Abstract: The invention relates to a method for producing a valve (1) that can be electromagnetically actuated which method comprises an electromagnet (2, 2a, 2b), an armature (3) that can be moved by the electromagnet (2, 2a, 2b), and a valve body (5), having means (4, 4a, 4b, 4c) for converting a movement of the armature (3) into an opening or closing of the valve (1), wherein the electromagnet (2, 2a, 2b) and the armature (3) are inserted into the valve body (5), wherein, before the electromagnet (2, 2a, 2b) is inserted into the valve body (5), a magnetic hysteresis curve (10) of a combination (6) of the electromagnet (2, 2a, 2b) having a test armature (3a) lying against said electromagnet (2, 2a, 2b) is recorded, the slope m1 of a first, substantially linear curve segment (11) of the hysteresis curve (10) is determined in the unsaturated state, and, from the slope m1, the slope m1* of a curve segment (31) of a hysteresis curve (30) of the finally assembled valve (1) having the armature (3) lying continuously agains

Abstract: The invention relates to a method for producing a valve (1) that can be electromagnetically actuated which method comprises an electromagnet (2, 2a, 2b), an armature (3) that can be moved by the electromagnet (2, 2a, 2b), and a valve body (5), having means (4, 4a, 4b, 4c) for converting a movement of the armature (3) into an opening or closing of the valve (1), wherein the electromagnet (2, 2a, 2b) and the armature (3) are inserted into the valve body (5), wherein, before the electromagnet (2, 2a, 2b) is inserted into the valve body (5), a magnetic hysteresis curve (10) of a combination (6) of the electromagnet (2, 2a, 2b) having a test armature (3a) lying against said electromagnet (2, 2a, 2b) is recorded, the slope m1 of a first, substantially linear curve segment (11) of the hysteresis curve (10) is determined in the unsaturated state, and, from the slope m1, the slope m1* of a curve segment (31) of a hysteresis curve (30) of the finally assembled valve (1) having the armature (3) lying continuously agains

Abstract: The invention relates to a fuel injection device for injecting fuel into a combustion chamber of an internal combustion engine, comprising an end (6) that is located at a distance from the combustion chamber and has at least one electric connection (33) and at least one return flow connection (40). In order to create a fuel injection device (1) that has a simple design and can be produced cost-effectively, the return flow connection (40) and the electric connection (33) are integrated in a common connecting member.

Abstract: A method for operating a hybrid drive of a motor vehicle in particular. An internal combustion engine is connected to a generator via a force-conducting connection. In a learning mode, the generator is operated as a motor and drives the internal combustion engine. In this learning mode, a so-called zero quantity calibration is performed.

Abstract: The invention relates to a fuel injection device for injecting fuel into a combustion chamber of an internal combustion engine, comprising an end (6) that is located at a distance from the combustion chamber and has at least one electric connection (33) and at least one return flow connection (40). In order to create a fuel injection device (1) that has a simple design and can be produced cost-effectively, the return flow connection (40) and the electric connection (33) are integrated in a common connecting member.

Abstract: A method for operating a hybrid drive of a motor vehicle in particular. An internal combustion engine is connected to a generator via a force-conducting connection. In a learning mode, the generator is operated as a motor and drives the internal combustion engine. In this learning mode, a so-called zero quantity calibration is performed.

Abstract: The invention relates to a fuel injector having a solenoid valve for actuating an armature assembly which is configured in one piece or a plurality of pieces. A closing element is actuated via this in order to relieve the pressure in a control chamber. The armature assembly is guided in an armature guide which is fastened in the injector body by means of a valve-clamping screw. In a fixing region in the injector body, the armature guide has at least one circumferential recess which allows for deformation of the fixing region during fastening by the valve-clamping screw.

Abstract: The invention relates to a method for manufacturing a fuel injector for an internal combustion engine that has a control valve, which opens or closes an outlet throttle from a control chamber and in which a closing element is moved into a valve seat in order to close the outlet throttle. The valve seat is produced by punch-forming using a forming punch. The invention also relates to a fuel injector that is manufactured in accordance with this method.

