Abstract: The present invention relates to engines having multiple hydraulic devices. For instance a multi-cylinder diesel engine might include both an a fuel injector and an engine compression release brake. Traditionally, each of these hydraulic devices has been controlled by an individual actuator control valve. However, engineers have learned that decreasing the number of engine components can increase engine robustness. In addition, engineers have learned that de-coupling fluid pressure to the needle valve member hydraulic surface from fluid pressure lines to other injector components can result in greater control of the injector. Therefore, the present invention utilizes a single actuator control valve to control both hydraulic devices for an engine cylinder and to provide independent control of fluid pressure to the needle valve member closing hydraulic surface.

Abstract: Engineers have determined that the ability to front end rate shape injection events can result in a number of advantages, including improved injector performance and a reduction in undesirable emissions. In addition, engineers have learned that it is desirable for the needle valve to open slowly at the beginning of an injection event and to close abruptly to end the injection event. Therefore, the present invention utilizes at least one orifice member that is movably positioned in an injector body such that fluid flowing away from the needle valve member closing hydraulic surface flows through a relatively restricted flow path and fluid flowing toward the needle valve member flow through a relatively unrestricted flow path.

Abstract: An engine valve actuation system may include an actuation assembly having a body, a slidable piston, and first, second, and third chambers defined between the piston and the body. Low pressure and high pressure fluid sources may be included. A first fluid passage may connect the low pressure fluid source to the second chamber. A second fluid passage may connect the high pressure fluid source to the second chamber, and a third fluid passage may connect the high pressure fluid source to the third chamber. A control valve may be connected to the low pressure fluid source, to the high pressure fluid source, and to the first chamber. The control valve may be configured to move between a first position at which the high pressure fluid source is connected to the first chamber, and a second position at which the low pressure fluid source is connected to the first chamber.

Abstract: Engineers have determined that the ability to front end rate shape injection events can result in a number of advantages, including improved injector performance and a reduction in undesirable emissions. In addition, engineers have learned that it is desirable for the needle valve to open slowly at the beginning of an injection event and to close abruptly to end the injection event. Therefore, the present invention utilizes at least one orifice member that is movably positioned in an injector body such that fluid flowing away from the needle valve member closing hydraulic surface flows through a relatively restricted flow path and fluid flowing toward the needle valve member flow through a relatively unrestricted flow path.

Abstract: An engine valve actuation system may include an actuation assembly having a body, a slidable piston, and first, second, and third chambers defined between the piston and the body. Low pressure and high pressure fluid sources may be included. A first fluid passage may connect the low pressure fluid source to the second chamber. A second fluid passage may connect the high pressure fluid source to the second chamber, and a third fluid passage may connect the high pressure fluid source to the third chamber. A control valve may be connected to the low pressure fluid source, to the high pressure fluid source, and to the first chamber. The control valve may be configured to move between a first position at which the high pressure fluid source is connected to the first chamber, and a second position at which the low pressure fluid source is connected to the first chamber.

Abstract: A reverse flow valve member is positioned within an injector body of a fuel injector and is movable between a closed position and an open position. When the reverse flow valve member is in its closed position, an upper portion of a nozzle supply passage is blocked from fluid communication with a lower portion of the nozzle supply passage. A compressed spring biases the reverse flow valve member to its closed position. When the reverse flow valve member is in its open position, the fuel pressurization chamber is fluidly connected to the lower portion of the nozzle supply passage. The present invention limits gas ingestion due to tip leakage, and allows an injector with trapped gas to prime itself.

Abstract: A fuel injection system is provided which includes a source of high pressure fuel, a low pressure fuel reservoir, and at least one fuel injector which has an injector body that defines a nozzle chamber, a needle control chamber, a needle control vent, a fuel inlet, and a nozzle outlet. A high pressure line extends between the source of high pressure fuel and the fuel inlet. A low pressure line extends between the low pressure fuel reservoir and the needle control vent. A needle control valve is positioned in the injector body and includes a poppet valve member with a first position in which the needle control chamber is fluidly connected to the fuel inlet but closed to the needle control vent. The poppet valve also has a second position in which the needle control chamber is closed to the fuel inlet but open to the needle control vent.

Abstract: A reverse flow valve member is positioned within an injector body of a fuel injector and is movable between a closed position and an open position. When the reverse flow valve member is in its closed position, an upper portion of a nozzle supply passage is blocked from fluid communication with a lower portion of the nozzle supply passage. A compressed spring biases the reverse flow valve member to its closed position. When the reverse flow valve member is in its open position, the fuel pressurization chamber is fluidly connected to the lower portion of the nozzle supply passage. The present invention limits gas ingestion due to tip leakage, and allows an injector with trapped gas to prime itself.

Abstract: The present invention relates to engines having multiple hydraulic devices. For instance a multi-cylinder diesel engine might include both an a fuel injector and an engine compression release brake. Traditionally, each of these hydraulic devices has been controlled by an individual actuator control valve. However, engineers have learned that decreasing the number of engine components can increase engine robustness. In addition, engineers have learned that de-coupling fluid pressure to the needle valve member hydraulic surface from fluid pressure lines to other injector components can result in greater control of the injector. Therefore, the present invention utilizes a single actuator control valve to control both hydraulic devices for an engine cylinder and to provide independent control of fluid pressure to the needle valve member closing hydraulic surface.

