U.S. patent application number 11/355866 was filed with the patent office on 2006-06-29 for hard coating of an impact surface of a solenoid actuator and fuel injector using same.
Invention is credited to Ronald D. Shinogle.
Application Number | 20060138249 11/355866 |
Document ID | / |
Family ID | 32312211 |
Filed Date | 2006-06-29 |
United States Patent
Application |
20060138249 |
Kind Code |
A1 |
Shinogle; Ronald D. |
June 29, 2006 |
Hard coating of an impact surface of a solenoid actuator and fuel
injector using same
Abstract
A fluid control valve assembly controls the flow of actuation
fluid to and from a fuel injector. The fluid control valve assembly
includes at least one solenoid actuator attached to a valve body.
The solenoid actuator includes a stator and an armature comprised
of a soft magnetic material. At least one of the armature and the
stator include an impact surface. The impact surface is coated with
a relatively hard, nonmagnetic material coating. Thus, the
relatively hard, nonmagnetic material coating will protect the
relatively soft, magnetic material comprising the stator and the
armature, and increase the durability of the solenoid actuator and
the fluid control valve assembly.
Inventors: |
Shinogle; Ronald D.;
(Peoria, IL) |
Correspondence
Address: |
Michael B. McNeil;Liell & McNeil Attorneys PC
P.O. Box2417
Bloomington
IN
47402
US
|
Family ID: |
32312211 |
Appl. No.: |
11/355866 |
Filed: |
February 16, 2006 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
10307899 |
Dec 2, 2002 |
7028928 |
|
|
11355866 |
Feb 16, 2006 |
|
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Current U.S.
Class: |
239/5 ;
239/585.1 |
Current CPC
Class: |
F02M 59/466 20130101;
F16K 31/0613 20130101; F02M 2200/02 20130101; F02M 2200/9038
20130101; F02M 61/166 20130101; F02M 63/0019 20130101; F02M 63/0021
20130101; F02M 57/025 20130101 |
Class at
Publication: |
239/005 ;
239/585.1 |
International
Class: |
F02D 1/06 20060101
F02D001/06; F02M 51/00 20060101 F02M051/00 |
Claims
1. A fuel injector comprising: a fuel injector body; a solenoid
actuator attached to the injector body and including a stator and a
moveable armature comprised of a relatively soft material; each of
the stator and the armature including an impact surface that impact
one another, and at least one of the impact surfaces has a
relatively hard material coating; and said armature being a portion
of a three way valve that includes valve surfaces that are
different from the impact surfaces.
2. The fuel injector of claim 1 wherein the relatively hard coating
includes tungsten carbide; and the armature is part of a spool
valve member with opposite ends that are each impact surfaces with
the relatively hard coating.
3.-9. (canceled)
10. A valve assembly comprising: a valve body having first second
and third passages disposed therein; at least one solenoid actuator
being attached to the valve body; the solenoid actuator including a
stator and a moveable armature comprised of a relatively soft
material; at least one of the stator and the armature including at
least one impact surface with a relatively hard material coating,
and each of the at least one impact surface being located away from
at least one annulus that facilitates a fluid connection between
any of the first, second, and third passages; and the armature
being a spool valve member that includes at least one annulus
located between opposite ends that are impact surfaces.
11. The valve assembly of claim 10 wherein the relatively hard
material coating includes tungsten carbide.
12.-20. (canceled)
21. A method of operating a valve, comprising the steps of:
magnetically pulling a relatively soft magnetic material of a spool
valve member until one end impacts with a stop surface; protecting
the end with a relatively hard material coating; and the pulling
step including a step of opening an annulus of a the spool valve
member to a passage in a valve body.
22. The method of claim 21 including a step of magnetically
latching the spool valve member at a first position where the end
contacts the stop surface with residual magnetism after ending the
pulling step by de-energizing a solenoid coil.
23. The method of claim 22 including a step of protecting the stop
surface with a relatively hard material coating.
24. The method of claim 23 including a step of magnetically pulling
the spool valve member in an opposite direction with second
solenoid coil.
Description
TECHNICAL FIELD
[0001] The invention relates generally to solenoid actuators, and
more particularly to a hard coating impact surfaces of solenoid
actuators utilized with fuel injectors.
