RU2707983C2 - System (embodiments) and method of measuring parameters of solid particles - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention discloses systems and methods (versions) for measuring parameters of solid particles in a vehicle exhaust system. In one example, the system comprises a first outer tube with a number of inlet openings on an upstream surface, a second inner tube with a number of inlet openings on a downstream surface and a solid particles sensor located inside the second inner tube. Second inner tube can be located inside the first external tube so that the central axis of the second inner tube is parallel to the central axis of the first external tube.

EFFECT: technical result is improvement of operation and reliability of sensor.

20 cl, 18 dwg

Description

References to related applications

This application is a partial continuation of US patent application No. 14/299,885, "SYSTEM FOR MEASURING SOLID PARTICLES" filed June 9, 2014, the contents of which are fully incorporated for any purpose in this application by reference. This application also claims priority for provisional patent application US No. 62 / 077,140, "SENSOR OF SOLID PARTICLES", filed November 7, 2014, the contents of which are fully incorporated for any purpose in this application by reference.

Technical field

The invention of the present application relates to measuring the parameters of particulate matter in an exhaust system.

BACKGROUND AND DISCLOSURE OF THE INVENTION

In exhaust emission control systems, various exhaust gas sensors can be used. One example of such sensors is a particulate sensor, showing their mass and / or concentration in exhaust gases. In another example, the particulate sensor can function by accumulating particulate matter for some time and giving an indication of their accumulation rate as a measure of the particulate matter levels of the exhaust gas.

When using particulate sensors, problems may arise associated with uneven soot deposition on the sensor due to uneven flow distribution over the sensor surface. In addition, particulate sensors may be susceptible to contamination due to the impact of water droplets and / or large particulate matter in the exhaust gas. Due to contamination, the sensor may become incorrect. The regeneration of the sensor may also be insufficient with a significant amount of exhaust gas flow through the particulate sensor.

The authors of the present invention have recognized the above disadvantages and identified a solution that can eliminate them at least partially. In one example solution, a system for measuring the parameters of particulate matter in an engine exhaust passage is provided. The system comprises a first outer tube with a number of inlets on an upstream surface, a second inner tube with a number of inlets on a downstream surface, and a particulate sensor located inside the second inner tube.

For example, a PM particulate matter (PM) sensor may be located in the second inner tube, with the second inner tube enclosed in the first outer tube. The first outer tube may have a number of openings on the upstream surface of the first outer tube facing the exhaust stream. In addition, the second inner tube may have a number of openings distributed on the downstream surface of the second inner tube, with the downstream surface facing the exhaust stream. The PM sensor may contain an electric circuit on one of its surfaces, and be located inside the inner tube so that the surface with the electric circuit faces the inlets on the downstream surface of the second inner tube. Accordingly, an exhaust gas sample can enter the first outer tube through upstream openings, circle in an annular space between the second inner tube and the first outer tube and enter the second inner tube through a group of openings on the downstream surface of the inner tube. An exhaust gas sample may then collide with the surface of the PM sensor and flow through it. The exhaust gas sample may then leave the second inner tube through channels hydraulically connecting the second inner tube to the exhaust channel.

Thus, the flow distribution over the surface of the PM sensor can be more uniform. By directing an exhaust gas sample through two groups of openings, it is possible to control the exhaust gas sample flow rate. In addition, the flow rate may be more uniform when the flow collides with the surface of the PM sensor, allowing more uniform particle deposition. By providing a more uniform and controlled flow rate of the exhaust gas sample to the sensor surface, it is possible to reduce heat loss during sensor regeneration. In addition, as the exhaust gas sample flows through the annular space between the two protective tubes, large particles and (or) water droplets may precipitate on the inside of the downstream surface of the first outer tube due to their greater inertia. Therefore, the PM sensor can be protected from the impact of water droplets and large solid particles. In general, the operation and reliability of the PM sensor can be improved.

In yet another example, the PM sensor can be located in a single protective tube containing a number of holes on a downstream surface facing the exhaust stream. The protective tube may also contain one or more outlet openings on the side surfaces of the protective tube, the side surfaces being located tangentially to the direction of the incident exhaust gas flow. When the protective tube flows around the exhaust gas from the outside of the side surfaces of the protective tube, low pressure zones may form with respect to the areas located outside the downstream surface of the protective tube. Due to the pressure difference between the downstream side of the protective tube, the exhaust gases can naturally be drawn into the downstream openings, onto the PM sensor, and then beyond the protective tube through the outlet channels on the side surfaces of the protective tube. Thus, the flow direction of a portion of the exhaust gas flowing past the protective tube can be reversed so that this portion of the exhaust gas can flow in the direction of the openings on the downstream surface of the protective tube after flowing past the protective tube.

Thus, the flow distribution over the surface of the PM sensor can be more uniform. By directing a sample of exhaust gases around the protective tube before entering it through the inlet openings on the downstream surface of the protective tube, the flow rate of the sample of exhaust gases can be controlled. In addition, the flow rate may be more uniform when the flow collides with the surface of the PM sensor, allowing more uniform particle deposition. By providing a more uniform and controlled flow rate of the exhaust gas sample to the sensor surface, it is possible to reduce heat loss during sensor regeneration. Also, if the exhaust gas sample flows from the downstream surface of the protective tube, the amount of large solid particles and (or) water droplets hitting the PM sensor can be reduced. Namely, due to their greater inertia, water droplets and (or) large solid particles can flow past the protective tube without changing the direction for entering the protective tube through openings on the surface of the protective tube located downstream. Therefore, the PM sensor can be protected from the impact of water droplets and large solid particles. In general, the operation and reliability of the PM sensor can be improved.

It should be understood that the above brief description is only for acquaintance in a simple form with some concepts, which will be further described in detail in the section "Implementation of the invention". This description is not intended to indicate key or essential distinguishing features of the claimed subject matter, the scope of which is uniquely defined by the claims given after the section "Implementation of the invention". The claimed subject matter is also not limited to the options for implementation, eliminating the disadvantages indicated above or in any other part of this application.

Brief Description of the Drawings

FIG. 1 is a simplified diagram of an engine.

FIG. 2A-2B schematically illustrate a particulate sensor assembly comprising two protective tubes according to the invention disclosed herein.

In FIG. 3 is a sectional view of the PM sensor block located in the engine exhaust channel of FIG. one.

In FIG. 4A, 4B, and 4C show several cross-sectional views of the PM sensor unit.

In FIG. 5 shows an example of a medium flow around a cross section of an PM sensor block.

FIG. 6 graphically depicts an example of a hydrodynamic calculation for the structure shown in FIG. 5.

In FIG. 7A-7B schematically show two further embodiments of the PM sensor block shown in FIG. 2A-2B.

In FIG. 8A-8B schematically show two additional embodiments of the PM sensor block shown in FIG. 2A-2B.

In FIG. 9A-9B are cross-sectional views of embodiments of an PM sensor unit in FIG. 7A-7B and FIG. 8A-8B, respectively.

In FIG. 10 is a cross-sectional view of embodiments of the PM sensor unit of FIG. 7A-7B located in the exhaust channel of the engine shown in FIG. one.

In FIG. 11 shows an example of a flow of a medium flowing around a PM sensor block.

FIG. 12 is a schematic representation of a modified embodiment of the PM sensor unit shown in FIG. 2.

In FIG. 13 is a cross-sectional view of an embodiment of the PM sensor unit shown in FIG. 12.

FIG. 14 is an example flowchart of a method for measuring PM using the PM sensor unit shown in FIG. 1-2, 7A-7B, 8A-8B and 12.

FIG. 15A-15B schematically illustrates an PM sensor unit comprising a single protective tube.

In FIG. 16 is a cross-sectional view of the PM sensor block shown in FIG. fifteen.

In FIG. 17 shows an example of a flow of medium flowing around the cross section of the PM sensor shown in FIG. 15A-15B.

FIG. 18 is an example flowchart of a method for measuring PM using the PM sensor unit shown in FIG. 15A-15B.

The implementation of the invention

The following description relates to the measurement of particulate matter (PM) parameters in the exhaust stream of an engine system, for example, the engine system shown in FIG. 1. The PM sensor can be installed in the exhaust channel of the engine system, as shown in FIG. 3 and FIG. 9. The PM sensor unit may comprise a first outer tube with holes on an upstream surface and a second inner tube with holes on a downstream surface (FIGS. 2A, 2B and FIG. 7A, 7B). The inlets can also be located around the circumference of the PM sensor near its lower part (FIGS. 8A and 8B). The PM sensor can be enclosed in a second inner tube. A portion of the exhaust gas can be drawn into the first outer tube of the PM sensor unit, after which this portion of gas can flow in the annular space between the first outer tube and the second inner tube and finally enters the second inner tube (FIGS. 4A, 4B, 10 and FIG . 14). Further, this portion of exhaust gases may collide with the surface of the PM sensor carrying an electrical circuit. Then, a portion of the exhaust gas can leave the inner tube through channels on any of the side surfaces or the bottom surface of the PM sensor unit as shown in FIG. 3, 4A, 4C, 9 and 10. The exhaust stream flowing in the exhaust channel past the PM sensor block can create zones of low static pressure on the side surfaces of the PM sensor block (FIGS. 5 and 6). The PM sensor block can be positioned so that its orientation is opposite, that is, the exhaust gas sample enters the first outer tube through openings on the downstream surface, flows through the annular space between the first outer tube and the second inner tube, and enters the second inner the tube through the holes on the upstream surface (FIG. 8 and 9). The PM sensor can be located inside the second inner tube so that the electrical circuit faces upstream openings in the second inner tube, allowing exhaust gas to flow onto the circuit to direct the feedback signal to the controller. In another embodiment, the PM sensor unit may comprise a single protective tube surrounding the PM sensor (FIG. 15A, 15B). The protective tube may be located in the outlet channel so that the inlet openings can be on the surface of the tube facing the gas flow in the outlet channel. The flow of exhaust gases in the exhaust channel past the PM sensor block can create zones of low static pressure on the lateral surfaces of the PM sensor block (FIG. 17). Due to the pressure difference generated by the exhaust stream flowing around the protective tube, the exhaust gas can enter the first outer tube through openings on the downstream surface of the tube, flow to the PM sensor and exit the tube through channels located on the side surfaces of the protective tube (FIG. 16). An example of a measurement operation using the PM sensor unit with a single protective tube is shown in FIG. eighteen.

Turning to FIG. 1, which is a simplified diagram with a single cylinder of a multi-cylinder engine 10, which can be part of the vehicle power plant. The engine 10 can be at least partially controlled using a control system comprising a controller 12, and the control actions of the driver 132 through the input device 130. In this example, the input device 130 comprises an accelerator pedal and a pedal position sensor 134 for generating a proportional signal of the position of the PP pedal (PP). The combustion chamber 30 (also referred to by the term “cylinder” 30) of the engine 10 may comprise walls 32 of the combustion chamber with a piston 36 located therebetween. The piston 36 may be coupled to the crankshaft 40 to convert reciprocating piston movements to rotate the crankshaft. The crankshaft 40 may be coupled to at least one drive wheel (not shown) of the vehicle via an intermediate transmission system (not shown). In addition, to ensure that the engine 10 is started, a starter (not shown) can be connected to the crankshaft 40 via a flywheel (not shown).

The intake air can enter the combustion chamber 30 from the intake manifold 44 through the intake channel 42, and the exhaust gases can exit through the exhaust channel 48. The intake manifold 44 and the exhaust channel 48 can selectively communicate with the combustion chamber 30 through the intake valve 52 and exhaust valve 54, respectively. . In some embodiments, the combustion chamber 30 may include two or more inlet valves and / or two or more exhaust valves.

In the example of FIG. 1, the inlet valve 52 and the exhaust valve 54 can be driven by cam mechanisms via cam drive systems 51 and 53, respectively. Any of the cam drive systems 51 and 53 may contain one or more cams with the possibility of using one or more of the following systems: switching the profile of the cam PPK (CPS), changing the phases of the cam distribution IFKR (VCT), changing the valve timing IFG (WT) and ( or) changes in the lift height of the IVPK valves (WL), which the controller 12 can control to control the operation of the valves. The position of the intake valve 52 and exhaust valve 54 can be determined by position sensors 55 and 57, respectively. In other embodiments, the intake valve 52 and / or exhaust valve 54 may be electrically actuated. For example, in another embodiment, the cylinder 30 may include an electric inlet valve and a cam-operated exhaust valve, including PPK and / or IFKR systems.

