Electronically controlled fuel injector

Abstract: The injector 10 for intermittently injecting fuel under high pressure in an internal combustion engine is provided with an injector valve member (18). The movement of this injector valve member (18) to open and close a fuel discharge orifice (24) is controlled by the fuel pressure in a control chamber (40) acting on a valve piston (26) on the side opposite to the discharge orifice (24). A cylindrical member(36)surrounds the upper part (30) of the valve piston (26). Energization of a solenoid (44) results in the opening of a pilot valve (46) and a subsequent quick drop of the fuel pressure in the control chamber (40). The solenoid (44) in addition to its function as a high speed actuator for the pilot valve (46) is also used to carry and transmit the force resulting from the fuel pressure in the control chamber (40) and acting on the cylindrical member (36), on the solenoid (44) and on further members (48, 50, 52, 14). Since the solenoid (44) can therefore be mounted directly within the injector housing (14), the design of the injector (10) can be very compact and simple.

Description: Technical Field The present invention relates to an electronically controlled fuel injector for internal combustion engines as defined in the pre-characterizing clause of claim 1. Such a fuel injector is particularly suited for the direct injection at a high fuel pressure into the combustion chamber of the internal combustion engine. Background and Summary of the Invention Different designs of fuel injectors of this type with an electromagnetic control of the injector needle valve are known and disclosed in particular in EP-A-0 196 265 and also for example in the following publications: US-A-2,881,980, US-A-3,610,529, US-A-4,566,416, and EP-A-0 228 578. These prior art injectors are bulky, because of the dimensions of the injector and/or because of the particular design of the members responsible for the electromagnetic control of the injector needle valve. If these known injectors are used in small internal combustion engines, such as passenger car engines, this bulkiness is a considerable drawback. In addition, the above mentioned, relatively complex injector designs are expensive to manufacture. This is also playing a very important role in an application for small engines. It is now the main object of the present invention to propose a fuel injector of the afore-mentioned type which is of simple and compact design and which can be manufactured in a cost-saving manner. According to the present invention this object is implemented by the features of the characterizing part of claim 1. The fuel injector according to the present invention is of a compact, space-saving design since the guide for the stem of the pilot valve means is provided within the solenoid and the end section of this stem together with the armature member carried by this stem are arranged in a space which is defined by elements which serve at the same time to transmit the hydraulic forces exerted by the pressurized fuel in the control chamber to the injector housing. A preferred embodiment of the fuel injector according to the present invention is now discussed in connection with the drawings. Brief Description of the Drawings Fig. 1 is an axial sectional view of an electronically controlled fuel injector not according to the present invention, Fig. 2 is a partial, axial sectional view of the solenoid and pilot valve design of the fuel injector as shown in Figure 1, and Fig. 3 is a partial, axial sectional view of the solenoid and pilot valve design of a fuel injector according to the present invention. Detailed Description of the Preferred Embodiment Figs. 1 and 2 which show a fuel injector which is not of the design according to the present invention will first be described in order to better understand the inventive concept as shown in Figure 3. In Figure 1, a fuel injector not in accordance with the present invention is designated by the numeral 10. The injector 10 is employed in a fuel injector system (not illustrated) for injecting pressurized fuel into the combustion chamber of an internal combustion engine. The pressurized fuel supplied by a fuel pressure pump (not shown) enters the injector housing 14 through a passage 12 connected to a space or chamber 16 machined in the injector housing 14 which houses an injector needle 18. The injector needle valve 18 extends downwards to a valve seat 22 in a passage 20 of an