DE102015222318A1 - Fuel metering device with wirelessly readable sensors - Google Patents

Abstract

A fuel metering device (1) comprising at least one valve (2, 2 ') for injecting or injecting fuel (3) into at least one cylinder (4, 4') of an internal combustion engine, the valve (2, 2 ') being in the cylinder (2, 2'). 4, 4 ') limiting cylinder head (5) is arranged, wherein at least one sensor (7, 7') for detecting values (8) of a related to the operation of the valve (2, 2 ') physical quantity is provided, wherein the Sensor (7, 7 ') is coupled to a radio transmitter (9, 9', 9a, 9b) for converting the values (8) of the physical quantity into a first radio signal (10), the cylinder head (5) being supported by a cylinder head cover (10). 6, 6a, 6b, 6c) is completed and wherein within the cylinder head (5) at least one receiving antenna (11, 20) for the first radio signal (10) is arranged and that a received signal (12), from that in the first radio signal (10) contained information about the values (8) of the physical Messgr is derived from the receiving antenna (11, 20) through the cylinder head cover (6, 6a, 6b, 6c) is guided, and / or wherein the cylinder head cover (6, 6a, 6b, 6c) for the first radio signal (10) is permeable.

Description

The invention relates to devices for metering fuel for engines.

State of the art

When operating an internal combustion engine (internal combustion engine), the pollutant emissions depend crucially on the fact that the cylinders of the engine at exactly the right time, a well-defined amount of fuel is supplied. If the timing and / or the amount of fuel deviate significantly from the optimum, the engine can also fail or even be damaged.

The fuel is usually supplied with valves, such as those from the US 5 575 264 A , from the US 5 348 233 A or from the US 5,398,724 A are known. On the one hand, these valves readily scatter their properties during production, which can be compensated for by appropriate adaptation of the control in engine management. On the other hand, however, the valves are also subject to aging and wear. As a result, it is possible that as the operating time of the engine increases, the timing of the valves, and / or the amount of fuel metered in with each operating cycle of the valves, will increasingly depart from their optimum values. The performance and environmental characteristics of the engine then progressively get worse.

Therefore, in the EP 1 961 952 A1 proposed an injector with a sensor module that monitors the actual position of the nozzle needle in the injector. If the response of this position to a defined electrical control changes over time, this can be fed back to the engine management, so that the control can be optimized accordingly. It is provided that the measurement data from the sensor module are transmitted by radio to the engine management.

The same principle can also be applied to gas valves, which meter the fuel into a supply line leading to the cylinder.

In engines of larger power classes, the valves are typically encapsulated in a metal cylinder head closed by a metallic cylinder head cover. You are then in a Faraday cage, so that a radio transmission is no longer possible. Dodging on a wired transmission, however, has the disadvantage that the wiring is complex and therefore expensive. On the other hand, the cables under the cylinder head cover are subject to considerable loads due to temperature, vibrations or operating fluids, such as fuel or engine oil. In particular, it must be ensured that these operating fluids do not creep along the cables to the engine control unit.

Disclosure of the invention

In the context of the invention, a fuel metering device has been developed. This comprises at least one valve for injecting or injecting fuel into at least one cylinder of an internal combustion engine. The valve is arranged in the cylinder head, which limits the cylinder. At least one sensor is provided for detecting values of a physical quantity related to the operation of the valve. The sensor is coupled to a radio transmitter for converting the values of the physical measurand into a first radio signal.

According to the invention, the cylinder head is closed by a cylinder head cover. It is now arranged within the cylinder head at least one receiving antenna for the first radio signal. A received signal, which is derived from the information contained in the first radio signal on the values of the physical measured variable, is guided from the receiving antenna through the cylinder head cover. In this case, in particular within the cylinder head several receiving antennas are located, each associated with a valve.

Alternatively or in combination with this, the cylinder head cover is permeable to the first radio signal.

Both alternatives and their combinations have the effect that radio signals containing information on associated with the valve operation parameters, despite the encapsulation of the valve in the completed by the cylinder head cover cylinder head advantageously be routed by radio out of the cylinder head and fed to the engine management. Thus, the advantages already achieved by the applicant according to the prior art for smaller engines in the passenger car sector can now be extended to significantly larger engines in which the said encapsulation of the valves in the cylinder head is necessary. Thanks to the present invention, therefore, these larger engines can be operated significantly longer and with good environmental properties.