BACKGROUND
[0002] In several diesel engines today, fluid control valves
regulate the flow of actuation fluid to and from hydraulic devices,
including but not limited to fuel injectors. Depending on the
positioning of a valve member, the fluid control valve either
connects the fuel injector to a source of high pressure actuation
fluid causing the fuel injector to activate, or connects the fuel
injector to a low pressure actuation reservoir causing the fuel
injector to deactivate, reset itself, or remain inactive.
Typically, the movement of the valve member is controlled by at
least one solenoid actuator. For instance, hydraulically actuated
fuel injectors, such as that shown in U.S. Pat. No. 6,161,770
issued to Sturman on Dec. 19, 2000, include a solenoid driven fluid
control valve that is attached to an injector body.
[0003] The Sturman fluid control valve includes a spool valve
member that doubles as an armature. The armature is moveably
positioned between a first solenoid actuator and a second solenoid
actuator. Each solenoid actuator includes a solenoid coil mounted
in a stator comprised of a relatively soft, magnetic material that
aids in controlling the direction of the magnetic flux caused by
the energized solenoid coil. Further, the armature/valve member is
also comprised of a relatively soft, magnetic material that will be
attracted to the energized solenoid coil. When the first solenoid
coil is energized, the armature/valve member is attracted to and
pulled in the direction of the first solenoid coil. Because the
armature is included as part of the valve member, the valve member
also moves in the direction of the energized solenoid coil. The
armature/valve member stops when it impacts with stop surface on
the first stator. When the second solenoid coil is energized, the
armature, and thus the valve member, are pulled in the direction of
the second solenoid actuator. The armature stops when it impacts
with a stop surface on the second stator. Thus, when the armature
is pulled toward the energized solenoid coil, regardless of whether
the energized solenoid coil is the first or second solenoid coil, a
stop surface of the armature/valve member impacts a stop surface of
one of the stators. Thus, the relatively soft, magnetic materials
comprising the stator and the armature will be subjected to
repeated impacts, which may lead to undesirable wear and decrease
the durability of the solenoid actuators and undermine the
functioning and/or predictability of the valve.
[0004] The present invention is directed to overcoming one or more
of the problems as set forth above.
SUMMARY OF THE INVENTION
[0005] In one aspect of the present invention, a fuel injector
includes a solenoid actuator attached to a fuel injector body. The
solenoid actuator includes a stator and a moveable armature, which
are both comprised of a relatively soft material. At least one of
the stator and the armature includes at least one impact surface
with a relatively hard material coating.
[0006] In another aspect of the present invention, a valve assembly
includes at least one solenoid actuator attached to a valve body.
The solenoid actuator includes a stator and a moveable armature,
which are both comprised of a relatively soft material. At least
one of the stator and the armature includes at least one impact
surface with a relatively hard material coating.
[0007] In yet another aspect of the present invention, there is a
method of increasing the durability of a solenoid actuator by
coating an impact surface of at least one of a stator and an
armature comprised of relatively soft component. The coating
includes a relatively hard material.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] FIG. 1 is a schematic representation of an engine according
to the present invention;
[0009] FIG. 2 is a sectioned side diagrammatic view of a valve
assembly according to the present invention; and
[0010] FIG. 3 is a sectioned side diagrammatic view of a fuel
injector according to the present invention.
DETAILED DESCRIPTION
[0011] Referring to FIG. 1, there is shown a schematic
representation of an engine 10 according to the present invention.
The engine 10 includes an engine housing 11, to which a low
pressure actuation fluid reservoir 13 is attached. The low pressure
actuation fluid reservoir 13 preferably is an engine sump that
includes an amount of low pressure engine lubricating oil. While
low pressure actuation fluid reservoir 13 is preferably an oil pan
that has engine lubricating oil, it should be appreciated that
other fluid sources having an amount of available fluid, such as
coolant, transmission fluid or fuel, could instead be used. A
source of high pressure actuation fluid 12 is also attached to the
engine housing 11. High pressure actuation fluid flowing out of the
source of high pressure actuation fluid 12 is delivered to a fuel
injector 16 via a fuel injector supply line 18. Once the high
pressure actuation fluid has performed its work in the fuel
injector 16, the actuation fluid is returned to the low pressure
actuation fluid reservoir 13 via a fuel injector drain line 14. The
fuel injector 16 includes a fluid control valve assembly 20 that
controls the flow of actuation fluid entering the fuel injector 16
via the supply line 18 and exiting the fuel injector 16 via the
drain line 14. The fuel injector fluid control valve assembly 20 is
in electrical communication with an electronic control module 24
via a fuel injector communication line 22. Although the fluid
control valve assembly 20 is illustrated in FIG. 1 as attached to
the fuel injector 16, those skilled in the art should appreciate
that the fluid control valve assembly 20 could be separate from the
fuel injector 16 and positioned elsewhere within the hydraulic
system, such as along the supply line 18. Further, those skilled in
the art should appreciate that the fluid control valve assembly 20
can be utilized to control the flow of actuation fluid to and from
any hydraulic device, including but not limited to an engine brake.
