Abstract: A valve, in particular, a fuel injector, has an improved sealing at its spray-side end. The fuel injector includes an excitable actuator for actuating a valve closing body, which together with a valve seat surface formed on a valve seat body forms a seal seat, and spray openings formed downstream of the valve seat surface, and a valve seat support, which accommodates the valve seat body, forms a portion of a valve housing and is fixedly connected to the valve seat body. A plastically deformable sealing element is introduced into an annular gap between the valve seat support and the valve seat body to avoid corrosion and damage of a weld seam.

Abstract: The decoupling element is for a fuel injection device, in which a low-noise configuration is implemented, and includes at least one fuel injector and a receiving borehole in a cylinder head for the fuel injector, and the decoupling element is introduced between a valve housing of the fuel injector and a wall of the receiving borehole. The decoupling element has a bowl- or cup-shaped configuration, and includes a radially outer contact area and a radially inner contact area with which the decoupling element is radially inwardly and radially outwardly placeable against the fuel injector and a shoulder of the receiving borehole. The radially inner contact area of the decoupling element has a spherically convex contact surface whose curvature has a largely constant spherical radius. The fuel injection device is particularly suited for the direct injection of fuel into a combustion chamber of a mixture-compressing spark ignition internal combustion engine.

Abstract: The valve according to the present invention, in particular, a fuel injector, is characterized by having an improved sealing at its spray-side end. The fuel injector (1) includes an excitable actuator (15) for actuating a valve closing body (12), which together with a valve seat surface (14) formed on a valve seat body (13) forms a seal seat, and spray openings (4) formed downstream of the valve seat surface (14), and a valve seat support (10), which accommodates the valve seat body (13), forms a portion of a valve housing (22) and is fixedly connected to the valve seat body (13). A plastically deformable sealing element (45) is introduced into an annular gap (35) between the valve seat support (10) and the valve seat body (13) to avoid corrosion and damage of a weld seam (30). The fuel injector is particularly suitable for directly injecting fuel into a combustion chamber of a mixture-compressing spark ignition internal combustion engine.

Abstract: The decoupling element is for a fuel injection device, in which a low-noise configuration is implemented, and includes at least one fuel injector and a receiving borehole in a cylinder head for the fuel injector, and the decoupling element is introduced between a valve housing of the fuel injector and a wall of the receiving borehole. The decoupling element has a bowl- or cup-shaped configuration, and includes a radially outer contact area and a radially inner contact area with which the decoupling element is radially inwardly and radially outwardly placeable against the fuel injector and a shoulder of the receiving borehole. The radially inner contact area of the decoupling element has a spherically convex contact surface whose curvature has a largely constant spherical radius. The fuel injection device is particularly suited for the direct injection of fuel into a combustion chamber of a mixture-compressing spark ignition internal combustion engine.

Abstract: A decoupling element for a fuel injection device is characterized in that a low-noise configuration is implemented. The fuel injection device includes at least one fuel injector and a receiving borehole in a cylinder head for the fuel injector and the decoupling element between a valve housing of the fuel injector and a wall of the receiving borehole. The decoupling element has a bowl- or cup-shaped configuration, and includes a radially inner contact area with which the decoupling element is radially inwardly placeable against the fuel injector. At least one further decoupling element is provided that has a bowl-shaped or cup-shaped configuration and is in direct contact with the other decoupling element. The fuel injection device is particularly suited for the direct injection of fuel into a combustion chamber of a mixture-compressing spark ignition internal combustion engine.

Abstract: A decoupling element for a fuel injection device is characterized in that a low-noise configuration is implemented, and includes at least one fuel injector and a receiving borehole in a cylinder head for the fuel injector, and the decoupling element is introduced between a valve housing of the fuel injector and a wall of the receiving borehole. The decoupling element has a bowl- or cup-shaped configuration, and includes a radially outer contact area and a radially inner contact area with which the decoupling element is radially inwardly and radially outwardly placeable against the fuel injector and a shoulder of the receiving borehole. The radially inner contact area of the decoupling element has a contact surface that corresponds to a convexly curved countersurface on the fuel injector. The fuel injection device is for the direct injection of fuel into a combustion chamber of a mixture-compressing spark ignition internal combustion engine.

Abstract: A decoupling element for a fuel injection device provides a low-noise construction. The fuel injection device has at least one fuel injection valve and a receiving bore in a cylinder head for the fuel injection valve as well as the decoupling element between a valve housing of the fuel injection valve and a wall of the receiving bore. The spring rigidity of the decoupling element is so low and the decoupling element is placed between the valve housing of the fuel injection valve and the wall of the receiving bore in such a way that the decoupling resonance is located in the frequency range below 2.5 kHz. The fuel injection device is particularly suitable for the direct injection of fuel into a combustion chamber of a mixture-compressing spark-ignited internal combustion engine.