The received signal may in particular be the electrical signal which is formed directly in the receiving antenna from the first radio signal. However, the received signal can also have resulted from this by filtering, amplification or other processing. Furthermore, the received signal can also be obtained by demodulating the values of the physical measured variable and subsequent Preparation of these values have emerged from the electrical signal, which was formed in the receiving antenna directly from the first radio signal.

The received signal can be performed, for example, parallel to an already existing line through the cylinder head cover. Such an existing line may for example be the Ansteuerleitung, which serves to actuate the valve. Therefore, in a particularly advantageous embodiment of the invention, the received signal is passed on a line via the same passage through the cylinder head cover, is already performed by another line from or to a central control unit and / or by a drive line, the actuation of the valve serves, is guided.

In a further particularly advantageous embodiment of the invention, a modulator is provided which couples the received signal into a guided by a central control unit through the cylinder head cover line, and / or in the control line, which serves to actuate the valve. The received signal can be fed directly to the central control unit in this way, without the need for additional cables are laid.

Depending on the requirements of the specific application, it is a possible and sensible strategy to decouple the raw data recorded by the sensor as unchanged as possible from the cylinder head and to carry out an evaluation and processing of this raw data only at a later date, for example in a control unit of the engine management. In the cylinder head itself is then only a minimal intelligence, which requires only a few, rugged electronic components.

In other applications, however, the accumulated amount of raw data may be too large, for example, to be transported to a control unit of the engine management and processed there only. In such applications, it may be useful to process the raw data as early as possible in the signal path beginning at the sensor and thus to compact it in terms of volume. An evaluation unit for compressing the information about the values of the physical measured variable can advantageously be arranged at any point in the signal path starting from the sensor, so that any desired gradations between the mentioned extremes are also possible.

An engine typically includes a plurality of cylinders and thus also a plurality of valves, for example, six or eight valves. It has already gained a lot, for example, when collected with the receiving antenna emanating from all the associated sensors first radio signals collected and transported from there via a cable connection on.

It is then only a collected cable connection for all sensors necessary and no longer a separate cable connection per sensor. Depending on the application, such a hybrid solution can represent an optimal compromise in the conflicting field of competing properties of simplicity, reliability and cost.

In a particularly advantageous embodiment of the invention, a further transmitting antenna for converting the received signal, and / or a signal derived from the received signal, is arranged in a second radio signal on the side remote from the receiving antenna side of the cylinder head cover. Then, the transmission, analogous to the prior art for smaller engines, completely wireless. In this case, the electrical signal generated by the receiving antenna from the first radio signal is advantageously carried as a received signal through the cylinder head cover. This received signal is a radio-frequency signal into which the information about the values of the physical measurand is encoded by modulation. The information may be present in raw form or have already been subjected to a first processing. A received signal in the form of an electric radio-frequency signal can be amplified particularly easily with fast analogue electronics or processed in any other form. Simple filtering is possible even with passive components that do not require their own power supply.

In a further particularly advantageous embodiment of the invention, the received signal is passed directly to the forwarding antenna. For this purpose, the receiving antenna and the Weitersendeantenne example, be connected by a shortest possible cable or by another waveguide to each other (back-to-back antenna configuration). Such an antenna configuration transports the signal purely passively through the cylinder head cover without the need for an amplifier with a separate power supply.

A permeable to the first radio signal training of the cylinder head cover is radio technically much easier. However, the cylinder head cover is an integral part of the engine, which is included in its interpretation. It is therefore usually only in coordination with the engine manufacturer and not possible for each engine to replace a metallic cylinder head cover, for example, against a cylinder head cover made of plastic. In contrast, the introduction of an additional implementation for the receipt signal in the cylinder head cover is a less serious intervention in the original engine, for which approval by the manufacturer of the engine can be obtained in many cases more easily.

In the larger engines discussed here, the cylinder head cover further complicates the supply of electrical energy to the sensor. The invention also provides solutions for this purpose. Thus, in a particularly advantageous embodiment of the invention, the sensor via a drive line, which serves to actuate the valve, fed with electrical energy. There is then no additional implementation of a power supply through the cylinder head cover necessary. In this case, in particular those voltages and currents can be used on the control line for feeding the sensor, which are given for the normal operation of the valve on the control line.

