Method for operating a direct injection internal combustion engine and application spark ignition internal combustion engine for performing this method

Abstract

Systems and methods for operating a fuel injector in an application firing direct injection internal combustion engine are provided. In one example, a needle of the fuel injector is moved from a retracted position to an extended position relative to a plurality of injection holes of a nozzle of the fuel injector, with at least one injection hole being uncoupled from a fuel supply earlier than each other injection hole. In a partially retracted position, fuel flow along a first side of the needle is reduced relative to fuel flow along a second side of the needle.

Description

[0001] Cross Reference to Related Applications

[0002] This application claims priority from German Patent Application No. 10 2016 200700.9 filed on January 20, 2016. The entire contents of the above- cited application are hereby incorporated by reference herein in its entirety for all purposes. TECHNICAL FIELD

[0003] The present specification generally relates to a method and a system for controlling direct fuel injection in an internal combustion engine of a vehicle. BACKGROUND

[0004] In case of direct injection of fuel into the combustion chamber of an internal combustion engine, it is especially possible to realize a stratified charge of the combustion chamber. This can significantly contribute to dethrottling of the Otto-cycle operation, since the internal combustion engine can be lean to a very large extent by means of stratified charge operation, which provides thermodynamic advantages especially in partial load operation (in the lower and intermediate load range, when small amounts of fuel are injected).

[0005] However, in case of direct injection of fuel into the internal combustion engine, coking of the injection device (e.g. coking of the injection nozzle used for injection) can cause problems. Here, a small amount of fuel adhering to the injection device during injection undergoes incomplete combustion under oxygen-depleted conditions. Deposits of the coking residues are formed on the injection device. The coking residues can first of all disadvantageously change the geometry of the injection device and influence or impede the formation of the injection jet, and thereby sensitively impair the mixture preparation. Secondly, the injected fuel accumulates in the porous coking residues, which subsequently undergoes incomplete combustion and forms soot, which in turn leads to an increase in particulate emissions, typically at the end of combustion when the oxygen provided for combustion has almost been completely consumed. Furthermore, the coking residues can detach, for example, due to mechanical loading caused by pressure waves or the action of the injection jet propagating in the combustion chamber. Residues detached in this way can cause damage to the exhaust emission system and, for example, impair the functional capability of an exhaust aftertreatment system arranged in the exhaust emission system.

[0006] Attempts to solve the accumulation of coking residues and / or to exhaust deposits of coking residues (e.g. to remove the coking residues) include measures described by, for example, German early publication DE 199 45 813 Al, European patent EP 1 404 955 Bl and German early publication DE 101 17 519 Al.

[0007] The early German publication DE 199 45 813 Al describes a method for operating a direct injection internal combustion engine, in which, after deposits in the combustion chamber (for example, on the injection valve) have been detected, measures for cleaning the combustion chamber are carried out in a targeted manner, wherein the presence of deposits in the combustion chamber is inferred from the misfire detection system. The measures proposed for cleaning the combustion chamber include targeted initiation of knock combustion and / or introduction of a cleaning fluid into the intake combustion air. Both measures must be considered critical with respect to fuel consumption and pollutant emissions. As a particularly advantageous cleaning fluid, water is proposed, the injection of which causes the combustion temperature to be reduced, thus making it possible to simultaneously reduce the emission of nitrogen oxides (NOx). However, the injection of water is not suitable in partial load operation at low load and low rotational speed, since this harbors the risk of corrosion in the combustion chamber and in the exhaust gas discharge system and can produce disadvantages in terms of wear. x ) of nitrogen oxides (NOx). However, the injection of water is not suitable in partial load operation at low load and low rotational speed, since this harbors the risk of corrosion in the combustion chamber and in the exhaust gas discharge system and can produce disadvantages in terms of wear.

[0008] The European patent EP 1 404 955 Bl describes an internal combustion engine, at least one combustion chamber of which has a catalyst coating on the surface in at least some regions for the purpose of oxidizing coking residues. The catalyst layer is intended to promote the oxidation of coking residues, in particular to achieve rapid oxidation of the carbon-containing lining at the boundary surface between the catalytic converter and the lining at typical operating temperatures and thereby to achieve an earlier detachment of deposits under the action of the prevailing flow. In this way, it is sought to reduce or even completely prevent the growth of residues. The disadvantage of the method described in EP 1 404 955 Bl for reducing coking residues by means of oxidation is that, even when using catalytic materials, the minimum temperature required for oxidation is not always achieved in partial load operation at low load and low rotational speed. However, precisely these operating conditions of the internal combustion engine, in particular low load and / or low rotational speed, promote, i.e. accelerate, the formation of deposits of the type mentioned and require a method for removing said deposits.

[0009] The early German publication DE 101 17 519 Al describes a method for operating a direct injection internal combustion engine, in which the inlet valve unit of the cylinder is deliberately equipped with a means for preventing heat dissipation, that is to say, a means designed to increase the surface temperature in the throat region of the inlet valve. Thereby it is sought to ensure that, at least in the throat, the high temperatures required for the depletion of the coking residues are more frequently or regularly obtained during normal operation of the internal combustion engine. Nonetheless, the region in which the required temperatures are actually reached is only widened, that is to say, increased, in the load-engine speed characteristic map. The region in which the minimum temperature of 380°C required for the depletion of the coking residues prevails lies close to or adjacent to the full load line at high engine speeds and high loads. Method-based measures for increasing the component temperature in other characteristic map regions are not implemented in DE 101 17 519 Al. Rather, the measures rely on the required temperatures being actively produced in the corresponding regions of the load-engine speed characteristic map during normal operation of the internal combustion engine. In this regard, the method of DE 101 17 519 Al also does not permit the depletion of coking residues, that is to say, the cleaning by means of oxidation, at low loads and low engine speeds of the internal combustion engine.

[0010] The problems described above have greater significance during the warm-up phase of the internal combustion engine, precisely after a cold start of the internal combustion engine, when the component temperatures are particularly low. This is because lower temperature levels not only accelerate the formation of coking residues, but also make the removal of the residues more difficult. SUMMARY

[0011] In one example, the above described problem can be solved by a method for operating an application ignited direct injection internal combustion engine having at least one cylinder, wherein for the direct introduction of fuel into the cylinder, each cylinder is equipped with an injection device having a movable closure body, the method comprising: during the course of an injection, connecting at least two openings provided in a housing of the injection device to a fuel supply system for the introduction of fuel into the cylinder by positive control and thus opening the at least two openings by moving the movable closure body from a rest position, in which the at least two openings are separated from and blocked off from the fuel supply system, to a working position, in which the at least two openings are connected to the fuel supply system; and from the working position, in which the at least two openings are connected to the fuel supply system, continuing the movement of the closure body from the working position to the rest position, wherein the at least two openings of the injection device are separated from the fuel supply system in succession with a time offset, so that at least one of the at least two openings has been completely separated from the fuel supply system, while at least one other of the at least two openings is still connected to the fuel supply system. In this way, the possibility of fuel deposits forming on the tip of the injection device can be reduced, and the particulate emissions from the engine can be reduced.