In addition, rather than utilizing the fluid control valve assembly
20 for the fuel injector 16 and another for the engine brake, one
valve assembly could control the flow of actuation fluid to and
from both the fuel injector 16 and the engine brake.
[0012] Referring to FIG. 2, there is shown a sectioned side view of
the valve assembly 20, according to the present invention. The
valve assembly 20 includes a first solenoid actuator 30, a second
solenoid actuator 50, and a spool valve member 25. The fluid
control valve assembly 20 includes a valve body 29 to which the
first solenoid actuator 30 and the second solenoid actuator 50 are
preferably attached. Electric current is provided to actuators 30
and 50 via electrical connectors 43 and 53, respectively. Although
the present invention is illustrated as including two solenoid
actuators, it should be appreciated that there could be any number
of solenoid actuators, including one. The first solenoid actuator
30 includes a first solenoid coil 31 that is mounted in a first
stator 32, which is comprised of a relatively soft, magnetic
material. Likewise, the second solenoid actuator 50 includes a
second solenoid coil 51 that is mounted in a second stator 52 which
is also comprised of the relatively soft, magnetic material.
Although the stators 32 and 52 are preferably a soft magnetizable
steel, they can be comprised of any suitable relatively soft,
magnetic material that can channel the magnetic flux created by the
solenoid actuators 30 and 50, respectively. The inner surfaces of
the valve body 29 and the stators 32 and 52 define a cylindrical
guide bore 34, in which an armature 35 is moveably positioned. The
armature 35, which is part of valve member 25, is comprised of a
relatively soft, magnetic material such that when one of the
solenoid coils 31 or 51 is energized, the armature 35 is attracted
to the energized solenoid coil 31 or 51. The armature 35 is
moveable within the guide bore 34 between a first position and a
second position. When in the first position, the armature 35 is
adjacent to the first solenoid coil 31, and a first stop surface 44
of the armature 35 is in contact with a first stop 45 of the first
stator 32. Thus, the first stop surface 44 of the armature 35 and
the first stop 45 of the first stator 32 include impact surfaces,
herein referred to as the first impact surfaces. When the armature
35 is in the second position, as shown in FIG. 2, the armature 35
is adjacent to the second solenoid coil 51, and a second stop
surface 46 of the armature 35 is in contact with a second stop 47
of the second stator 52. Thus, the second stop surface 46 of the
armature 35 and the second stop 47 of the second stator 52 include
second impact surfaces. Although the armature 35 impacts with the
stators 32 and 52, it should be appreciated that the valve 21 could
include stops that are separate from the stators 32 and 52. Thus,
when the armature 35 moved to the first or second position, the
stop surfaces 44 and 46 would come in contact with the separate
stop rather than the stators 32 and 52.
[0013] According the present invention, in order to reduce
potential problems associated with the impact between the stops 45
and 47 of the relatively soft, magnetic stators 32 and 52 and the
stop surfaces 44 and 46 of the relatively soft, magnetic armature
35, at least one of the impact surfaces 44, 45, 46 and 47 are
coated with a relatively hard, nonmagnetic material coating 39.
Although any relatively hard, nonmagnetic material coating could be
attached to the impact surfaces, the relatively hard, nonmagnetic
material coating 39 preferably includes tungsten carbide. Tungsten
carbide is preferred because, during manufacturing, it can be
uniformly applied in a thin layer, maybe on the order of about two
microns thick, to one or all of the impact surfaces 44, 45, 46 and
47 of the stators 32 and 52 and of the armature 35.
