Combustion Sensor and Combustion Engine Equipped With Such a Sensor

The present invention relates to a sensor for monitoring the combustion pattern by detecting the degree of ionisation in the combustion chamber of combustion engines and to a combustion engine equipped with such a sensor.

There are a number of existing solutions for incorporating ionisation sensors in combustion engines.

DE,A,4132285 specifies a sensor for detecting the ionisation current in spark-ignition engines whereby the ionic-current detecting electrode of the sensor is incorporated in a spark plug. This obviates the need to have a special hole for the sensor but does require a complicated and expensive spark plug.

U.S. Pat. No. 4,739,731 specifies a sensor for diesel engines which is incorporated in a modified glow plug. This likewise requires no new holes for the sensor if the engine is provided with a glow plug, but the glow plug becomes complicated and expensive.

EP,A,387266 specifies a sensor which is incorporated in the cylinder head gasket by a five-layered sandwich technique.

One object of the invention is to obviate the creation of new holes into the combustion chamber and to minimise costs pertaining to the sensor. The incorporation of ionic-current sensors in cylinder head gaskets, spark plugs or glow plugs always makes these respective components more expensive.

Another object is to facilitate the replacement of faulty ionic-current sensors without having to replace other important components such as cylinder head gaskets, spark plugs or glow plugs. Other important components may thus be replaced only when these respective components need replacing, thereby further reducing servicing costs.

In this respect the sensor according to the invention includes a substantially sleeve-shaped electrode arranged around an injector for injecting fuel into the combustion chamber, the electrode being in communication with the combustion chamber.

Other features and advantages of the present invention will become apparent from the following description of the invention which refers to the accompanying drawings.

FIG. 1 shows a schematic cross-section of a cylinder head for a combustion engine with an ionic-current sensor fitted concentrically with a fuel injector.

FIG. 2 shows an enlarged view at section A--A in FIG. 1.

FIG. 3 shows an enlarged view at section B--B in FIG. 1.

FIG. 1 depicts in cross-section a cylinder head 1 with cooling water ducts 4 for a diesel engine and with a lower boundary surface 3 which delineates a combustion chamber 2. An injector 6 for fuel is fitted in a preferably drilled duct 5 through the cylinder head 1. The duct 5 has adjacent to the combustion chamber a first diameter d1 which at a distance from the combustion chamber 2 is smaller than the diameter d2 of the drilled hole, resulting in the formation of a shoulder 7 in the duct. The part of the injector adjacent to the combustion chamber correspondingly has a smaller diameter and conventionally has at its end an injection outlet which in a usual manner incorporates a number of small spray holes. The upper part of the injector has a larger diameter. The shoulder formed on the injector by the diameter change abuts against the shoulder 7 formed in the drilled hole, thereby obtaining positioning of the tip 8 of the injection outlet in the combustion chamber. The injector is conventionally pressed with sealing contact against the shoulder 7 by undepicted fastening devices and is sealed with respect to the duct 5 by sealing rings. In the diagram the gap between the injector and the duct is enlarged so as to make it easier to discern the atomiser 6 and the duct 5.

The sensor for detecting the degree of ionisation in the combustion chamber consists of a substantially sleeve-shaped electrode 9, hereinafter called sleeve, made of an electrically conducting material, and is arranged at least partly enclosing and largely concentrically with the injector 6. The sleeve 9 is shown in FIG. 1 in bold cross-section. The sleeve 9 is positioned and held in place by a bent-out collar-shaped retaining section 10 on the upper end of the sleeve being held between the injector 6 and the shoulder 7 formed in the drilled hole. The retaining section is electrically insulated from the injector and the adjacent wall portions, preferably by washers 11, 12 which are respectively placed above and below the retaining section. The washers 11,12 are made of a heat-resistant electrically insulating material, preferably a TEFLON material or insulating ceramics. The upper washer 11 is a flat washer which cooperates with an axial sleeve-shaped section which it may be advantageous to incorporate with the upper washer. The inside diameter and outside diameter of the upper washer 11 correspond respectively to the outside diameter of the injector and the second diameter d2 of the drilled hole, and the inside diameter and outside diameter of its sleeve-shaped section correspond respectively to the outside diameter of the injector and the inside diameter of the sleeve 9. The lower washer 12 is a simple flat washer, the inside diameter and outside diameter of which correspond respectively to the outside diameter of the sleeve and the second diameter d2 of the drilled hole. This design results in the upper washer 11 by the sleeve 9 being centered about the injector 6, since the sleeve-shaped section of the upper washer 11 acts as a spacer between the injector and the sleeve 9. The sleeve-shaped section of the upper washer 11 is provided with a suitable axial extent which is required for ensuring centering of the sleeve 9, and its length over the lower part of the injector is shorter by a good 50% than the length of the injector 6 from its shoulder. This results in the formation of a radial air gap between the sleeve 9 and the lower part of the injector which is inserted into the combustion chamber 2. This makes it easier to separate the sensor from the injector so that if the sensor becomes faulty it can be replaced without having to replace the injector.