[0012] It is to be understood that the above summary is provided to introduce selected concepts of the application in a simplified form, further description of which is provided in the detailed description. The above summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to limit the scope of the claimed subject matter to any particular examples described in the above summary. Furthermore, the claimed subject matter is not limited to implementations that solve any or all disadvantages noted in the above background. BRIEF DESCRIPTION OF DRAWINGS

[0013] Figure 1 A cylinder of an engine coupled to a fuel injector for direct fuel injection is schematically shown.

[0014] Figure 2 A cross-sectional view of a segment of a housing of an injection nozzle of an injection device is shown.

[0015] Figure 3 A view of a first embodiment of an injection device containing a movable closure body in three different positions is schematically shown.

[0016] Figure 4 A view of a second embodiment of an injection device containing a movable closure body in three different positions is schematically shown. DETAILED DESCRIPTION

[0017] The invention relates to a method for operating an application-ignition direct-injection internal combustion engine having at least one cylinder, wherein for the direct introduction of fuel into the cylinder, each cylinder is equipped with an injection device having a movable closure body, the method comprising: during the course of an injection, connecting at least two openings provided in a housing of the injection device to a fuel supply system for the introduction of fuel into the cylinder by positive control and thus opening the at least two openings by moving the movable closure body from a rest position into a working position, wherein in the rest position the at least two openings are separated from and blocked off from the fuel supply system and in the working position the at least two openings are connected to the fuel supply system; and from the working position in which the at least two openings are connected to the fuel supply system, moving the closure body from the working position into the rest position, wherein the at least two openings of the injection device are separated from the fuel supply system in succession with a time offset, so that at least one of the at least two openings has been completely separated from the fuel supply system while at least one other of the at least two openings is still connected to the fuel supply system.

[0018] Internal combustion engines of the type described are used as drive units for motor vehicles. In the context of the invention, the expression "internal combustion engine" encompasses application-ignition Otto-cycle engines as well as hybrid internal combustion engines, that is to say, application-ignition internal combustion engines operating using a hybrid combustion process, and hybrid drives, which comprise not only an application-ignition internal combustion engine but also an electric motor, which can be connected as a drive device to the internal combustion engine and receive power from the internal combustion engine or additionally output power as a switchable auxiliary drive.

[0019] In the development of internal combustion engines, there is a constant attempt to minimize fuel consumption and to reduce pollutant emissions. Fuel consumption is problematic, in particular in the case of application-ignition Otto-cycle engines. The reason for this is the principle of the working process of a conventional Otto-cycle engine, which operates with a homogeneous fuel-air mixture, wherein the desired power is set by varying the charge of the combustion chamber, that is to say by means of quantity regulation. By adjusting a throttle flap provided in the intake tract, it is possible to reduce the pressure of the intake air downstream of the throttle flap to a greater or lesser extent. For a constant combustion chamber volume, it is possible in this way to set the air mass, that is to say the quantity, by means of the pressure of the intake air. However, quantity regulation by means of the throttle flap has thermodynamic disadvantages in the partial load range due to throttling losses.

[0020] A solution for de-throttling the Otto cycle engine operation exists in the development of the mixed combustion process and is based on the transfer of technical features of the conventional diesel engine process, which is characterized by air compression, non-uniform mixture, auto-ignition and mass regulation. The low fuel consumption of diesel engines is derived, inter alia, from mass regulation, in which the load is controlled by means of the quantity of fuel injected.

[0021] Direct injection of fuel into the combustion chamber of the cylinder is considered a suitable measure for de-throttling the Otto cycle operation, by means of which fuel consumption can be significantly reduced even in Otto cycle engines. In certain operating ranges, mass regulation is subsequently used.

[0022] Stratified charge is characterized by a highly non-uniform combustion chamber charge, which cannot be characterized by a uniform air ratio, but has both a lean (λ>1) and a rich (λ<1) mixture portion, in which ignitable fuel-air mixtures with a relatively high fuel concentration exist in the region of the ignition device.

[0023] The application of an ignition direct injection internal combustion engine is also the subject of the present invention.

[0024] A relatively small amount of time is available for the injection of fuel, for the preparation of the mixture in the combustion chamber (i.e. the mixing of air and fuel and the preparation including evaporation), and for the ignition of the prepared mixture.

[0025] Due to the direct injection of fuel into the combustion chamber, only a small amount of time is available for the preparation of ignitable and combustible fuel-air mixtures, so the direct injection process is much more sensitive to variations and deviations in the mixture formation, especially in the injection, than the conventional process with intake pipe injection.

[0026] The non-uniformity of the fuel-air mixture is also a reason known from the diesel engine process, which is equally relevant in the case of direct injection application ignition engines, while the particle emission in the case of conventional Otto engines is almost insignificant.

[0027] In the context of the above statements, it is the object of the present invention to specify a method for operating an application ignition direct injection internal combustion engine according to the invention, by means of which the accumulation of coking residues on the injection device is eliminated in an effective and targeted manner.

[0028] A further sub-object of the present invention is to specify an application ignition internal combustion engine for carrying out the type of method.

[0029] The first sub-goal is achieved by a method for operating an application firing direct injection internal combustion engine having at least one cylinder, wherein for the direct introduction of fuel into the cylinder each cylinder is equipped with an injection device having a movable closure body which connects at least two openings provided in a housing of the injection device to a fuel supply system for the introduction of fuel into the cylinder during the course of an injection by positive control and thus opens said openings, which movable closure body in a rest position separates at least two openings from the fuel supply system and thus blocks said openings, while in a working position at least two openings are connected to the fuel supply system, characterized in that from the working position in which at least two openings are connected to the fuel supply system, the closure body is moved into the rest position, at least two openings of the injection device are separated from the fuel supply system one after the other with a certain time offset, so that at least one opening has been completely separated from the fuel supply system, while at least one other opening is still connected to the fuel supply system.

[0030] In the method according to the application, the accumulation of coking residues is eliminated a priori. By means of the manner in which the injection is carried out according to the application, i.e. the configuration of the injection process according to the application, the coking residues are eliminated or greatly reduced from the outset.