Most valves of fuel metering devices used in engines are normally-closed valves in which the drive line carries a voltage or current only when the valve is to be opened. However, it may also be appropriate that the sensor, and / or the radio transmitter, is also fed at other times with electrical energy. For example, then a time offset between the beginning and the end of the control of the valve and the actual opening or closing can be optimally detected. Just such a time offset is a particularly interesting parameter in connection with the aging and wear of valves.

For this purpose, the sensor, and / or the radio transmitter, in a particularly advantageous embodiment of the invention by an energy harvesting device with electrical energy to be fed. Such an energy harvesting device converts, for example, a movement, a vibration and / or a temperature difference, which is inevitably present in the operation of the engine or the vehicle, into electrical energy. This energy is also available when the valve is not being controlled.

Alternatively, or in combination, the power supply of the sensor, and / or the radio transmitter, be performed with electrical energy via an energy storage. Such an energy store may in particular be a capacitor which can be charged and discharged again very quickly and as often as desired. Such an energy store is particularly advantageous in combination with the supply via the control line for the valve.

The supply via the control line can be extended in a further advantageous embodiment of the invention to the effect that for supplying the sensor, and / or the radio transmitter with electrical energy, the control line with a voltage and / or a current below the levels required for actuation of the valve is charged. The valve itself typically has only one actuated and one unactuated state. Only when the control in the form of a current or voltage exceeds a certain threshold, the restoring force, which holds the valve in the unactuated state in its closed rest position, overcome.

In a particularly advantageous embodiment of the invention, the sensor is designed to detect values of a physical fair variable, which is a measure of the amount of fuel released by the valve, and / or for the opening duration of the valve. These are those characteristics of the valve that are most important in terms of engine management, and which at the same time have the greatest tendency to change due to aging and / or wear of the valve. The fact that radio transmission of the values recorded by the sensor is now also possible with larger motors has various advantages. Each conducted transmission of measured values requires at least one cable, or even two cables, if no common ground line is available for the return path. The multiplexing or the use of a line for several purposes carries the risk that the signal quality suffers and the engine management unpredictably reacts to corrupted signals. At the same time, such multiplexing can also drive up the expense for the approval of the vehicle for road traffic. The use of a variety of cables in turn is not only expensive and expensive, but also creates additional sources of error. Additional sources of error arise in particular when different cables are of different lengths and accordingly have different parasitic capacitances. Furthermore, cables are often a limiting factor for the signal qualities, for the transferable data volumes and for the transmission speeds.

For example, the physical measured variable that can be detected by the sensor can include in particular: pressure, temperature, flow velocity, changes in length / changes of geometric dimensions, (relative) movements of components, change in position of components, acoustic measured variables such as structure-borne noise, electrical measured variables such as resistance, capacitance, inductance , Current, voltage, etc.

The sensors include all embodiments, measuring principles (direct, indirect), housing shapes, discrete circuits and integrated Circuits in question with which the respective physical measured variable can be detected.

Preferably, such sensors are present or such measured variables are detected with which directly or indirectly metered amounts of fuel can be determined. The amounts of fuel can be collected summarily (that is, over a whole injection / injection) or time-resolved. In particular, the detection of random and / or systematic deviations from target values is of interest. Examples include the shot-shot spread between two actuations of the valve, the sample spread between nominally identical valves, the drift behavior of the valve when environmental conditions change or aging effects.

Measured values acquired by the sensor and transmitted by radio or by a hybrid radio-cable connection can subsequently serve to provide and execute corresponding correction functions in the engine management system. Furthermore, acquired measured values and associated evaluation algorithms can also be used to derive corresponding forecasts and to warn, for example, of the impending failure of components or components.