In some embodiments, any of the cylinders of the engine 10 may be configured with one or more fuel nozzles for supplying fuel to it. By way of non-limiting example, the cylinder 30 is shown containing one fuel injector 66. The fuel injector 66 is shown connected to the cylinder 30 for injecting fuel directly into it in proportion to the duration of the fuel injection pulse DIVT (FPW) received from the controller 12 through the electronic driver 68. Thus, the fuel injector 66 provides what is known as “direct fuel injection” into the combustion chamber 30. It should also be understood that during the cycle of the engine fuel can be supplied to the cylinder 30 from several nozzles. In other examples, the fuel injector may be mounted on the side or top side of the combustion chamber. Fuel may be supplied to fuel injector 66 via a fuel system (not shown) comprising a fuel tank, a fuel pump, and a fuel rail.

In the example of FIG. 1, engine 10 is a diesel engine in which ignition of a mixture of air and diesel fuel occurs from compression. In other embodiments, engine 10 may operate on another type of fuel, including gasoline, biodiesel, or an alcohol-containing fuel mixture (eg, gasoline and ethanol or gasoline and methanol) with compression ignition and / or spark ignition. Thus, the embodiments disclosed herein can be used for any suitable type of engine, including, but not limited to, compression-ignition diesel and gasoline engines, spark ignition engines, engines with direct fuel injection, or injection into the intake duct, etc.

The inlet channel 42 may include a throttle 62 with a throttle valve 64. In this particular example, the position of the throttle valve 64 may be changed by the controller 12 by sending a signal to the electric motor or drive as part of the throttle 62; This configuration is commonly referred to as the Electronic Throttle Control (ETC). Thus, the throttle 62 can be used to change the flow rate of air supplied to the combustion chamber 30 among other engine cylinders. The controller 12 may receive information about the position of the throttle valve 64 in the form of a signal of the position of the throttle PD (TP). The inlet channel 42 may include a mass air flow sensor 120 and a manifold air pressure sensor 122 for sending MPD (MAF) and DVK (MAP) signals to the controller 12.

Also, in the disclosed embodiments, an exhaust gas recirculation system (EGR) can direct the required amount of exhaust gas from the exhaust channel 48 to the intake manifold 44 along the EGR path 140. The supply of exhaust gas recirculation can regulate the controller 12 using the valve 142 EGR. When the exhaust gas is supplied to the engine 10, the amount of oxygen for combustion decreases, resulting in a decrease in the temperature of the combustion flame and the formation of NO _x . As shown in the figure, the Horn system also includes a Horn sensor 144, which can be installed in the Horn path 140 and used to obtain values of one or more of the following parameters: pressure, temperature and concentration of exhaust gases. In some conditions, the EGR system can be used to control the temperature of the fuel-air mixture in the combustion chamber, thus providing a method for controlling the ignition timing in some fuel combustion modes. In addition, in some modes, part of the gases generated by combustion can be held or trapped in the combustion chamber by changing the valve timing of the exhaust valve, for example, using a mechanism for changing the valve timing.

The exhaust system 128 includes an exhaust gas sensor 126 connected in an exhaust channel 48 upstream of the exhaust gas toxicity reduction system 70. The exhaust gas sensor 126 can be any type of sensor that is suitable for reading the air-fuel ratio in the exhaust gas, for example: a linear oxygen sensor or UDOC (universal or wide-range oxygen sensor in the exhaust gas), a dual-mode oxygen sensor or DOCG ( EGO), NDKOG (HEGO) (heated DKOG), a sensor of nitrogen oxides, hydrocarbons or carbon monoxide.

An exhaust gas toxicity reduction system 70 is shown installed along the exhaust passage 48 downstream of the exhaust gas sensor 126. The exhaust gas toxicity reduction system 70 may be a selective SCR catalytic reduction system (SCR), a three-component TCH catalytic converter (TWC), a nitrogen oxide storage device, various other types of exhaust gas toxicity reduction devices, or a combination thereof. For example, the exhaust gas toxicity reduction system 70 may include an ICF catalytic converter 71, a particulate filter 72 of a DPFD diesel engine 72. In some embodiments, the PCDD 72 may be located downstream of the ICV catalyst 71 (as shown in FIG. 1), and in other embodiments, the PTDD 72 may be located upstream of the ICV catalytic converter 71 (not shown in FIG. 1). The exhaust gas toxicity reduction system 70 may further include an exhaust gas sensor 162. The sensor 162 may be any type of sensor suitable for indicating the concentration of exhaust components such as NO _x , NH ₃ , oxygen in the exhaust gases, or a particulate matter (PM) sensor. In some embodiments, the sensor 162 may be located downstream of the FTDCH 72 (as shown in FIG. 1), and in other embodiments, the sensor 162 may be located upstream from the FTDCH 72 (not shown in FIG. 1). It should also be understood that several sensors 162 can be installed in any suitable place.

As described in more detail with reference to FIG. 2, the sensor 162 may be an PM sensor and may measure the mass or concentration of particulate matter downstream of the PDCD 72. For example, the sensor 162 may be a soot sensor. The sensor 162 may be operatively coupled to the controller 12 and transmit information about the concentration of particulate matter in the exhaust gases leaving the FTDD 72 and flowing through the exhaust channel 48. Thus, the sensor 162 can detect leaks from the FTDD 72.

Also, in some embodiments, during engine 10 operation, the exhaust gas toxicity reduction system 70 can be periodically regenerated by operating at least one of the engine cylinders in a mixture with a specific air-fuel ratio.

The controller 12 is shown in FIG. 1 in the form of a microcomputer containing a microprocessor device (MPU) 102, input / output ports 104, an electronic storage medium for running programs and calibration values, shown in this specific example as a read-only memory (ROM) 106, operational a memory device (RAM) 108, a non-volatile memory device (RAM) 110 and a data bus. The controller 12 can communicate with the sensors associated with the engine 10 and receive from them, in addition to the signals discussed above, a variety of signals, among which are: indication of the mass flow rate of intake air (RTM) from the mass air flow sensor 120; an indication of the temperature of the engine coolant (TCD) from the temperature sensor 112 associated with the engine cooling jacket 114; the ignition profile (PZ) signal from the sensor 118 on the Hall effect (or a sensor of a different type) associated with the crankshaft 40; throttle position (PD) from the throttle position sensor; the signal of the absolute air pressure in the manifold (DVK) from the sensor 122; and the concentration of the constituent exhaust gases from the exhaust gas sensor 126. The engine speed signal (CVP) can be generated by the controller 12 from the signal PZ.

As described above in FIG. 1 shows only one cylinder of a multi-cylinder engine, while any of its cylinders may also include their own set of intake / exhaust valves, fuel nozzle, spark plug, etc.

Turning to FIG. 2A-2B schematically illustrating embodiments of the PM sensor unit 200. The PM sensor blocks 200 shown in FIG. 2A and 2B may differ only in openings 244 and 246 (described in more detail below); in all other blocks of the PM sensor 200 in FIG. 2A and 2B may be identical. Therefore, FIG. 2B illustrates how the shape and size of the openings 244 and 246 of the PM sensor unit 200 can vary. The PM sensor unit 200 may be an exhaust gas sensor 162 of FIG. 1 and, therefore, have the same features and / or configurations that are already disclosed to the exhaust gas sensor 162. The PM sensor unit 200 may be configured to measure PM mass and / or their concentration in the exhaust gas, and, therefore, may be installed in the exhaust channel. It should be understood that the PM sensor unit 200 is shown in simplified form as an example, and also that other configurations thereof are possible.

The PM sensor unit 200 is shown in perspective from a point downstream of the outlet channel 48 of FIG. 1 so that the exhaust stream moves to the right in FIG. 2A-2B to the left in FIG. 2A-2B as shown by arrows 272. The PM sensor unit 200 may include a first outer tube 210 with one or more holes 244 distributed on the upstream surface 254 of the first outer tube 210. Holes 244 (or inlets 244) may serve as a fence exhaust gas samples for particulate matter. As shown in the example of FIG. 2A, the inlets 244 may include a number of circular holes arranged in a line along the vertical axis of the first outer tube 210 parallel to the central axis X-X ′ of the first outer tube 210. In other examples, as described below with reference to FIG. 8A and 8B, a group of round holes, which may include holes 244, may be located around the circumference of the first outer tube 210. However, in another embodiment, as shown in FIG. 2B, one or more inlets 244 may be rectangular. In particular, the inlets 244 may be in the form of rectangles with a first pair of parallel sides longer than a second pair of parallel sides. In addition, rectangular inlets 244 may be located on the first outer tube 210 so that the first pair of parallel sides is parallel to the central axis X-X 'of the first outer tube 210. In one example, the inlets 244 may include only one rectangular hole as shown in FIG. 2B. However, in other examples, the inlet openings 244 may include several rectangular openings. The inlet openings 244 may be located all the way from the lower surface 262 to the upper surface 250 of the PM sensor unit 200. In other examples, as shown in FIG. 2A-2B, the inlets may not be located all the way from the lower surface 262 to the upper surface 250, but may be completely concentrated within the upstream surface 254 of the first outer tube 210. The upstream surface 254 of the first outer tube 210 is substantially perpendicularly and facing the flow of exhaust gases (arrows 272) in the exhaust channel 48 of FIG. 1. Consequently, the upstream surface 254 may be in direct contact with the exhaust gas stream, and the exhaust gases from the FTDCH 72 may flow unhindered to the upstream surface 254 of the first outer tube 210 of the PM sensor unit 200. In addition, there are no components capable of blocking or deflecting the exhaust gas flow from the high-pass filter to the block 200 of the PM sensor. Thus, a portion of the exhaust gas as a sample can be directed through openings 244 into the PM sensor unit 200. The first outer tube 210 may not contain any holes on its downstream surface 258.

The PM sensor unit 200 also includes a second inner tube 220 completely enclosed in the first outer tube 210. The second inner tube 220 may be positioned so that its central axis is parallel to the central axis of the first outer tube 210. In the example of FIG. 2, the central axis XX of the second inner tube 220 coincides with the corresponding central axis XX of the first outer tube 210, whereby the arrangement of the second inner tube inside the first outer tube is concentric. Therefore, an annular space (not shown in FIG. 2) may be formed between the first outer tube 210 and the second inner tube 220. In particular, an annular space may be formed between the outer surface of the second inner tube 220 and the inner surface of the first outer tube 210. In other embodiments, the central axis of the first outer tube 210 may not coincide, but be parallel to the central axis of the second inner tube 220. However, the annular space between the first outer tube and the second inner tube may be stored.

The second inner tube 220 also includes openings 246 (or inlets 246) on the downstream surface 252 of the second inner tube 220. The openings 246 can function as inlets for sampling, as a sample, a portion of the exhaust gases drawn into the first outer tube 210 Also, the second inner tube may not contain inlets on its upstream surface 260. Like inlets 244, inlets 246 may be round or rectangular. In the example of FIG. 2A, the inlets 246 may include a number of circular holes located in a line along the vertical axis of the second inner tube 220 parallel to the central axis (eg, central X-X ') of the second inner tube 220. However, in another embodiment, as shown in FIG. 2B, one or more inlets 246 may be rectangular. In particular, the inlets 246 may be in the form of rectangles with a first pair of parallel sides longer than a second pair of parallel sides. In addition, rectangular inlets 246 may be located on the second inner tube 220 so that the first pair of parallel sides is parallel to the central axis of the second inner tube 220. In the example of FIG. 2B, inlets 246 may include only one rectangular opening. However, in other examples, inlets 246 may include several rectangular openings. Inlets 246 may be located all the way from the bottom surface 264 of the second inner tube 220 to the upper surface 250 of the PM sensor unit 200. In other examples, as shown in FIG. 2A-2B, the inlets may not be located all the way from the lower surface 264 to the upper surface 250, but be entirely concentrated within the downstream surface 252 of the second inner tube 220. The downstream surface 252 of the second inner tube 220 contains a surface located almost at right angles to the direction of the exhaust gas flow in the exhaust channel and facing after it. In addition, the downstream surface 252 of the second inner tube 220 is located inside the first outer tube 210 and therefore does not directly contact the exhaust gas stream in the exhaust channel 48 of FIG. 1. However, the downstream surface 252 may be in direct contact with the portion of the exhaust gas passed through the openings 244 of the first outer tube 210. Therefore, the portion of the exhaust gas passed into the PM sensor unit 200 through the openings 244 of the first outer tube 210 can be directed into the inner the space (not shown) inside the second inner tube 220 through the openings 246 of the second inner tube 220. So, the second inner tube 220 may contain an empty inner space.

The PM sensor unit 200 also includes a PM sensor 232 located in the inner space inside the second inner tube 220. Therefore, the PM sensor 232 can be completely enclosed within the second inner tube 220, which, in turn, can be surrounded by the first outer tube 210. The first the outer tube and the second inner tube can thus serve as protective covers or insulation for the PM sensor.