[0031] According to the application, the injection process, i.e. the introduction of fuel into the cylinder, ends with a certain time offset by means of the injection devices being opened at different times from the fuel supply system. As a result of the separation from the fuel supply system, the openings are deactivated, i.e. blocked, and cut off in terms of the introduction of fuel. According to the application, at least two openings of the injection devices are not opened simultaneously, but one after the other.

[0032] This solution has the technical effect that during the injection, fuel no longer adheres to the injection device, and the amount of fuel adhering to the injection device on the combustion chamber side is substantially minimized at the end of the injection. In this respect, the basis for the formation of coking residues on the basis of incomplete combustion of precisely these residual amounts of fuel is eliminated, i.e. the prerequisite for this formation is eliminated.

[0033] The physical relationship on which the effect of the method according to the application described above is based can be explained on the basis of a conventional inwardly opening injection nozzle, in which case the nozzle needle is moved into a rest position at the end of the injection, wherein the needle separates a blind hole arranged on the combustion chamber side end of the nozzle from the fuel supply system. The pressure of the fuel located in the blind hole at the end of the injection is dissipated through the nozzle holes, which in each case are connected to the blind hole via a duct.

[0034] Since in the prior art all nozzle holes are deactivated simultaneously, the pressure in the blind hole is preferentially dissipated via the nozzle hole which causes the least resistance to the dissipation of pressure or supports the dissipation of pressure. The nozzle holes differ in this respect in that the angle a gravity is presented as having a major influence.

[0035] The angle a gravity formed between the nozzle hole or nozzle-specific conduit and the gravitational acceleration, i.e. the force of gravity, is greater, the nozzle hole is presented as being more susceptible to the adhesion of fuel towards the end of the injection. The pressure or thrust required for and responsible for the discharge of fuel is not presented as being as pronounced in the case of a horizontally extending nozzle hole as in the case of a more vertically extending nozzle hole.

[0036] In this respect, it is also preferred in accordance with the application that those openings which show a relatively lower susceptibility to the adhesion of fuel are first separated from the fuel supply system in the case where the procedure continues from the working position in which at least two openings are connected to the fuel supply system.

[0037] In summary, by using the method in accordance with the application, less or no deposition of coking residues forms on the injection device, since the adhesion of fuel to the injection device is prevented and the fuel is introduced into the combustion chamber of the cylinder completely or almost without residue.

[0038] By the method in accordance with the application, the first sub-objective on which the present application is based is achieved, that is to say, the method for operating an application point injection internal combustion engine in accordance with the application is specified, by means of which method the accumulation of coking residues on the injection device is eliminated in an effective and targeted manner.

[0039] The following embodiment of the method is advantageous: in which the procedure continues from the working position in which at least two openings are connected to the fuel supply system, the closure body is moved into the rest position, at least one opening which shows a relatively higher susceptibility to the adhesion of fuel is separated from the fuel supply system later than at least one other opening which shows a relatively lower susceptibility to the adhesion of fuel.

[0040] The following embodiment of the method is advantageous: in which the procedure continues from the working position in which at least two openings are connected to the fuel supply system, the closure body is moved into the rest position, at least one opening which forms a relatively greater angle a gravity with the prevailing gravitational acceleration in the installation position of the internal combustion engine is separated from the fuel supply system later than at least one other opening which forms a relatively smaller angle a gravity with the prevailing gravitational acceleration in the installation position of the internal combustion engine.

[0041] The second sub-goal on which the present application is based (in particular, the second sub-goal of providing an application firing direct injection internal combustion engine for carrying out a method of the type described above) is achieved by an application firing direct injection internal combustion engine having at least one cylinder, wherein for the direct introduction of fuel into the cylinder each cylinder is equipped with an injection device having a movable closure body which connects at least two openings provided in a housing of the injection device to a fuel supply system for the introduction of fuel into the cylinder during the course of an injection by positive control (for example, energization of an actuator (for example, a solenoid) of the movable closure body) and thus opens said openings, which are separated from the fuel supply system and thus blocked in a rest position, and connects the at least two openings to the fuel supply system in a working position, characterized in that the closure body can be moved into the working position with at least one opening completely separated from the fuel supply system and at least one other opening still connected to the fuel supply system.

[0042] What has been stated with respect to the method according to the present application also applies to the internal combustion engine according to the present application for this reason, at this point generally reference is made to the statements made above with respect to the method.

[0043] The fuel supply system can comprise a pump, a tank (i.e., a fuel storage device) and / or a fuel line (for example, a common supply line of a common rail system). The fact that the present application relates to a separation from the fuel supply system is based on the fact that for the end of the injection process the openings are not usually closed in the true sense, but are usually only separated from the fuel supply.

[0044] The closure body (for example, the spherical tip of a nozzle needle) can be actuated (i.e., moved) electromagnetically, piezoelectrically or in some other way and transferred from one position to another, wherein the closure body can usually assume a plurality of working positions.

[0045] According to the present application, the blocking of the at least two openings of the injection device with a certain time offset requires a changed arrangement of the openings or at least one opening relative to the prior art, a different shape of the closure body and / or a different displacement stroke (for example, a displacement stroke of a non-linear movement) of the closure body.

[0046] Further advantageous embodiments of the internal combustion engine according to the present application will be explained further below.

[0047] The following embodiment of the internal combustion engine is advantageous: wherein in the installed position of the internal combustion engine the at least two openings form a different angle a gravity .

[0048] In the present case, the installation position of the internal combustion engine is considered, that is to say the internal combustion engine is installed or arranged in a vehicle, wherein a horizontal vehicle is assumed which is oriented perpendicular to the gravitational acceleration.

[0049] The effect of gravity can eliminate or help prevent the adhesion of fuel to the openings. In the case of laterally oriented openings, that is to say in order to be inclined with respect to the gravitational acceleration, the effect of gravity cannot in principle optimally help the emptying of the openings, so that openings of the type are more susceptible to adhesion of fuel than openings which extend more vertically.

[0050] The angle a formed between the opening or the associated conduit and the gravitational acceleration gravity The greater, the more the opening presents itself as susceptible to adhesion of fuel. In some examples, the following embodiment of the internal combustion engine is advantageous: the injection device has at least five openings, at least six openings or at least seven openings.

[0051] The above three embodiments allow the fact to be realized that the number of openings jointly influences the distribution of the fuel introduced in the combustion chamber of the cylinder. The more openings are provided, the more widely the fuel can be distributed in the combustion chamber and the more effectively the fuel-air mixture can be homogenized.

[0052] The following embodiment of the internal combustion engine is advantageous: wherein the movable closure body can be moved in a translational manner.

