Fuel injection device

Abstract: A fuel injection device (1) is composed of a valve member (21 to 25) to open and close an injection hole (12b), a high pressure passage (50 to 53) for generating a basic pressure force to urge the valve member in a direction of opening the injection hole, an electromagnetic valve (30), first and second springs (15,16) for generating biasing forces to urge the valve member in a direction of closing the injection hole, and first and second control chambers (60,65) disposed in the fuel passages. The respective control chambers are communicated with the high pressure passage when the electromagnetic valve is not actuated and respective fuel pressure in the first and second control chambers urge the valve member in a direction of closing the injection hole, and the respective control chambers are communicated one after another at different timings to a low pressure conduit to reduce fuel pressure therein when the electromagnetic valve is actuated. With the device mentioned above, the valve member may be stepwise lifted to achieve variable fuel injection rate by controlling the control chambers in order to change a force balance with the basic pressure force and the biasing force.

Description: The present invention relates to a fuel injection device in which fuel may be stepwise injected. Conventionally, in a fuel supply system in which fuel is supplied from a high pressure supply pump to an injector that is a fuel injection device, a technology that a needle lift is varied by a value of fuel pressure to change its injection characteristic has been proposed. Injection rate, atomization density and distribution behavior of fuel affect largely on fuel ignitability, formation of NOx, black smoke, HC and the like and combustion efficiency. For example, well known is a nozzle with two-stage valve opening pressure that has two springs for biasing a needle with a predetermined needle lift interval. According to this technology, the needle lifts due to pressure of fuel delivered by a fuel injection pump. However, a value of pressure of fuel delivered to the fuel injection device from the fuel injection pump becomes variable according to engine operations. Therefore, it is difficult to always realize an optimum injection rate demanded by the engine over an entire range of engine operations. To cope with this problem, an injector 230, as disclosed in US Patent No. 5694909 and shown in Fig. 21, is known. The injector 230 is provided with a control chamber 260 by which fuel pressure is applied to a needle 231 in a direction of closing an injection hole. A lift of the needle 231 is controlled by making a force acting in a direction of opening the injection hole due to fuel pressure transmitted to a fuel accumulating space 232 larger or smaller than a sum of forces receiving in a direction of closing the injection hole due to the fuel pressure of the control chamber 260 and biasing force of a spring 237. Even if the fuel pressure is varied according to the engine operations, regulating pressure of the control chamber 260 accurately controls an opening and closing timing by the needle 231. Further, a lift of a pilot valve stem 270 is controlled with two steps by biasing forces of two springs 290 for urging the pilot valve stem 270 in a direction of closing the control chamber 260 and an attracting force of a coil 274. As a result, it is intended that the needle 231 is stepwise lifted to secure a predetermined fuel injection rate. However, the conventional fuel injection device has a drawback that, even if the stem 270 is stepwise lifted, the needle is not always stepwise lifted simultaneously with the stem 270, since the needle 231 is lifted when a value of the fuel pressure of the fuel accumulating space 232 exceeds a sum value of pressure of the control chamber 260 and biasing force of the spring 237. Further, if the electromagnetic attracting force of the coil 274 is varied due to, for example, a change of temperature, a lifting characteristic of the stem 270 such as an opening area characteristic of the stem 270 is forced to change. Furthermore, due to a characteristic change of fuel such as viscosity, the pressure of the control chamber 260 is changed unstably. Accordingly, a lifting characteristic of the needle 231 is also changed so that the fuel injection rate may become unstable. Moreover, since a lifting control amount of the stem 270 is very small, it is difficult to secure a uniform quality in each of the injectors 230 so that an accurate and stable injection control may not be realized. In the conventional fuel injection devices, though the injection rate may be variably controlled so far, it is impossible to realize a variable control of fuel atomization event such as atomization angle and droplets reaching distance. Inadequate control of the atomization event causes to harm fuel consumption and an output so that NOx, black smoke, HC and the like may be more formed. Further, as shown in JP-A-10-54323, well known is a fuel injection valve in which control valves are arranged at an inlet portion through which high pressure is introduced to the control chamber and at an outlet portion through which high pressure is released from the control chamber, respectively. With the plurality of control valves, the lift of the needle is stepwise controlled to obtain the stable lift control, while the leak amount can be reduced, since respective opening and clos ingcontrols of the inlet and outlet of the control chamber can be independently controlled. However, the injection valve mentioned above still has a drawback that the valve becomes larger and is expensive since pluralities of electromagnetic valves are necessary. Further, it is referred to US patents Nos. 5,842,640 and 5,472,142. The US 5,842,640 discloses a fuel injection device wherein the opening and closing motion of a control piston of an injection valve member is controlled by a first control space and a second control space whose volume and fuel control pressure is changed by the piston motion. Relief elements ensure a pressure balance between the second control space and a highpressure chamber. During the opening motion, the pressure in the second control space retards the opening procedure. During the closing motion, the control piston is additionally accelerated by abruptly introducing high pressure fuel into the first control space when there is a predetermined pressure in the second control space. The US 5,472,142 discloses a similar fuel injection device wherein the opening and closing motion of a control piston of an injection valve member is controlled by a first control space and a second control space which communicates with the first control space. During the opening motion, the reduction of pressure within the first control space is delayed by a restriction passage communicating the first control space with a low-pressure chamber so that it is possible to perform operation of setting an amount of pre-lift on the injection valve member which decides the injection rate. Finally, EP 1041272 A is referred to as a prior art document which is comprised in the state of art pursuant to Art. 54 (3) EPC. The EP 1041272 A discloses a fuel injection device which permits the rate of opening motion of the injection valve member to be varied, in use. The injection valve member includes a valve needle being exposed to the fuel pressure of a first control space and a movable stop member whose surface is exposed to the fuel pressure of a second control space. The motions of the valve needle and the stop member are controlled separately from each other. An object of the present invention is to provide a fuel injection device in which fuel injection events may be accurately controlled according to engine conditions and the formation of NOx, black smoke and HC may be limited to improve the fuel consumption and the output. To achieve the above object, the fuel injection device is composed as defined in claim 1. With the device mentioned above, the valve member may be stepwise lifted to achieve variable fuel injection rate by controlling one after another at different timings the chamber fuel pressure force from selected any one of the plurality of control chambers that is applied to the valve member in order to change a force balance with the basic fuel pressure force and the biasing force that are then applied to the valve member. According to the fuel injection device mentioned above, even if fuel pressure to be introduced into the device is varied according to engine operating conditions, a timing of the valve member for opening and closing the injection hole may be accurately controlled. It is preferable for the accurate stepwise lifting of the valve member that the biasing means comprises a first biasing element for generating first biasing force to urge the valve member in a direction of closing the injection hole irrelevantly to a lifting amount of the valve member and a second biasing element for generating second biasing force to urge the valve member in a direction of closing the injection hole after the valve member has