• • der Einfluss des Verschleißes am Ventil auf die Treibstoffmenge studiert werden;
• • eine Drift über die Lebensdauer des Ventils gemessen, kompensiert oder geregelt werden;
• • Einflüsse des verwendeten Kraftstoffs, insbesondere von dessen Qualität, gemessen werden;
• • Ausfallwahrscheinlichkeiten prognostiziert werden;
• • sich anbahnende Reparaturen auf einen günstigen Zeitpunkt vorgezogen werden (preventive maintenance);
• • aktuelle und vorbeugende Korrekturen vorgenommen werden;
• • Verschleiß kompensiert werden;
• • und/oder beim Einsatz mehrerer Treibstoffdosiervorrichtungen, insbesondere mehrerer Ventile, die defekte Komponente eindeutig identifiziert werden.

It can in particular

• • the influence of wear on the valve on the amount of fuel is studied;
• • a drift is measured, compensated or regulated over the life of the valve;
• • influences of the used fuel, in particular of its quality, are measured;
• • failure probabilities are forecasted;
• • anticipated repairs are brought forward at a favorable time (preventive maintenance);
• • make current and preventive corrections;
• • wear compensated;
• • and / or when using multiple fuel metering devices, in particular a plurality of valves, the defective component uniquely identified.

In order that the radio transmissions from different sensors or valves do not collide with one another, any suitable method can be used. For example, different radio transmitters can be assigned different frequencies or time slots. It can also be used according to the duty cycle of the engine, a round-robin transmission method for multiplexing between different cylinders. An unambiguous assignment of the radio transmissions to specific sensors or valves can be ensured, for example, by sending a clear identification of the valve, of the sensor or of the fuel metering device in each radio transmission. It is also possible, for example, to teach fuel metering devices to a central control unit of the engine management or to other components. Such learning can be triggered for example by a defined time profile of the current or the voltage on the control line.

If the acquired measured values or information are ultimately further processed by the control unit of the engine management system, the correctness of the transmission can be checked, for example, end-to-end. For this purpose, the central control unit can respond to the transmitted data with a check digit, for example. The fuel meter independently calculates the same check digit and verifies that the central controller has returned the same value. If so, the fuel meter confirms to the central controller the correctness of the transmission.

The energy supply of components can also be done wirelessly, for example, analogous to the power supply of RFID transponders.

The invention can be used in all types, designs, sizes and embodiments of fuel metering devices (TSDV) for metering of fuels for internal combustion engines.

The valve may for example be a valve for metering of gaseous fuels for internal combustion engines (gas engines, engines for multiple fuels, such as gas-diesel-dual-fuel engines), in which preferably the gaseous fuel is metered into the intake manifold.

The valve may also be an injector suitable for liquid fuels such as gasoline, diesel, marine diesel, heavy fuel oil (HFO), as well as other fuel types and qualities (such as kerosene, ethanol, biogenic fuels such as acid esters) or mixtures thereof suitable is. With such an injector, the fuel is injected directly into a combustion chamber.

The valve may also be an injector for liquefied gases as fuels, such as propane, butane ("LPG"), dimethol ethers, and others.

The valve may also be implemented as a "dual fuel" injector for metering more than one fuel (e.g., liquefied gas and diesel).

The fuel metering device may include further modules known per se to those skilled in the art, which contribute to the improvement of the fuel metering, such as pressure intensifier modules.

Sizes and cylinder outputs of associated engines range from typical passenger car applications to all types of commercial vehicles to large engines (currently 20 MW in the upper performance range), encompassing all performance classes for all fuels. In principle, the invention can also be used in two-wheelers with internal combustion engines (including variants such as scooters with three wheels, trikes, quads and so on).

• • elektrische Energieerzeugung (PowerGen, Gensets, Blockheizkraftwerke BHKW, Combined Heat & Power CHP)
• • Mining, Gasförderung (z.B. Fracking, Drilling, Grubengas, Kompressoren/Pipeline-Verdichter)
• • Transport (gasbetriebene und Dual Fuel-Lokomotiven als Ersatz für Dieselloks und dieselelektrische Loks)
• • Schifffahrt (Binnen, See) und hier insbesondere Hauptmotoren und/oder Hilfsaggregate, z.B. zur Stromerzeugung
• • Off-Highway-Anwendungen (z.B. mining trucks)
• • „Mech drive“ z.B. in Kompressoren für Gaspipelines.