injector tip 58. As shown in Figure 1 the injector needle valve 18 is engaged with the valve seat 22 and therefore blocks the passage of fuel from the injector 10 through injection orifices 24 into the combustion chamber of the related internal combustion engine (not illustrated). The injection orifices 24 are machined into the injector tip 58. The tip 58 is engaged by a nut 56 and pressed onto a surface 14a of the injector housing 14 to prevent leakage of fuel from the space 16 to the outside of the injector 10. In the upper portion, the injector needle valve 18 is provided with a needle valve piston 26 with two sections 28 and 30 of different outer diameters. The section 28 with the smaller outer diameter is slidably guided in a tight-fitted manner in a guide-bore 28a of the injector housing 14. The tight fit between guide-bore 28a and the section 28 of the needle valve piston 26 greatly reduces fuel leakage from the high pressure section 16 of the injector 10 into an upper neighbouring low pressure region 42. The needle valve piston 26 with two sections 28 and 30 of different outer diameters is firmly connected to the injector needle valve 18, either because the valve piston 26 is made of one piece with the injector needle valve 18, or by pressfitting or welding the parts together as shown in Fig. 1. In the inside of the needle valve piston 26 with two sections 28 and 30 is provided a bore 32 which is connected at one end by means of a side bore 33 to the space 16 of the injector 10. On the other end bore 32 connects to a much smaller bore or orifice 34. The orifice 34 extends to the top end surface of the thicker section 30 of the needle valve piston 26. The thicker section 30 is guiding on its outer diameter a piece 36 by means of a tight slide-fit guide 30a. The piece 36 is closed at the upper end which is provided with an orifice 38. Internally the piece 36 defines, together with the thicker section 30 of the needle valve piston 26, a small space or chamber 40. Both orifices 34 and 38 are axially aligned and extend in the direction of the longitudinal axis 8 of the injector 10. A pilot or solenoid valve 46 comprises a valve stem 60 made of hard material and a valve plate 62 made of a soft electromagnetic material and firmly connected with the valve stem 60. As shown in Figure 1, the pilot valve 46 which can be actuated by means of a solenoid 44, is closing the outlet of the orifice 38, thus preventing the fuel from flowing through the orifice 38 into the neighbouring low pressure region 42. The cylindrical piece 36, due to the force resulting from the fuel pressure in the small chamber 40, will be pressed against a plane contacting surface 48a of a member 48. The member 48, together with further elements mounted within the injector 10, determines the axial position of the cylindrical piece 36. It is an important feature that the cylindrical piece 36 is guided only by the thicker section 30 of the needle valve piston 26 and is not guided on its outer circumference. This allows a substantially leakfree, seal-tight design and an unhindered axial motion of the injector needle valve 18 during the injection event. If the piece 36 had to be guided also on its outer circumference, jamming of the needle valve piston 26 or at least undesired high frictional forces would occur in case all tight fits needed for a tight seal were not perfectly concentrical to one another. The member 48 is slidable in a direction perpendicular to the longitudinal axis 8 of the injector 10. This allows to set the amount of travel of the pilot valve 46. A guide piece 50 is transmitting to the solenoid 44 by means of contacting surfaces 50a and 44a the axial hydraulic force which is transmitted from the cylindrical piece 36 to the member 48. This axial force resulting from the fuel pressure in the small chamber 40 will be transmitted from the solenoid 44 to the solenoid retaining nut 52 by means of the contacting surface 52a. Finally, the axial force is transmitted by a thread 54a of the solenoid retaining nut to the corresponding thread 54b provided at the injector housing 14. The path of the axial force resulting from the fuel pressure will be closed by a nut 56, a tip 58 and the injector needle valve 18. The solenoid 44, like the plate 62, is made of soft electromagnetic material. The electromagnetic properties (magnetisation and dynamic response) are adversely affected by mechnical tensions (material stresses). This fact would negatively influence