established a predetermined lifting amount. Preferably, the valve member comprises a needle to be seated on the valve seat and a transmitting element provided on an opposite side to the injection hole with respect to the needle for transmitting the biasing force and the chamber fuel pressure forces of the plurality of control chambers to the needle. The transmitting element may be an element integrated into one body having a plurality of cross sectional areas, whose largeness are different from each other, for receiving respective fuel pressure from the plurality of control chambers, or an element separated into a plurality of bodies having respective cross sectional areas, whose largeness are different from each other, for receiving fuel pressure respectively from the plurality of control chambers. Further, the transmitting element preferably has separated areas for receiving fuel pressure from the respective plurality of control chambers. If more than two of the control chambers and the corresponding biasing means are provided, the valve member may move with more than two stage stepwise lifting. The respective plurality of control chambers are formed on an axis same as that of the transmitting element so that a small fuel injection device may be realized. Furthermore, it is preferable in view of compactness of the device that the biasing means is located in one or the plurality of control chambers. An area of the valve member which receives fuel pressure from selected any of the plurality of control chambers for producing the chamber fuel pressure force is larger than an area of the valve member which receives fuel pressure from the high pressure passage for generating the main fuel pressure force, when the valve member is seated on the valve seat, and the area of the valve member which receives fuel pressure from selected any of the plurality of control chambers for producing the chamber fuel pressure force becomes smaller than the area of the valve member which receives fuel pressure from the high pressure passage for generating the main fuel pressure force, when the valve member lifts in a direction away from the valve seat. Accordingly, as a speed at which the valve member is seated on the valve seat is limited, a valve closing shock may be eased. Preferably, the control valve means has a plurality of moving members which are operative to open and close fuel passages on a side of the low pressure conduit with respect to the respective plurality of control chambers. As the respective control chambers may be independently and stepwise controlled so that the valve member is lifted stepwise. Further, it is preferred that the plurality of moving members are provided on a common axis and have control valve springs for biasing the respective plurality of moving members in a direction of closing the fuel passages to be communicated to the low pressure conduit, the plurality of moving members being operative at respective different timings to open the fuel passages on a side of the low pressure conduit with respect to the plurality of control chambers against the biasing forces of the control valve springs. With this construction, the injection device becomes compact and the respective pressure of the control chambers may be highly accurately controlled. In a case that the plurality of the control chambers comprise first and second control chambers for producing the chamber fuel pressure forces to urge the valve member in a direction of closing the injection hole, the plurality of the control valve means comprise first and second moving members and first and second control valve springs, and the first moving member is slidably and reciprocatingly held in the second moving member in such a manner that, at first, the first moving member comes in contact with the second moving member in a predetermined lifting stroke after the first moving member moves to open the fuel passage on a side of the low pressure conduit with respect to the first control chamber and, then, the first moving member together with the second moving member further moves so that the fuel passage on a side of the low pressure conduit with respect to the second control chamber may be opened by the second moving member. With this construction, the injection valve becomes compact because one driving source serves to lift the respective moving members. The valve member may establish a first lifting amount in a low to middle speed range or a low to middle load range as engine operating conditions, and a second lifting amount larger than the first lifting amount in a high speed range or a high load range as engine operating conditions. According to the engine operating conditions, optimum fuel injection rate may be selected. Furthermore, the valve member may change stepwise a lifting amount from the first lifting amount to the second lifting amount within a fuel injection period when the engine operating conditions show a change from the low speed range to the high speed range or a change from the low load range to the high load range. As an optimum injection rate may be realized within a fuel injection period, Generation of NOx, HC and black carbon may be limited. Moreover, the valve member may be moved to inject fuel with optimum numbers of injections in a cycle of engine and in an optimum lifting state of the valve member and for an optimum injection period in each injection, when engine operating conditions are changed from one to another or the valve member may be moved to inject fuel with optimum numbers of injections in a cycle of engine and in an optimum lifting state of the valve member during whole ranges of engine operating conditions. These control result in reducing generation of NOx, HC and black carbon. Other features and advantages of the present invention will be appreciated, as well as methods of operation and the function of the related parts, from a study of the following detailed description, the appended claims, and the drawings, all of which form a part of this application. In the drawings: Fig. 1 is a cross sectional view of an injector according to a first embodiment of the present invention; Fig. 2 is a partly enlarged view of the injector shown in Fig. 1; Fig. 3 is a partly enlarged another view of the injector shown in Fig. 1; Fig. 4 is a part view of the injector shown in Fig. 1 for explaining a first lift stroke of a control valve. Fig. 5 is a part view of the injector shown in Fig. 1 for explaining a second lift stroke of a control valve. Fig. 6 is a time chart showing a stepwise lifting; Fig. 7A is an enlarged view of a nozzle portion with respect to the injector shown in Fig. 1; Fig. 7B is a cross sectional view taken along a line VIIB-VIIB of Fig. 7A at a low lift; Fig. 7C is a cross sectional view of Fig. 7B at a maximum lift; Fig. 8 is an enlarged view of a nozzle portion with respect to the injector shown in Fig. 1 at the maximum lift; Fig. 9 is a characteristic chart showing a relationship among a flow speed, atomization angle and lift amount. Fig 10A is a chart showing a relationship between engine revolution and engine load. Fig 10B is a chart showing a relationship between engine revolution and injection pressure. Fig 10C is a chart showing a relationship between engine revolution and injection time. Fig. 11A is a cross sectional view of an injector according to a second embodiment of the present invention; Fig. 11B is a partly enlarged view of the injector shown in Fig. 11A; Fig. 12 is across sectionalviewof an injector according to a third embodiment of the present invention; Fig. 13 is a cross sectionalviewof an injector according to a fourth embodiment of the present invention; Fig. 14 is across sectional viewof an injector according to a fifth embodiment of the present invention; Fig. 15 is a cross sectional view of an electromagnetic valve of an injector according to a sixth embodiment of the present invention; Fig. 16 is a cross sectional view of a modified electromagnetic valve of the injector according to the sixth embodiment of the present invention; Fig. 17 is a cross sectional view of an electromagnetic valve of an injector according to a seventh embodiment of the present invention; Fig. 18A is a cross sectional view of an electromagnetic valve of an injector according to a eighth embodiment of the present invention; Fig. 18B is a cross sectional part view taken along a line XVIIIB-XVIIIB of Fig. 18A; Fig. 19 is a cross sectional viewof an injector according to a ninth embodiment of the present invention; Fig. 20 is a cross sectional viewof an injector according to a tenth embodiment of the present invention; and Fig. 21 is a cross sectional view of a conventional injector as a prior art. (First embodiment) Fig. 1 shows an injector 1 as a fuel injection device according to a first embodiment of the present invention. The injector 1 is installed in an engine head (not shown) of an engine for directly injecting fuel in each cylinder of the engine. High pressure fuel discharged from a fuel injection pump is accumulated to a predetermined pressure in a pressure accumulating chamber of a pressure