Especially in the large engine range, fuel dosing devices (TSDV) can be used in the following application segments:

• • electrical power generation (PowerGen, gensets, combined heat and power plants CHP, Combined Heat & Power CHP)
• • mining, gas production (eg fracking, drilling, mine gas, compressors / pipeline compressors)
• • Transport (gas-powered and dual-fuel locomotives to replace diesel locomotives and diesel-electric locomotives)
• • Shipping (inland, sea) and in particular main engines and / or auxiliary equipment, eg for power generation
• • Off-highway applications (eg mining trucks)
• • "Mech drive" eg in compressors for gas pipelines.

The injectors can be of any type or type: Examples are direct injection injectors ("direct switches"), servohydraulically translated injectors, injectors with solenoid valves, injectors with valves with / without / with partial pressure equalization, injectors with piezo actuators.

• • Diesel-Injektoren für PKWs
• • Diesel-Injektoren für Nutzfahrzeuge
• • Diesel/HFO Injektoren für large engines
• • NGI bzw. NGI2
• • LE GV (large engine gas valves)
• • Injektoren/Ventile zur Benzindirekteinspritzung

In particular, the following components or products are suitable for use:

• • Diesel injectors for cars
• • Diesel injectors for commercial vehicles
• • Diesel / HFO injectors for large engines
• • NGI or NGI2
• • LE GV (large engine gas valves)
• • Injectors / valves for gasoline direct injection

Further measures improving the invention will be described in more detail below together with the description of the preferred embodiments of the invention with reference to figures.

embodiments

It shows:

1 Embodiment of the fuel metering device according to the invention 1 in schematic drawing.

2 Embodiment for information compression.

3 Examples of current-time profiles on the control line 17 that the sensor 7 and / or the radio transmitter 9 . 9a . 9b fed with electrical energy.

To 1 is the valve 2 the fuel metering device 1 designed to be fuel 3 in the cylinders 4 inject a (otherwise not shown) internal combustion engine or to blow. The valve 2 is in the cylinder head 5 arranged the cylinder 4 limited. The valve 2 is via a control line 17 opened and is normally-closed without such a control. The fuel 3 gets the valve 2 via a supply line 31 fed. The position of the nozzle needle in the valve 2 is with the sensor 7 supervised. The from the sensor 7 recorded values 8th be in a driver stage 9a of the radio transmitter 9 modulated on a radio frequency signal and over the antenna 9b of the radio transmitter 9 as the first radio signal 10 radiated.

The cylinder head 5 is through the cylinder head cover 6 completed. On the antenna 9b facing side of the cylinder head cover, ie within the cylinder head 5 , is a receiving antenna 11 for the first radio signal 10 arranged. The receiving antenna 11 converts this radio signal into a radio frequency electrical signal as a received signal 12 around. This received signal 12 is through an implementation 6b in the cylinder head cover 6 directly to the far-end aerial 13 led from where it as a second radio signal 14 is emitted. This second radio signal 14 is from a central control unit 15 the engine management by means of another receiving antenna 15a collected. In order to reconfirm a correct transmission, communication on the reverse path is also possible: the control unit 15 can over the antenna 15a Send an appropriate acknowledgment from the antenna 13 caught, to the antenna 11 directed, radiated back from this and ultimately from the antenna 9b Will be received.

The supply line 31 for the fuel 3 is through an implementation 6a in the cylinder head cover 6 guided. The control line 17 leads to the central control unit 15 of engine management and is through the implementation 6c in the cylinder head cover 6 guided.

In 1 By way of example, two further options are shown to the received signal 12 from the cylinder head 5 respectively. The generated by a second receiving antenna receive signal 12 is on the one hand to an Ansteuerleitung 17 parallel line 22 to the central control unit 15 guided. Here is this line 22 through the same implementation 6c in the cylinder head cover 6 led, by which also the Ansteuerleitung 17 is guided. On the other hand, the received signal 12 also via a modulator 17 on the control line 17 leading to the central control unit 15 leads, modulated.

The sensor 7 in the valve 2 is through a in 1 Not shown tap from the control line 17 fed with electrical energy. The radio transmitter 9 is through a tap 17a from the control line 17 fed with electrical energy. Alternatively or in combination, it may also be via the energy harvesting device 18 be fed. In both cases, the supply initially leads via a capacitor as energy storage 19 , This ensures that the radio transmitter 9 also with voltage or currentless control line 17 can continue working for a while.