The PM sensor 232 may include an electrical circuit 234 on the first surface 236. The PM sensor 232 can also be located inside the second inner tube 220 so that the first surface 236 faces the group of holes 246 on the downstream surface 252 of the second inner tube 220. Consequently, a portion of the exhaust gas directed into the inner empty space inside the second inner tube 220 may leak onto the first surface 236 of the PM sensor 232. The deposition of particulate matter from a portion of the exhaust gas on the first surface 236 may create a short circuit in the electrical circuit 234 and change, for example, the output current or voltage of the PM sensor 232. Therefore, the output of the PM sensor 232 can be used to determine the total amount of particulate matter in the exhaust sample measured by the sensor.

The second inner tube 220 may be in fluid communication with the exhaust channel through one or more channels 242, which, in the examples shown in FIG. 2A and 2B may be located on the side surfaces 256 of the PM sensor unit. The lateral surfaces 256 can be directed almost tangentially to the direction of the flow of exhaust gases in the exhaust channel. Channels 242 hydraulically communicate only the inside of the inside of the second inner tube 220 with an exhaust channel, only passing a portion of the exhaust gases inside the second inner tube 220 from the PM sensor unit 200. The channels 242 can be formed in the form of passages with walls, and these walls block access to the annular space between the first outer tube 210 and the second inner tube 220. Therefore, the channels 242 can be isolated from the first outer tube 210. Accordingly, a portion of the exhaust gas drawn into the first outer tube 210, can only flow into the second inner tube 220 and cannot leave the PM sensor unit directly from the first outer tube 210. Thus, the portion of the exhaust gases in the empty inner is simple anstve second inner tube 220 may exit through one or more channels 242 located on the side surfaces of the sensor unit 256 PM. In the examples shown in FIG. 2A-2B, one or more of the output channels 242 may have a circular cross-section and be arranged in a row on the side surfaces 256 along an axis parallel to the central axis X-X 'of the first outer tube 210. However, in other examples, one or more of the output channels 242 may have rectangular section. In other examples, which will be described in more detail with reference to FIG. 7A, 7B, 8A, and 8B, one or more of the output channels 242 may start on the bottom surface 264 of the second inner tube 220 and may pass exhaust gases from the bottom of the PM sensor unit 200 through the bottom surface 262 of the first outer tube 210.

In the example of FIG. 2A and 2B, both the first outer tube 210 and the second inner tube 220 may be of circular cross section. In other embodiments, tubes of a different cross section may be used. In one example, the first outer tube 210 and the second inner tube 220 may be hollow tubes of metal capable of withstanding elevated temperatures in the exhaust duct. In another example, other materials may be used. In addition, the first outer tube and the second inner tube can be made of different materials. The material for the manufacture of the first outer tube and the second inner tube can be selected taking into account the need to withstand the effects of water droplets from FTDCH.

The PM sensor unit 200 may be mounted in the outlet channel 48 (FIG. 1) so that the upper surface 250 of the PM sensor unit is firmly attached to the wall of the outlet channel. The fastening of the PM sensor unit 200 to the exhaust channel wall will be described in detail below with reference to FIG. 3.

The first outer tube 210 may include one or more drainage holes 248 distributed over the bottom surface 262 to remove water droplets and large solid particles from the PM sensor unit 200. The size, quantity and location of the drainage holes 248 may depend on the design parameters of the PM sensor unit. In the example of the PM sensor unit 200, two drainage holes 248 are shown. In other embodiments, the number of drainage holes may be larger or smaller. Their size and location may also differ from those shown in the example.

The second inner tube 220 can be completely sealed and closed on the lower surface 264. Sealing of the second inner tube 220 on the lower surface 264 can be provided in the manufacture of the PM sensor unit 200. Closing the bottom surface 264 may also allow the exhaust gas portion inside the second inner tube 220 to exit exclusively through channels 242. Additional data on the PM sensor unit 200 will be described in detail below with reference to FIG. 3-4.

The PM sensor unit 200 may be located in the exhaust channel 48 and is configured to take samples of exhaust gases flowing therein. A portion of the exhaust gas can enter the PM sensor unit 200 and the first outer tube 210 through openings 244 on the upstream surface 254 of the first outer tube 210. A portion of the exhaust gas can flow outside onto the upstream surface 260 of the second inner tube 220, and then circulate through the annular space formed between the first outer tube 210 and the second inner tube 220. Then, a portion of the exhaust gas can enter the second inner tube 220 through openings 246 to the Proposition downstream surface 252 of the second inner tube 220 and face the first surface 236 of the sensor 232 PM. At the end, a portion of the exhaust gas can leave the second inner tube 220 (and the PM sensor unit) through channels 242 and mix with the rest of the exhaust gas in the exhaust channel 48.

The PM sensor 232 may be coupled to a heater (not shown) to burn accumulated solid particles, such as ash, and thus may be regenerated. So the PM sensor can be returned to a state that is more suitable for issuing reliable information about the exhaust gases. This information may include diagnostic data on the state of the photoforming liquid dysfunction, according to which it is possible to establish at least partially the presence of leaks from the photoformal respiratory depression.

Turning to FIG. 3, which is a schematic longitudinal sectional view 300 of a PM sensor unit 200 in a longitudinal plane along line D-D 'in FIG. 2. In the disclosed example, the PM sensor unit 200 is installed inside the exhaust pipe 310 (or pipe 310), with the exhaust gases flowing in region 320. The exhaust pipe 310 may be part of the exhaust channel 48 of FIG. 1. In the depicted in FIG. In an example 3, the exhaust gases flow towards the viewer within area 320. Therefore, the viewer is located downstream of the PM sensor unit 200 and is looking upstream. Components previously disclosed in FIG. 1, 2A and 2B, have the same item numbers in FIG. 3-4 and do not open again.

On a view of 300 in the section shown in FIG. 3, the PM sensor unit 200 is shown disposed radially in the exhaust pipe 310 and attached to the arch of the exhaust pipe 310 (vertically). For example, the PM sensor unit 200 may be inserted through a central hole (not shown) in the boss 344 and attached to the exhaust pipe 310. In this case, the boss 344 may be welded and attached to the exhaust pipe 310 at the outer edge 372. In other examples, the boss 344 can be attached to the exhaust pipe 310 in other ways, for example: soldered with brazing alloy, glued, etc., and also fastened in other places, including the outer edge 372.

In the example shown, the PM sensor block 200 may be screwed into the boss 344. For example, the internal thread on the inner surface of the boss’s central hole 344 may engage with the external thread on a portion of the connection unit 314 attached to the PM sensor block 200. In other embodiments, other attachment methods may be used to attach the PM sensor unit 200 to the boss 344 and therefore to the exhaust pipe 310. By inserting the PM sensor unit 200 into the boss 344 and attaching it to it and, accordingly, to the exhaust pipe 310, it is possible to form a tight connection between the upper surface 250 of the PM sensor unit 200 and the exhaust pipe 310 through the boss 344 to ensure no leaks. Thus, the exhaust gases flowing around the PM sensor unit 200 in the exhaust pipe 310 cannot leak into the atmosphere through a sealed connection.

In other examples, the PM sensor unit 200 may be located elsewhere along the exhaust pipe 310. The PM sensor unit 200 may also be connected to a connection unit 314, which may be operatively connected to the controller.

As was disclosed above with reference to FIG. 2A and 2B, the second inner tube 220 may be completely enclosed in the first outer tube 210. An annular space 364 may form between the first outer tube and the second inner tube. A PM sensor 232 may be located inside the second inner tube 220 so that the first surface 236 is electrically chain 234 will be facing downstream (and toward the viewer). The second inner tube 220 may be sealed on its entire lower (vertical) surface 264, i.e. there will be no openings on the lower surface 264. At the same time, the first outer tube 210 may include one or more drainage holes 248 on its lower (vertical) surface 262 to remove water droplets and large solid particles that may be present in the annular space 364 between the first outer tube 210 and the second inner tube 220.

In FIG. 3 also shows channels 242 hydraulically communicating the interior space 348 of the second inner tube 220 with a region 320 inside the exhaust pipe 310. Channels 242 may begin from the side surfaces 326 of the second inner tube 220 and pass exhaust gases into the interior 348 to exit the PM sensor unit 200 . Channels 242 may terminate on the side surfaces 324 of the first outer tube 210 of the PM sensor unit 200. The lateral surfaces 256 of the PM sensor unit 200, including the lateral surfaces 324 of the first outer tube, are directed almost tangentially to the direction of exhaust flow in the exhaust pipe 310. In addition, the lateral surfaces 324 of the first outer tube 210 can directly contact the exhaust gases flowing in the exhaust pipe 310.

It should be understood that the dimensions (for example, diameter) of the group of holes 244 distributed over the upstream surface 254 of the first outer tube, and the sizes of the group of holes 246 on the downstream surface 252 of the second inner tube can be optimized by simulation using any IOT computational fluid dynamics tool (CFD) to provide an acceptable gas flow rate inside the PM sensor unit 200. The model can also optimize the size of the openings 244 and 246 to improve flow uniformity. If the openings are optimized, it will be possible to provide a satisfactory sampling of the exhaust gases and increase the uniformity of the flow, as a result of which solid particles will be more evenly deposited on the first surface 236 of the PM sensor.

In the example shown, each group of holes — 244 and 246 — contains six holes, as shown in FIG. 2. However, in other embodiments, each group or set of holes may contain more or less holes. Similarly, in the example of FIG. 3 channels 242 on the side surfaces 256 contain three channels on each side surface. In other embodiments, each group of channels may contain more or fewer channels. The number of holes and channels may also depend on the dimensions of the first outer tube 210 and the second inner tube 220.

In FIG. 4A, 4B, and 4C are schematic cross-sectional views of the PM sensor unit 200 along planes A-A ', B-B', and C-C, respectively. Components previously presented in FIG. 2 and 3 have the same item numbers and are not re-opened.

Turning to FIG. 4A depicting a cross-sectional view 410 along the plane A-A ′ in FIG. 2, view (410) comprising a cross-section of the PM sensor unit with one or more upstream inlet openings 244 facing an impending exhaust gas stream, one or more downstream inlet openings 246 on the second inner tube and channels 242 An example of a sampling method using the PM sensor unit 200 will be described in detail below with reference to FIG. 2, 3 and 4A.

As the exhaust gas flows from right to left in FIG. 4A, an exhaust gas portion 432 may enter the PM sensor unit 200 through one or more inlets 244 on the upstream surface 254 of the first outer tube 210. The exhaust gas portion 432 may flow externally onto the upstream surface 260 of the second inner tube 220 and then moves through the annular space 364 formed between the inner surface of the first outer tube 210 and the outer surface of the second inner tube 220. Thus, the second inner tube 220 can an insulating sheath to serve for the sensor 232 PM, reducing heat loss 232 PM sensor during the regeneration time. The exhaust gas portion 432 may be directed to the downstream edge of the annular space 364. In this case, although the channels 242 appear to block the passage of the exhaust gas portion 432, the exhaust portion 432 may flow either above or below channel 242 in the annular space 364.

A portion 432 of the exhaust gas may contain water droplets, for example, from FTDCH, and large solid particles and other dispersed components. In one example, water droplets and large solid particles can be deposited on the upstream surface 260 of the second inner tube 220 after a portion of the exhaust gas 4 leaks onto it. In this case, the deposited water droplets and large solid particles can be lowered onto the lower surface of the first outer tube 210 and removed through the drainage holes 248. In yet another example, water droplets and large solid particles can be transported through the annular space 364.

Then, the exhaust gas portion 432 can enter the inner space 348 inside the second inner tube 220 through one or more inlets 246 on the downstream surface of the second inner tube 220. In this case, the exhaust gas portion 432 changes the flow direction by 180 degrees to enter the second inner tube 220 from the annular space 364. In this example, water droplets and large solid particles are unable to change the direction of their flow due to their increased inertia and may precipitate inside and on the downstream surface of the first outer tube 210. These particles and droplets may eventually settle by gravity onto the lower surface 262 of the first outer tube 210 and be removed through drainage holes 248.

When a portion of the exhaust gas 432 enters the second inner tube 220 through the inlet 246, the exhaust gas may collide with the first surface 236 of the PM sensor 232. When the exhaust gas collides with the surface of the PM sensor, instead of flowing a sample of exhaust gas from the edge to the edge of the surface of the PM sensor, the uniformity of PM deposition can increase. As described above with reference to FIG. 2, the first surface 236 may comprise an electrical circuit 234 so that particles, such as soot, can settle on the first surface 236 and can be detected by the electrical circuit 234. The exhaust gas portion 432 may then leave the interior space 348 of the second inner tube 220 and, accordingly, PM sensor unit 200 through channels 242.