accumulating pipe (not shown) and is sullied to the injector 1. A discharge pressure of the fuel injection pump is adjusted according to engine revolution, load, intake fuel pressure, intake air volume and coolant temperature. In the injector 1, a valve body 12 is fastened via a tip packing 13 to a housing 11 by a retaining nut 14. A valve element 20 is composed of, from a side of an injection hole 12b in order, a needle 21, a rod 23, a control piston 24 and a control piston 25. The rod 23 and control pistons 24 and 25 constitute a transmitting element. The needle 21 is held by the valve body 12 so as to make a reciprocating movement therein. The needle 21 is urged to a valve seat 12a formed in the valve body 12 via the control pistons 25 and 24 and the rod 23 by a first spring 15, as first biasing means. The first spring 15 is housed in a second control chamber 65 on a same axis as the control piston 25. An initial preload of the first spring 15 is Fs1 and a spring constant thereof is K1. A second spring 16, as second biasing means, is fitted around a circumference of the rod 23 in the housing 11 on a same axis as the rod 23 and presses a spring seat 17 against the tip packing 13. An initial preload of the second spring 16 is Fs2 and a spring constant thereof is K2. As shown in Fig. 2, when the spring seat 17 is seated on the tip packing 13, a clearance between a lower end surface 17a and s shoulder portion 22 of the needle 21 has a length h1, which constitutes a first lifting amount. Further, when the spring seat 17 is seated on the tip packing 13, the lower end surface 17a of the spring seat 17 protrudes out of a lower end surface 13a by a length h2, which constitutes a second lifting amount. Therefore, a maximum lifting amount of the needle 21 is a length h1 + h2. As shown in Fig. 1, an electromagnetic valve 30 is fastened to an upper part of the housing 11 by a nut 31. The electromagnetic valve is composed of an armature 32, a body 33, a plate 34, a coil 35, a first control valve 40, a second control valve 43, the first spring 42 and the second spring 44. The first and second control valves 40 and 43 are movable members. The second control valve 43 may be seated on a valve seat 33a formed on the body 33 by a biasing force of the second spring. The second control valve 43 is formed in a cylindrical shape and has a through hole penetrating in an axial direction. The first control valve 40 is held by an inner circumferential wall of the second control valve 43 so as to make a reciprocal movement therein. The first and second control valves are arranged on a same axis. The first control valve 40 may be seated on the plate 34 by a biasing force of the first spring 42. The core 41 located above the first control valve 40 is attracted to an end surface 32a of the armature 32 against the biasing force of the first spring 42 by a magnetic attracting force exerted on energizing the coil 35. As shown in Fig. 4, the first lifting amount H1 corresponds to a moving distance of the first control valve 40, which is upward lifted until the first control valve 40 comes in contact with an end 43a of the second control valve 43. When a larger current is supplied to the coil 35, the force attracting the core 41 of the first control valve 40 becomes stronger so that both the first and second control valves 40 and 43 may be upward lifted against the sum of biasing forces of the first and second springs 42 and 44 and stops when the second control valve 43 comes in contact with a stopper 32b of the armature 32. The second lifting amount H2 corresponds to a moving distance of the second control valve 43 after the first control valve 40 comes in contact with the second control valve 43 and until the second control valve 43 comes in contact with the stopper 32b of the armature 32. The maximum lifting amount of the first control valve 40 is h1 + h2. As shown in Fig. 3, an inlet throttle 61 and an outlet throttle 62 are respectively communicated with the first control chamber 60, as a pressure chamber. A passage area of the outlet throttle 62 is larger than that of the inlet throttle 61. The outlet throttle 62 is a fuel passage to be communicated with a low pressure side. The inlet throttle 61 is formed in a liner 26, which is press fitted or closely fitted to the housing 11, and is communicated with a fuel passage 51. High pressure fuel is supplied via a fuel in-flow passage 50, the fuel passage 51 and the inlet throttle 61 to the first control chamber 60. The outlet throttle 62 is formed in the plate 34 put between the body and the housing 11 and is communicated with a fuel chamber 63. An inlet throttle 66 and an outlet throttle 67 are respectively communicated with the second control chamber 65, as another pressure chamber. A passage area of the outlet throttle 67 is larger than that of the inlet throttle 66. The inlet throttle 66 is communicated with the fuel passage 51 and high pressure fuel is supplied via the fuel in-flow passage 50, the fuel passage 51 and the inlet throttle 66 to the second control chamber 65. The outlet throttle 67 is communicated with a fuel passage 68. The outlet throttle 67, the fuel passage 68 and fuel passages 69 and 70 constitute fuel passages to be communicated with a low pressure side. When the first control valve 40 opens the outlet throttle 62, the high pressure fuel in the first control chamber 60 is evacuated via the outlet throttle 62, the fuel chamber 63 on a low pressure side, fuel passages 64, 57a and 56a and a fuel out-flow passage 58 to a fuel tank 3. The fuel passage 57 is formed around the body 33 to communicated with the fuel passage 64 and is communicated via the fuel passage 56a provided in the plate 34 to the fuel passage 56. The fuel passage 56, which is opened to a circumference of the rod in the housing 11, is used to evacuate low pressure fuel in the housing 11 to the fuel tank 3. When the second control valve 43 is apart from the valve seat 33a of the body 33 and opens the fuel passage 70, high pressure fuel in the second control chamber 65 is evacuated via the outlet throttle 67, the fuel passages 68, 69 and 70, the fuel chamber 63, the fuel passages 64, 57a, 56a, and the fuel out-flow passages 58 to the fuel tank 3. A fuel passage 57, which is communicated with the fuel passage 57a formed in the body 33, is opened to an inside of the electromagnetic valve 30 where the second spring 44 is housed and is used to evacuate low pressure fuel in the inside of the electromagnetic valve 30 via the fuel passages 57a and 56a to the fuel tank 3. The control piston 24 is closely fitted to the housing 11. The control piston 25, which is located on an opposite side of the injection hole relative to the control piston 24, is closely fitted to the liner 26 and faces to the first control chamber 60. A lower part of the control piston 24 is in contact with the rod 23. One end of the first spring 15 is in contact with the liner 26 and the other end thereof is retained by the control piston 25. The control pistons 24 and 25, which are provided separately, may be integrated as one body. Further, the control piston 24 may be integrated with the rod 23. A sum of an area Ap1, on which the control pistons 24 and 25 receive fuel pressure from the first control chamber 60, and an area Ap2, on which the control pistons 24 and 25 receive fuel pressure from the second control chamber 65, is larger than a cross sectional area of a guide portion of the needle 21 which slides the valve body 12, that is, a cross sectional area Ag of a bore of the valve body 12 in which the needle 21 is housed. High pressure fuel supplied from the pressure accumulating pipe (not shown) is transmitted via the fuel in-flow passage 50 formed in the housing 11, the fuel passage 51, a fuel passage formed in the tip packing 13, a fuel passage 53 formed in the nozzle body 12, the fuel accumulating space 54 and a fuel passage around the needle 21 to a valve portion 2 formed by the needle 21 and the valve seat 12a. Next, detail construction of the valve portion 2 is described. As shown in Fig. 7A, a contacting portion 21a,which is provided at a leading end of the needle 21 may be seated on the valve seat 12a of the valve body 12. The valve portion 2 is composed of the contacting portion 21a, a circular force generating portion 210, a swirl chamber 219 and the injection hole 12b. The circular force generating portion 210 is constituted by conical faces 211, 212 and 213 formed at an outer circumference of the needle 21, a cylindrical face 214 and a plurality of oblique grooves 215. The conical face 211 is formed with a conical angle that is slightly smaller than or same as that of a seat face 220. The circular force generation portion 210 is not limited to the construction mentioned above for securing functions and effects mentioned below, but may be a construction such that a conical face is formed in the valve body12 such as the seat face 220, a conical face is also formed at the outer circumference of the needle 21 such as the conical face 211 so as to face to the conical face on a valve body side, and oblique grooves are provided