Abstract: An injector, especially for common rail injection systems of Diesel engines, has a nozzle needle, a control piston for actuating the nozzle needle, a valve that actuates the control piston and that is triggered by via an outlet throttle and an inlet throttle, and a hydraulic stop for the control piston, such that the flow from the inlet throttle to the outlet throttle at the narrowest cross section can additionally be throttled. The control piston is embodied conically on its offset top side oriented toward the outlet throttle or the inlet throttle.

Abstract: Disclosed is a fuel injection valve including a valve body and a bore, embodied as a blind bore, whose bottom face is oriented toward the combustion chamber, and a conical valve seat having at least one injection port is disposed, is embodied on the bottom face. In the bore, a pistonlike valve member, which is longitudinally displaceable counter to a closing force, is disposed and has a valve member tip, which in the closing position of the valve member comes to rest on the valve seat. A first conical face and a second conical face, disposed toward the combustion chamber toward the first conical face, are embodied on the valve member tip, and the cone angle of the first conical face is smaller than the cone angle of the valve seat, which in turn is smaller than the cone angle of the second conical face.

Abstract: A solenoid valve for controlling a fuel injector of an internal combustion engine, including an electromagnet, a movable armature featuring an armature plate and an armature pin, as well as a control valve member, which is moved with the armature and cooperates with a valve seat, for opening and closing a fuel discharge passage of a control pressure chamber of the fuel injector, the armature plate being supported on the armature pin, so that it is slidably movable in the closing direction of the control valve member under the action of its inertial mass, against the elastic force of a return spring that acts upon the armature plate; and including a hydraulic damping device which permits damping of a post-oscillation of the armature plate during its dynamic sliding on the armature pin.

Abstract: The present invention relates to a solenoid valve for controlling a fuel injector of an internal combustion engine, including an electromagnet (29), a movable armature featuring an armature plate (28) and an armature pin (27), as well as a control valve member (25) which is moved with the armature and cooperates with a valve seat (24), for opening and closing a fuel discharge passage (17) of a control pressure chamber (14) of the fuel injector (1), the armature plate (28) being supported on the armature pin (27) in such a manner that it is slidably movable in the closing direction of the control valve member (25) under the action of its inertial mass, against the elastic force of a return spring (35) that acts upon the armature plate (28); and including a hydraulic damping device which permits damping of a post-oscillation of the armature plate (28) during its dynamic sliding on the armature pin (27).

Abstract: A fuel injection system for internal combustion engines, has a distributor tube and a high-pressure pump which is driven as a function of engine rpm and serves to generate the fuel pressure and fuel throughput required in the distributor tube in the applicable operating state of the engine, and also has a fuel metering unit, which is assigned to the high-pressure pump and is based on an electromagnetically actuated regulating valve. The fuel metering unit is disposed in the high-pressure pump, and the outlet of the regulating value discharges into the low-pressure region of the high-pressure pump. The inlet of the regulating valve communicates with the compression side of a prefeed pump. The regulating valve has a valve piston, which is actuated—into the opening position—by a compression spring and which is actuatable counter to the spring force—into the closing position—by an armature bolt of the electromagnet.

Abstract: A fuel injection pump for internal combustion engines, in particular Diesel engines, having a pressure limiting valve which has a valve holder (10), a high-pressure connection (inlet bore 18), a return connection (outlet bore 22, 22a, 22b, 44, 45), a valve seat (20) oriented toward the inlet bore, an axially displaceable valve piston (15, 43), and a valve spring (25) urging the valve piston in the direction of the valve seat. The special feature is primarily that the pressure limiting valve is integrated directly with the fuel injection pump and is sealed off on the high-pressure side and low-pressure side (at 37 and 38, 39, respectively) from the pump body.