the behaviour of the solenoid 44 and therefore of the solenoid valve 46 if the solenoid 44 would be used to carry the axial force resulting from the fuel pressure in the small chamber 40 without taking preventive measures. The reason why the solenoid 44 can be used as force transmitting element without impairing the proper function thereof will become apparent during the description of Figure 2, where the design of the solenoid 44 is explained in detail. However, even from Figure 1, one recognizes that the contacting surfaces 44a and 52a are arranged at a radial distance from the longitudinal axis 8 which is fairly bigger than the radius of the solenoid valve plate 62. This fact together with the internal layout of the solenoid 44 enables the solenoid 44 to perform both the task of a fast responding device and of a carrying member of the axial force resulting from the fuel pressure in the small chamber 40. In a cross bore 66 of the injector housing 14 and of the guide-piece 50 there is located a pilot valve spring 68 which is constructed as a bending spring in the form of a round bendable bar extending through a bore 70 machined in the stem 60 of pilot valve 46 and transmitting its elastic bias force onto the under side of said bore 70. The pretensioning force of the pilot valve spring 68 can be set by moving both ends of the spring 68 by means of two slotted pins 72. Each one of the pins 72 is guided in a bore 72a of the injector housing 14. An adjusting nut 74 threaded on the lower portion of the thread 54b of the injetor housing 14 is used to determine the axial position of the two pins 72 and therefore serves to determine the spring bias force to the pilot valve stem 60. This pretensioning operation can be performed once the injector 10 is fully assembled. The adjusting nut 74 and the solenoid retaining nut 52 are provided with slotted sleeves 76a and 76b. The slotted sleeve 76b of the adjusting nut 74 is provided with a thread at its inner surface which corresponds to the thread of the adjusting nut 74. Once the desired values of maximum injector valve lift H and of the bias force of the pilot valve spring 68 are set, the position of the solenoid retaining nut 52 and of the adjusting nut 74 can be blocked by means of a clamp 78 and elastic deformation and pressing of slotted sleeves 76a and 76b against each other and against the thread 54b of the injector housing 14. Thus an undesired rotation of the nuts 52 and 74 after the correct calibration of the injector can be prevented. Furthermore the injector 10 is provided with a side-cover 80 which can be removed to install or remove the pilot valve spring 68 as well as with a pin 81 to prevent the rotation of the guide piece 50. Three O-rings 82a, 82b and 84 seal the low pressure region 42 of the injector 10. A fuel return piece 88 allows fuel under low pressure to be returned from the low pressure region 42 back to the fuel tank (not shown). In this regard further details will be discussed during the description of Figure 2. Two plugs 86a and 86b which are the terminals of the coil of the solenoid 44 serve as connectors for connection to the solenoid driver unit (not shown). The mode of operation of the injector 10 is the following: When at a desired point of time the solenoid 44 is energized by an electric pulse of a predetermined duration, the pilot valve 46 is operated and the pilot valve stem 60 is retracted from its seat, thus opening the outlet of the orifice 38. In the same way as explained in the afore-mentioned EP-A-0 228 578 the fuel pressure in the small chamber 40 drops abruptly. The fuel pressure acting on the lower side of the lower section 28 with the smaller outer diameter of the injector needle valve piston 26 can now shift the needle valve 18 in its opened position and the injection event begins by the discharge of fuel across the seat 22 and through the injection orifices 24. If the electric pulse to the solenoid 44 is interrupted, the pilot valve 46 is quickly shifted back to its seat at the outlet of the orifice 38 by means of the biasing spring 68. The pressure in the small chamber 40 will abruptly rise. Due to the differential area between the upper, bigger piston 30 and the lower, smaller piston 28 it will be possible at any point in time to quickly reseat the injector needle valve 18 and therefore terminate the injection event. The members 48, 50 and 52 and the solenoid 44 are used to carry the axial force resulting from the fuel pressure in the