in one of the conical faces on the needle side and on the valve body side. Both of the conical faces may be replaced with both of spherical surfaces. The swirl chamber 219 is constituted by the seat face 220 of the valve body 12 and both of a conical face 213 and a cylindrical face 216, which are positioned at the needle 21 on a downstream of the circulation force generating portion 210. The swirl chamber 219 is not limited in the shape mentioned above and the cylindrical face 216 may be replaced with a conical face, a composite cylindrical and conical surface or a spherical surface. The contacting portion 21a of the needle 21 may be seated on the valve seat 12a by a biasing force of the first spring in a direction of closing the injection hole. On the other hand, the contacting portion 21a of the needle 21 receives a force due to the fuel pressure in the fuel passage 55 in a direction apart from the valve seat 12a, that is, in a direction of opening the injection hole. A flow passage at a downstream of the contacting portion 21a is provided with the seat face 220 and conical faces 217 and 218 of the needle 21. A conical angle of the conical face 217 is larger than that of the seat face 220 and a conical angle of the conical face 218 is larger than that of the conical face 217. The valve body 12 is provided with a conical face 221 that is continuously changed from the seat face 220 to constitute the flow passage communicated to the injection hole 12b. The conical faces 217 and 218 may be one surface having a same conical angle. Further, the seat face 220 and the conical face 221 may be one conical face having a same angle as the seat face 220 or a curved surface such as an arc. Next, an operation of the injector 1 is described. Fuel discharged from the fuel injection pump (not shown) is delivered to the accumulating pipe (not shown). The high pressure fuel, pressure of which is accumulated to a predetermined value by the accumulating chamber in the accumulating pipe, is supplied to the injector 1. Current for driving the control valve, a value of which is controlled by an engine control apparatus (ECU) according to engine operations, is supplied to the coil 35 of the electromagnetic valve 30. The electromagnetic attracting force of the coil exerted by the current supply attracts the first control valve 40 against the biasing force of the first spring 42. Then, the outlet throttle 62 is opened so that the first control chamber 60 is communicated via the outlet throttle 62 with the fuel chamber 63 on a side of low pressure. As the passage area of the outlet throttle 62 is larger than that of the inlet throttle 61, the volume of the out-flow fuel is larger than that of the in-flow fuel so that the fuel pressure Pc1 of the first control chamber 60 begins to decrease. The pressure decreasing speed may be adequately set by adjusting a difference of the passage areas between the outlet and inlet throttles 62 and 61 and a volume of the first control chamber. When the pressure in the first control chamber 60 is decreased and the sum of the pre-loaded force of the first spring 15 and the force received from the fuel pressure of the first and second control chambers 60 and 65, both of which act in a direction of closing the injection hole, becomes lower than a force of moving upwardly the needle 21, the needle 21 begins to open the injection hole. If the electromagnetic attracting force exerted by holding current IH1 supplied to the coil 35 is smaller than the sum of biasing forces of the first and second springs 42 and 44, the first control valve 40 stops at a position showing the first lifting amount H1, as shown in Fig. 1. Next, force acting on the needle 21 is described. (1) When the lifting amount h of the needle 21 is less than the first lifting amount h1 (h < h1): 1 ○ At a valve closing by needle (h = 0); A valve closing force Fc1 is a sum of a force Fct acting on the valve element 20 in a direction of closing the injection hole due to the fuel pressure Pct of the first and second control chambers 60 and 65 and an initial pre-loaded force Fs1 of the first spring 15. That is, Fc1 = Fct + Fs1 = Pct x Ap + Fs1 and, further, Pct x Ap = Pc1 x Ap1 + Pc2 x Ap2 where Pc1 is pressure of the first control chamber 60, Pc2 is pressure of the second control chamber 65, Ap1 is an area of the valve element 20 receiving fuel pressure from the first control chamber 60 in a direction of closing the injection hole, and Ap2 is an area of the valve element 20 receiving fuel pressure from the second control chamber 65 in a direction of closing the injection valve. There is a relation, Ap = Ap1 + Ap2. A valve opening force Fo is a force Fd acting on the needle21 due to fuel pressure in a direction of opening the injection hole, that is, Fo = Fd = Pd (Ag - As) where Pd is fuel pressure in the fuel passage 55 and As is an area of the valve seat 12a on which the needle 21 is seated. A force F applied to the needle 21 is shown by the following formula (1). F = Fo - Fc1 = Pd (Ag - As) - Pct x Ap - Fs1 2 ○ At a valve opening by needle (o<h<h1); When fuel pressure of the first control chamber 60 is decreased and the needle valve 21 is moved apart from the valve seat 12a, a spring force Fs becomes Fs = Fs1 + K1 x h by adding a force corresponding to a contraction h of the first spring 15. Accordingly, the valve closing force Fc1 is Fc1 = Fct + Fs = Fct + Fs1 + K1 x h and the valve opening force Fo = Fd = Pd x Ag. The force F applied to the needle 21 is shown by the following formula (2). F = Fo - Fc1 = Pd x Ag- Fct - Fs1 - K1 x h The area of the valve element 20 receiving fuel pressure, which is equal to the area Ap receiving fuel pressure from the first and second control chambers 60 and 65 minus the areaApl receiving fuel pressure from the first control chamber 60 where the fuel pressure is reduced, that is, the area Ap2 receiving fuel pressure from the second chamber 65, is smaller than Ag. (2) When the lifting amount h of the needle 21 is equal to or more than the first lifting amount h1 (h1 ≦ h): The spring force Fs is Fs = K1 x h + Fs1 + K2 (h-h1) + Fs2 by adding the initial pre-loaded force Fs2 and a force due to the contraction of the second spring 16. The valve closing force Fc1 is Fc1 = Fct + Fs = Pct x Ap + K1 x h + Fs1 + K2 (h-h1) + Fs2. The valve opening force Fo is Fo = Fd = Pd x Ag. The force F applied to the needle 21 is shown by the following formula (3). F = Fo - Fc1 = Pd x Ag- Pct x Ap -K1 x h - Fs1 - K2 (h-h2) - Fs2 Next, forces acting on the first and second control valves 40 and 43 are described. (1) At a valve closing time when the lifting amount H of the first control valve is zero (H=0): A valve closing force Fvc1 acting on the first valve 40 is only an initial pre-load Fvs1 of the first spring 42, that is, Fvc1 = Fvs1. Valve opening force acting on the first control valve 40 is a valve opening force Fvo1 which the first control valve 40 receives from the fuel pressure Pc1 of the first control chamber 60, that is, Fvo1 = Ao1 x Pc1 where Ao1 is an opening area of the outlet throttle 62. A force Fv1 applied to the first control valve 40 is shown by the following formula (4). Fv1 = Fvo1 - Fvc1 = Ao1 x Pc1 - Fvs1 A valve closing force Fvc2 acting on the second valve 43 is an initial pre-load Fvs2 of the second spring 44, that is, Fvc1 = Fvs1. A valve opening force Fvo2 acting on the second control valve 43 is a valve opening force which the second control valve 43 receives from the fuel pressure Pc2 of the second control chamber 65, that is, Fvo2 = Ao2 x Pc2 where Ao2 is an area on which the second control valve seated on the valve seat 33a receives the fuel pressure of the second control chamber 65. The force Fv2 applied to the second control valve 43 is shown by the following formula (5). Fv2 = Fvo2 - Fvc2 = Ao2 x Pc2 - Fv2 At H = 0, the first and second control valves 40 and 43 do not receive a force from each other. (2) When only the first control valve 40 is lifted (0<H<H1): A magnetic attracting force Fm1 exerted by the holding current IH1 supplied to the coil 35, which is applied to the first control valve 40, caused the first control valve 40 to lift from the plate 34. As the initial pre-load Fvs1 and the force due to the contraction of the first spring 42 is applied to the control valve 40 as the valve closing force, the valve closing force Fvc1 acting on the first control valve 40 is Fvc1 = Fvs1 + K1 x H. The valve opening force Fvo1 thereof is the magnetic attracting force Fm1 and a force that the first control valve 40 receives from the fuel pressure Pv1 of the fuel chamber 63 on an area counterbalanced by its upper and lower pressure receiving areas. At H > 0, the fuel pressure Pv1 of the first control chamber 60 affects via the outlet throttle 62 on the fuel pressure Pv1 of the fuel chamber 63, unless the fuel pressure Pv1 is low. However, the fuel chamber 63 is opened via the fuel passages 64, 57a and 56a and the fuel out-flow passage 58 to the fuel tank 3 so that the fuel pressure of the fuel chamber 63 is almost equal to atmospheric pressure, that is, negligible pressure. A sum of the valve