What this makes sense is in 2 clarified. In 2 is the position s of the nozzle needle in the valve 2 as a result of measured values 8th applied over time t. At the beginning, the value s ₁ is continuously registered; the valve 2 is at rest in the closed state. At time t ₁ 'is the Ansteuerleitung 17 supplied with a current to the valve 2 to press. After magnetic and mechanical inertia in the valve 2 are overcome, the nozzle needle begins to move out of position s ₁ out. As soon as the threshold value s _{t is} reached, the valve opens. Meanwhile, the nozzle needle continues to point s ₂ . There it remains, as long as the control line 17 energized remains. At the time t ₂ 'is the energization of the control line 17 completed. The valve 2 begins to close; the nozzle needle moves back in the direction of the starting position s ₁ . As soon as the position s of the nozzle needle drops below the threshold value s _t , the valve is 2 closed.

Interesting for the engine management are now those times, to which the valve 2 actually opens (exceeding the threshold s _t at time t ₁ ) or closes (falls below the threshold s _t at time t ₂ ). One in from the sensor 7 outgoing signal path angeordete evaluation 16 condenses those in all values 8th for the position s of the nozzle needle contained information by comparing with the threshold value s _t to the two times t ₁ and t ₂ . The amount of data which has to be transported further in the following is significantly reduced. The central control unit 15 are the beginning t ₁ 'and the end t ₂ ' of the energization of the control line 17 known, because this control line 17 goes from the central control unit 15 out. Thus, the central control unit knows 15 now in each case the time offset between the change of the control on the control line 17 and the actual reaction of the valve 2 ,

3a shows an example current-time profiles I (t) of the control on the drive line 17 , At the beginning, the control line 17 a first valve 2 on a first cylinder 4 in phase i, a current I is applied to the sensor 7 and the radio transmitter 9 to feed with electrical energy, but without affecting the valve 2 metered amount of fuel 3 remains. At time t ₁ 'begins the phase ii, in which the control line 17 is subjected to a high current. This has the goal of the valve 2 To open as quickly as possible against the mechanical and magnetic inertia. When this is done, the current in phase iii is reduced to a value sufficient to close the valve 2 to hold in the open position. To close the valve, at time t ₂ 'in phase iv, the current is reduced to a value which is identical to the value of phase i and is no longer sufficient to open the valve 2 keep open. Analog to phase i become the sensor 7 and the radio transmitter 9 continues to be energized, hence the offset between the change in the control of the valve 2 and the reaction of the valve 2 , and here in particular the time t ₂ , can be detected.

After some time, the same procedure for a second valve 2 ' on a second cylinder 4 ' with control line 17 ' carried out. Phase ii begins here at time t ₃ ', and phase iii ends at time t ₄ '. Since now the control line 17 is no longer active, but only the second control line 17 ' , are just the sensor 7 ' and the radio transmitter 9 ' of the second valve 2 ' active.

3b shows another example of the current-time profile I (t). in contrast to 3a is a break between the end of phase iii and the beginning of phase iv, in which the control line 17 does not carry electricity. This will be the sensor 7 causes a reading to be taken at exactly the time point iv begins 8th take. The phase iv is followed by a break, in which the control line 17 is de-energized. The beginning of phase v is the signal for the radio transmitter 9 , the recorded reading 8th radiate. The phase vi in turn determines the time at which the radio transmitter 9 the central control unit 15 confirmed the correct data transmission.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 5575264 A [0003]
• US 5348233 A [0003]
• US 5398724 A [0003]
• EP 1961952 A1 [0004]

Claims (12)