small chamber 40 and transmit this force back to the injector housing 14. Care must be taken that the contacting surfaces 48a, 50a, 44a, 52a do not bring about lateral forces that are transmitted to the guide 30a of the upper piston of the injector needle valve 18. If one or more of the surfaces 48a, 44a, 52a are not perfectly perpendicular to the injector's longitudinal axis 8, or if the guide 28a for the lower section of the needle valve piston 26 is not aligned with the bore 64, undesired high frictional forces at the guides 28a and 30a can hinder a reliable and repeatable operation of the injector needle valve 18. This problem can be solved by making at least one of the contacting surfaces 44a or 52a slightly spherical in such a way that a slight non-perpendicularity can be compensated. For example the contacting surface 52a between the solenoid 44 and the solenoid retaining nut 52 could be slightly spherical. Figure 2 shows in detail the design of the solenoid 44, of the pilot valve plate 62 and of the upper part of the stem 60 of the pilot valve 46. The solenoid 44 consists of a round body 122 and of a stator plate 124. The stator plate 124 is fitted in a bore 124a in an outer section 126 of the body 122 which is radially and axially determining the position of the stator plate 124 by means of its bore 124a and of a shoulder 128. A coil 130 is wound on a coil body 132 of plastic and is placed in the ring-shaped space delimited by the inside of the body 122 and by the inside surface of the stator plate 124. The two electrical connections 86a and 86b of the coil 130 protrude out of the two bores 134a and 134b on the back side of the body 122. An inner round section 138 of the solenoid body 122 protrudes through a central bore 136 of the stator plate 124. An O-ring 140 seals the ring-shaped space housing the coil 130 from fuel present in the region 142. The region 142 is connected through a bore 144 and by other passages of big cross sectional area compared to the cross sectional area of the two orifices 34 and 38 with the low pressure region 42 (see also Figures 1). The side of the stator plate 124 facing the region 142 and the pilot valve plate 62 is in its essence flat and lies in the same plane as the front surface of the inner round section 138 of the solenoid body 122. The outer diameter of the pilot valve plate 62 is substantially smaller than the diameter of the circumference 146 of the solenoid body 122. Two pole faces 150 and 148 are defined between the surface of the inner round section 138 and the inner portion of the pilot valve plate 62 (first pole face 150) as well as between the outer portion of the pilot valve plate 162 and the inner portion of the stator plate 124 (second pole face 148). The two pole faces 148 and 150 are ring-shaped and have a substantially equal surface area. In comparison to the surface area of every single of the two pole faces 148 or 150, the cross sectional area of the outer section 126 of the solenoid body 122 and of the outer border of the stator plate 124 are substantially bigger. To enable a very rapid movement of the pilot valve 46 immediately after the switching-on and switching-off of the electrical power to the coil 130, the pilot valve 46 and therefore the pilot valve plate 62 must have a very small mass and at the same time the electromagnetic material of the pole faces 148 and 150 must be saturated in order to obtain the biggest possible electromagnetic force with the smallest possible mass of the pilot valve plate 62. The proposed design produces a concentration of the electromagnetic flux at the pole faces 148 and 150 as well as in the sections of the electromagnetic loop which are free from mechanical stresses. These sections are: The pilot valve plate 62, the inner round section 138 of the solenoid body 122 and the inner portion of the stator plate 124. Because the maximum concentration of the electromagnetic flux is reached at the pole faces 148 and 150, because the total flux is constant in any cross section of the electromagnetic loop and because the cross sectional areas of the outer section 126 of the solenoid body 122 and of the outer border of the stator plate 124 are substantially bigger compared to the surface of one pole face 148 or 150, the flux concentration in these portions of the electromagnetic loop will be much weaker. Due to this fact mechanical stresses in the outer section 126 do not influence the performance of the solenoid 44. Therefore, the outer