opening force is Fvo1 = Fm1 + Avo1 x Pv1. The force Fv1 applied to the first control valve 40 is shown by the following formula (6). Fv1 = Fvo1 - Fvc1 = Fm1 + Avo1 x Pv1 - Fvs1 - K1 x H At this time, the force applied to the second control valve 43 is same to that shown in the formula (5). (3) When the first and second control valves 40 and 43 are lifted (H1 ≦ H): A magnetic attracting force Fm2 exerted by the second holding current IH2 supplied to the coil 35 is applied to the first control valve 40. A valve closing force applied to the first control valve 40 is Fvs1 + K1 x H by the spring force of the first spring 42. In addition to that, the spring force Fvs2 + K2 (H -H1) of the second spring 44 acting on the second control valve 43 is applied. Therefore, the valve closing force Fvc1 applied to the first control valve 40 is Fvc1 = Fvs1 + K1 x H + Fvs2 + K2 x (H-H1) . The valve opening force Fvo1 applied to the first control valve 40 is Fvo1 = Fm2 + Avo1 x Pv1. The force Fv1 applied to the first control valve 40, if neglect a force receiving from the second control valve 43, is shown by the following formula (7). Fv1 = Fvo1 - Fvc1 = Fm2 + Avo1 x Pv1 - Fvs1 -K1 x H Next, as the second control valve 43 is lifted, the fuel pressure of the fuel passage 70 reduces from Pc1 and becomes Pv2 near atmospheric pressure, same as that of the fuel chamber 63, that is, Pv2 ≒ Pv1. A valve opening force Fvo2 applied to the second control valve 43 is Fvo2 = Avo2 x Pv2 where Avo2 is a pressure receiving area of the second control valve 43 which receive pressure in a valve opening direction from the fuel chamber 63 and the fuel passage 70. A valve closing force Fvc2 applied to the second control valve 43 is Fvc2 = Fvs2 + K2 x (H-H1) . The force Fv2 applied to the second control valve 43, if neglect a force receiving from the first control valve 40, is shown by the following formula (8). Fv2 = Fvo2 - Fvc2 = Avo2 x Pv2 - Fvs2 - K2 x (H-H1) A sum Fv of the force applied to the first and second control valves 40 and 43 is shown by the following formula (9). Fv = Fm2 + Avo1 x Pv1 - Fvs1 -K1 x H + Avo2 x Pv2 - Fvs2 - K2 x (H-H1) When the magnetic attracting force exerted by the driving current applied to the coil 35 causes the first control valve 40 to move against the spring force of the first spring 42 and establishes the first lifting amount H1 as shown in Fig. 4, the fuel pressure Pc1 of the first control chamber 60 is reduced. Accordingly, the pressure Pd from the accumulating pipe, if exceeds the sum of the fuel pressure Pc1 and the initial pre-load of the first spring 15, causes the needle 21 to move upwardly against the first spring 15 so as to open the injection hole. This is a case that a condition F ≧ 0 is satisfied in the formula (1). Therefore, the needle 21 is lifted by the first lifting amount h1. After moving the first lifting amount h1, the needle 21 receives the initial pre-load Fs2 of the second spring 16 so that the needle 21 stops lifting and keeps the first lifting amount h1, as shown in a needle lift diagram (A) in Fig. 6. Even if the fuel pressure of the first control chamber is reduced, the needle 21 keeps the first lifting amount h1, as far as F ≧ 0 in the formula (2) and F < 0 in the formula (3) are satisfied. Further, when higher current is supplied to the coil 35 of the electromagnetic valve 30 and the electromagnetic attracting force is increased, the second control valve 43 is moved together with the first control valve 40 against the biasing forces of the first and second springs 42 and 44 to establish a lifting state (H1 + H2) as shown in Fig. 6. Accordingly, when the fuel pressure of the second control chamber 65 is reduced and F ≧ 0 in the formula (3) is satisfied, the needle 21 is lifted to exceed the first lifting amount hi so that the needle 21 may be further lifted by the second lifting amount h2 in addition to the first lifting amount h1. The total needle lifting amount becomes h1 + h2 that is a maximum lifting state as shown in (b) of (B) or (C) in Fig. 6. According to the fuel pressure reduction of the second control chamber 65, force acting on the needle 21 in a valve opening direction is further increased. However, as the shoulder portion 22 of the needle 21 comes in contact with the lower end surface of the tip packing 13, further lifting of the needle 21 is stopped. The force in a direction of opening the injection hole is received by the tip packing 13. After a lapse of a predetermined driving pulse time, the supply of the driving current to the coil 35 is stopped and the second control valve 43 is seated on the valve seat 33a so that the fuel passage 70 may be closed. Then, the fuel pressure of the second control chamber 65 begins to increase due to high pressure fuel flown from the inlet throttle 66. Further, when the outlet throttle 62 is closed by the first control valve 40 seated on the plate 34, the fuel pressure of the first control chamber 60 increases due to high pressure fuel flown from the inlet throttle 61. As the force of moving downwardly the control pistons 24 and 25 is increased, the needle 21 begins to move downward in a direction of closing the injection hole via the rod 23. When the needle 21 has moved downward by the second lifting amount h2, the needle 21 does not receives the biasing force of the second spring 16 and only the fuel pressure of the first and second control chambers 60 and 65 and the initial pre-load Fs1 of the first spring 15 urge the valve element 20 in a direction of closing the injection hole. As the valve closing force acting on the needle 21 is reduced, the needle 21 is slowly seated on the valve seat 12a so that seating impact and noise may be reduced. As mentioned above, the fuel pressure of the first and second control chambers 60 and 65 are controlled by the first and second control valves 40 and 43, which are regulated by the current supplied to the electromagnetic valve 30, and, further, controlled by the preset passage areas of two pairs of the throttles 61 and 62 and the throttles 66 and 67. The needle 21 is stepwise lifted by controlling the force receiving from the fuel pressure in a direction of opening or closing the injection hole relative to the biasing forces of the first and second springs 15 and 16. At the valve opening time, various lifting characteristics such as a lifting of only the first lifting amount h1, lifting of the first and second lifting amounts h1 + h2 or stepwise lifting with a longer time interval of the first lifting amount h1 before starting the second lifting amount h2. Further, at the valve closing time, it is possible to eliminate or shorten the time interval of h1. As a result, fuel injection amount at an initial stage may be reduced so that nitrogen oxide and combustion noise maybe limited. Further, the fuel injection rate at injection last stage may be closed with a shorter time so that the formation of black smoke may be reduced. The following described is an operation of the valve portion 2 when the lifting of the needle 21 is stepwise controlled. When the needle 21 lifted by h1, a clearance between the conical face 211 of the needle 21 and the seat face 220 is very small as shown in Fig. 7B. At this time, as shown in Fig. 8, flow speed of fuel flowing in the oblique groove 215 is Vn and flow speed of fuel flowing in the clearance between the conical face 211 and the seat face 220 is Wb. As shown in Fig. 9A, the speed Vn may be resolved into a speed component Un in a circumferential direction and a speed component Wb in an axial direction. A speed ratio of Vn to Wb is decided by a ratio of one passage area to the other passage area and shows a change according to a lifting of the needle 21 as shown in Fig.9B. Since the flow area of the oblique groove 215 is constant irrelevant to the lifting of the needle, the speed Vn in the oblique groove 215 may be increased, as the fuel amount is increased according to a largeness of an opening area between the contacting portion 21a and the valve seat 12a. If the opening area between the contacting portion 21a and the valve seat 12a at a vicinity of the first lifting amount h1 is set to be equal to the passage area of the oblique groove 215, Vn shows a maximum speed at the first lifting amount h1. Though Wn is increased in proportion to the needle lifting, a value of Wn is smaller than that of Vn and Wn is more slowly increased, compared with Vn, as far as the needle lifting amount is within a range substantially from several microns to several tenth millimeters. As a result, the ratio of Vn to Wb is maximum at near the first lifting amount h1. At this time, the atomization angle may be decided by a ratio of the speed component in a circumferential direction to the speed component in an axial direction at an outlet of the injection hole, which becomes equal to a ratio of the speed component Un in a circumferential direction to the speed component W = Wn + Wb in an axial direction with respect to fuel flown into the swirl chamber 219 in view of a momentum preservation law and a free swirl law. That is, fuel is injected with a atomization angle α decisive by a