Fuel metering device ( 1 ), comprising at least one valve ( 2 . 2 ' ) for injecting or injecting fuel ( 3 ) in at least one cylinder ( 4 . 4 ' ) of an internal combustion engine, wherein the valve ( 2 . 2 ' ) in the cylinder ( 4 . 4 ' ) limiting cylinder head ( 5 ), wherein at least one sensor ( 7 . 7 ' ) for capturing values ( 8th ) one with the operation of the valve ( 2 . 2 ' ) is provided, the sensor ( 7 . 7 ' ) with a radio transmitter ( 9 . 9 ' . 9a . 9b ) for converting the values ( 8th ) of the physical measured variable into a first radio signal ( 10 ), characterized in that the cylinder head ( 5 ) by a cylinder head cover ( 6 . 6a . 6b . 6c ) and that within the cylinder head ( 5 ) at least one receiving antenna ( 11 . 20 ) for the first radio signal ( 10 ) and that a received signal ( 12 ) derived from that in the first radio signal ( 10 ) information about the values ( 8th ) of the physical quantity, starting from the receiving antenna ( 11 . 20 ) through the cylinder head cover ( 6 . 6a . 6b . 6c ) is guided, and / or the cylinder head cover ( 6 . 6a . 6b . 6c ) for the first radio signal ( 10 ) is permeable. Fuel metering device ( 1 ) according to claim 1, characterized in that on the receiving antenna ( 11 . 20 ) facing away from the cylinder head cover ( 6 . 6a . 6b . 6c ) a forwarding antenna ( 13 ) for converting the received signal ( 12 ), and / or one from the received signal ( 12 ) derived signal, into a second radio signal ( 14 ) is arranged. Fuel metering device ( 1 ) according to claim 2, characterized in that that of the receiving antenna ( 11 . 20 ) from the first radio signal ( 10 ) generated electrical signal as received signal ( 12 ) through the cylinder head cover ( 6 . 6a . 6b . 6c ) is guided. Fuel metering device ( 1 ) according to claim 3, characterized in that the received signal ( 12 ) on a line ( 22 ) on the same implementation ( 6a . 6b . 6c ) through the cylinder head cover ( 6 . 6a . 6b . 6c ), through which another line to or from a central control unit ( 15 ) is guided and / or by a control line ( 17 . 17 ' . 17a ), the actuation of the valve ( 2 ), is guided. Fuel metering device ( 1 ) according to one of claims 3 to 4, characterized in that a modulator ( 21 ) is provided, the received signal ( 12 ) into one of a central control unit ( 15 ) through the cylinder head cover ( 6 . 6a . 6b . 6c ), and / or in a control line ( 17 . 17 ' . 17a ), the actuation of the valve ( 2 ) serves, couples. Fuel metering device ( 1 ) according to one of claims 3 to 5, characterized in that the received signal ( 12 ) directly to the forwarding antenna ( 13 ) is guided. Fuel metering device ( 1 ) according to one of claims 1 to 6, characterized in that in the sensor ( 7 . 7 ' ) outgoing signal path an evaluation unit ( 16 ) to compress the information about the values ( 8th ) of the physical quantity is arranged. Fuel metering device ( 1 ) according to one of claims 1 to 7, characterized in that the sensor ( 7 . 7 ' ), and / or the radio transmitter ( 9 . 9 ' . 9a . 9b ), via a control line ( 17 . 17 ' . 17a ), the actuation of the valve ( 2 ), is powered by electrical energy. Fuel metering device ( 1 ) according to one of claims 1 to 8, characterized in that an energy harvesting device ( 18 ), which converts a movement, a vibration and / or a temperature difference into electrical energy, and that the sensor ( 7 . 7 ' ), and / or the radio transmitter ( 9 . 9 ' . 9a . 9b ), is powered by this electrical energy. Fuel metering device ( 1 ) according to one of claims 1 to 9, characterized in that the supply of the sensor ( 7 . 7 ' ), and / or the radio transmitter ( 9 . 9 ' . 9a . 9b ), with electrical energy via an energy store ( 19 ) is guided. Fuel metering device ( 1 ) according to one of claims 1 to 10, characterized in that the sensor ( 7 . 7 ' ) for capturing values ( 8th ) is formed of a physical measurand, which is a measure of the valve ( 2 . 2 ' ) amount of fuel released ( 3 ), and / or for the opening duration of the valve ( 2 . 2 ' ) is. Method for operating a fuel metering device ( 1 ) according to claim 8, characterized in that for feeding the sensor ( 7 . 7 ' ), and / or the radio transmitter ( 9 . 9 ' . 9a . 9b ), with electrical energy, the control line ( 17 . 17 ' . 17a ) with a voltage and / or a current below that for actuating the valve ( 2 . 2 ' ) required levels is applied.

Images