A throttle device for controlling a fuel quantity to be supplied to a fuel injection nozzle includes a control chamber and a supply device for supplying fuel to the control chamber. The supply device includes an inlet throttle having a length selected such that a fuel flowing through the inlet throttle, when in operation, flows through the inlet throttle in a turbulent flow. An injection device including the throttle device is also provided.

A fuel system for an internal combustion engine includes an actuation train having a cam follower, a pushrod, a rocker arm, and a camshaft having a cam lobe rotatable in contact with the cam follower according to an ascending ramp phasing, a peak phasing, and a descending ramp phasing. The fuel system further includes a fuel injector including an electrically actuated spill valve. A fueling control unit is in communication with the spill valve and structured to close the spill valve during the ascending ramp phasing, such that a plunger cavity pressure is increased to oppose a plunger-advancement inertia of the actuation train. Related methodology and control logic is also disclosed.

In a multi-fuel injector for an internal combustion engine, including a housing with a nozzle needle movably disposed therein between a closed position in which the nozzle needle blocks a discharge of fuel from a collection chamber, to which a first fuel is supplied, above the nozzle needle, a control chamber is arranged to which a high pressure second fuel is supplied which acts on the nozzle needle to bias it into a closed position, and a control valve is provided in a pressure release line extending from the control chamber for a controlled release of the second fuel from the control chamber by opening the control valve so as to relief the closing pressure on the nozzle needle in order to permit lifting of the nozzle needle from the closed position for discharging the fuel from the collection chamber.

A fuel system includes a fuel injector, and a fueling control unit electrically connected to a solenoid actuator in the fuel injector. The fueling control unit is structured to energize and deenergize the solenoid actuator to lift and return an armature coupled with an injection control valve. The fueling control unit also reenergizes the solenoid actuator with an armature retarding current while the armature is in flight to stabilize closing of the injection control valve. The armature retarding current can be used to electronically trim the fuel injector to limit an error in a quantity of injected fuel.

An injector is designed to provide continuously variable injection rate shaping. With a hydro-mechanical internal feedback mechanism, injector needle position can be determined by controlling a feedback valve's on/off timing. According to the needle position, an injection needle valve opening can be controlled, and then the injection flow rate can be delivered proportionally. Also in accordance with the present invention a CRDI systems are provided including injectors of the present invention, wherein results demonstrate that injector designs of the present invention not only achieve rate shaping capability but also solve the above-noted problems of the current CRDI system. Finally, an iterative learning controller has also been developed to track the desired injection rate, and an injection rate estimator is designed to realize a cycle to cycle feedback control.

The invention relates to a fuel injection valve, comprising a nozzle body (1) and a pressure chamber (3) formed therein, wherein the pressure chamber (3) can be filled with fuel under high pressure and wherein a piston-shaped nozzle needle (5) is arranged in the pressure chamber so as to be movable longitudinally, which nozzle needle interacts with a nozzle seat (7) formed in the nozzle body (1) by means of a sealing surface (6) formed at the end of the nozzle needle on the combustion chamber side and thereby controls the flow of fuel from the pressure chamber (3) to at least one injection opening (8). A sleeve (12) accommodates the end of the nozzle needle (5) facing away from the nozzle seat and bounds a control chamber (20). By means of the pressure of the control chamber, a hydraulic force is applied to the nozzle needle (5) in the direction of the nozzle seat (7). A closing spring (16) is arranged in the control chamber (20). The closing spring is arranged between the sleeve (12) and the nozzle needle (5) under compressive preload.

A flat electrical terminal is produced from a metal plate having a terminal thickness and of which one end is delimited by a first edge at the center of which a slot opens, extending along a main axis and allowing the complementary insertion and electrical connection of another flat terminal electrically connected to a device. The two opposing sides of the slot are provided with protuberances, each extending towards the opposite side such that the other terminal is designed to be in contact with the tops of the protuberances.

A fuel injector (10) comprising a needle (16) that can move between an entirely open position (PO) and a closed position (PF) is provided with a device (82) for identifying the position of the needle, in which an electrical circuit (84) is closed in the two extreme positions (PO, PF), the needle (16) being in electrical contact with the ground (G), the circuit (84) being open in any other intermediate position (Pi) of the needle (16), the needle (16) not being grounded (G).

In a method for influencing the thread geometry of an internal thread of a first component of an injection device for internal combustion engines, which is provided for carrying high-pressure fluid, wherein the first component has a tubular end portion and an internal thread is formed on the interior surface of the tubular end portion, and a second component having an exterior surface on at least a portion thereof so as to be received in the tubular end portion of the first component wherein the exterior surface is threaded so said second component can be screwed and clamped against a support surface of the first component, and wherein the tubular end portion on the external side is acted upon by a radial compression force allowing a plastic deformation. The tubular end portion is transformed thereby in such a manner that the internal thread obtains an inner diameter (D) continuously decreasing towards the free end.

A fuel injector body includes a body that includes an at least partially annular configuration defining a longitudinal axis, a circumferential direction, and a radial direction. A first counterbore and a first cavity extend from the first end toward the second end, and an external interface portion including a sealing surface is disposed axially between the first end and a shoulder. The first cavity defines a bottom surface and a peripheral surface, and the body also includes a leak passage extending from the bottom surface that is in communication with the first cavity.