formula of tan (α/2) = Un/(Wn + Wb). When the fuel pressure of the first control chamber 60 is further reduced, the needle 21 is lifted against the biasing forces of the first and second springs 15 and 16 to obtain the maximum lifting amount (h1 + h2). At this state, as the area between the contacting portion 21a and the valve seat 12a is enlarged and the fuel speed Wb is increased, the speed Vn in the oblique groove 215 is disturbed and decreased by Wb. Consequently, the atomization angle α is decreased as shown in Fig.9C. According to the first embodiment, as a diameter of the swirl chamber 219 is relatively small and a volume of the swirl chamber 219 is reduced, a time delay is limited before the circulation force to the fuel is established. Further, as the swirl chamber 219 is provided right above the contacting portion 21a, a change of the atomization angle is immediately followed to the lifting amount. As the atomization by the swirl injection serves to split fuel into tiny particles, fuel with more tiny articles may be injected with lower injection pressure, compared with the other hole nozzle type. A method of controlling the injector of the first embodiment according to engine operations is described. As shown in Fig. 10, at a region of low and middle speed and low and middle load, basically, the lifting of the needle 21 is controlled to maintain a low lifting state of the first lifting amount h1 so that fuel is supplied to a combustion chamber with a low injection rate and a short droplets reaching distance. At a region of high speed and high load, the needle is lifted by h1 + h2 to realize a high injection rate and a high droplets reaching distance. The injection pressure shown in Fig. 10B and the injection timing shown in Fig. 10C are controlled in accordance with a map based on injection amount. Adjustments due to temperature (air, coolant and fuel), an intake pressure and so on are added to the map. In an engine to be normally operated, a first step lifting driving region that the lifting amount is h1 and a second step lifting driving region that the lifting amount is h1 + h2 are changed as shown by a solid line in Fig. 10A. However, in an engine to be installed in a vehicle having a transient driving region, which is presumed to be, for example, a broken line region as shown in Fig. 10A, it becomes necessary to change the lifting amount by a special control in order to prevent a stepwise output change of the engine when the engine conditions fall within the broken line range mentioned above. For example, as shown in (C) in Fig. 6, if the current supplied to the electromagnetic valve 30 is controlled to realize the stepwise lifting during the injection period, the stepwise output change may be prevented. A ratio of the first step lifting length to the second step lifting length may be changed according engine operating conditions fallen within the broken line range shown in Fig. 10A. Further, a plurality of injections may be set during a cycle of the engine. For example, when the engine operating condition is being changed from the low load to the high load, a plurality of first step injections are made with only the first lifting amount h1 and, then, a number of second step injections with the first and second lifting amount, h1 + h2, may be gradually increased from zero to a certain numbers or respective injection periods among the plurality of injections may be separately controlled. Furthermore, it is possible to combine a lifting mode shown in (C) of Fig. 6 with a plurality of combinations of (A) and (B) of Fig. 6. Moreover, when the driving conditions are fluctuating back and forth within the broken line region shown in Fig. 10A, it is possible to have a hysteresis for injection control. According to the first embodiment mentioned above, a variable atomization angle technology necessary for realizing future combustion concept may be provided with a low cost and with a low injection pressure by the construction that the needle is stably controlled with two stages and the circular force acting on the fuel flow may be changed at the valve portion 2 by the needle lifting. Further, inlet and outlet edges of the oblique groove 215 are rounded with lager radius on their oblique sides, respectively, that is, on an in-flow inner side at the inlet and on a swirl flow downstream side at the outlet. As a result, fuel flow loss may be limited and the fuel flow separation does not occur so that a generation of cavity may be prevented. In other words, unnecessary pressure increase in the injection system may be prevented, resulting in improving a machinery efficiency and reliability of the nozzle. Further, when the valve element 20 starts the valve closing from the maximum lifting amount (h1 + h2), the valve closing speed is high due to the sum of biasing forces of the first and second springs 15 and 16. However, at a region of less than the first lifting amount h1, a valve closing speed of the needle just before being seated on the valve seat becomes slow so that the valve closing hammer shock may be eased. Furthermore, in a state that the valve element 20 is away from the valve seat 12a, a pressure receiving area on which the valve element 20 receives fuel pressure in a direction of opening the injection hole is larger than a pressure receiving area on which the valve element 20 receives fuel pressure from the both control chambers in a direction of closing the injection hole minus a pressure receiving area on which the valve element 20 receives fuel pressure from the control chamber whose fuel outlet is opened. Accordingly, a speed of the needle 21 for being seated on the valve seat 12a is reduced to ease the valve closing hammer shock, thus resulting in improving reliability. Moreover, at a light load operation in which only first stage lifting injection is performed, the fuel injection rate becomes low so as to stably control a very small amount of injection. Further, the contacting portion 21a of the needle 21 may be adjusted not to off set its center due to pressure balancing effect in the swirl chamber 219 so that the needle 21 and the valve body 12 may be always on the same axis so as to prevent variations of atomization. (Second embodiment) A second embodiment of the present invention is described with reference to Figs. 11A and 11B. With respect to components and construction substantially same to those of the first embodiment, to which the same reference numbers are affixed, the explanation thereof is omitted. Instead of the first embodiment in which fuel circular velocity direction becomes variable based on the distance between the circular force generating portion 210 and the seat face 220, according to the second embodiment, a plurality of first and second injection holes 81 and 82, which are provided in a valve body 80, are selectively opened and closed based on a lifting amount of a needle 83 so as to change the injection rate and the state of the atomization. That is, the first and second injection holes constitute variable injection means. A fuel passage 84 is formed inside the needle 83. The fuel passage 83 is communicated via the fuel accumulating space 54 to the fuel passage 51 provided in the valve body 80. A contacting portion 83a of the needle 83 is urged to a valve seat 80a provided in the valve body 80 by the biasing force of the first spring 15 (not shown in Figs. 11A and 11B). The first and second injection holes 81 and 82, which constitute first and second groups of injection holes, respectively, are opened to an outer circumference of the valve body 80 at a plurality portions. There is a distance Lh between the respective lower side portions of the first and second injection holes 81 and 82. The distance Lh is larger than the first lifting amount h1 of the needle 83 but smaller than the maximum lifting amount (h1 + h2) thereof. When the needle 83 begins to lift due to the drive of the electromagnetic valve and the contacting portion 83a moves away from the valve seat 80a, high pressure fuel begins to be injected from the first injection hole 81. When the needle 83 continues to lift and stops at the first lifting amount h1, only the first injection hole 81 is opened. Then, when the needle 83 further lifts and the lifting amount exceeds Lh, fuel is injected from the second injection hole 82, too. At the maximum lifting amount (h1 + h2) of the needle 83, the first and second injection holes 81 and 82 are fully opened to secure maximum injection rate. (h1 + h2) is set to be larger than (Lh + diameter of the second injection hole 82). Instead of the wide-angle conical shaped single atomization of the first embodiment, a plurality of atomization, each of which is a narrow angle atomization in each of the injection holes, are formed to constitute a conical shaped atomization as a whole according to the second embodiment. Each conical atomization angle of the first group of injection holes may differ from that of the second group of injection holes. Further, the injection rate may be changed by controlling stepwise with two stages the lifting amount of the needle 83 