston 26 to such a large loading of the spring element 35, that the Absteuerkanal 50 is connected to the volume accumulator 27. Thus, over the spring constant of the spring element 35 and the relevant adjusting the desired pressure limit can be adjusted.

Depending on the configuration of the fuel injection system 1, the pressure relief valve 12 may also be omitted in this embodiment.

Fig. 5 shows the fuel distributor 2 and the accumulator 3 of the fuel injection system 1 according to a third embodiment in a partial, schematic sectional view. In this embodiment, the return line 36. The spring chamber 28 of the space 25 of the pressure accumulator 3 is filled in this embodiment with a gas, whereby a gas spring 54 is formed. The piston 26 is movable in the space 25, wherein the piston 26 forms a seal between the spring chamber 28 and the volume accumulator 27. The position of the piston 26 is determined by an equilibrium of forces. In this embodiment, a facing away from the end face 30 end 55 of the piston 26 with a pressure, namely the gas pressure of the gas in the spring chamber 28, applied. Since the end faces 30, 55 of the piston 26 are the same size, the position of the piston 26 results from the condition that the pressures in the volume memory 27 and the spring chamber 28 are equal. Since the amount of gas in the spring chamber 28 is constant, a reduction in the volume of the spring chamber 28 directly causes a pressure increase and vice versa.

Since the pressures in the volume memory 27 and the spring chamber 28 are at least approximately the same size, a sufficient sealing effect by the piston 26, which in particular prevents penetration of fuel into the spring chamber 28, can be realized relatively easily. Thus, no leakage occurs.

The gas spring 54 thus allows a similar operation as the mechanical spring element 35, as it is based on the Fig. 3 is described.

Fig. 6 shows the fuel distributor 2 and the accumulator 3 of the fuel injection system 1 according to a fourth embodiment in a partial, schematic sectional view. In this embodiment, no return line 36 is provided. Furthermore, no piston 26 is arranged in the space 25 in this embodiment. In contrast, an elastically deformable membrane 60 is provided in this embodiment, which includes a volume 28 in this embodiment, which forms the spring chamber 28. The remaining volume of the space 25 forms the volume memory 27. The spring space 28 is in this case filled with a gas, so that a gas spring 54 is realized. Depending on the configuration of the membrane 60, this can be in operation also be surrounded on several sides by fuel. Because the closed in space membrane 60 forms in this embodiment, so to speak, a gas balloon 60. However, other embodiments are conceivable. A leakage between the volume memory 27 and the spring chamber 28 can thus not occur due to the principle. By suitable support elements within the membrane 60 and / or by a partial stiffening of the membrane 60, a maximum volume of the volume memory 27 can be specified in this embodiment.

The invention is not limited to the described embodiments.

Claims (10)

Fuel injection system (1), in particular for mixture-compression, spark-ignited internal combustion engines, having a fuel distributor (2), which has a fuel distributor chamber (24),
characterized,
in that an accumulator (3) is provided which is connected to the fuel distributor chamber (24). Fuel injection system according to claim 1,
characterized,
that the pressure accumulator (3) comprises a volume memory (27) having a variable volume and that the volume accumulator (27) of the accumulator (3) with the fuel distribution chamber (24) is connected. Fuel injection system according to claim 1 or 2,
characterized,
that the pressure accumulator (3) and the volume of memory (27) of the accumulator (3) via a throttled connection (31) with the fuel distribution chamber (24) is connected. Fuel injection system according to claim 2 or 3,
characterized,
in that the pressure accumulator (3) has a displaceable piston (26) which limits the volume of the volume accumulator (27) of the pressure accumulator (3). Fuel injection system according to claim 4,
characterized,
in that at least one spring element (35, 54) is provided, which acts on the displaceable piston (26) with a spring force. Fuel injection system according to claim 5,
characterized,
that the spring element (35, 54) as a mechanical spring element (35) or as a gas spring (54) is arranged. Fuel injection system according to one of claims 4 to 6, characterized in that a displacement of the piston (26) is limited such that a maximum volume of the volume accumulator (27) of the pressure accumulator (3) is predetermined. Fuel injection system according to claim 7,
characterized,
in that a stop (29) for the piston (26) is provided, which limits the displacement of the piston (26), and / or that a discharge channel (50) is provided, and that an edge (53) of the piston (26) forms the discharge channel (50) controls such that at the maximum volume of the volume memory (27) of the pressure accumulator (3), a connection between the volume memory (27) and the Absteuerkanal (50) is opened. Fuel injection system according to one of claims 1 to 8,
characterized,
in that an elastically deformable membrane (60) is provided which limits the volume of the volume accumulator (27). Fuel injection system according to one of claims 1 to 9,
characterized,
in that a tubular basic body (20) is provided, in that the fuel distributor (2) is formed in a distributor part (22) of the tubular basic body (22) and in that the pressure accumulator (3) is formed in a pressure storage part (23) of the tubular basic body (22) is.

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