section 126 of the solenoid body 122 can be used to carry and transmit the force arising from the pressure in the small chamber 40 (see Figure 1) in addition to its function in the electromagnetic loop. Figure 2 also illustrates the layout of the fuel return path for the fuel discharged during each intermittent injection event from the small chamber 40 through the orifice 38 into the low pressure region 42. This return fuel is spilled back to the fuel tank by means of a fuel return line (not illustrated). The discharged fuel flows within the injector 10 from the low pressure region 42 by means of passages of big cross sectional area in both the region 142 and the side bore 66, where the pilot valve spring 68 is placed. From the side bore 66 the fuel can flow through bore 70 which is machined in the stem 60 of the pilot valve 46 in a further bore 152. The bore 152 is also machined in the stem 60 with its longitudinal axis coinciding with the injector's logitudinal axis 8. A stop member 154 is located in the inner round section 138 of the solenoid body 122 and is firmly connected to it, for example by bonding the stop member 154 into the inner round section 138. Both the stop member 154 and the stem 60 of the pilot valve 46 are made of hard material, for example of hardened steel. The stop member 154 protrudes beyond the pole face 150 by the amount L. A bore 156 with its longitudinal axis corresponding to the injector's longitudinal axis 8 is machined in the stop member 154, in the inner round section 138 and in the fuel return piece 88. The fuel return piece 88 is connected to the solenoid body 122 in a firm, seal-tight manner. Furthermore, the pilot valve plate 62 is provided with a number of bores 158, the graduated circle 162 of which is arranged in the middle of the ring-shaped slot 136 between the inner border of the stator plate 124 and the circumference of the inner round section 138. The diameter of the bores 158 is preferably about as large as the width of the ring-shaped slot 136. The bores 158 are equally spaced on the graduated circle 162, for example there can be four bores 158 spaced apart by 90°. The pilot valve 46 including the pilot valve plate 62 are surrounded by fuel, since the region 142 and the different bores and passages as well as a disc-shaped space 164 between the pole faces 148 and 150 of the solenoid 44 and the side of the pilot valve plate 62 facing said pole faces are filled with fuel. To correctly fulfill its function, the pilot valve 46 must be capable to move very fast. Additionally thereto, every stroke must be an exact reproduction of the foregoing one, provided that the same electric pulse is fed to the solenoid 44. We distinguish between a pull-in stroke during which the pilot valve 46 is lifted off its seat at the outlet of the orifice 38 and moves towards the stop member 154 and a return stroke in the opposite direction immediately after the end of an electric pulse. For either the pull-in or the return stroke the amount of travel of the pilot valve 46 corresponds to P. During a fast movement of a plate in a liquid a hydraulic pressure acting in the direction opposite to the movement of the plate arises. In the present situation and without the preventive measures as described, this hydraulic pressure would slow down the motion of the pilot valve 46 by a factor of 2. The arrangement of the bores 158 is very effective in substantially reducing the hydraulic fuel pressure acting on the pilot valve plate 62 during its motion. Contrary to the pull-in movement which is stable and repeatable, the return movement of the pilot valve 46 can show undesired instabilities if no appropriate measures are taken. To such measures belongs the stop member 154. The maximum gap W between both pole faces 148 and 150 and the surface of the pilot valve plate 62 facing the pole faces 148 and 150 is bigger than the maximum amount of travel P of the pilot valve 46. When the pilot valve 46 is attracted by the solenoid 44 and strikes the stop member 154, a gap L is maintained between the pole faces 148 and 150 and the pilot valve plate 62. This gap L reduces in a known manner the remanence of the electromagnetic material when the current to the solenoid 44 is switched off and thus drastically reduces the electromagnetic adhering action which would retain the pilot valve 46 adhered for a too long time after the current switch-off. If the pilot valve plate 62 is surrounded by a liquid, as it is the present case, then