So, when the portion of the exhaust gas 432 enters the PM sensor unit 200, it may flow first into the first outer tube 210, then into the second inner tube 220, and then leave the PM sensor block through channels 242. Therefore, the exhaust gas portion 432 cannot enter into the second inner tube 220 directly. In addition, the exhaust gas portion 432 can exit the first outer tube 210 only by passing through the second inner tube 220. The inlet openings 244 hydraulically connect the exhaust channel to the annular space 364 inside the first outer pipe 210, and the inlet openings 246 hydraulically communicate the annular space 364 s the inner space 348 inside the second inner tube 220. In addition, the channels 242 hydraulically communicate the inner space 348 inside the second inner tube 220 with the exhaust channel.

Despite the fact that the first outer tube 210 contains drainage holes 248, the main volume of the portion 432 of the exhaust gas may flow from the annular space 364 inside the first outer tube 210 into the inner space 348 of the second inner tube 220 due to inertia and static pressure.

It should be understood that the portion of exhaust gas 432 can change the flow direction three times: the first time that the portion of exhaust gas enters the first outer tube 210 and rotates to flow in a circle in the annular space 364, the second time that the portion 432 of exhaust gas enters the second the inner tube 220 from the openings 246, and the third time when a portion 432 of the exhaust gas collides with the PM sensor and turns to exit the PM sensor block. These changes in flow direction can help increase flow uniformity and reduce flow in the PM sensor unit.

Turning to FIG. 4B, which is a cross-sectional view of 420 along the plane BB 'in FIG. 2, the plane contains a cross-section of the PM sensor unit with an upstream opening 244 facing the exhaust stream and an upstream opening 246 on the second inner tube. View 420 in cross section does not contain channels 242. In this case, a portion 432 of exhaust gases drawn into the first outer tube 210, unhindered, compared with view 410 in cross section, flows through the annular space 364.

FIG. 4C is a cross-sectional view 430 along the CC plane in FIG. 2, wherein the cross-sectional view 430 comprises a cross section of the PM sensor unit, including channels 242 but not including openings 244 and 246.

A portion 432 of exhaust gas in the interior space 348 may leave the second inner tube 220 through channels 242 and mix with the rest of the exhaust gas flow surrounding the PM sensor unit 200. Channels 242 are shown hydraulically communicating the interior space 348 of the second inner tube 220 with an outlet channel. In addition, the channels 242 do not hydraulically connect the annular space 364 to the outlet channel and can be separated from the annular space 364 by the walls of the channels 328. Therefore, the exhaust gases in the annular space 364 can be isolated from the channels 242 and cannot leave the annular space 364 through the channels 242. The exhaust gases in the annular space 364 can leave the annular space 364 through the downstream openings 246 on the second inner tube 220.

Channels 242 may be made of the same material as the first outer tube and the second inner tube. In other examples, the channels 242 may be made of other materials that can provide ease of manufacture and functionality. In addition, the first outer tube 210, the second inner tube 220, and channels 242 may be made of different materials. Channels 242 can be attached to the first outer tube and the second inner tube in various ways: by welding, soldering, glue, etc. In one example, any channel can be made in the form of a hollow cylinder without end caps. Therefore, the cylindrical channel may contain a wall curved in plan without end surfaces. The first outer tube and the second inner tube may also contain passages or holes drilled in their side surfaces (324, 326) to accommodate the channels. The size of the holes can provide a tight fit of the channels. In addition, the passages of the first outer tube and the second inner tube can be located on one straight line with each other. For example, the first passage on the side surface of the first outer tube may be located on a straight line with the second passage drilled in the side surface of the second inner tube. As a result, each channel can be installed through a pair of holes and attached to them at the ends of the channel. In particular, the channel can be inserted with the first end into the first hole on the side surface of the first outer tube, and the second end of the channel can be inserted into the second hole in the side surface of the second inner tube. In addition, the first end and the second end of the channel can be attached to the first and second holes on the first outer tube and the second inner tube, respectively. So you can create a hydraulic message between the inner space enclosed inside the second inner tube, and the outlet channel. In this case, the first outer tube cannot be hydraulically communicated through the channels with the outlet channel.

So, in this application, one embodiment of a particulate sensor (PM) unit is proposed comprising a first outer tube with a number of gas inlets on an upstream surface, a second inner tube with a number of gas inlets on a downstream surface and particulate sensor located inside the second inner tube. The upstream surface may be a surface located at right angles to the exhaust gas flow in the exhaust channel and facing it, and the downstream surface may be a surface facing the exhaust gas flow in the exhaust channel.

In addition, a second inner tube may be located in the first outer tube so that the central axis of the second inner tube is parallel to the central axis of the first outer tube. In addition, both the first outer tube and the second inner tube can be sealed in the upper vertical part when installed in the exhaust system of a vehicle made with the possibility of movement on the road. The first outer tube may also contain several drainage holes on the vertical bottom surface. In addition, the vertically lower surface of the second inner tube may be leakproof. The particle sensor inside the second inner tube may comprise an electrical circuit on the first surface and may be located inside the second inner tube so that the first surface with the electrical circuit faces the downstream surface of the second inner tube.

Turning to FIG. 5 illustrating the flow around a medium (eg, exhaust gas) of the PM sensor unit 200. The location indicated by the letter “A” corresponds to the upstream surface 254 of the first outer tube 210, the location indicated by the letter “B” corresponds to the downstream surface 258 of the first outer tube 210, and the locations indicated by the letters “C” and “ D "correspond to the side surfaces 324 of the first outer tube 210 of the PM sensor unit 200.

In FIG. 6 is a graphical representation of a fluid dynamics calculation result for the structure of FIG. 5. According to this result, the gas flow around the PM sensor unit 200 and, in particular, the first outer tube 210, causes a change in static pressure on the outer surface of the sensor unit. In FIG. 6 also shows that increased static pressure may occur in the upstream region, and reduced static pressure may be present on any of the side surfaces C and D. In addition, the static pressure at location B may be higher than on the side surfaces C and D, but below the static pressure at location A. In other words, the location of the inlets at location A (and, to a lesser extent, at location B) and the outlet channels on the side surfaces C and D may be more preferable for sampling exhaust gases. Low static pressure on the side surfaces contributes to the natural exhaust exhaust from the PM sensor unit, and high static pressure at location A (and, to a lesser extent, location B) can help exhaust exhaust into the PM sensor unit. In the embodiments disclosed herein, inlets and outlets can be positioned to take advantage of this phenomenon.

Turning to FIG. 7A and 7B illustrating modified embodiments of the PM sensor unit 200 of FIG. 2-6. Variants of the PM sensor unit 200 shown in FIG. 7A and 7B may be similar to the embodiments of the PM sensor unit 200 shown in FIG. 2A and 2B, respectively, except that the output channels 242 can be located on the bottom of the PM sensor unit 200, and not on the side surfaces 256. In other words, the only difference between the embodiments of the PM sensor unit 200 in FIG. 7A and 7B and FIG. 2-6 may consist in the location of the output channels 242 on the block 200 of the PM sensor. In this regard, the components of the PM sensor unit 200 already disclosed in FIG. 2-6, may not be disclosed again in the description of FIG. 7A and 7B in this application. In addition, the shape, orientation and location of the inlet openings 244 and 246 in FIG. 7A may be the same as in FIG. 2A. That is, the inlets 244 of FIG. 7A may be of circular cross section located on the upstream surface of the first outer tube 210 and in one line along the central axis X-X 'of the first outer tube 210. Similarly, inlets 246 may be of circular cross section located on the downstream the surface of the second inner tube 220 and on one line along the central axis (for example, X-X ') of the second inner tube 220. In addition, the shape, orientation and location of the inlets 244 and 246 in FIG. 7B may be the same as in FIG. 2B. That is, the inlets 244 of FIG. 7B may be of rectangular cross-section, located on the upstream surface of the first outer tube 210 and oriented so that the longer first pair of parallel sides of the hole is parallel to the central axis of the first outer tube 210. Similarly, inlets 246 of FIG. 7B may be of rectangular cross section, located on the downstream surface of the second inner tube 220 and oriented so that the longer first pair of parallel sides of the hole is parallel to the central axis of the second inner tube 220.

In an embodiment of the PM sensor unit 200 in FIG. 7A and 7B, one or more output channels may hydraulically connect an inner region of the second inner tube 220 to an outside region of the PM sensor unit 200. Channels 242 may begin on the lower surface 264 of the second inner tube 220 and pass exhaust gases located in the interior of the second inner tube 220 from the PM sensor unit 200. In addition, the channels 242 can end on the lower surface 262 of the first outer tube 210 of the PM sensor unit 200. The bottom surface 262 is substantially parallel to the direction of exhaust flow outside the PM sensor unit 200. The channels 242 can be isolated from the annular space between the first outer tube 210 and the second inner tube 220. Therefore, the channels 242 can block the exhaust from the annular space between the first outer tube 210 and the second inner tube 200 from the PM sensor unit while they are will not pass through the inlets 246 on the second inner tube 220. So the channels 242 can provide exhaust gas from the PM sensor unit 200 exclusively from the second inner tube 220.

Thus, an embodiment of the PM sensor unit 200 shown in FIG. 7A and 7B may be similar to the embodiment of FIG. 2A and 2B, in that it is located in the exhaust channel 48 and is configured to take samples of exhaust gases flowing in the exhaust channel. A portion of the exhaust gas can enter the PM sensor unit 200 and the first outer tube 210 through openings 244 on the upstream surface 254 of the first outer tube 210. A portion of the exhaust gas can flow outside onto the upstream surface 260 of the second inner tube 220, and then circulate through the annular space between the first outer tube 210 and the second inner tube 220. A portion of the exhaust gas can then enter the second inner tube 220 through the openings 246 on the lower downstream of surface 252 of second inner tube 220 and may collide with first surface 236 of PM sensor 232. However, embodiments of the PM sensor unit 200 in FIG. 7A and 7B may differ from those shown in FIG. 2A and 2B in that a given portion of exhaust gas can leave the second inner tube 220 (and the PM sensor block) through channels 242 located on the bottom of the PM sensor block 200, and not on the side surfaces.

Turning to FIG. 8A and 8B illustrating modified versions of the PM sensor unit 200 shown in FIG. 7A and 7B. Variants of the PM sensor unit 200 shown in FIG. 8A and 8B of the present application may be similar to the embodiments of the PM sensor unit 200 shown in FIG. 7A and 7B, respectively, with the exception that the inlets 244 may be located around the circumference of the PM sensor unit 200, and not along an axis parallel to the central axis X-X 'of the first outer tube 210. As in FIG. 7A and 7B, output channels 242 may be located on the bottom of the PM sensor unit 200, and not on the side surfaces 256. In other words, the only difference between the options of the PM sensor unit 200 in FIG. 8A and 8B and FIG. 7A and 7B may consist of arranging inlets 244 on the PM sensor unit 200. In this regard, the components of the PM sensor unit 200 already disclosed in FIG. 2-7, may not be disclosed again in the description of FIG. 8A and 8B in this application.

In addition, the shape, orientation and location of the inlet openings 244 and 246 in FIG. 8A may be the same as in FIG. 2A and 7A. That is, as shown in FIG. 8A, the inlet openings 246 may be of circular cross section located on the downstream surface 252 of the second inner tube 220 and on one line along the central axis (eg, X-X ') of the second inner tube 220. In addition, the shape, orientation, and location inlets 246 in FIG. 8B may be the same as in FIG. 2B and 7B. That is, as shown in FIG. 8B, inlets 246 of FIG. 8B may be of rectangular cross-section, located on the downstream surface of the second inner tube 220 and oriented so that the longer first pair of parallel sides of the hole is parallel to the central axis of the second inner tube 220. It is important to note that in other examples, the inlets 246 may be located on the upstream surface 260 or on the side surfaces of the second inner tube 220.

