A configuration is provided for a fuel injector for a common rail fuel system. In one example, the fuel injector may include a housing, an inner chamber enclosed by the housing, and a flow limiting valve. The flow limiting valve may be arranged at a downstream end of the inner chamber and also enclosed by the housing. This configuration may allow the fuel injector housing to have sufficient wall strength to withstand high pressure fuel injection and may allow effective fuel supply cut off when fuel cut off is demanded.

An electromagnetic fuel injection valve includes a coupling between an armature and the valve member that allows limited relative movement of the valve member and armature in both the opening and closing directions of the valve member. An injector body includes a non-magnetic section to focus magnetic flux and attractive force through the armature and pole. A modular power group reduces the cost of assembly and includes a plastic encapsulated coil that is protected from environmental moisture and corrosion. A valve seat incorporates a valve seal which improves fuel flow past the valve member when the fuel injection valve is in the open position.

A control valve assembly of a fuel injector includes a first valve arrangement wherein a first valve spool is guided in a first hydraulic bore provided in a body of the assembly. The control assembly further includes a first tubular sleeve having a seating portion which end face defines the first seating face, the first sleeve being fixed in the first hydraulic bore and the first spool extending through the sleeve.

A fuel injector includes an injector housing, an outlet check, an injection control valve assembly, and a valve seat orifice plate integrating a valve seat and various orifices for outlet check control. In the valve seat orifice plate a drain orifice extends between a valve seat surface and a check control chamber formed between a closing hydraulic surface of the outlet check and the valve seat orifice plate. First and second re-pressurization orifices extend between an outer surface of the valve seat orifice plate and the check control chamber.

A fuel injector includes an injector housing, an outlet check, an injection control valve assembly, and a valve seat orifice plate integrating a valve seat and various orifices for outlet check control. In the valve seat orifice plate a drain orifice extends between a valve seat surface and a check control chamber formed between a closing hydraulic surface of the outlet check and the valve seat orifice plate. First and second re-pressurization orifices extend between an outer surface of the valve seat orifice plate and the check control chamber.

An injection control device includes an injector and a detection unit. The injector includes: an injection hole; a movable part; a seat portion; a valve housing; a magnetic field application unit; and a detection sensor. The movable part opens and closes the injection hole by reciprocal movement. The seat portion when seated by the movable part closes the injection hole, and when the movable part lifted therefrom opens the injection hole. The valve housing accommodates the movable part in a reciprocally movable manner. The magnetic field application unit is installed on an outer circumference of the valve housing and applies a magnetic field to the movable part and the valve housing. The detection sensor outputs a detection signal according to a size of a distance between the valve housing and the movable part.

An injection hole body has injection holes to inject fuel. A valve body forms a fuel passage with an inner surface of the injection hole body to communicate with inflow ports of the injection holes. The valve body opens and closes the fuel passage by being seated on and unseated from a seating surface of the injection hole body. An inflow port gap distance is a gap between the valve body and the inflow ports along a center axis of the valve body. An inter-injection hole distance is a distance between inflow ports, which are adjacent to each other, among the inflow ports placed around the center axis. The inter-injection hole distance is smaller than the inflow port gap distance in a state where the valve body is unseated from the seating surface and is at a farthest position in its movable range.

A fuel supply system of an engine designed as a gas engine or dual-fuel engine, has at least one solenoid valve. The solenoid valve is designed for introducing gas fuel into charge air or into a charge air line leading to at least one cylinder of the engine. The respective solenoid valve includes a valve body and an actuator with at least one magnetic plate and with at least one coil for actuating the valve body. The at least one solenoid valve of the solenoid valve is formed out of a corrosion-resistant material or is coated with a corrosion-resistant material.

A method to prevent generation of impact noise caused by an armature contacting a stopper due to a return spring and damage of the armature and a stopper without adding a part. Excitation of an electromagnetic coil 4 causes an armature 9 at a standby position to move in a plunger 7 direction so as to move the plunger 7 inserted in a pressurizing chamber 3 in a tip end direction against a return spring 8 to a level such that fuel is not injected from an injection nozzle 2. Fuel supplied from a fuel tank to the pressurizing chamber 3 through a fuel intake pipe 10 and inlet check valve 11 is pressurized and vapor included in the fuel inside the pressurizing chamber 3 is discharged to a fuel return pipeline 14 through a spill valve 12 and return passage 13. Excitation of the electromagnetic coil 4 is stopped, and then the electromagnetic coil 4 is re-excited prior to the armature 9 and plunger 7 reaching the standby position due to the return spring 8, such that the return speed of the armature 9 is reduced and an impact when the armature 9 contacts a stopper 15 is mitigated.

The present disclosure relates to a method for operating a combustion engine. A main amount of gas fuel is fed via a pre-chamber into a main combustion chamber. An ignition quantity of gas fuel is fed into the pre-chamber before the piston reaches the upper dead center to form an air-gas fuel mixture in the pre-chamber, which is fatter than in the main combustion chamber. The air-gas fuel mixture in the pre-chamber ignites itself. The air-gas fuel mixture in the main combustion chamber ignites through the self-ignited air-gas fuel mixture in the pre-chamber.