a hydraulic adhering action is additionally hindering the return motion of the pilot valve plate 62 if the latter comes too close to the pole faces 148 and 150. The intensity of the hydraulic adhering action varies from one return stroke to the next one in an uncontrollable way. This is the main reason for disturbances in the release time of the pilot valve 46, if no effective precautionary steps are taken. To counteract this, the remaining gap L and the bores 158 are effective. The disc-shaped space 164, the volume of which is increasing during the return movement of the pilot valve 46 can be easily refilled with fuel through bores 158. As explained above, to build a remaining gap in an electromagnetic loop to reduce the release time of the solenoid valve is a well known method and is part of the known state of the art. In the solution as described, where a cylindrical stop member 154 is placed coaxially to the stem 60 of the pilot valve 46, the impacts resulting from the pilot valve 46 striking the member 154 are taken over by two hard pieces: the stem 60 and the stop member 154. The wear of the parts is greatly reduced due to this fact and therefore an extended life of the components is achieved. Additionally, the stop member 154 can be made of hardened steel which despite being an electromagnetic material does not disturb the desired dynamic behaviour of the pilot valve 46, since the contacting surface between the pilot valve stem 60 and the stop member 154 is very small compared to the pole faces 148 or 150. Figure 3 illustrates the design of the upper portion of an injector 10 according to the present invention. In this embodiment a cylindrical piece 166 guided by the upper section 30 of the needle valve piston 26 in the same way as shown in Figure 1 has an enlarged upper portion 168. The upper plane surface of the cylindrical piece 166 contacts by means of a contacting surface 170a an elongated outer section 170 of a solenoid 172 to transmit the hydraulic force resulting from the fuel pressure in the small chamber 40. The stator plate 124 is arranged inside the elongated outer section 170. In a space 174 between the upper end surface of the cylindrical piece 166 and the stator plate 124 as well as the pole face surface of the inner round section 138 of the solenoid 172, a pilot valve plate 176 and the lower enlarged section 178 of a stem 180 of a pilot valve 182 is placed. The stem 180 extends into the inner bore of an elongated stop member 184 and is radially guided therein. Two bores 186 are machined in the lower enlarged section 178 of the stem 180 and connect the space 174 with a bore 188 machined in the inside of the stem 180. An additional side-bore 190 connects the disc-shaped space 164 with the bore 188. This layout of the bores 186, 188 and 190 brings about a substantial reduction of the hydraulic pressure acting on the pilot valve plate 176 during the movement of the pilot valve 182. To adjust the maximum amount of travel P of the pilot valve 182 - an operation necessary to compensate for tolerance differences of the two orifices 34 and 38 from one injector 10 to another - the elongated stop member 184 can be axially positioned in the solenoid 172. For this purpose, an inner thread 192a is machined in the solenoid 172 and a corresponding outer thread 192b is machined in the upper part of the elongated stop member 184. By rotating the elongated stop member 184 and screwing it more or less in the thread 192a one can adjust the length L of the end of the elongated stop member 184 protruding beyond the surface of the pole face 150 and therefore adjust the pilot valve lift P. Once the desired pilot valve lift P has been set, one can block the elongated stop member 184 by means of the countering nut 194. A pilot valve spring 196 is transmitting its bias force to an intermediate piece 198 which is radially guided in the same bore of the elongated stop member 184 as the stem 180 of the pilot valve 182. The intermediate piece 198 transmits the elastic bias force of the pilot valve spring 196 to the stem 180. The spring 196 is placed in a chamber 200 at the upper end of the elongated stop member 184. The fuel return path extends through the bore 188 in the stem 180 and a bore 202 of the intermediate piece 198 and exits the chamber 200 through a bore 204. The mode of operation of the embodiment according to Figure 3 is analogous to the mode of the embodiment previously described in connection with Figures 1 and 2.