[0014] Referring still to FIG. 2, the fluid control valve assembly
20 includes a moveable spool valve member 25, which preferably
includes the armature 35. However, it should be appreciated that
the present invention contemplates an electronically controlled
valve in which the valve member is operably coupled to move with
the armature rather than including the armature. Although the valve
member 25 is illustrated as spool valve member, it should be
appreciated that the valve member 25 could be of a different shape
or type, such as a poppet valve member. Further, it should be
appreciated that the valve body 29 and the spool valve member 25
could define any number of passages, even though the present
invention is described for a three way valve. The spool valve
member 25 defines a first annulus 28a, a second annulus 28b, a
third annulus 28c, and an internal passage 27. The valve body 29
defines a supply passage 40, a first drain passage 42a, a second
drain passage 42b, a first actuation passage 41a and a second
actuation passage 41b. The supply passage 40 is in fluid
communication with the source of high pressure actuation fluid 12.
The drain passages 42a and 42b are in fluid communication with the
low pressure reservoir 13. It should be appreciated that the spool
valve member 25 is unbiased, in that it moves between the first
position and second position by the force of the energized solenoid
actuators 30 and 50 without the force of a spring or other similar
biasing forces. Nevertheless, the present invention also
contemplates biased valves. The spool valve member 25 preferably
moves along a centerline 48 of the valve assembly 20. When the
spool valve member 25 is in the first, or closed, position, a spool
valve member body 26 blocks fluid communication between the supply
passage 40 and the actuation passages 41a and 41b. However, the
first drain passage 42a is in fluid communication with the first
actuation passage 41a via the first annulus 28a, and the second
drain passage 42b is in fluid communication with the second
actuation passage 41b via the third annulus 28c. When the spool
valve member 25 is in the second, or open, position, as illustrated
in FIG. 2, the supply passage 40 is in fluid communication with the
first actuation passage 41a via the first annulus 28a, and in fluid
communication with the second actuation passage 41b via the second
annulus 28b. When the spool valve member 25 is in the second
position, the spool valve member body 26 blocks communication
between the first drain passage 42a with the first actuation
passage 41a and the second drain passage 42b with the second
actuation passage 41b, respectively.
[0015] Referring to FIG. 3, there is shown a sectioned side
diagrammatic view of the fuel injector 16 according to the present
invention, which includes the valve assembly of FIG. 2. The
injector body 70 includes a flow control portion 71, a pressure
intensifying portion 72, and a nozzle portion 73. The control
portion 71 includes the fluid control valve assembly 20, which is
attached to the injector body 70. The actuation passages 41a and
41b of the fluid control valve assembly 20 are fluidly connected to
a piston bore 74 which is defined by the injector body 70. An
intensifier piston 75 is movably positioned within the piston bore
74 and has a piston hydraulic surface 76 that is exposed to fluid
pressure flowing from the actuation passages 41a and 41b to the
piston bore 74. The intensifier piston 75 is biased toward a
retracted, upward position as shown by a biasing spring 77. A
plunger 78 is also moveably positioned in the injector body 70 and
moves in a corresponding manner with the intensifier piston 75.
When the spool valve member 25 is in its second position, as
illustrated, and the actuation passages 41a and 41b of the fluid
control valve 21 are in fluid communication with the source of high
pressure actuation fluid 12, the pressure acting on the piston
hydraulic surface 76 is high, and the intensifier piston 75 is
moved toward its advanced position. The plunger 78 also advances
and acts to pressurize fuel within a fuel pressurization chamber
79. When the spool valve member 25 is in its first position and the
actuation passages 41a and 41b of the flow control valve 21 are in
fluid communication with the low pressure actuation reservoir 13,
the pressure acting on the piston hydraulic surface 76 is low and
the intensifier piston 75 stays in, or moves toward, its retracted,
upward position under the action of the biasing spring 77. When the
plunger 78 is returning to the upward position, fuel is draw into
the fuel pressurization chamber 79 in preparation for the next
injection event. The fuel pressurization chamber 79 is fluidly
connected to nozzle outlets 80 via a nozzle supply passage 81. The
opening and closing of the nozzle outlets 80 is controlled by a
needle valve 82 positioned in the nozzle portion 73 of the injector
body 70. The needle valve 82 includes a needle valve member 83
biased to a closed position by a spring 84. Pressurized fuel within
the nozzle supply passage 81 will act on an opening hydraulic
surface of the needle valve member 83. When the pressure within the
nozzle supply passage 81 reaches a valve opening pressure, the
needle valve member 83 will move against the bias of the spring 84
and open the nozzle outlets 80.