[0053] In the case of a conventional inwardly opening injection nozzle according to the prior art, the nozzle needle is moved in a translational manner in order to move a spherical closure body arranged on the combustion chamber-side end of the nozzle needle from a rest position into a working position. In the working position, the spherical closure body opens the blind hole and thus connects the conduit of the nozzle hole from the blind hole to the fuel supply system of the internal combustion engine.

[0054] In order to form an injection device according to the invention, in the case of the use of a closure body which can be moved in a translational manner, at least one opening can need to be arranged differently and / or the closure body can need to have a different shape or design than the prior art, for example flattened on one side.

[0055] The following embodiment of the internal combustion engine can also be advantageous: wherein the movable closure body can be moved along an arcuate curve.

[0056] Furthermore, the following embodiment of the internal combustion engine can be advantageous: wherein the displacement stroke of the movable closure body has both a linear component and an arcuate component.

[0057] The following embodiment of the internal combustion engine is advantageous: wherein at least one opening is arranged on the outer circumference of the closed body in the rest position. Said opening will then preferably constitute the opening which exhibits a relatively high susceptibility to adhesion of fuel and which is separated from the fuel supply system later than at least one other opening which exhibits a relatively low susceptibility to adhesion of fuel.

[0058] The following embodiment of the internal combustion engine is advantageous: wherein at least one opening is arranged on the free end of the closed body in the rest position, wherein the free end faces the combustion chamber of the cylinder. Said opening will then preferably constitute the opening which exhibits a relatively high susceptibility to adhesion of fuel and which is separated from the fuel supply system later than at least one other opening which exhibits a relatively low susceptibility to adhesion of fuel.

[0059] The following embodiment of the internal combustion engine is advantageous: wherein the injection device is an injection nozzle.

[0060] In this context, the following embodiment is advantageous: wherein the injection nozzle is equipped with a nozzle needle which can be moved in the direction of the longitudinal axis in a nozzle needle guide, which connects at least two nozzle holes which serve as openings for the introduction of fuel and thus open said nozzle holes to the fuel supply system during the course of the injection.

[0061] Here, the following embodiment of the internal combustion engine is advantageous: wherein the closed body is arranged on the free end of the nozzle needle, wherein the free end of the nozzle needle is the combustion chamber-side end.

[0062] The following embodiment of the internal combustion engine is advantageous if the injection device is an injection nozzle: wherein the injection nozzle is equipped with a spherical closed body.

[0063] The following embodiment of the internal combustion engine can also be advantageous if the injection device is an injection nozzle: wherein the injection nozzle is equipped with a crown-shaped closed body.

[0064] The following embodiment of the internal combustion engine is advantageous: wherein the movable closed body has a symmetrical shape. The symmetry can be symmetrical with respect to the displacement stroke of the closed body, or the closed body is rotationally symmetrical, for example a ball or spherical.

[0065] The following embodiment of the internal combustion engine can also be advantageous: wherein the movable closed body has an asymmetrical shape.

[0066] The following embodiment of the internal combustion engine is advantageous: wherein each cylinder is equipped with an ignition device for starting the application of ignition.

[0067] This invention will be referenced below. Figures 1 to 4 To describe in more detail.

[0068] Figure 1 An example depicting the combustion chamber or cylinder of an internal combustion engine 10 is provided. The engine 10 may be controlled at least partially by a control system including a controller 12, and at least partially by input from a vehicle operator 130 via an input device 132. In this example, the input device 132 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. The cylinder (also referred to herein as a "combustion chamber") 14 of the engine 10 may include a combustion chamber wall 136 in which a piston 138 is positioned. The piston 138 may be coupled to a crankshaft 140 such that the reciprocating motion of the piston is converted into rotational motion of the crankshaft. The crankshaft 140 may be coupled to at least one drive wheel of the bus via a transmission system. Additionally, a starter motor (not shown) may be coupled to the crankshaft 140 via a flywheel to enable starting operation of the engine 10.

[0069] Cylinder 14 can receive intake air via a series of intake passages 142, 144, and 146. Intake passage 146 can also communicate with other cylinders of the engine 10 besides cylinder 14. In some examples, one or more of the intake passages may contain a supercharging device, such as a turbocharger or supercharger. For example, Figure 1 An engine 10 equipped with a turbocharger is shown, the turbocharger comprising a compressor 174 disposed between intake passages 142 and 144, and an exhaust turbine 176 disposed along an exhaust passage 148. The compressor 174 may be at least partially powered by the exhaust turbine 176 via a shaft 180, wherein the supercharging device is configured as a turbocharger. However, in other examples, such as when the engine 10 has a supercharger, the exhaust turbine 176 may be optionally omitted, wherein the compressor 174 may be powered by mechanical input from a motor or engine. A throttle valve 162, including a throttle plate 164, may be disposed along the engine's intake passages to change the flow rate and / or pressure of the intake air supplied to the engine cylinders. For example, the throttle valve 162 may be as follows: Figure 1 The shown location is downstream of compressor 174, or alternatively, it can be located upstream of compressor 174.

[0070] Exhaust passage 148 may also receive exhaust gas from cylinders of engine 10 other than cylinder 14. Exhaust sensor 128 is shown as an exhaust passage 148 coupled upstream of emission control device 178. Sensor 128 may be selected from various suitable sensors for providing an indication of exhaust air-fuel ratio, such as linear oxygen sensor or UEGO (universal or wide-range exhaust oxygen), dual-state oxygen sensor or EGO (as depicted), HEGO (heated EGO), NOx, HC or CO sensor, etc. Emission control device 178 may be a three-way catalytic converter (TWC), NOx trap, various other emission control devices or combinations thereof.

[0071] Each cylinder of engine 10 may include one or more intake valves and one or more exhaust valves. For example, cylinder 14 is shown as including at least one intake lift valve 150 and at least one exhaust lift valve 156 located in the upper region of cylinder 14. In some examples, each cylinder of engine 10 (including cylinder 14) may include at least two intake lift valves and at least two exhaust lift valves located in the upper region of the cylinder.

[0072] Intake valve 150 can be controlled by controller 12 via actuator 152. Similarly, exhaust valve 156 can be controlled by controller 12 via actuator 154. Under certain conditions, controller 12 can change the signals provided to actuators 152 and 154 to control the opening and closing of the corresponding intake and exhaust valves. The positions of intake valve 150 and exhaust valve 156 can be determined by the corresponding valve position sensors (not shown). The valve actuators can be of the electric valve actuation type or the cam actuation type or a combination thereof. Intake and exhaust valve timing can be controlled in parallel, or any of the following can be used: variable intake cam timing, variable exhaust cam timing, dual independent variable cam timing, or fixed cam timing. Each cam actuation system can include one or more cams and can utilize one or more of the following systems: cam profile conversion (CPS), variable cam timing (VCT), variable valve timing (VVT), and / or variable valve lift (VVL), which can be operated by controller 12 to change valve operation. For example, cylinder 14 may alternatively include an intake valve controlled by electric valve actuation and an exhaust valve controlled by cam actuation, the cam actuation including CPS and / or VCT. In other examples, the intake and exhaust valves may be controlled by a common valve actuator or actuation system or a variable valve timing actuator or actuation system.