Claims: Fuel injector for intermittently injecting fuel into the combustion chamber of an internal combustion engine, comprising a housing (14) with a valve seat (22) and at least one injection orifice (24), an elongated injector valve member (18) provided with a piston member (26) and mounted within said housing (14) for engagement with said valve seat (22) to close said injection orifice (24), said injector valve member (18) being shiftable in its axial direction to be momentarily lifted from said valve seat (22) to open said injection orifice (24) to allow the injection of a desired quantity of fuel into the combustion chamber of the internal combustion engine, a control chamber (40) provided within said housing (14) and being connected to a fuel supply line (12); the fuel pressure in said control chamber (40) acting upon said piston member (26) of said injector valve member (18) forcing the latter against said valve seat (22), means (34, 38, 172, 182) to quickly reduce and quickly restore the fuel pressure in said control chamber (40) to allow the axial movement of said injector valve member (18), said means to quickly reduce and restore the fuel pressure in said control chamber (40) comprising at least a discharge orifice (38) opening into said control chamber (40), electromagnetically controlled pilot valve means (182) for closing and temporarily opening the outlet side of said discharge orifice (38) and operated by a solenoid (172) depending upon applied electric pulses of a predetermined duration; said solenoid (172) comprises a body (122) defining a pole face (148, 150) and having an outer section (126) and an inner section (138) and a solenoid coil (130) which is placed in an inner space of said body (122) between said outer and inner sections (126, 138), an armature member (176) connected to a stem (180) of said pilot valve means (182) and at least one first member (166) defining in part said control chamber (40) and being subject at least to the fuel pressure present in said control chamber (40), said first member (166) being in mechanical connection with further members (52, 54, 14; 172) transmitting the hydraulic forces acting upon said first member (166) characterized in that said outer section (126) of the solenoid body (122) is provided with an extended portion (170) protruding past said pole face (148, 150) and defining with said pole face (148, 150) and the surface of said first member (166) which is remote from the control chamber (40) a space (174) in which the end section (178) of the stem (180) of said pilot valve means (182) which opens and closes the outlet side of said discharge orifice (38) and said armature member (176) are arranged. Fuel injector according to claim 1, wherein said solenoid (172) is radially guided within a bore (64) provided in said injector housing (14). Fuel injector according to claim 1, comprising a solenoid retaining member (52) connected to said injector housing (14) for displacement in the direction of the injector's longitudinal axis (8) and acting upon said solenoid (172), whereby an axial displacement of said solenoid retaining member (52) results in a corresponding axial movement of at least said solenoid (172) and of said first member (166) to change the maximum valve lift that can be performed by the injector needle valve (18) during each intermittent injection event. Fuel injector according to claim 1, wherein said extended portion (170) of said outer section (126) is in contact with an upper portion (168) of said first member (166) by means of a contacting surface (170a). Fuel injector according to claim 1, wherein a stop member (154, 184) is placed in said inner section (138) of said solenoid body (122) and protrudes by a given amount (L) beyond a surface of said inner section (138), said stop member (154, 184) limiting the opening movement of said pilot valve means (182). Fuel injector according to claim 5, wherein said stop member (154, 184) is of a cylindrical shape with the end surface provided at the end protruding beyond said inner round section (138) being flat and parallel to said pole face (148, 150), the longitudinal axis of said stop member (154, 184) being coincident with the longitudinal axis (8) of said solenoid (172). Fuel injector according to claim 5, further comprising means for moving and positioning said stop member (184) in said inner section (138) to set a desired amount of travel (P) of said pilot valve means (182) by changing said given amount (L) of protrusion of said stop member (184). Fuel injector according to claim 7, wherein said stop member (184) is of elongated, cylindrical shape and is radially guided within said inner section (138), said elongated stop member (184) being provided with an outer thread (192b) engaging a corresponding inner thread (192a) provided in said inner section (138) for axially moving and positioning said elongated stop member (184) by threading in or out said elongated stop member (184) into said inner section (138). Fuel injector according to claim 1, wherein the stem (180) of said pilot valve means (182) is radially guided within a bore provided in said inner section (138) of said solenoid body (122), said bore being coaxial with the longitudinal axis (8) of said inner section (138). Fuel injector according to claims 8 and 9, wherein said stem (180) is radially guided within a bore axially arranged in said elongated stop member (184). Fuel injector according to claim 9, comprising a pilot valve spring (196), acting upon the upper end of said stem (180) of said pilot valve means (182). Fuel injector according to claim 1, wherein said armature member (176) of said pilot valve means (182) is provided with at least two bores (158) connecting the side of said armature member (176) facing said pole face (148, 150) with the opposite side of said armature member (176).

Inventors: GANSER MARCO ALFREDO, GANSER, MARCO ALFREDO
Applicants: GANSER HYDROMAG, GANSER-HYDROMAG
Application year: 1988
Main classification: F02M47
IPC codes: F02M47, F02M51