Abstract: A decoupling element for a fuel injection device provides a low-noise construction. The fuel injection device has at least one fuel injection valve and a receiving bore in a cylinder head for the fuel injection valve as well as the decoupling element between a valve housing of the fuel injection valve and a wall of the receiving bore. The spring rigidity of the decoupling element is so low and the decoupling element is placed between the valve housing of the fuel injection valve and the wall of the receiving bore in such a way that the decoupling resonance is located in the frequency range below 2.5 kHz. The fuel injection device is particularly suitable for the direct injection of fuel into a combustion chamber of a mixture-compressing spark-ignited internal combustion engine.

Abstract: An internal combustion engine includes a plurality of cylinders, into whose combustion chambers the fuel is introduced individually for each cylinder. It is proposed that, during a time period a setpoint fuel quantity is varied individually for each cylinder in such a way that the average formed over the time period equals, at least approximately, a normal setpoint fuel quantity which would have to be injected without the above-mentioned variation for inducing or maintaining a setpoint operating state of the internal combustion engine.

Abstract: The invention concerns a method to determine the composition of a fuel mixture from a first and at least a second fuel for the operation of an internal combustion engine with at least one combustion chamber, wherein the first and the second fuel have different boiling points and/or different enthalpies of evaporation. Provision is thereby made for the composition of the fuel mixture to be ascertained from the pressure in the combustion chamber and/or a parameter associated with the pressure and/or the time history of the pressure and/or the time history of a parameter associated with the pressure during and/or after an injection of fuel during a compression phase of the fuel-air mixture. An advantage of the method according to the invention is that when initially starting the engine after filling the tank (fueling), the fuel mixture ratio, which resulted from the filling of the tank (fueling), can already hereby be determined.

Abstract: A fuel injection system (1) for the targeted injection of fuel, comprising a fuel injection valve (2) having a solenoid coil (3), which cooperates with an armature (5) supplied by a return spring (4), the armature forming an axially displaceable valve part together with a valve needle (6), and a control device (9). The control device (9) defines an opening phase (10) having a first holding current (12), and a closing phase (11) beginning after the opening phase (10) and having a second holding current (13) for the fuel injection valve (2), wherein the current characteristic in the solenoid coil (3) is defined during the closing phase (11) of the injection valve (2) such that the magnetic field generated by the second holding current (13) flowing through the solenoid coil (3) brings about a certain magnetic force, such that the valve needle (6) thus experiences a defined stroke (14) that is different from zero, and steadily maintains the same over a defined period of time.

Abstract: The invention deals with a method for operating an internal combustion engine with engine oil as the lubricant and a fuel supply by means of direct injection, wherein an air number (lambda) of a fuel-air mixture supplied to the internal combustion engine is determined. Provision is made in the method according to the invention for the internal combustion engine to be transferred to an operating state with higher fuel consumption, when a low air number (lambda) is detected in driving conditions with a high percentage of fuel ingress from a crankcase ventilation system into the fuel-air mixture. By means of this increase in the fuel requirement, the fuel, which exited the engine oil into the intake air of the internal combustion engine, can be combusted; and an increase in the exhaust gas emissions by means of incompletely combusted fuel, in which typically hydrocarbons and carbon dioxide arise, can be avoided.

Abstract: An internal combustion engine includes a plurality of cylinders, into whose combustion chambers the fuel is introduced individually for each cylinder. It is proposed that, during a time period a setpoint fuel quantity is varied individually for each cylinder in such a way that the average formed over the time period equals, at least approximately, a normal setpoint fuel quantity which would have to be injected without the above-mentioned variation for inducing or maintaining a setpoint operating state of the internal combustion engine.

Abstract: The invention deals with a method for operating an internal combustion engine with engine oil as the lubricant and a fuel supply by means of direct injection, wherein an air number (lambda) of a fuel-air mixture supplied to the internal combustion engine is determined. Provision is made in the method according to the invention for the internal combustion engine to be transferred to an operating state with higher fuel consumption, when a low air number (lambda) is detected in driving conditions with a high percentage of fuel ingress from a crankcase ventilation system into the fuel-air mixture. By means of this increase in the fuel requirement, the fuel, which exited the engine oil into the intake air of the internal combustion engine, can be combusted; and an increase in the exhaust gas emissions by means of incompletely combusted fuel, in which typically hydrocarbons and carbon dioxide arise, can be avoided.

Abstract: The invention concerns a method to determine the composition of a fuel mixture from a first and at least a second fuel for the operation of an internal combustion engine with at least one combustion chamber, wherein the first and the second fuel have different boiling points and/or different enthalpies of evaporation. Provision is thereby made for the composition of the fuel mixture to be ascertained from the pressure in the combustion chamber and/or a parameter associated with the pressure and/or the time history of the pressure and/or the time history of a parameter associated with the pressure during and/or after an injection of fuel during a compression phase of the fuel-air mixture. An advantage of the method according to the invention is that when initially starting the engine after filling the tank (fueling), the fuel mixture ratio, which resulted from the filling of the tank (fueling), can already hereby be determined.