[0073] Cylinder 14 may have a compression ratio, which is the ratio of the volume of piston 138 at bottom dead center to that at top dead center. In one example, the compression ratio is in the range of 9:1 to 10:1. However, in some examples using different fuels, the compression ratio may be increased. This may occur, for example, when using higher octane fuels or fuels with higher latent enthalpy of vaporization. If direct injection is used, the compression ratio may also be increased due to its effect on engine knock.

[0074] In some examples, each cylinder of engine 10 may include a spark plug 192 for initiating combustion. In selected operating mode, ignition system 190 may provide an ignition spark to combustion chamber 14 via spark plug 192 in response to a spark advance signal SA from controller 12. However, in some embodiments, spark plug 192 may be omitted, for example, where engine 10 can initiate combustion by automatic ignition or by fuel injection, as is the case with some diesel engines.

[0075] In some examples, each cylinder of engine 10 may be configured with one or more fuel injectors (which may be referred to herein as injection devices or injection nozzles) for supplying fuel to it. As a non-limiting example, cylinder 14 is shown as comprising two fuel injectors 166 and 170. Fuel injectors 166 and 170 may be configured to deliver fuel received from fuel system 8. See reference... Figure 2 and Figure 3 As detailed, the fuel system 8 may include one or more fuel tanks, a fuel pump, and a fuel rail. The fuel injector 166 is shown directly coupled to the cylinder 14 to inject fuel directly into it in proportion to the pulse width of the signal FPW-1 received from the controller 12 via the electronic actuator 168. In this manner, the fuel injector 166 provides so-called direct injection (hereinafter also referred to as "DI") of fuel into the combustion cylinder 14. Although Figure 1 An injector 166 is shown positioned on one side of cylinder 14, but it can alternatively be located on top of the piston, for example, near spark plug 192. This location can improve mixing and combustion when the engine is operated with alcohol-based fuels due to the lower volatility of some alcohol-based fuels. Alternatively, the injector can be located on top of and near the intake valve to improve mixing. Fuel can be delivered from the fuel tank of fuel system 8 to the fuel injector 166 via a high-pressure fuel pump and fuel rail. Additionally, the fuel tank may have a pressure transducer to provide a signal to controller 12.

[0076] Fuel injector 170 is shown arranged in an intake passage 146 rather than in cylinder 14, a configuration that provides so-called port injection (hereinafter referred to as "PFI") of fuel into the intake passage upstream of cylinder 14. Fuel injector 170 can inject fuel received from fuel system 8 in proportion to the pulse width of signal FPW-2 received from controller 12 via electronic actuator 171. It should be noted that a single actuator 168 or 171 can be used for two fuel injection systems, or multiple actuators can be used, for example, actuator 168 for fuel injector 166 and actuator 171 for fuel injector 170, as depicted.

[0077] In an alternative example, each of fuel injectors 166 and 170 may be configured as a direct fuel injector for injecting fuel directly into cylinder 14. In another example, each of fuel injectors 166 and 170 may be configured as an intake valve fuel injector for injecting fuel upstream of intake valve 150. In yet another example, cylinder 14 may contain only a single fuel injector configured to receive different relative amounts of different fuels as a fuel mixture from the fuel system, and additionally configured to either inject this fuel mixture directly into the cylinder as a direct fuel injector or inject this fuel mixture upstream of the intake valve as an intake port fuel injector. Therefore, it should be understood that the fuel system described herein should not be limited to the specific fuel injector configurations described herein as examples.

[0078] During a single cycle of a cylinder, fuel can be delivered to the cylinder by two injectors. For example, each injector can deliver a portion of the total fuel injected for combustion in cylinder 14. Furthermore, the distribution and / or relative amount of fuel delivered from each injector can vary with operating conditions such as those described below (e.g., engine load, knock, and exhaust temperature). Intake port injection fuel can be delivered during an intake valve opening event, an intake valve closing event (e.g., substantially before the intake stroke), and during both intake valve opening and closing operations. Similarly, direct injection fuel can be delivered, for example, during the intake stroke, and partly during the preceding exhaust stroke, during the intake stroke, and partly during the compression stroke. Thus, even for a single combustion event, the injected fuel can be injected from the intake port and direct injectors at different timings. Furthermore, for a single combustion event, multiple injections of the delivered fuel can be performed per cycle. Multiple injections can be performed during the compression stroke, the intake stroke, or any suitable combination thereof.

[0079] Fuel injectors 166 and 170 can have different characteristics. These differences include dimensional variations; for example, one injector may have a larger injection orifice than the other. Other differences include, but are not limited to, different spray angles, different operating temperatures, different target determinations, different injection timings, different spray characteristics, and different positions. Furthermore, different effects can be achieved depending on the fuel distribution ratio between injectors 170 and 166.

[0080] The fuel tank in fuel system 8 can hold fuels of different fuel types, such as fuels with different fuel qualities and different fuel compositions. These differences can include different alcohol contents, different water contents, different octane numbers, different heats of vaporization, different fuel mixtures, and / or combinations thereof. An example of fuels with different heats of vaporization could be gasoline as a first fuel type with a lower heat of vaporization and ethanol as a second fuel type with a higher heat of vaporization. In another example, the engine could use gasoline as the first fuel type and alcohol as the second fuel type, containing, for example, a fuel mixture of E85 (which is approximately 85% ethanol and 15% gasoline) or M85 (which is approximately 85% methanol and 15% gasoline). Other feasible substances include water, methanol, mixtures of alcohol and water, mixtures of water and methanol, mixtures of alcohols, etc.

[0081] In another example, both fuels can be alcohol mixtures with different alcohol compositions. The first fuel type can be a gasoline-ethanol mixture with a lower alcohol concentration, such as E10 (which contains approximately 10% ethanol), while the second fuel type can be a gasoline-ethanol mixture with a higher alcohol concentration, such as E85 (which contains approximately 85% ethanol). Furthermore, the first and second fuels can also differ in other fuel qualities, such as temperature, viscosity, octane rating, etc. In addition, the fuel characteristics of one or both fuel tanks can change frequently, for example, due to daily changes in tank refilling.