In the example of the PM sensor unit 200 shown in FIG. 8A and 8B, inlets 244 may be located around the circumference of the first outer tube 210. In particular, inlets 244 may be located near the base of the PM sensor unit 200, closer to the bottom surface 262 of the first outer tube 210 than to the upper surface 250 of the block 200 PM sensors. The inlet openings 246 may be located above the inlet openings (vertically on the central axis X-X '). So, after entering the annular space between the first outer tube 210 and the second inner tube 220 through the inlets 244, the exhaust gases can flow upward before they enter the second inner tube 220 through the inlets 246. Thus, water droplets and large solid particles cannot change the direction of their flow due to their high inertia, and can leave the PM sensor unit through one or more holes 244 on the downstream surface 258 of the first outer tube 210. Therefore, it is possible to reduce the impact of water droplets and large solid particles on the 232 PM sensor. Thus, in the example of the PM sensor unit 200 shown in FIG. 8A and 8B, the PM sensor unit 200 may not contain drainage holes 248, since one or more holes 244 on the downstream surface 258 near the lower surface 262 can serve to remove water droplets and large solid particles. In this regard, by arranging the inlets 244 around the circumference of the first outer tube 210, two goals can be achieved in the embodiment of the PM sensor unit 200 shown in FIG. 8A and 8B. Namely, the inlets 244 can be used to suck in a portion of the exhaust gas on the upstream surface of the PM sensor unit 200 and to discharge water droplets and large solid particles from the PM sensor unit 200 on the downstream surface of the first outer tube 210.

Thus, an embodiment of the PM sensor unit 200 shown in FIG. 8A and 8B may be similar to that shown in FIG. 7A and 7B in that it can be located in the exhaust channel 48 and is configured to take samples of exhaust gases flowing in the exhaust channel. A portion of the exhaust gas may flow into the PM sensor unit 200 and the first outer tube 210 through openings 244 located near the bottom of the first outer tube 210. Water droplets and large solid particles can run externally onto the upstream surface 260 of the second inner tube 220, and then circulate through the annular space between the first outer tube 210 and the second inner tube 220 and exit through openings 244 located on the downstream surface of the first outer tube 21 0. A portion of the exhaust gas may then enter the second inner tube 220 through openings 246 on the second inner tube 220 and collide with the first surface 236 of the PM sensor 232. A portion of the exhaust gas may then exit the second inner tube 220 (and the PM sensor block) through channels 242 on the bottom of the PM sensor block 200.

Turning to FIG. 9A, a schematic longitudinal sectional view of 900 of embodiments of the PM sensor unit 200 shown in FIG. 7A and 7B, in a longitudinal plane along the line D-D 'in FIG. 2, 7A and 7B. Thus, the view 900 in longitudinal section can be similar to the view 300 in longitudinal section, except that it can be shown options block 200 of the PM sensor shown in FIG. 7A and 7B, and not the options presented in FIG. 2A and 2B. Therefore, the only difference between the view 900 in longitudinal section and the view 300 in longitudinal section can be the location of the output channels 242 on the block 200 of the PM sensor. In the disclosed example, the PM sensor unit 200 is installed in the exhaust pipe 310 (or conduit 310), and the exhaust gas flows in region 320. The exhaust pipe 310 may be part of the exhaust channel 48 of FIG. 1. In the depicted in FIG. In the example 3, the exhaust gases flow towards the viewer in area 320. Therefore, the viewer is located downstream of the PM sensor unit 200 and looks upstream. Components previously disclosed in FIG. 1, 2A, 2B, 3, 7A and 7B, have the same item numbers in FIG. 9 and may not be reopened.

As was disclosed above with reference to FIG. 7A and 7B, a second inner tube 220 may be completely enclosed within the first outer tube 210. An annular space 364 may be formed between the first outer tube and the second inner tube. A PM sensor 232 may be located inside the second inner tube 220 so that the first surface 236 c electrical circuit 234 was facing downstream (and toward the viewer). The second inner tube 220 may not be sealed over the entire area of its lower (vertical) surface 264, that is, one or more holes may be on the lower surface 264. In particular, the openings on the bottom surface 264 may be the outlet channels 242. The outlet channels 242 may hydraulically communicate the inner space 348 of the second inner tube 220 with the region 320 in the exhaust pipe 310. The channels 242 may begin on the bottom surface 264 of the second inner tube 220 and pass the spent gases in the interior 348 from the PM sensor unit 200. In addition, the channels 242 can end on the lower surface 262 of the first outer tube 210 of the PM sensor unit 200. The lower surface 264 of the first outer tube is substantially parallel to the direction of exhaust flow in the exhaust pipe 310. Also, the lower surface 262 of the first outer tube 210 can be in direct contact with the exhaust gas flowing in the exhaust pipe 310.

The exhaust gases located in the inner space 348 can leave the second inner tube 220 through channels 242 and mix with the rest of the exhaust gas stream surrounding the PM sensor unit 200. Channels 242 are shown hydraulically communicating the interior space 348 of the second inner tube 220 with an outlet channel. In addition, the channels 242 do not hydraulically connect the annular space 364 to the outlet channel and can be separated from the annular space 364 by the walls 328 of the channels. Therefore, the exhaust gases in the annular space 364 can be isolated from the channels 242 and cannot leave the annular space 364 through the channels 242.

As disclosed in the example of FIG. 9A, output channels 242 may include one channel. However, in other embodiments, the number of output channels 242 may be larger. The number of channels may also depend on the dimensions of the first outer tube 210 and the second inner tube 220.

Turning to FIG. 9B, which is a schematic longitudinal sectional view of 950 embodiments of the PM sensor unit 200 shown in FIG. 8A and 8B, in a longitudinal plane along the line D-D 'in FIG. 2, 7A, 7B, 8A and 8B. Thus, a longitudinal section view 950 may be similar to a longitudinal section view 900, except that it may depict embodiments of the PM sensor unit 200 shown in FIG. 8A and 8B, instead of the embodiments presented in FIG. 7A and 7B. Therefore, embodiments of the PM sensor unit 200 shown in FIG. 9B may differ from those shown in FIG. 9A, in that the PM sensor unit 200 in FIG. 9B may not include drainage holes 248 on the bottom surface 262 of the outer tube 210. Instead, the inlets 244 may be located around the circumference of the outer tube 210, as disclosed above with reference to FIG. 8A and 8B. However, the location of one or more output channels 242 may be the same as in FIG. 9A. In the disclosed example, the PM sensor unit 200 is installed in the exhaust pipe 310 (or conduit 310), and the exhaust gas flows in region 320. The exhaust pipe 310 may be part of the exhaust channel 48 of FIG. 1. In the example shown in FIG. 3, the exhaust gases flow towards the viewer in region 320. Therefore, the viewer is located downstream of the PM sensor unit 200 and looks upstream. Components previously disclosed in FIG. 1, 2A, 2B, 3, 7A, 7B, 8A, 8B and 9A have the same reference numbers in FIG. 9 and may not be reopened.

Since the inlet openings 244 may be arranged around the circumference of the outer tube 210 in the embodiment of the PM sensor unit 200 shown in FIG. 8A, 8B and 9B, a longitudinal sectional view 950 may include inlets 244 on the outer tube 210. In particular, as disclosed above with reference to FIG. 8A and 8B, the inlet openings 244 may be located closer to the lower surface 262 of the outer tube 210 than to the upper surface 250. A portion of the exhaust gas flowing in the exhaust pipe 310 may enter the outer tube 210 into the annular space 364 through the inlet 244. In addition, water droplets and large solid particles can also exit the PM sensor unit 200 through the inlet openings 244 on the outer tube 210. Therefore, the inlet openings 244 can also function as the drainage holes 248 disclosed above with reference to Coy in FIG. 2A, 2B, 7A, 7B and 9A. Therefore, in the embodiment of the PM sensor unit 200 shown in FIG. 8A, 8B, and 9B, the PM sensor unit 200 may not include drainage holes 248.

All other aspects of an embodiment of the PM sensor block 200 shown in FIG. 9B may be similar to embodiments of the PM sensor unit 200 disclosed previously in FIG. 9A, or similar to them.

For example, as has been disclosed above with reference to FIG. 8A and 8B, the second inner tube 220 may be completely enclosed within the first outer tube 210. An annular space 364 may be formed between the first outer tube and the second inner tube. A PM sensor 232 may be located inside the second inner tube 220 so that the first surface 236 c electrical circuit 234 was facing downstream (and toward the viewer). The second inner tube 220 may not be sealed over the entire area of its lower (vertical) surface 264, therefore, one or more holes may be present on the lower surface 264. In particular, the openings on the bottom surface 264 may be the outlet channels 242. The outlet channels 242 may hydraulically communicate the inner space 348 of the second inner tube 220 with the region 320 in the exhaust pipe 310. The channels 242 may begin on the bottom surface 264 of the second inner tube 220 and pass the spent gases in the interior 348 from the PM sensor unit 200. In addition, the channels 242 can end on the lower surface 262 of the first outer tube 210 of the PM sensor unit 200. The lower surface 264 of the first outer tube is substantially parallel to the direction of exhaust flow in the exhaust pipe 310. Also, the lower surface 262 of the first outer tube 210 can be in direct contact with the exhaust gas flowing in the exhaust pipe 310.

The exhaust gases located in the inner space 348 may leave the second inner tube 220 through channels 242 and mix with the rest of the exhaust gas stream surrounding the PM sensor unit 200. Channels 242 are shown hydraulically communicating the interior space 348 of the second inner tube 220 with an outlet channel. In addition, the channels 242 do not hydraulically connect the annular space 364 to the outlet channel and can be separated from the annular space 364 by the walls 328 of the channels. Therefore, the exhaust gases in the annular space 364 can be isolated from the channels 242 and cannot leave the annular space 364 through the channels 242.

As disclosed in the example of FIG. 9B, output channels 242 may include one channel. However, in other embodiments, the number of output channels 242 may be larger. The number of channels may also depend on the dimensions of the first outer tube 210 and the second inner tube 220. In FIG. 10 is a schematic cross-sectional view of an embodiment of the PM sensor unit 200 shown in FIG. 7A and 7B, along plane AA. ' Therefore, the components previously disclosed in FIG. 2-7, have the same item numbers and are not re-opened.

Turning to FIG. 10, which is a cross-sectional view of 1000 along the plane A-A 'in FIG. 7A and 7B, where view (1000) comprises a cross section of the PM sensor unit with one or more upstream inlets 244 facing the exhaust stream and one or more downstream inlets 246 on the second inner tube. An example of a sampling method using the PM sensor unit 200 will be described in detail below with reference to FIG. 2-8.

As the exhaust gas flows from right to left in FIG. 4A, an exhaust gas portion 432 may enter the PM sensor unit 200 through one or more inlets 244 on the upstream surface 254 of the first outer tube 210. The exhaust gas portion 1032 may flow outside onto the upstream surface 260 of the second inner tube 220 and then moves through the annular space 364 formed between the inner surface of the first outer tube 210 and the outer surface of the second inner tube 220. Thus, the second inner tube 220 can It can serve as an insulating sheath for the 232 PM sensor, reducing the heat loss of the 232 PM sensor during regeneration. A portion 1032 of the exhaust gas may be directed to the downstream edge of the annular space 364.

A portion 1032 of the exhaust gas may contain water droplets, for example, from FTDCH, large solid particles and other dispersed components. In one example, water droplets and large solid particles can be deposited on the upstream surface 260 of the second inner tube 220 after a portion 1032 flows on it. In this case, the deposited water droplets and large solid particles can fall onto the lower surface of the first outer tube 210 and be removed through the drainage holes 248 (not shown in FIG. 10). In yet another example, water droplets and large solid particles can be transported through the annular space 364.

Then, the portion of the exhaust gas 1032 can enter the inner space 348 inside the second inner tube 220 through one or more inlets 246 on the downstream surface of the second inner tube 220. In this case, the portion of the exhaust gas 1032 changes the direction of flow by 180 degrees to enter the second inner tube 220 from the annular space 364. In this example, water droplets and large solid particles are unable to change the direction of their flow due to their increased inertia and may precipitate inside With the downstream surface of the first outer tube 210. These particles and droplets may eventually be attracted to the bottom surface 262 of the first outer tube 210 and removed through drainage holes 248.

If a portion of the exhaust gas 1032 enters the second inner tube 220 through the inlet 246, the exhaust gas may collide with the first surface 236 of the PM sensor 232. When the exhaust gas collides with the surface of the PM sensor, instead of flowing a sample of exhaust gas from the edge to the edge of the surface of the PM sensor, the uniformity of PM deposition can increase. As described above with reference to FIG. 2, the first surface 236 may comprise an electrical circuit 234 so that particles, such as soot, can settle on the first surface 236 and can be detected by the electrical circuit 234. The exhaust gas portion 1032 may then leave the interior space 348 of the second inner tube 220 and, accordingly, the PM sensor unit 200 through channels 242 (not shown) in the bottom of the PM sensor unit. After a collision with the 232 PM sensor, the portion of exhaust gas 1032 can rotate 90 degrees downward and flow to the bottom of the PM sensor unit 200, and then exit through the lower surfaces 264 and 262 of the PM sensor unit 200.