INDUSTRIAL APPLICABILITY
[0016] Referring to FIGS. 1-3, the fluid control valve assembly 20
controls the flow of actuation fluid to and from the fuel injector
16. Although the operation of the present invention will be
discussed for one fuel injector 16, it should be appreciated that
the present invention can be utilized in an engine having any
number of fuel injectors 16, and could be utilized to control the
flow of fluid to and from any hydraulic device, such as an engine
brake. Further, although the present invention will be discussed
for the valve assembly 20 including two solenoid actuators 30 and
50, it should be appreciated that the present invention can be
applied in any valve including at least one solenoid actuator. In
addition, the present invention can be utilized in a valve in which
the armature and the spool valve member are separate
components.
[0017] Referring to FIGS. 1-3, the application of the present
invention with the fuel injector 16 will be discussed. Prior to an
injection event, the electronic control module 24 will have
supplied electric current to the first solenoid actuator 30,
causing the armature 35 to be attracted to the first solenoid coil
31. Thus, the armature 35 and the spool valve member 25 will be in
the first, or the closed, position in which the first stop surface
44 of the armature 35 is resting against the first stop 45 of the
first stator 32. The relatively hard, nonmagnetic material coatings
39 attached to the first stop surface 44 and the first stop 44 will
be in contact. In the first position, the first annulus 28a and the
third annulus 28c of the spool valve member 25 are positioned such
that the drain passages 42a and 42b are in fluid communication with
the piston bore 74. Thus, because there is low pressure acting on
the piston hydraulic surface 76 of the intensifier piston 75, the
intensifier piston 75 and the operably coupled plunger 78 remain in
their biased position and do not pressurize fuel within the fuel
pressurization chamber 79.
[0018] In preparation for an injection event, the electronic
control module 24 will energize the second solenoid actuator 50 via
the fuel injector communication line 22. Electric current will be
passed through the second solenoid coil 51 creating a magnetic flux
that attracts the armature 35. The armature 35 and the spool valve
member 25 will move to the second, or open, position, as
illustrated in FIG. 2. When the armature 35 is in the second
position, the second stop surface 46 of the armature 35 is in
contact with the second stop 47 of the second stator 52. Thus, the
second stop surface 46 and the second stop 47 include impact
surfaces. Because the relatively hard, nonmagnetic material coating
39 including tungsten carbide is attached to the second stop
surface 46 and the second stop 47, when the second stop surface 46
impacts the second stop 47, the coating 39 protects the relatively
soft, magnetic material comprising the armature 35 and the second
stator 52. Those skilled in the art will recognize that sufficient
protection may be afforded by coating only one of a pair of impact
surfaces. The potential harm caused by the repeated impacts between
the relatively soft magnetic material comprising the armature 35
and the second stator 52 is reduced. By protecting the relatively
soft, magnetic material comprising the armature 35 and/or the
second stator 52 each instance the armature 35 reaches its second
position, the durability and longevity of the stator 52 and the
armature 35 can be increased.
[0019] Because the armature 35 is at least a portion of the spool
valve member 25, the spool valve member 25 moves in a corresponding
manner with the armature 35. Thus, in preparation for the fuel
injection event, the spool valve member 25 is moved to the second
position. When the spool valve member 25 is in the second position,
the supply passage 41 is in fluid communication with the first
actuation passage 41a and the second actuation passage 41b via the
first annulus 28a and the second annulus 28b, respectively. The
body 26 of the spool valve member 25 is blocking fluid
communication between the actuation passages 41a and 41b and the
drain passages 42a and 42b. The actuation fluid will flow from the
source of high pressure actuation fluid 12 to the supply passage 41
via the supply line 14. The high pressure actuation fluid can then
flow via the first and second annuluses 28a and 28b to the first
and second actuation passages 42a and 42b, respectively. From the
first and second actuation passages 42a and 42b, the high pressure
actuation fluid flows to the piston bore 74 where it acts upon the
piston hydraulic surface 76 causing the intensifier piston 75 and
the plunger 78 to advance to their downward position against the
bias of the spring 77. After the plunger 58 pressurizes fuel within
the fuel pressurization chamber 79, the fuel flows into the nozzle
supply passage 81 and acts on the opening hydraulic surface of the
needle valve member 83. When the pressurized fuel overcomes the
bias of the spring 84, the needle valve member 83 will move to an
open position and open the nozzle outlets 80.