The electrode part of the sensor, the sleeve 9, is connected to a detection circuit 13 by means of at least one insulated electrical conductor 14 which is electrically connected to the sleeve 9 and the detection circuit. The electrical conductor is electrically insulated from adjacent wall portions and runs in a recess 15 which is milled out along the upper part of the drilled hole 5. FIG. 2 shows the recess 15 milled out in the drilled hole 5, with the electrical conductor 14 arranged in it.

In a similar manner the electrical conductor is led on through the cylinder head via an oblique drilled hole 16 connecting with the milled-out recess 15. The electrical conductor 14 may also advantageously be incorporated separately in the injector (not depicted), which also means that the electrical conductor may be fastened to the injector with simultaneous electrical insulation with respect to the injector and adjacent parts of the cylinder head. This also means that the detection circuit may be attached to the injector so as to create an easy-to-fit combined injector-and-sensor unit. Such a unit may cooperate with an electronic system controlling the engine.

The sensor with its electrode 9 directed towards to the combustion chamber extends with respect to the combustion chamber 2 to at least level with the lower boundary surface 3 of the cylinder head and ends at a distance from a plane which runs transverse to the longitudinal axis of the injector and through the tip 8 of the injector.

A measuring voltage imposed on the sleeve 9 will therefore supply a current to the adjacent earthed parts of the engine, either to the injector via the air gap 17 or to the cylinder head 1, depending on the degree of ionisation of the gas mixture in the combustion chamber 2, thereby making it possible to monitor the combustion pattern. Via the detection circuit and its cooperation with a fuel injection control system it is then possible in a manner known per se for the injection of fuel to be controlled via electrically influenceable devices with the object of achieving optimum combustion from preferably fuel-economy and emission points of view. The lower end part of the sleeve 9 ends above or level with the position of the spray holes in the tip of the injector so that the injection pattern, i.e. the direction and volume of the fuel sprayed out, is not affected. It may nevertheless be advantageous for the end part of the sleeve to be situated up inside the duct 5 at an axial distance from the plane where the duct 5 opens into the combustion chamber. By making that distance at least as great as the distance 17, the degree of ionisation of a relatively well-defined gas mixture protected from interference can be detected, subject to the sensor signal being stable and representative.

FIG. 3 shows the sleeve 9 arranged concentrically about the lower part of the injector 6 and spaced by the air gap 17.

The electrode 9 does of course not have to take the form of a totally cylindrical sleeve with unified casing surface. The sleeve may be made with cavities or slits etc. The intermediate portion of the sleeve between the collar-shaped retaining section 10 and the end part of the sleeve may take the form of two, three or more slats running axially, preferably distributed evenly over the circumference of the sleeve, which electrically connect the retaining section and the end part of the sleeve. Such slats may thus only occupy one or more parts of the casing-shaped intermediate portion of the sleeve. The end part of the sleeve may be connected to one or more slats and consist of a complete circle or parts of circle segments on the end portion of the sleeve. Although the present invention has been described in relation to particular embodiments thereof, many other variations and modifications and other uses will become apparent to those skilled in the art. It is preferred, therefore, that the present invention be limited not by the specific disclosure herein, but only by the appended claims.