[0082] Controller 12 in Figure 1The diagram shows a microcomputer comprising a microprocessor unit 106, an input / output port 108, an electronic storage medium for executable programs and calibration values ​​(shown in this particular example as a non-transitory read-only memory chip 110 for storing executable instructions), a random access memory 112, a non-fail-to-recover memory 114, and a data bus. In addition to the signals previously discussed, the controller 12 may also receive various signals from sensors coupled to the engine 10, including measurements of: the introduced mass airflow (MAF) from the mass airflow sensor 122; the engine coolant temperature (ECT) from the temperature sensor 116 coupled to the cooling sleeve 118; the surface ignition sensing signal (PIP) from the Hall effect sensor 120 (or other type of sensor) coupled to the crankshaft 140; the throttle position (TP) from the throttle position sensor; and the absolute manifold pressure signal (MAP) from the sensor 124. The engine speed signal RPM can be generated by the controller 12 based on the signal PIP. The manifold pressure signal MAP from the manifold pressure sensor can be used to provide an indication of vacuum or pressure in the intake manifold. Controller 12 can infer engine temperature based on engine coolant temperature. Controller 12 receives... Figure 1 Various sensors receive signals and employ Figure 1 The various actuators adjust engine operation based on received signals and instructions stored in the controller's memory.

[0083] As described above, Figure 1 The diagram shows only one cylinder of a multi-cylinder engine. Thus, each cylinder can similarly include its own set of intake / exhaust valves, fuel injectors, spark plugs, etc. It should be understood that the engine 10 can include any suitable number of cylinders, including 2, 3, 4, 5, 6, 8, 10, 12, or more cylinders. Furthermore, each of these cylinders can include... Figure 1 Some or all of the various components described and illustrated with reference to cylinder 14.

[0084] Figure 2 The injection nozzle 1a (e.g., a fuel injector) illustrated in the diagram is a multi-orifice nozzle with multiple openings 3. At the free end 2 of the nozzle 1a (i.e., at the nozzle tip 2), blind holes 5 and multiple nozzle orifices 3, 3b are arranged, through which fuel is supplied via a conduit 4. Here, the conduit 4 leads into the combustion chamber of the cylinder 6 to form the nozzle orifices 3, 3b, through which fuel emerges from the nozzle orifices 3b during the injection process.

[0085] In the current situation, an opening 3, 3a is arranged in the closed body (the example of which is provided by...). Figures 3-4On the outer periphery (shown), the enclosed body can be moved in a translational manner and is in a stationary position. In the stationary position, the enclosed body rests in the nozzle tip 2 along the linear seal 7 and separates the openings 3, 3a, 3b from the fuel supply system of the internal combustion engine, thereby deactivating the openings 3, 3a, 3b in terms of fuel introduction.

[0086] To terminate the injection process, the openings 3, 3a, and 3b of the injection nozzle 1a separate from the fuel supply system not simultaneously but sequentially with a certain time offset. Here, those openings 3 and 3a, which show relatively low susceptibility to fuel adhesion, separate from the fuel supply system first.

[0087] In the current situation, the nozzle holes 3, 3a arranged on the outer periphery of the enclosed body form a relatively small angle 204 with the axis 200 of the current gravitational acceleration g (e.g., the direction of gravity relative to the mounting position of the injection nozzle in the engine). Therefore, the nozzle holes 3, 3a exhibit relatively low tolerance to fuel adhesion and separate from the fuel supply system earlier than the other nozzle holes 3, 3b, which are arranged on the nozzle tip 2 and form a relatively large angle 202 with the axis 200 of the current gravitational acceleration in the mounting position of the internal combustion engine.

[0088] Figure 3 This shows that it can be included in an engine (e.g., by...) Figure 1 The images show a first view 300, a second view 302, and a third view 304 of a fuel injector 301 within an engine. A movable enclosed body 303 is positioned at the end 308 (e.g., free end) of a needle-shaped member 310 (e.g., a nozzle needle-shaped member) within the fuel injector housing 306 (e.g., the body). The first view 300 shows the needle-shaped member in a retracted position (e.g., the operating position), the second view 302 shows it in a first extended position, and the third view 304 shows it in a second extended position (e.g., the resting position). A fuel passage 320 surrounds the outside of the needle-shaped member and draws fuel from the fuel system (e.g., referenced above). Figure 1 The described fuel system receives fuel.

[0089] Multiple injection holes are formed at the distal end 314 of the fuel injector. For example, the fuel injector is shown to include a first injection hole 330, a second injection hole 332, and a third injection hole 334. The first injection hole 330 is located on a first side 316 of the housing, while the third injection hole 334 is located on a second side 318 of the housing. In the retracted position shown in the first view 300, fuel flows out from each of the injection holes at a relatively equal rate. However, in the first extended position shown in the second view 302, the movable closure body 303 presses against a protrusion 324 formed by the inner surface 322 of the fuel injector on the second side 318 of the housing. Therefore, the fuel flow rate around the needle-shaped member on the second side is reduced relative to the fuel flow rate around the needle-shaped member on the first side. This effectively causes the third injection hole 334 to separate from the fuel supply earlier than the first injection hole 330 and the second injection hole 332 (e.g., creating a time offset between fully connecting and fully separating the third injection hole from the fuel flow and fully connecting and fully separating the first injection hole from the fuel flow). Figure 3 In the example shown, the needle-shaped member moves along the central axis 312 (e.g., longitudinal axis) of the fuel injector. The protrusion 324 extends a length 325 away from the plurality of injection holes in the direction of the central axis. In some examples, the fuel injector may include a plurality of protrusions similar to the protrusion 324, wherein each protrusion is positioned around the perimeter of the inner surface 322.