Abstract: A fuel injection system is provided which includes a source of high pressure fuel, a low pressure fuel reservoir, and at least one fuel injector which has an injector body that defines a nozzle chamber, a needle control chamber, a needle control vent, a fuel inlet, and a nozzle outlet. A high pressure line extends between the source of high pressure fuel and the fuel inlet. A low pressure line extends between the low pressure fuel reservoir and the needle control vent. A needle control valve is positioned in the injector body and includes a poppet valve member with a first position in which the needle control chamber is fluidly connected to the fuel inlet but closed to the needle control vent. The poppet valve also has a second position in which the needle control chamber is closed to the fuel inlet but open to the needle control vent.

Abstract: The present invention relates to engines having common rail fuel injection systems. In traditional common rail fuel injection systems, each fuel injector utilized by the fuel system includes its own solenoid. These individual solenoids must cooperate to ensure that the proper amount of fuel is being injected from each injector at the proper time. Having individual solenoids requires a multiple number of moving electrical components. In contrast to the traditional common rail fuel injection system, the fuel injection system of the present invention includes fuel injectors that are controlled in operation by a common electronic actuator that is positioned remote from the fuel injectors. Therefore, the present invention reduces the number of moving electrical components in the fuel injection system by reducing the need for individual solenoids for each fuel injector.

Abstract: In hydraulically actuated fuel injectors that utilize lubricating oil as the actuation fluid, various components within the injector body must move relatively short distances at high rates of speed in a wetted oil environment. When the oil is at a relatively low temperature, its relatively high viscosity coupled with relatively small size of these components can cause stiction problems to occur. Stiction occurs where the moveable component comes in contact with the body when it rests against its stop. The highly viscous oil can tend to cause the component to resist breaking free of its stop surface such that the fuel injector may be inhibited in performing adequately, especially during cold start conditions. These potential stiction problems are reduced by including a raised surface feature on one or both of the component and body in order to reduce the potential contact surface area.

Abstract: A hydraulically actuated fuel injection system according to the present invention comprises at least one hydraulically actuated fuel injector that includes an injector body that defines a fuel pressurization chamber. A pumping element having a stepped top is movably mounted in a pumping bore defined by the injector body, wherein the pumping element defines at least one internal passageway. The pumping element is movable a distance between a first position and a second position. A spill passage defined by the injector body is open to the fuel pressurization chamber via the at least one internal passageway over a portion of the distance.

Abstract: A hydraulically actuated fuel injector includes an injector body that defines an actuation fluid passage, a low pressure area and a nozzle outlet. A piston having a hydraulic surface is positioned in the injector body and moveable a stroke distance between a retracted position and an advance position. At least one of the piston and injector body define a first cavity and a second cavity when the piston is located in an initial portion of its stroke distance. Before a first portion of the hydraulic surface is exposed to fluid pressure in the first cavity, and a second portion of the hydraulic surface is exposed to fluid pressure in the second cavity when the piston is in its initial portion of its stroke distance.

Abstract: The present invention relates to engines having common rail fuel injection systems. In traditional common rail fuel injection systems, each fuel injector utilized by the fuel system includes its own solenoid. These individual solenoids must cooperate to ensure that the proper amount of fuel is being injected from each injector at the proper time. It is believed in the art that a reduction in the number of moving or electrical components in the fuel injection system can improve robustness of the system. Therefore, the fuel injection system of the present invention includes fuel injectors that are controlled in operation by a common electronic actuator that is positioned remote from the fuel injectors.

Abstract: The present invention relates to engines having common rail fuel injection systems. In traditional common rail fuel injection systems, each fuel injector utilized by the fuel system includes its own solenoid. These individual solenoids must cooperate to ensure that the proper amount of fuel is being injected from each injector at the proper time. It is believed in the art that a reduction in the number of moving or electrical components in the fuel injection system can improve robustness of the system. Therefore, the fuel injection system of the present invention includes fuel injectors that are controlled in operation by a common electronic actuator that is positioned remote from the fuel injectors.

Abstract: In hydraulically actuated fuel injectors that utilize lubricating oil as the actuation fluid, various components within the injector body must move relatively short distances at high rates of speed in a wetted oil environment. When the oil is at a relatively low temperature, its relatively high viscosity coupled with relatively small size of these components can cause stiction problems to occur. Stiction occurs where the moveable component comes in contact with the body when it rests against its stop. The highly viscous oil can tend to cause the component to resist breaking free of its stop surface such that the fuel injector may be inhibited in performing adequately, especially during cold start conditions. These potential stiction problems are reduced by including a raised surface feature on one or both of the component and body in order to reduce the potential contact surface area.

Abstract: The present invention relates to engines having common rail fuel injection systems. In traditional common rail fuel injection systems, each fuel injector utilized by the fuel system includes its own solenoid. These individual solenoids must cooperate to ensure that the proper amount of fuel is being injected from each injector at the proper time. Having individual solenoids requires a multiple number of moving electrical components. In contrast to the traditional common rail fuel injection system, the fuel injection system of the present invention includes fuel injectors that are controlled in operation by a common electronic actuator that is positioned remote from the fuel injectors. Therefore, the present invention reduces the number of moving electrical components in the fuel injection system by reducing the need for individual solenoids for each fuel injector.