[0020] Once the fuel within the fuel pressurization chamber 79 is
pressurized and pushed through the nozzle supply passage 72 to the
nozzle outlets 80, the electronic control module 24 will stop the
flow of electric current through the second solenoid coil 51 via
the fuel injector communication line 22 and the connector 43. In
other words, neither actuator is energized during most of each
injector event, due to magnetic latching and lack of a biasing
force on the valve member. The electronic control module 24 will
send electric current through the first solenoid coil 31 via the
fuel injector communication line 22. The magnetic flux created by
the energized first solenoid coil 31 will be greater than any
remaining magnetic attraction between the de-energized second
solenoid coil 51 and the armature 35. The armature 35 included
within the spool valve member 25 will move toward its first
position, in which the armature 35 is adjacent to the first
solenoid coil 31. The first stop surface 44 of the armature 35 will
impact with the first stop 45 of the first stator 32. The
relatively hard nonmagnetic material coating 39, preferably
including tungsten carbide, attached to the first stop surface 44
and the first stop 45 will protect the relatively soft, magnetic
material of the armature 35 and the first stator 32 upon impact.
The potential damage from repeated impacts between the relatively
soft magnetic material comprising the armature 35 and the second
stator 22 is reduced. By protecting the relatively soft, magnetic
material comprising the armature 35 and/or the second stator 52
each instance the armature 35 reaches its first position, the
durability and longevity of the stator 32 and the armature 35 can
be increased.
[0021] When the armature 35, and thus the spool valve member 25, is
in the first position, the first actuation passage 41a is in fluid
communication with the first drain passage 42a via the first
annulus 28a. The second actuation passage 41b is in fluid
communication with the second drain passage 41b via the third
annulus 28c. The supply passage 40 and the second annulus 28b are
blocked from fluid communication with the actuation passages 41a
and 41b by the body 26 of the spool valve member 25. Thus, there
will be low pressure acting on the piston hydraulic surface 76 of
the intensifier piston 75 causing the intensifier piston 75 and the
plunger 78 to retract upward due to the bias of the spring 77. At
about the same time, fuel pressure drops and the needle valve
closes. The actuation fluid within the piston bore 74 will drain to
the low pressure actuation fluid reservoir 13 via the actuation
passages 41a and 41b and the drain passages 42a and 42b. The upward
movement of the plunger 78 and intensifier piston 75 will draw fuel
into the fuel pressurization chamber 79 to prepare for the next
injection event. The process will then repeat itself.
[0022] Overall, the present invention is advantageous because it
increases the durability of the solenoid actuators 30 and 50. By
attaching a relatively nonmagnetic, hard material 39 between the
stops 45, 47 of the stators 32 and 52 and to the stop surfaces 44,
46 of the armature 35, the present invention reduces contact
between the relatively soft, magnetic material of the stators 32
and 52 and the relatively soft, magnetic material of the armature
35. Because the relatively soft, magnetic material comprising the
stators 32 and 52 and the armature 35 are not impacting one another
during each fuel injection event, the wear, and potential
deformation, on the stators 32 and 52 and the armature 35 is
decreased, thereby allowing the stator 32 to better guide the
movement of the armature 35 without excessive wear that could
undermine its performance. Further, by coating the impact surfaces
44, 45, 46 and 47 with a thin layer, maybe on the order of two
microns, of tungsten carbide, the durability of the solenoid
actuators 30 and 50 can be increased without increasing the number
of parts within the fluid control valve assembly 20.
[0023] In addition, the present invention is advantageous because
the armature 35 is at least a portion of the spool valve member 25,
thereby eliminating the need to operably couple the valve member 25
to move with the armature 35. This will reduce the number of valve
assembly components and the risk of misalignment of the valve
member 25 during operation of the valve assembly 20. Moreover, this
present invention is advantageous because it can be used in any
valve assembly operating in various methods. Because the stator and
the armature are general components of a solenoid actuator,
depending on the operating method of the valve assembly, the stator
and the armature may impact other valve assembly components,
including but not limited to the valve member. Thus, coating their
impact surfaces with a relatively hard, nonmagnetic material
protects the stator and the armature not only from impact with one
another but from impact that may occur with any other component of
the valve assembly. Although the application of the present
invention has been illustrated within the fuel injector 16, those
skilled in the art should appreciate that the present invention is
applicable as an electrical actuator for any suitable purpose, such
as a hydraulic device using a solenoid actuator.
[0024] It should be understood that the above description is
intended for illustrative purposes only, and is not intended to
limit the scope of the present invention in any way. Thus, those
skilled in the art will appreciate that other aspects, objects, and
advantages of the invention can be obtained from a study of the
drawings, the disclosure and the appended claims.
* * * * *