Thus, the exhaust gas flow 1032 in FIG. 10 may differ from the exhaust stream 432 in FIG. 4 in that after a collision with the 232 PM sensor, the exhaust gases, instead of flowing out through the side surfaces 256 of the PM sensor block, as in FIG. 4 can exit through the lower surfaces 264 and 262 of the PM sensor unit 200. In other words, the only difference between the exhaust streams in FIG. 4 and FIG. 10, is that the exhaust stream in FIG. 10 may leave the PM sensor unit 200 through the bottom, and not through the side surfaces.

So, when a portion of exhaust gas 1032 enters the PM sensor unit 200, it may flow first into the first outer tube 210, then into the second inner tube 220, and then leave the PM sensor block through channels 242 that can be located at the bottom of the PM sensor block . A portion of the exhaust gas 1032 cannot enter the second inner tube 220 directly. In addition, the exhaust gas portion 1032 can exit the first outer tube 210 only by passing through the second inner tube 220. The inlet openings 244 hydraulically connect the exhaust channel to the annular space 364 inside the first outer pipe 210, and the inlet openings 246 hydraulically communicate the annular space 364 s the inner space 348 inside the second inner tube 220. In addition, the channels 242 hydraulically communicate the inner space 348 inside the second inner tube 220 with the exhaust channel.

Despite the fact that the first outer tube 210 contains drainage holes 248, the main volume of the portion of the exhaust gas 1032 may flow from the annular space 364 inside the first outer tube 210 into the inner space 348 of the second inner tube 220 due to inertia and static pressure.

It should be understood that the portion of exhaust gas 1032 can change the flow direction three times: the first time when the portion of exhaust gas enters the first outer tube 210 and rotates to flow in a circle in the annular space 364, the second time the portion of exhaust gas 1032 enters the second the inner tube 220 from the openings 246 and a third time when a portion of the exhaust gas 1032 collides with the PM sensor and turns down from the PM sensor block. These changes in flow direction can help increase flow uniformity and reduce flow in the PM sensor unit.

Turning to FIG. 11 illustrating the flow around a medium (for example, exhaust gas) of an PM sensor block 200 in an exhaust channel (for example, exhaust channel 48). In the example of FIG. 11, the exhaust gas flow in the exhaust channel is directed from right to left. The location indicated by the letter “F” corresponds to the upstream surface 254 of the first outer tube 210, the location indicated by the letter “G” corresponds to the downstream surface 258 of the first outer tube 210, and the location indicated by the letter “E” corresponds to the lower surface 262 of the first outer tube 210 of the PM sensor unit 200. The flow of gas around the PM sensor unit 200 and, in particular, the first outer tube 210, causes a change in static pressure on the outer surface of the sensor unit. Increased static pressure may occur in the upstream location F, and reduced static pressure may be present on the lower surface E. In addition, the static pressure at location G may be higher than at lower location E, but lower than the static pressure at location F In other words, the arrangement of the inlet openings at location F (and, to a lesser extent, at location G) and the outlet channels at lower location E may be more preferable for sampling exhaust gases. The low static pressure at lower location E naturally draws the exhaust gases out of the PM sensor unit, and the high static pressure at location F (and, to a lesser extent, location G) can facilitate the exhaust gas retraction into the PM sensor unit. In the embodiments disclosed herein, inlets and outlets can be positioned to take advantage of this phenomenon.

Turning to FIG. 12, illustrating a modified embodiment of the PM sensor unit 200 shown in FIG. 2-10. An embodiment of the PM sensor unit 200 shown in FIG. 12 may be similar to the embodiment of the PM sensor block 200 in FIG. 2A, except that it is oriented in the outlet channel (e.g., outlet channel 48) in the opposite direction. In particular, the PM sensor unit 200 is arranged so that the inlets on the first outer tube are located on the downstream surface 254 of the first outer tube 210. In addition, inlets on the second inner tube are located on the upstream surface 260 of the second inner tube 220. In other words, the PM sensor unit 200 may be the same as in the embodiment of the PM sensor unit 200 shown in FIG. 2A, except that its orientation with respect to the direction of flow of the exhaust gases from the PDCD may be opposite. In other words, in the embodiment of the PM sensor unit 200 shown in FIG. 12-13, the locations of the inlets 244 and 246 on the first outer tube 210 and the second inner tube 220, respectively, may differ from locations in embodiments of the PM sensor unit previously shown in FIG. 2-8.

In the embodiment of FIG. 12, the exhaust stream is directed from left to right. That is, the PM sensor unit 200 is depicted in perspective from a point upstream. The location as in FIG. 12 can be used for engines with increased cylinder displacement in which the exhaust gas flow rate can be increased, and the embodiment in FIG. 2-10 can be used for engines with a smaller displacement.

The operation of the embodiment of the PM sensor unit 200 shown in FIG. 12 will be disclosed herein with reference to FIG. 12 and 13. FIG. 13 is a cross-sectional view 1300 in the plane of the cross section along the line D-D 'in FIG. 12. A variant in cross-sectional view 1300 comprises one or more inlets 244 on a first outer tube, one or more inlets 246 on a second inner tube, and outlet channels 242.

The exhaust gas portion 1305 can enter the PM sensor unit 200 through the inlets 244, which in the example of the PM sensor unit 200 shown in FIG. 12-13 may be located on the downstream surface 258 of the first outer tube 210 facing the exhaust stream in the exhaust channel, and not on the upstream surface 254 as disclosed in the examples in FIG. 2-7. The downstream surface 258 is almost perpendicular to the direction of the exhaust gas flow and facing him. In the example of the PM sensor unit 200 shown in FIG. 12-13, the PM sensor unit 200 may not contain inlets on the upstream surface 254 of the first outer tube 210, which may be facing the exhaust stream. In addition, a portion 1305 of exhaust gases can easily get into the block 200 of the PM sensor.

Then, the exhaust gas portion 1305 can be directed through the annular space 364 into the openings 246, which in the example of the PM sensor unit 200 shown in FIG. 12-13 can be located on the upstream surface 260 of the second inner tube 220. Then, exhaust gases 1305 can be passed into the inner space 348 inside the second inner tube 220. The upstream surface 260 of the second inner tube 220 can be substantially perpendicular to the direction exhaust gas flow and facing in the direction of its movement. However, the upstream surface 260 of the second inner tube 220 cannot directly contact the exhaust gases in the exhaust channel, since the second inner tube is enclosed within the first outer tube 210. In this case, the second inner tube 220 can directly contact the exhaust gas portion 1305 located inside the PM sensor unit 200.

Once inside the 348, a portion of 1305 exhaust gas could interfere with the 232 PM sensor. An electrical circuit 234 may be located on the first surface 236 of the PM sensor 232. In addition, the PM sensor 232 may be located inside the second inner tube 220 so that the first surface 236 and the electric circuit 234 face holes 246 on the second inner tube 220. In particular , the first surface 236 of the PM sensor 232 can be facing towards the flow of a portion of the exhaust gas 1305, which allows for a more uniform PM deposition.

After collision with the 232 PM sensor, the exhaust gas portion 1305 may leave the PM sensor block 200 through channels 242 on the side surfaces 256. The exhaust gas portion 1305 exiting the PM sensor block 200 is shown in dashed lines to distinguish it from the exhaust gas flow outside block 200 sensor PM. Channels 242 hydraulically communicate a second inner tube 220 with an exhaust channel. In particular, the inner space 348 inside the second inner tube 220 may be hydraulically connected, without any obstruction, to the exhaust channel. Consequently, a free passage can be provided for the portion of the exhaust gases located in the inner space 348 to exit from the second inner tube 220 into the exhaust channel. It should be understood that the channels 242 cannot hydraulically communicate the first outer tube 210 with the outlet channel. In particular, the channels 242 are not hydraulically connected to the annular space 364. The channels 242 may include walls 328 that block hydraulic communication between the first outer tube 210 (and the annular space 364) and the outlet channel.

The first outer tube 210 may also include drainage holes 248 to remove water droplets and / or large solid particles that may accumulate internally on the upstream surface of the first outer tube 810 or externally on the downstream surface of the second inner tube 220. Large solid particles and (or) water droplets entering the first outer tube 210 may have increased inertia, which reduces their transfer to the second inner tube 220 by changing the direction of the holes 246. single droplets and large solid particles can also flow externally onto the downstream surface of the second inner tube 220 when a portion of exhaust gas 1305 enters the first outer tube 210. As a result, these solid particles and water droplets can accumulate and precipitate near the bottom (along vertical) surface 262 of the first outer tube 210 and removed through the drainage holes 248.

All other aspects of an embodiment of the PM sensor block 200 shown in FIG. 12-13 may be similar to the embodiments of the PM sensor unit 200 disclosed previously in FIG. 2-10, or similar to them.

For example, the second inner tube 220 may be coaxial within the first outer tube 210. Therefore, the central axis of the second inner tube 220 may be parallel to or coincide with the central axis of the first outer tube 210. In the example of FIG. 12, the central axis of the second inner tube 220 may coincide with the central axis X-X 'of the first outer tube 210 or be the same axis. In other embodiments, the central axes may not coincide, but be parallel.

Thus, an embodiment of the PM sensor unit 200 shown in FIG. 12 and 13 may be a system comprising a first outer tube with a number of inlets on a downstream surface, a second inner tube with a number of inlets on a upstream surface, and a particulate sensor located inside the second inner tube. In addition, the second inner tube is located inside the first outer tube so that the central axis of the second inner tube is parallel to the central axis of the first outer tube, and an annular space exists between the second inner tube and the first outer tube. In addition, a particulate sensor is positioned inside the second inner tube so that the first surface of the particulate sensor with an electrical circuit faces several gas inlets on the upstream surface of the second inner tube. The first outer tube contains several drainage holes on the vertically lower surface, and the lower surface of the second inner tube is tight. In addition, one or more channels hydraulically communicate the second inner tube with the exhaust channel of the engine, but do not communicate the first outer tube with the exhaust channel.

Turning to FIG. 14 illustrating an example algorithm 1400 for measuring particulate parameters. The PM sensor unit disclosed with reference to FIG. 2-13, can be used to detect particulate matter in exhaust gases exiting the PDCD. For example, using the PM sensor block, leakages from the PDCD can be detected based on the measured concentration of particulate matter in the exhaust gas.

In step 1402, the exhaust gas stream may be directed through an exhaust channel upstream of the PM sensor unit (e.g., PM sensor unit 200). In step 1404, a first portion of exhaust gas may be passed into the first outer tube (e.g., the first outer tube 210) through inlets (e.g., inlets 244) on the first outer tube. In one example, step 1404 may include, when the exhaust gas flows through the engine exhaust channel and past the PM sensor unit, passing a portion of the exhaust gas into the first outer pipe through a group of inlets on the upstream surface of the first outer pipe in step 1405. Thus thus, the algorithm 1400 may go to step 1405 if the PM sensor block is similar to the PM sensor block 200 shown in FIG. 2-8, and contains inlets on the upstream surface of the PM sensor unit. In yet another example, step 1404 may include an exhaust gas flow around the PM sensor unit and passing a portion of exhaust gas to the first outer pipe through a group of inlets on the downstream surface of the first outer pipe in step 1407. Thus, algorithm 1400 may proceed to step 1407 after step 1406, described in more detail below, if the PM sensor block is similar to the PM sensor block 200 shown in FIG. 12-13, and contains inlets on the downstream surface of the PM sensor unit. At the same time, in step 1406, the rest of the exhaust gases (for example, exhaust gases not included in the first portion entering the PM sensor unit) may flow past the side surfaces of the PM sensor unit. Consequently, the exhaust gases can flow past the first outer tube of the PM sensor unit and create reduced static pressure on the side surfaces (e.g., side surfaces 256) and the lower surface (e.g., bottom surface 262) of the PM sensor unit, as disclosed with reference to FIG. 6 and 11. As described above, if the PM sensor block contains inlets on the downstream surface, algorithm 1400 can go from step 1406 to step 1407 and pass part of the exhaust gas sensor block passing by inside the block through the inlets on the lower downstream of the surface. As explained above with reference to FIG. 6, the static pressure on the downstream surface of the PM sensor unit may be higher than on its side surfaces. Consequently, the exhaust gases flowing past the PM sensor unit can be drawn into the first outer tube through a surface located downstream.