[0090] Figure 4 A second embodiment of the fuel injector 401 is shown in first view 400, second view 402, and third view 404. (Similar to the reference above.) Figure 3 The described example shows a first view 400 of a fuel injector in its retracted position with a needle-shaped element 410 and a closed body 403; a second view 402 shows the needle-shaped element 410 and the closed body 403 in their first extended position; and a third view 404 shows the needle-shaped element 410 and the closed body 403 in their second extended position. The fuel injector includes a housing 406, a distal end 414, a first side 416, a second side 418, a fuel passage 420, a central axis 413, and a plurality of injection holes (e.g., a first injection hole 430, a second injection hole 432, and a third injection hole 434), similar to those described by [the following text is missing from the original text]. Figure 3 The housing 306, distal end 314, first side 316, second side 318, fuel passage 320, central axis 312, and multiple injection holes are shown and described above. However, by Figure 4 The fuel injector 401 shown does not include, as described by Figure 3The extended protrusion is shown and formed by the inner surface 422 as in the example described above. Alternatively, in order to create a time offset (e.g., a delay) between the closure of the third injection orifice 434 relative to the closure of the first injection orifice 430 and the second injection orifice 432, the central axis 412 of the needle member is offset from the central axis 413 of the fuel injector in a radial direction relative to the central axis 413 of the fuel injector as the needle member moves from the retracted position to the first extended position. By configuring the needle member in this way, when the needle member moves from the retracted position to the first extended position, the end 408 of the needle member (e.g., including the end of the movable closure body 403) presses against the inner surface 422 of the fuel injector. As the needle member further presses against the inner surface 422, the needle member and the movable closure body move toward the second extended position in an arcuate direction 450. In some examples, the inner surface may be beveled, sloped, or otherwise shaped to achieve smooth movement of the needle member and the closure body toward the distal end of the fuel injector. Moving the needle-shaped member and the closing body in an arcuate direction causes the third injection orifice 434 to separate from the fuel passage 420 earlier than the first injection orifice 430 and the second injection orifice 432, thereby reducing the flow rate of fuel from the third injection orifice 434 relative to the flow rate from the other injection orifices. By reducing the flow rate of fuel from the third injection orifice earlier than other injection orifices, the amount of fuel injector wetting (e.g., fuel buildup at the distal end of the fuel injector) can be reduced after fuel is injected into the engine cylinder. Reduced wetting subsequently reduces the amount of deposits formed at the injection orifice and reduces particulate emissions from the engine.

[0091] In one embodiment, a method for operating an applied ignition direct injection internal combustion engine having at least one cylinder, wherein each cylinder is equipped with an injection device having a movable closure body for directly introducing fuel into the cylinder, the method comprising: during the injection process, connecting at least two openings disposed in the housing of the injection device to a fuel supply system via positive control for introducing fuel into the cylinder, and thus opening at least two openings by moving the movable closure body from a rest position to a working position, in the rest position at least two openings being separated from and isolated from the fuel supply system, while in the working position at least two openings being connected to the fuel supply system; and continuing from the working position in which at least two openings are connected to the fuel supply system, moving the closure body from the working position to the rest position, wherein at least two openings of the injection device are successively separated from the fuel supply system with a certain time offset, such that at least one of the at least two openings is completely separated from the fuel supply system, while at least one other of the at least two openings remains connected to the fuel supply system. In a first example of the method, continuing from the working position and moving the closed body to the stationary position includes forming a relatively large angle between at least one opening, which is separated from the fuel supply system later than at least one other opening, and the current gravitational acceleration, and forming a relatively small angle between at least one other opening and the current gravitational acceleration.

[0092] In one embodiment, a fuel injector includes: a housing having a nozzle tip and a mounting surface formed within the nozzle tip; a plurality of injection holes formed by the nozzle tip; and a needle-shaped member received within the housing, the needle-shaped member being movable to a first extended position in which the needle-shaped member directly contacts the mounting surface on a first side of the housing and does not directly contact the mounting surface on a second side of the housing. In a first example of the fuel injector, the needle-shaped member is movable to a first retracted position in which the needle-shaped member does not contact the mounting surface. A second example of the fuel injector optionally includes the first example, and further includes a second extended position in which the needle-shaped member directly contacts the mounting surface on both the first and second sides of the housing, and wherein the first extended position is between the second extended position and the first retracted position. A third example of the fuel injector optionally includes one or both of the first and second examples, and further includes a needle-shaped member movable in a direction along the central axis of the fuel injector between each of the first retracted position, the first extended position, and the second extended position. A fourth example of a fuel injector may optionally include one or more of the first to third examples, and further includes wherein the needle member is movable between a first extended position and a second extended position in an arcuate direction relative to the central axis of the fuel injector. A fifth example of a fuel injector may optionally include one or more of the first to fourth examples, and further includes wherein the needle member is movable between a first extended position and a first retracted position in a direction relative to the central axis. A sixth example of a fuel injector may optionally include one or more of the first to fifth examples, and further includes wherein a plurality of injection holes include a first injection hole positioned toward a first side and a second injection hole positioned toward a second side, and wherein, when the needle member is in the first extended position, the fuel flow rate from the first injection hole is less than the fuel flow rate from the second injection hole. A seventh example of a fuel injector may optionally include one or more of the first to sixth examples, and further includes wherein a plurality of holes are positioned at a distal end of a nozzle tip downstream of a mounting surface, and wherein the mounting surface on a first side of the housing extends further away from the plurality of holes than the mounting surface on a second side of the housing.

[0093] In another embodiment, a fuel injector includes: a body forming a nozzle tip; a fuel passage positioned within the body, the fuel passage being fluidly coupled to a plurality of injection holes formed at the nozzle tip; and a needle-shaped member positioned inside the body and upstream of the plurality of injection holes, the needle-shaped member including an end formed to press against an inner surface of the body to allow fuel to flow along an inner surface on a first side of the needle-shaped member and to prevent fuel from flowing along an inner surface on a second side of the needle-shaped member. In a first example of the fuel injector, the end of the needle-shaped member has an approximately spherical shape. A second example of the fuel injector optionally includes the first example, and further includes wherein the inner surface of the body includes a first protrusion (e.g., a nozzle needle-shaped member guide) formed to directly contact the end of the needle-shaped member on a second side. A third example of the fuel injector optionally includes one or both of the first and second examples, and further includes wherein the first protrusion extends away from the nozzle tip in a direction along the central axis of the fuel injector. A fourth example of a fuel injector may optionally include one or more of the first to third examples, and further includes wherein the first protrusion does not directly contact the end of the needle-shaped member on a first side. A fifth example of a fuel injector may optionally include one or more of the first to fourth examples, and further includes wherein the first protrusion is one of a plurality of protrusions, and wherein each of the plurality of protrusions extends away from the nozzle tip in a direction toward the central axis. A sixth example of a fuel injector may optionally include one or more of the first to fifth examples, and further includes wherein each of the plurality of protrusions extends inward toward the central axis by the same amount. A seventh example of a fuel injector may optionally include one or more of the first to sixth examples, and further includes wherein the first protrusion extends away from the nozzle tip by a greater amount than each of the other plurality of protrusions. An eighth example of a fuel injector may optionally include one or more of the first to seventh examples, and further includes wherein the plurality of protrusions are positioned upstream of the injection orifice, and wherein the end of the needle-shaped member presses against a sealing line positioned upstream of the injection orifice and downstream of the plurality of protrusions. The ninth example of the fuel injector may optionally include one or more of the first to eighth examples, and further includes a sealing line formed by an inner surface, wherein the midpoint of the sealing line is offset by a certain distance from the central axis of the needle-shaped member.