and, further, may be adjusted by changing the respective diameters of the first and second injection holes 81 and 82. (Third embodiment) An injector according to a third embodiment of the present invention is described with reference to Fig. 12. With respect to components and construction of an injector 4 substantially same to those of the first embodiment, to which the same reference numbers are affixed, the explanation thereof is omitted. The construction of the electromagnetic valve 30 is schematically shown. According to the third embodiment, the first spring 15 is located beneath the control piston 24 for biasing the rod 23, instead of being disposed in the second control chamber 65 according to the first embodiment. A basic operation of the third embodiment is same to that of the first embodiment. As the volume of the second control chamber 65 of the third embodiment may be smaller, a changing responsiveness of fuel pressure Pc2 in the second chamber 65 becomes fast so that valve opening and closing responsiveness of the needle 21 may be improved. Further, as fuel in-flow and out-flow amount necessary for changing pressure may be reduced and the discharge amount of the fuel injection pump may be limited, engine output may be improved because of necessity of less driving torque of the fuel injection pump. (Fourth embodiment) A fourth embodiment of the present invention is described with reference to Fig. 13. With respect to components and construction substantially same to those of the first embodiment, to which the same reference numbers are affixed, the explanation thereof is omitted. A difference from the first embodiment is that the first spring 15 is arranged inside the second spring 16 and the biasing force of the first spring 15 is given via a pressure pin 85 to the needle 21. As an upper end of the needle has a flat surface without a prolonged portion thereof, a shape of the needle 21 becomes simple. Further, according to the fourth embodiment, only the first lifting amount h1 is defined in such a manner that the needle 21 comes in contact with a spring seat 86 of the second spring 16 and the second lifting amount h2 is not defined. The construction mentioned above serves to shorten a length of the rod 23 and to reduce the mass of the valve element 20. Further, as the second lifting amount depend on a balance between the forces acting on the needle in a direction of opening the injection hole and in a direction of closing the injection hole, adjusting processes on manufacturing the valve element 20 may be skipped to save its manufacturing cost. (Fifth embodiment) A fifth embodiment of the present invention is described with reference to Fig. 14. With respect to components and construction of an injector 5 substantially same to those of the first embodiment, to which the same reference numbers are affixed, the explanation thereof is omitted. According to the fifth embodiment, the construction of the electromagnetic valve becomes more compact by using a two position-two way electromagnetic valve 90 instead of the three position-three way electromagnetic valve 30 of the first embodiment. Consequently, the first and second control valves 40 and 43 are integrated into one body and one of the first and second springs 42 and 44 is omitted, though they are not shown in the drawing. The electromagnetic valve 90 is operative to open and close only the outlet throttle 62 of the first control chamber 60. The second control chamber 65 is not provided with the outlet throttle for out-flowing fuel. Therefore, pressure of the second control chamber 65 is not controlled and is always applied from pressure accumulating space. Further, the tip packing 13 of the first embodiment is omitted and, instead, a spring seat 91 of the second spring 16 is in contact with an end surface of the valve body 12. The second lifting amount h2 is not defined, as similar to the fourth embodiment. In the construction mentioned above, the pressure for stating a second stage lifting of the needle 21 can not be controlled and the needle 21 automatically starts the second stage lifting with a predetermined constant pressure. The construction and control of the injector become simple, thus resulting in low cost and compact injector. (Sixth embodiment) A sixth embodiment of the present invention is described with reference to Fig. 15. With respect to components and construction substantially same to those of the first embodiment, to which the same reference numbers are affixed, the explanation thereof is omitted. A liner 100 is put between the plate 34 and a housing 105. The liner 100 is provided with a flange portion 101 and a cylindrical portion 102. The flange portion 101 is provided with a communication passage 101a, which communicates the second control chamber 65 and the outlet throttle67, and the inlet throttle 61. The control piston 110 is composed of a column portion 111 in a center and a cylindrical portion 112 outside the column portion 111. The cylindrical portion 112 has a cylindrical groove formed around an outer circumference of the column portion 111 and a larger diameter portion 112a extending radically and outwardly. The cylindrical portion 102 of the liner 100 is slidably fitted to the column portion 111 of the control piston 110. As the control piston 110 has the larger diameter portion 112a, an area receiving fuel pressure of the second control chamber 65 is larger so as to increase fuel pressure necessary for the second stage lifting to a maximum injection pressure. (Modification) A modification of a shape of the liner 100 according to the sixth embodiment is shown in Fig. 16. A liner 120, which is formed in a cylindrical shape, is urged toward the plate 34 by the first spring 15 so that the first and second control chambers 60 and 65 are hydraulically sealed. (Seventh embodiment) A seventh embodiment of the present invention is described with reference to Fig. 17. With respect to components and construction substantially same to those of the first embodiment, to which the same reference numbers are affixed, the explanation thereof is omitted. A difference from the first embodiment is that the second spring 44 is arranged on a side of a second control valve 123 relative to a spacer 121. With this construction, a length of a first control valve becomes shorter so that the electromagnetic valve may become compact. (Eighth embodiment) An eighth embodiment of the present invention is described with reference to Fig. 18. With respect to components and construction substantially same to those of the first embodiment, to which the same reference numbers are affixed, the explanation thereof is omitted. Differences from the first embodiment are that a core 131 of a first control valve 130 is formed in a flat plate shape instead of the plunger shape and the first spring 42 is arranged above the armature 32. The core 131 is fitted to a projection 130a formed in the first control valve 130. As the core 131 is of the flat plate shape, electromagnetic attracting force acting on the first control valve 130 increases. Further, as an adjustment of the first spring 42 is easy, a lift start timing of the second control valve 132 may be accurately set. (Ninth embodiment) A ninth embodiment of the present invention is described with reference to Fig. 19. With respect to components and construction substantially same to those of the first embodiment, to which the same reference numbers are affixed, the explanation thereof is omitted. Differences from the first embodiment are that a first control valve 140 locating outside lifts at first and, then, a second control valve 145 locating inside lifts. The second control valve and the second spring 44 are housed inside the first control valve 140. With this construction, the first lifting amount H1 is defined in such a manner that a step portion 141 inside the first control valve 140 comes in contact with a stop portion 146 of the second control valve 145. The maximum lifting amount (H1 + H2) is defined in such a manner that a core 142 of the first control valve 140 comes in contact with en end surface 150a of an armature 150. The first and second control chambers 60 and 65 are positioned in reverse each other in response to the positional relationship between the first and second control valves 140 and 145. (Tenth embodiment) A tenth embodiment of the present invention is described with reference to Fig. 20. With respect to components and construction substantially same to those of the ninth embodiment, to which the same reference numbers are affixed, the explanation thereof is omitted. Differences from the ninth embodiment are that both of the first and second springs 42 and 44 for biasing the first and control chambers 140 and 145, respectively, are positioned on a side of the core 142. According to the ninth and tenth embodiment, the control valve construction including the core 142 is simple and may be manufactured at lower cost. As construction flexibility for the first and second control chambers 60 and 65 increases, an injector to be easily installed in the engine may be manufactured.