At step 1408, the first portion of exhaust gas entering the first outer tube may be directed through an annular space formed between the inner surface of the first outer tube and the outer surface of the second inner tube (for example, second inner tube 220). In one example, the first portion of the exhaust gas may be directed to the downstream end of the PM sensor unit in step 1409. In this case, heavier coarse solid particles and (or) water droplets that may be contained in the first portion of the exhaust gas may be deposited as the inner surface of the first outer tube, and on the outer surface of the second inner tube. Next, in step 1410, the first portion of exhaust gas can enter the second inner tube through openings (e.g., openings 246) on the second inner tube. In one example, step 1410 may include passing a portion of exhaust gas into the second inner tube through a group of inlets on the upstream surface of the second inner tube in step 1411. Thus, algorithm 1400 can go to step 1411 if the PM sensor block is similar with the PM sensor unit 200 shown in FIG. 12-13, and contains inlets on the upstream surface of the first inner tube of the PM sensor unit. In yet another example, step 1410 may include passing a portion of exhaust gas into the second inner tube through a group of inlets on the downstream surface of the second inner tube in step 1413. Thus, algorithm 1400 may go to step 1413 if the PM sensor block 2 is similar to the PM sensor unit 200 shown in FIGS. 2-8 and has inlets on the downstream surface of the second inner tube of the PM sensor unit.

At step 1412, the first portion of the exhaust gas may collide with the surface of the PM sensor containing an electrical circuit. In this case, soot and other solid particles contained in the first portion of the exhaust gas can be deposited on the surface of the PM sensor. In addition, the controller may receive feedback from the PM transmitter. Next, at step 1414, the first portion of exhaust gas can exit the second inner tube through outlet channels located in areas of reduced static pressure. As discussed above in step 1406, reduced static pressure may occur on the side surfaces and the bottom surface of the first outer tube under the influence of exhaust gases flowing past the first outer tube of the PM sensor unit. Reduced pressure can help pull the first portion of exhaust gas out of the PM sensor unit. In this regard, in one example, the output channels may be located at the bottom of the PM sensor unit, as shown in FIG. 7-8, and therefore, the exhaust gases may leave the PM sensor unit through the bottom of the sensor unit. In yet another example, the exhaust gases in step 1414 may exit through channels located on the side surfaces of the PM sensor unit. Thus, in the examples of blocks of the PM sensor in FIG. 2A and 2B with output channels on the side surfaces, the exhaust gases in step 1414 may leave the PM sensor unit through its side surfaces. At step 1416, a first portion of exhaust gas leaving the PM sensor unit may mix with other exhaust gases flowing past the PM sensor unit.

Thus, the method for measuring the parameters of particulate matter in the exhaust channel comprises a direction of a portion of exhaust gas to a first outer tube through a first group of openings on a first outer tube, a direction of a portion of exhaust gas to a second inner tube through a second group of openings on a second inner tube, and leakage of a portion of exhaust gas to a particle sensor located inside the second inner tube. The method also includes directing a portion of the exhaust gas from the second inner tube through the outlet channels to the exhaust channel.

Thus, a system for measuring the parameters of particulate matter in an engine exhaust passage may comprise a first outer tube with one or more inlets for gas, a second inner tube with one or more inlets located inside the first outer tube, the central axis of the second inner tube parallel to the central axis of the first outer tube, a particle sensor located inside the second inner tube and containing an electrical circuit on the first surface, and one or more output channels hydraulically communicating only the second inner tube, but not the first outer tube, with an outlet channel. One or more inlets of the first outer tube may also include a single rectangular hole located on an upstream surface of the first outer tube, wherein the upstream surface comprises a surface perpendicular to the flow of exhaust gases in the exhaust channel. In another embodiment, one or more inlets of the first outer tube may also include several circular holes located around the circumference of the first outer tube. In yet another example, one or more inlets of the first outer tube may also include several circular holes located along an axis parallel to the central axis of the first outer tube. One or more inlets of the second inner tube may also include a single rectangular hole with a first pair of parallel sides longer than the second pair of parallel sides, with the first pair of parallel sides parallel to the central axis of the second inner tube. In yet another example, one or more inlets of the second inner tube may also include several circular holes located in a line along an axis parallel to the central axis of the second inner tube. The particulate sensor may be located inside the second inner tube so that the first surface with the electrical circuit is facing one or more inlets of the second inner tube. The outlet channels may begin on the side surfaces of the second inner tube, with each side surface being tangent to the direction of the exhaust gas flow in the exhaust channel. Alternatively, the outlet channels may begin on the lower surface of the second inner tube, with the lower surface parallel to the flow of exhaust gases in the exhaust channel.

Turning to FIG. 15A and 15B illustrating the PM sensor unit 1500. In particular, the PM sensor unit 1500 contains a single protective tube surrounding the PM sensor 1532, in contrast to the PM sensor unit 200 containing two protective tubes around a corresponding PM sensor.

In the embodiment of FIG. 15A and 15B, the exhaust gases flow from right to left in FIG. 15A and 15B. Therefore, the viewer looks at the PM sensor unit 1500 from a point downstream. The PM sensor unit 1500 may be located in the exhaust channel so that the central axis MM of the PM sensor unit 1500 can be perpendicular to the exhaust gas flow in the exhaust channel.

The PM sensor unit 1500 comprises a protective tube 1520 with a number of inlets 1546 on the downstream surface 1552 of the protective tube 1520. In particular, the downstream surface 1552 of the protective tube 1520 may be perpendicular to the exhaust stream in the exhaust channel and facing thereafter his. So, in the example of FIG. 15A and 15B, where the exhaust gases flow from right to left, inlets 1546 can be located on the left side of the protective tube 1520 so that the exhaust gases must flow around the protective tube 1520 before they enter the inlet openings 1546. The inlet openings 1546 can function as inlet exhaust gas sampling openings for particulate matter. As disclosed in the example of FIG. 15A and 15B, the inlets 1546 may include several circular holes located in a line along the vertical axis of the first outer tube 210 parallel to the central axis MM of the first outer tube 210. In one example, the inlets may be arranged vertically in a row on the downstream surface 1552 of the protection tube 1520. In other examples, the inlets may be arranged in several vertical rows on the downstream surface 1552 of the protection tube 1520. In further examples holes 1546 can be located all the way from the bottom surface 1562 to the top surface 1550 of the protective tube 1520. In other examples, the holes 1546 may not be located all the way from the bottom surface 1562 to the top surface 1550, but can be completely concentrated within the downstream surface 1552. The upstream surface 1554 of the protective tube 1520 is almost perpendicular to the flow of exhaust gases and facing him. The protective tube 1520 also contains several outlet openings 1548 on the side surfaces 1556. As disclosed in the example of FIG. 15A, the outlet openings 1548 may include several circular holes located in a line along the vertical axis of the protective tube 1520 parallel to the central axis MM of the first outer tube 210. However, in another embodiment shown in FIG. 15B, outlet openings 1548 may be rectangular. In particular, one or more of the outlet openings 1548 may be rectangles with a first pair of parallel sides longer than a second pair of parallel sides. Outlets 1548, as shown in FIG. 15B may also be located on the protective tube 1520 so that the first pair of parallel sides is parallel to the central axis MM of the protective tube 1520. In one example, the outlet openings 1546 may include a single rectangular opening as shown in FIG. 15B. However, in other examples, the outlet openings 1548 may include several rectangular openings. In particular, one rectangular hole can be located near the upper surface 1550, and the other rectangular hole can be near the lower surface 1562. In this case, other variants of the arrangement of rectangular holes are possible. For example, outlet openings 1548 may be spaced at equal intervals from each other. The sensor 1532 PM can be located inside the protective tube 1520. The first surface 1536 of the sensor PM 1532 may contain an electrical circuit 1534, while the sensor 1532 PM can be oriented in the protective tube 1520 so that the first surface 1536 faces the downstream inlets 1546 Thus, the electrical circuit 1534 may be affected by the incoming exhaust stream from the downstream inlets 1546. The PM sensor 1532 may be located in the protective tube 1520 so that the central longitudinal the PM sensor 1532 was parallel to the central axis of the protective tube 1520. In the example of FIG. 11, the central axes of the PM sensor 1532 and the protective tube 1520 may coincide on the axis MM. Consequently, the PM sensor 1532 may be located in the center of the protective tube 1520. In other embodiments, other embodiments of the PM sensor 1532 in the protective tube 1520 may be used.

The PM sensor unit 1500 may be insulated on the upper (vertical) surface 1550 by the outlet channel wall in a manner similar to the PM sensor unit 200. Therefore, it is possible to provide a tight connection between the wall of the exhaust channel and the PM sensor unit 1500 to reduce exhaust gas leakage from the exhaust channel to the atmosphere. Also, the bottom surface 1562 of the protective tube 1520 can be closed and sealed. In particular, the PM sensor block can be formed so that the only holes on the protective tube 1520 are the inlets 1546 and the outlets 1548. In other examples, the bottom surface 1562 may comprise one or more drainage holes 1548 similar to the drainage holes 248 of the sensor block 200 PM, for the release of water droplets and large solid particles from the PM sensor unit 1500

So, the PM sensor in FIG. 15A and 15B comprise a system comprising an PM sensor enclosed in a protective tube, the protective tube having several exhaust inlet openings on the downstream surface of the protective tube and several outlet openings on the side surfaces of said protective tube. In addition, the PM sensor can be located in the protective tube so that the central axis of the PM sensor is parallel to the central axis of the protective tube. In addition, the PM sensor may comprise an electrical circuit on the first surface and may be located in the protective tube so that the first surface faces several exhaust inlets on the downstream surface of the protective tube.

In FIG. 16 is a cross-sectional view 1600 along the Z-Z ′ plane of the PM sensor block 1500 in FIG. 15. A cross-sectional view 1600 along the Z-Z ′ plane comprises an inlet 1546 located downstream and an outlet 1548 on a protective tube 1520. The exhaust gas flow is directed from right to left in FIG. sixteen.

When the exhaust gas flows past the PM sensor unit 1500 in the exhaust channel, a portion of 1664 exhaust gases can enter the PM sensor unit 1500 through the downstream inlets 1546 of the protective tube 1520. In particular, the exhaust gas portion can enter the inner space 1642 in the protective handset 1520. As explained above with reference to FIG. 5 and 6, when the exhaust gas flows past the PM sensor unit 1500, an increased static pressure (low speed) may occur at the downstream end of the PM sensor unit 1500. The increased static pressure may help to draw a portion of 1664 exhaust gas into the PM sensor unit 1500.

A portion of 1664 exhaust gas entering the interior 1642 may collide with a first surface 1536 of the PM sensor 1532. Then, a portion of the exhaust gas can leave the PM sensor unit 1500 through the outlet openings 1548 on the side surfaces 1556 and mix with the exhaust gas flowing past the sensor. An exhaust gas portion 1664 exiting the PM sensor unit is shown with dashed lines to distinguish it from other exhaust gases in the exhaust channel flowing past the PM sensor unit 1500. As described above with reference to FIG. 5 and 6, the flow of exhaust gases past the protective tube 1520 can cause the formation of areas of reduced static pressure on the side surfaces 1556 of the protective tube 1520. The presence of these areas of reduced static pressure can help to draw a portion of 1664 exhaust gases from the inner space 1642 of the protective tube 1520.

The dimensions and locations of the 1546 exhaust gas inlet openings can be optimized by modeling using any computational fluid dynamics (IOP) tool to provide a more uniform flow rate on the first surface 1536 of the PM 1532 sensor. With a more uniform flow rate of a portion of 1664 exhaust gas to the sensor 1532 PM, particulate matter can be more evenly deposited on the first surface 1536. In addition, when using the PM sensor unit, for example PM sensor unit 1500, a portion of 1664 exhaust gas can be selected in a sample from a region located closer to the central axis of the discharge passage, instead of selected exhaust sample from the area closer to the periphery of the discharge passage. Exhaust gases in the center of the exhaust channel may contain solid particles in a concentration that better reflects the average concentration of solid particles. Therefore, it is possible to increase the accuracy of the PM sensor.