[0094] It should be noted that the exemplary control and estimation routines included herein can be used in various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-transient memory and can be implemented by a control system including controllers integrated with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. In this regard, the various actions, operations, and / or functions illustrated herein can be performed in the illustrated order, in parallel, or in some cases omitted. Similarly, the order of processing is not necessarily necessary to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. Depending on the specific strategy used, one or more of the illustrated actions, operations, and / or functions can be repeatedly performed. Moreover, the described actions, operations, and / or functions can be graphically represented as code to be programmed into the non-transient memory of a computer-readable storage medium in the engine control system, wherein the described actions are implemented by executing the instructions in a system including various engine hardware components integrated with electronic controllers.

[0095] It should be recognized that the configurations and procedures disclosed herein are exemplary in nature, and these specific embodiments are not intended to be limiting, as many variations are possible. For example, the above-described techniques can be applied to V-6, I-4, I-6, V-12, opposed 4-cylinder, and other engine types. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations disclosed herein, as well as other features, functions, and / or properties.

[0096] The appended claims specifically point to certain combinations and sub-combinations that are considered novel and non-obvious. These claims may relate to a “one” element or a “first” element or its equivalent. These claims should be understood to include combinations of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or characteristics may be claimed by amending existing claims or by filing new claims in this or related applications. These claims, whether broader, narrower, identical, or different from the scope of the original claims, are considered to be included in the subject matter of this disclosure.

Claims

1. A method for operating an applied ignition direct injection internal combustion engine having at least one cylinder, wherein each cylinder is equipped with an injection device having a movable enclosed body for directly introducing fuel into the cylinder, the method comprising: At least two openings leading to the fuel supply system in the housing of the injection device are opened by moving the movable enclosed body from a stationary position to a working position, wherein in the stationary position, the at least two openings are separated from and blocked from the fuel supply system, and in the working position, the at least two openings are connected to the fuel supply system. as well as Continuing from the operating position where at least two openings are connected to the fuel supply system, the enclosed body is moved from the operating position to the stationary position, wherein the at least two openings of the injection device successively separate from the fuel supply system with a certain time offset, such that at least one of the at least two openings is completely separated from the fuel supply system, while at least one other opening remains connected to the fuel supply system. The angle formed between the at least one other opening, which is completely separated from the fuel supply system later than the at least one opening, and the gravitational acceleration is greater than the angle formed between the at least one opening and the gravitational acceleration, in order to prevent the fuel from adhering to the injection device.

2. A fuel injector comprising: A housing, comprising a nozzle tip and a mounting surface formed within the nozzle tip; Multiple injection holes are formed from the tip of the nozzle; as well as A needle-shaped component, housed within the housing, is movable to a first extended position in which the needle-shaped component directly contacts the mounting surface on a first side of the housing and does not directly contact the mounting surface on a second side of the housing. The angle formed between at least one of the plurality of injection holes and the gravitational acceleration is greater than the angle formed between at least another of the plurality of injection holes and the gravitational acceleration, and the at least one injection hole completely separates from the fuel injection supply system later than the at least another injection hole during the process of the plurality of injection holes separating from the fuel injection supply system, in order to prevent fuel from adhering to the fuel injector.

3. The fuel injector of claim 2, wherein the needle-shaped member is movable to a first retracted position, in which the needle-shaped member does not contact the mounting surface.

4. The fuel injector of claim 3, wherein the needle member is movable to a second extended position in which the needle member directly contacts the mounting surface on both the first and second sides of the housing, and wherein the first extended position is between the second extended position and the first retracted position.

5. The fuel injector of claim 4, wherein the needle-shaped member is movable in the direction of the central axis of the fuel injector between each of the first retracted position, the first extended position, and the second extended position.

6. The fuel injector of claim 4, wherein the needle-shaped member is movable between a first extended position and a second extended position in an arcuate direction relative to the central axis of the fuel injector.

7. The fuel injector of claim 6, wherein the needle-shaped member is movable between the first extended position and the first retracted position in the direction of the central axis.

8. The fuel injector of claim 2, wherein the plurality of injection holes includes a first injection hole positioned toward the first side and a second injection hole positioned toward the second side, and wherein, when the needle is in the first extended position, the fuel flow rate from the first injection hole is less than the fuel flow rate from the second injection hole.

9. The fuel injector of claim 2, wherein the plurality of injection holes are positioned at the distal end of the nozzle tip downstream of the mounting surface, and wherein the mounting surface on the first side of the housing extends further away from the plurality of injection holes than the mounting surface on the second side of the housing.

10. A fuel injector comprising: The main body forms the nozzle tip; A fuel passage located within the body, the fuel passage being fluidly coupled to a plurality of injection holes formed at the tip of the nozzle; as well as A needle-shaped member, positioned inside the body and upstream of the plurality of injection holes, includes an end formed to press against an inner surface of the body to allow fuel to flow along the inner surface on a first side of the needle-shaped member and to prevent fuel from flowing along the inner surface on a second side of the needle-shaped member. The angle formed between at least one of the plurality of injection holes and the gravitational acceleration is greater than the angle formed between at least another of the plurality of injection holes and the gravitational acceleration, and the at least one injection hole completely separates from the fuel channel later than the at least another injection hole during the process of the plurality of injection holes separating from the fuel channel, so as to prevent the fuel from adhering to the fuel injector.

11. The fuel injector of claim 10, wherein the end of the needle-shaped member has an approximately spherical shape.

12. The fuel injector of claim 10, wherein the inner surface of the body includes a first protrusion shaped to directly contact the end of the needle-shaped member on the second side.

13. The fuel injector of claim 12, wherein the first protrusion extends away from the nozzle tip in the direction of the central axis of the fuel injector.

14. The fuel injector of claim 12, wherein the first protrusion does not directly contact the end of the needle-shaped member on the first side.

15. The fuel injector of claim 12, wherein the first protrusion is one of a plurality of protrusions, and wherein each of the plurality of protrusions extends away from the nozzle tip in a direction of the central axis of the fuel injector.

16. The fuel injector of claim 15, wherein each of the plurality of protrusions extends inward by the same amount toward the central axis.

17. The fuel injector of claim 15, wherein the first protrusion extends further away from the nozzle tip by a greater amount than each of the other protrusions of the plurality of protrusions.

18. The fuel injector of claim 17, wherein the plurality of protrusions are positioned upstream of the plurality of injection holes, and wherein the end of the needle-shaped member presses against a sealing line positioned upstream of the plurality of injection holes and downstream of the plurality of protrusions.

19. The fuel injector of claim 18, wherein the sealing line is formed by the inner surface, and wherein the midpoint of the sealing line is offset from the central axis of the needle-shaped member by a certain distance.

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