Claims: A fuel injection device (1; 4; 5) to be communicated with a high pressure conduit and a low pressure conduit comprising: a valve body (12; 80) having at least an injection hole (12b; 81, 82) and a valve seat (12a); a valve member (21 to 25; 83; 110) slidably movable in the valve body in such a way that the injection hole (12b;81,82) is closed when the valve member (21 to 25; 83; 110) is seated on the valve seat (12a) and the injection hole (12b; 81, 82) is opened when the valve member (21 to 25; 83; 110) is away from the valve seat (12a) for lifting; a high pressure fuel passage (50, 51, 52, 53) to be communicated with the high pressure conduit for generating a basic fuel pressure force to urge the valve member (21 to 25; 83; 110) in a direction of opening the injection hole; fuel passages (56 to 58; 61 to 64; 66 to 70) communicated with the high pressure fuel passage (50,51,52,53) and to be communicated with the low pressure conduit; control valve means (30; 90) disposed in the fuel passages (56 to 58; 61 to 64; 66 to 70), the control valve means being an electrically controlled actuator; engine control apparatus (ECU) for controlling the control valve means (30; 90) biasing means (15, 16) for generating a biasing force to urge the valve member (21 to 25; 83; 110) in a direction of closing the injection hole (12b;81,82); and at least first and second control chambers (60, 65) disposed in the fuel passages (56 to 58; 61 to 64; 66 to 70), both of the first and second control chambers (60,65) being communicated with the high pressure fuel passage (50,51,52,53) when the control valve means (30;90) is not actuated and each fuel pressure in the first and second control chambers (60,65) acting on a respective cross-sectional area of the valve member (21 to 25; 83; 110) to urge the valve member in a direction of closing the injection hole (12b;81,82),and the first and second control chambers (60, 65) being communicated with the low pressure conduit to reduce fuel pressure therein when the control valve means (30; 90) is actuated, wherein the valve member (21 to 25; 83; 110) may be stepwise lifted by controlling the chamber fuel pressure forces of the first and second control chambers (60,65) that are applied to the valve member (21 to 25; 83; 110) in order to stepwise change a force balance with the basic fuel pressure force and the biasing force that are then applied to the valve member (21 to 25; 83; 110), wherein the engine control apparatus (ECU) controls the control valve means (30; 90) so that the control valve means (30; 90) is at a rest position where both of communication between the first control chamber (60) and the low pressure conduit and communication between the second control chamber (65) and the low pressure conduit are interrupted when no current signal is applied thereto, moves to a first position where only one of the communication between the first control chamber (60) and the low pressure conduit and the communication between the second control chamber (65) and the low pressure conduit is permitted when a first current signal is applied thereto, and moves to a second position where both of the communication between the first control chamber (60) and the low pressure conduit and the communication between the second control chamber (65) and the low pressure conduit are permitted when a second current signal is applied thereto. A fuel injection device according to claim 1, wherein the biasing means comprises a first biasing element (15) for generating first biasing force to urge the valve member (21) in a direction of closing the injection hole (12b) irrelevantly to a lifting amount of the valve member (21), and a second biasing element (16) for generating second biasing force to urge the valve member (21) in a direction of closing the injection hole (12b) after the valve member (21) has established a predetermined lifting amount. A fuel injection device according to claim 1 or 2, wherein the biasing means is a spring (15, 16). A fuel injection device according to any one of claims 1 to 3, wherein the valve member (21 to 25; 83, 110) comprises a needle (21; 83) to be seated on the valve seat (12a) and a transmitting element (22 to 25) provided on an opposite side to the injection hole (12b) with respect to the needle (21;83) for transmitting the biasing force and the chamber fuel pressure forces of the first and second control chambers (60, 65) to the needle. A fuel injection device according to claim 4, wherein the transmitting element comprises an element (23 to 25) integrated into one body having a plurality of cross sectional areas, whose largeness are different from each other, for receiving respective fuel pressure from the first and second control chambers (60,65). A fuel injection device according to claim 4, wherein the transmitting element (22 to 25) has areas for receiving fuel pressure from the respective first and second control chambers (60, 65). A fuel injection device according to claim 6, wherein the first and second control chambers (60, 65) are formed on an axis same as that of the transmitting element (22 to 25). A fuel injection device according to claim 2, wherein the biasing means (15) is located at least in one of the first and second control chambers (65). A fuel injection device according to any one of claims 1 to 8, wherein, an area of the valve member (24, 25) which receives fuel pressure from each of the first and second control chambers (60, 65) for producing the chamber fuel pressure force is larger than an area of the valve member (21) which receives fuel pressure from the high pressure fuel passage (50,51,52,53) for generating the main fuel pressure force, when the valve member is seated on the valve seat (12a) and becomes smaller than the area of the valve member which receives fuel pressure from the high pressure fuel passage (50,51,52,53) for generating the main fuel pressure force, when the valve member lifts in a direction away from the valve seat (12a). A fuel injection device according to any one of claims 1 to 9, wherein the control valve means has a control valve (40, 43; 122, 123; 130, 132; 140, 145) for controlling fuel pressure in the first and second control chambers according to engine operating conditions. A fuel injection device according to claim 10, wherein the control valve has at least first and second moving members (40, 43; 122, 123; 130, 132; 140, 145), both of the first and second moving members being operative to close the respective fuel passages through which the first and second control chambers (60, 65) communicate with the low pressure conduit when the control valve means (30; 90) is at the rest position, the first moving member (40; 122; 130; 140) being operative to open the fuel passage through which the first control chamber (60) communicates with the low pressure conduit when the control valve means is at the first position and the second moving member (43; 123; 132; 145) being operative to open the fuel passage through which the second control chamber (65) communicates with the low pressure conduit when the control valve means is at the second position. A fuel injection device according to claim 10, wherein the control valve has a moving member which is operative to close the respective fuel passages through which the first and second control chambers (60, 65) communicate with the low pressure conduit when the control valve means is at the rest position, to open the fuel passage through which the first control chamber (60) communicates with the low pressure conduit when the control valve means is at the first position and to open the fuel passage through which the second control chamber (65) communicates with the low pressure conduit when the control valve means is at the second position. A fuel injection device according to claim 11, wherein the first and second moving members (40, 43; 122, 123; 130, 132; 140, 145) are provided on a common axis and have control valve springs (42, 44) for biasing the respective first and second moving members in a direction of closing the fuel passages through which the first and second control chambers (60, 65) communicate with the low pressure conduit, the first and second moving members being operative at different timings to open the respective fuel passages through which the first and second control chambers communicate with the low pressure conduit against biasing forces of the control valve springs. A fuel injection device according to claim 13, wherein the first moving member (40; 122; 130; 140) is slidably and reciprocatingly held in the second moving member (43; 123; 132; 145) in such a manner that, at first, the first moving member comes in contact with the second moving member in a predetermined lifting stroke after the first moving member moves to open the fuel passage through which the first control chamber (60) communicates with the low pressure conduit and, then, the first moving member together with the second moving member further moves so that the fuel passage through which the second control chamber (65) communicates with the low pressure conduit may be opened by the second moving member. A fuel injection device according to any one of claims 1 to 14, wherein the valve member (21 to 25; 83) establishes a first lifting amount (h1) in at least one of a low to middle speed range and a low to middle load range as engine operating conditions, and a second lifting amount (hl+h2) larger than the first lifting amount in at least one of a high speed range and a high load range as engine operating conditions. A fuel injection device according to claim 15, wherein the valve member (21 to 25; 83) changes stepwise a lifting amount from the first lifting amount to the second lifting amount within a fuel injection period when the engine operating conditions show one of a change from the low speed range to the high speed range and a change from the low load range to the high load range. A fuel injection device according to claim 15 or 16, wherein the valve member (21 to 25; 83) is moved to inject fuel with optimum numbers of injections in a cycle of engine and in an optimum lifting state of the valve member and for an optimum injection period in each injection, when engine operating conditions are changed from one to another. A fuel injection device according to any one of claims 1 to 17, wherein the valve member (21 to 25; 83; 110) is moved to inject fuel with optimum numbers of injections in a cycle of engine and in an optimum lifting state of the valve member during whole ranges of engine operating conditions.

Inventors: KATO MASAAKI, SASAKI SATORU, KATO, MASAAKI, SASAKI, SATORU, Kato, Masaaki, c/o Denso Corporation, Sasaki, Satoru, c/o Denso Corporation
Applicants: DENSO CORP, DENSO CORPORATION
Application year: 2000
Main classification: F02M47
IPC codes: F02M63, F02M61, F02M45, F02M47