Abstract: An injector, especially for common rail injection systems of Diesel engines, has a nozzle needle, a control piston for actuating the nozzle needle, a valve that actuates the control piston and that is triggered by via an outlet throttle and an inlet throttle, and a hydraulic stop for the control piston, such that the flow from the inlet throttle to the outlet throttle at the narrowest cross section can additionally be throttled. The control piston is embodied conically on its offset top side oriented toward the outlet throttle or the inlet throttle.

Abstract: A fuel injection valve with a valve body (1) and a bore (3), embodied as a blind bore, whose bottom face is oriented toward the combustion chamber. A conical valve seat (9), in which at least one injection port (11) is disposed, is embodied on the bottom face. In the bore (3), a pistonlike valve member (5), which is longitudinally displaceable counter to a closing force, is disposed and has a valve member tip (7), which in the closing position of the valve member (5) comes to rest on the valve seat (9). A first conical face (30) and a second conical face (32), disposed toward the combustion chamber toward the first conical face, are embodied on the valve member tip (7), and the cone angle (&agr;) of the first conical face (30) is smaller than the cone angle (&ggr;) of the valve seat (9), which in turn is smaller than the cone angle (&bgr;) of the second conical face (32).

Abstract: A fuel injection system for internal combustion engines, has a distributor tube and a high-pressure pump which is driven as a function of engine rpm and serves to generate the fuel pressure and fuel throughput required in the distributor tube in the applicable operating state of the engine, and also has a fuel metering unit, which is assigned to the high-pressure pump and is based on an electromagnetically actuated regulating valve (11). The fuel metering unit (10, 11) is disposed in the high-pressure pump, the outlet (36) of the regulating valve (11) discharges into the low-pressure region of the high-pressure pump. The inlet (32, 34) of the regulating valve (11) communicates with the compression side of a prefeed pump. The regulating valve (11) has a valve piston (23), which is actuated—into the opening position—by a compression spring (25) and which is actuatable counter to the spring force—into the closing position—by an armature bolt (14) of the electromagnet (10).

Abstract: A fuel injection system for internal combustion engines, has a distributor tube and a high-pressure pump that is driven as a function of engine rpm and that serves to generate the fuel pressure and throughput required in the distributor tube in the applicable operating state of the engine. The system also includes a fuel metering unit, which is associated with the high-pressure pump and includes a regulating valve which is actuated electromagnetically. The fuel metering unit is disposed in the high-pressure pump, and the outlet of the regulating valve discharges into the low-pressure region of the high-pressure pump. The above design features make a fuel metering unit possible that is capable of metering the exact quantity of fuel desired in the applicable engine operating state to the high-pressure pump of the CR system.

Abstract: A fuel injection system has a low-pressure pump for withdrawing fuel from a tank and a high-pressure pump, which is supplied by the low-pressure pump and has camshaft-actuated pump elements. An on-off valve is connected on the inlet side to the pressure side of the low-pressure pump and on the outlet side, is connected on the one hand to a camshaft chamber of the high-pressure pump and on the other hand, is connected to the suction side of the low-pressure pump. At a first pressure threshold, a spring-loaded valve piston of the on-off valve opens a connection between the low-pressure pump and the camshaft chamber and at a relatively higher second pressure threshold, opens a connection between the pressure side and the suction side of the low-pressure pump. A throttle bore in the bottom of the valve piston serves to ventilate the low-pressure system.

Abstract: A pressure control valve for a fuel injection apparatus for internal combustion engines, including a housing with a high-pressure connection and a return connection and including a cup-shaped piston, which is disposed in a housing bore, can be moved axially between a valve seat oriented toward the high-pressure connection and a stop oriented toward the return connection, counter to the spring force of a spring acting in the direction of the valve seat, and has at least one through opening that connects the inside of the cup-shaped piston to the housing bore, is characterized in that at least one throttle element is disposed upstream and/or downstream of the valve seat in the flow direction of the fuel.