Turning to FIG. 17 illustrating the flow around a medium (eg, exhaust gas) of the PM sensor unit 1500 over a portion of the exhaust channel 1705. As shown in FIG. 17, the exhaust stream in the exhaust channel 1705 may be directed from right to left. The location indicated by the letter “L” corresponds to the upstream surface 1554 of the protection tube 1520, the location indicated by the letter “M” corresponds to the downstream surface 1554 of the protection tube 1520, and the locations indicated by the letters “N” and “O” correspond to the lateral surfaces 1556 of the protective tube 5120 of the PM sensor unit 1500. The gas flow around the PM sensor unit 1500, and in particular the protective tube 1500, causes a change in static pressure on the outer surface of the sensor unit. Increased static pressure may be present at location L upstream, and reduced static pressure may be present on any of the side surfaces of N and O. In addition, the static pressure at location M may be higher than on the side surfaces of N and O, but lower than the static pressure at location L. In other words, the location of the inlets at M and the outlet channels on the side surfaces N and O may be more preferable for sampling exhaust gases. In the embodiments disclosed herein, inlets and outlets can be positioned so as to take advantage of this phenomenon. Low static pressure at locations N and O contributes to the natural exhaust exhaust from the PM sensor unit, and high static pressure at location M can help exhaust exhaust into the PM sensor unit. Thus, due to the presence of an effective path for the exhaust gas from place M to places O and N through the inlet openings 1546 (shown in FIG. 16) and the outlet channels 1548 (shown in FIG. 16), a portion of the exhaust gas, as shown in FIG. .17, can be pulled back to the PM sensor unit after flowing past it. The location of the inlets at location M may be preferable than at location L, since the flow of exhaust gases into the protective tube 1520 and to the PM sensor 1532 can be more evenly controlled. In particular, the flow rate of a portion of the exhaust gas entering the protective tube 1520 can be reduced if it enters the protective tube at location M, and not at location L. This may be due to the fact that the exhaust gases entering the unit at location M , can change the direction of its flow to the opposite as shown in FIG. 17. In other words, after a portion of the exhaust gas flows past the protective tube 1520, it can reverse the flow direction and turn back to the downstream surface of the protective tube 1520, if there is a passageway from place M to places N and O suitable path. In other words, after a portion of exhaust gas flows around the PM sensor unit 1500 from right to left, it can change the flow direction by 180 degrees and be pulled back through the PM sensor unit through inlets 1546 and 1548 outlet channels. In addition, by providing more controlled flow and, consequently, more uniform deposition of soot on the 1532 PM sensor by placing inlets at M rather than L, it is also possible to reduce the deposition of water droplets and large solid particles on the 1532 PM sensor.

The number of water droplets and large solid particles entering the PM sensor unit can be reduced compared to what would occur when the inlets were placed on the upstream surface of the PM sensor unit. This is due to the fact that their greater inertia compared to the exhaust gases makes it difficult to change the direction of flow of water droplets and large solid particles and their return to the PM sensor unit 1500 after they pass by it.

So, the system may contain an engine exhaust channel and a particle sensor located in the protective tube in the specified channel, while the protective tube contains inlet openings on the downstream surface and output channels on the side surfaces, the particle sensor contains an electric circuit on the first surface and is located in the protective tube so that the first surface faces one or more gas inlets. The downstream surface may include a surface perpendicular to the exhaust gas flow in the exhaust channel and facing thereafter, and the side surfaces are tangent to the exhaust gas flow in the exhaust channel. The inlet openings of the protective tube may comprise several circular holes located along an axis parallel to the central axis of the protective tube. In another embodiment, the output channels may include rectangular holes, any of which contains a first pair of parallel sides longer than the parallel sides of the second pair and perpendicular to the second pair of parallel sides, the first pair of parallel sides parallel to the Central axis of the protective tube. The output channels may include circular holes located along an axis parallel to the central axis of the protective tube. The protective tube can be sealed in the upper vertical part by mounting it in the exhaust system of a vehicle made with the possibility of movement on the road. The system may also include drainage holes located on the bottom surface of the protective tube.

Turning to FIG. 18 illustrating an exhaust gas sampling method using the PM sensor unit 1500. In particular, the exhaust gas sample is drawn in through the inlets on the downstream surface of the protective tube and may leak onto the surface of the PM sensor.

At step 1802, the exhaust gases can be directed through the exhaust channel past the PM sensor unit. Therefore, the exhaust gas may flow in the exhaust channel from the area upstream of the PM sensor unit to the area downstream of the PM sensor unit. That is, the PM sensor unit can be located in an exhaust channel in which exhaust gases can flow in one direction. So, in step 1802, the exhaust gas may flow in one direction from an area upstream of the PM sensor unit to an area downstream of the sensor unit. At step 1804, a portion of the exhaust gas can be drawn into a protective tube (e.g., protective tube 1520) of the PM sensor unit. In particular, a portion of the exhaust gas may enter the protective tube through several inlet openings (e.g., openings 1546) on the downstream surface (e.g., surface 1552) of the protective pipe. As explained above with reference to FIG. 17, the static pressure on the side surfaces (e.g., side surfaces 1556) of the protective tube can be lower than on the downstream surface, whereby the exhaust gases can be pulled back to the downstream surface of the protective tube and then through the outlet channels side surfaces of the protective tube. In other words, due to the reduced pressure directly outside the side surfaces of the protective tube, a portion of the exhaust gas flowing in the direction of the exhaust gas flow in the exhaust channel can reverse its direction, enter the protective tube through any openings on it, and exit from the protective tube through the holes on the sides of the protective tube. Thus, by passing the downstream surface of the protective tube in step 1802, the portion of the exhaust gas can be rotated 180 degrees toward the sensor unit and flow into it through the inlets on the downstream surface of the protective tube in step 1804.

At step 1806, a portion of the exhaust gas can be directed to the surface of the PM sensor (for example, PM sensor 1532) located in the protective tube. A portion of the exhaust gas may leak onto an electrical circuit located on the surface of the PM sensor. Such leakage can contribute to a more uniform distribution of solid particles along an electrical circuit located on the surface of the PM sensor. At step 1808, a portion of the exhaust gas in the protective tube can be discharged through the outlet channels on the side surfaces of the protective tube. Reduced static pressure on the side surfaces can contribute to drawing a portion of the exhaust gas from the PM sensor unit. Next, at step 1810, a portion of the exhaust gas can be mixed with other exhaust gases flowing past the side surfaces of the PM sensor unit in the exhaust channel.

So, the method may include the flow of exhaust gas in the exhaust channel around the tube located in the exhaust channel, the direction of the portion of the exhaust basins through several holes on the downstream surface of the specified tube, while the downstream surface is perpendicular to the direction of the exhaust gas flow in the outlet channel and facing after it, leakage of a portion of exhaust gases to a particle sensor located inside the second inner tube, and the direction of the portion working gases from the tube to the exhaust channel through one or more channels on the side surfaces of the second inner tube, the side surfaces being tangent to the direction of the exhaust gas flow in the exhaust channel. When the exhaust gas flows around the tube, a pressure difference may occur between the outer surfaces of the tube, while the static pressure outside the side surface is lower than the outside of the downstream surface, and the static pressure outside the downstream surface is lower than outside the upstream surface, moreover, the tube forms a narrowed region on each of the sides of the tube, since it reduces the cross-sectional area. The pressure difference between the downstream surface and the side surfaces of the tube may cause a portion of the exhaust gas to flow in the opposite direction to the exhaust stream in the exhaust channel, back to the downstream surface of the tube. The method also provides for the possibility of drawing exhaust gases into the tube through openings on the downstream surface of the tube and drawing them out of the tube through the outlet channels on the side surface of the tube due to the lower pressure on the side surfaces of the tube than on the downstream surface of the tube.

Thus, the particle sensor can be fenced by two protective tubes, the presence of which also increases the uniformity of deposition. The direction of flow of the exhaust gas sample drawn into the inside of the sensor unit may change, which helps to reduce the flow rate. In addition, the size, shape and location of the inlets on the second inner tube can be selected so as to provide the most uniform flow of gas samples to the surface of the particulate sensor. In one example, the exhaust gases can be drawn into the sensor unit through several circular openings arranged in a line along an axis parallel to the central axis of the sensor unit. In yet another example, the inlets may be rectangular. In both of the above examples, several drainage holes may be located on the bottom of the first outer tube to remove water droplets and large solid particles from the sensor unit. In another example, the sensor unit may contain circular holes located around the circumference of the outer tube of the sensor unit near its base. In this regard, there may be no need for drainage holes, since water droplets and large solid particles can be removed directly through the inlets on the downstream surface of the sensor unit. In addition, the technical effect of a more uniform flow of gas samples onto the particulate sensor can be achieved by reducing the exhaust gas flow rate. As a result, the exhaust gases entering the first outer tube can change the direction of flow and be forced out to the top of the sensor unit, then entering the inlet openings, and then can flow down and out through the outlet channels in the bottom of the sensor unit. Thus, by changing the path of the exhaust gas flow and reducing its speed, it is possible to increase the uniformity of the flow to the surface of the particulate sensor. In addition, when using the design of the particulate sensor with inlets forcing the gas flow to change direction, it is possible to protect the particulate sensor from contamination with large particulate matter and water droplets.

The technical effect of increasing the uniformity of soot deposition on the particulate sensor in the exhaust channel with a single protective tube can also be achieved by using the design of the particulate sensor block with inlet openings on the downstream surface of the protective tube and outlet channels on the side surfaces protective tube. In particular, due to the presence of reduced static pressure on the side surfaces of the protective tube, when the exhaust gas flows past the protective tube, a portion of the exhaust gas can be drawn into the protective tube on the downstream surface facing the exhaust gas flow in the exhaust channel, and can exit through the outlet channels on the side surfaces of the protective tube. Thus, when the inlets are located on the downstream surface of the protective tube and the outlet channels on the side surfaces of the protective tube, a portion of the exhaust gas flowing past the protective tube can naturally be pulled back into the protective tube due to the reduced pressure outside the side surfaces of the protective tube tube. The speed of the exhaust gases flowing into the tube can be significantly reduced compared to the speed of the surrounding exhaust gases in the exhaust duct due to the fact that the exhaust gases can change the direction of the flow by 180 degrees to enter the protective tube through the downstream inlets. The first technical effect, which consists in increasing the uniformity of soot deposition on the particulate sensor, can be achieved by reducing the exhaust gas flow rate. Another technical effect, which consists in reducing the number of water droplets and large solid particles deposited on the particulate sensor, is achieved by arranging the inlet openings on the downstream surface of the protective tube and the outlet channels on the side surfaces of the protective tube. Due to greater inertia, water droplets and large solid particles, after passing by the protective tube, cannot change direction and flow back to it.

In another embodiment, the method may include an exhaust gas flow around a tube located in an exhaust duct, wherein the outer diameter of the exhaust duct remains unchanged in the flow passage from the zone immediately upstream to the zone directly downstream of the tube; and drawing exhaust gas in through the openings on the downstream surface of the tube. The downstream surface may be perpendicular to the direction of the exhaust gas flow in the channel and facing thereafter. The method may also include leaking exhaust exhaust drawn into the particulate sensor located inside the second inner tube. The method may also include directing a portion of the exhaust gas from the tube to the exhaust channel through channels on the side surfaces of the second inner tube, the side surfaces being tangent to the direction of the exhaust gas flow in the exhaust channel.

It should be noted that the examples of control and evaluation algorithms included in this application can be used with a variety of engine and / or vehicle systems configurations. The control methods and algorithms disclosed in this application may be stored as executable instructions in long-term memory. The specific algorithms disclosed in this application may be one or any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Thus, the illustrated various actions, operations and / or functions can be performed in the indicated sequence, in parallel, and in some cases can be omitted. Similarly, the specified processing order is not necessarily required to achieve the distinguishing features and advantages of the embodiments of the invention described herein, but is for the convenience of illustration and description. One or more of the illustrated actions, operations, and / or functions may be performed repeatedly depending on the particular strategy employed. In addition, the disclosed actions, operations, and / or functions may graphically depict code programmed in the long-term memory of a computer-readable storage medium in an engine control system.

It should be understood that the configurations and programs disclosed herein are merely examples, and that specific embodiments should not be construed in a limiting sense, for various modifications thereof are possible. For example, the above technology can be applied to engines with cylinder layouts V-6, I-4, I-6, V-12, in a circuit with 4 opposed cylinders and in other types of engines. The subject of the present invention includes all new and non-obvious combinations and subcombinations of various systems and schemes, as well as other distinguishing features, functions and / or properties disclosed in the present description.

In the following claims, in particular, certain combinations and subcombinations of components that are considered new and not obvious are indicated. In such claims, reference may be made to the “one” element or the “first” element or to an equivalent term. It should be understood that such items may include one or more of these elements, without requiring or excluding two or more of these elements. Other combinations and subcombinations of the disclosed distinguishing features, functions, elements or properties may be included in the formula by changing existing paragraphs or by introducing new claims in this or a related application. Such claims, regardless of whether they are wider, narrower, equivalent or different in terms of the scope of the idea of the original claims, are also considered to be included in the subject of the present invention.

Claims (28)

1. A system for measuring the parameters of solid particles in the exhaust channel of the engine, containing: a first outer tube with one or more gas inlets; a second inner tube with one or more inlets located inside the first outer tube, wherein the central axis of the second inner tube is parallel to the central axis of the first outer tube; a particle sensor located inside the second inner tube and containing an electrical circuit on the first surface; and one or more output channels hydraulically communicating only the second inner tube, but not the first outer tube, with an outlet channel. 2. The system according to claim 1, characterized in that one or more inlets of the first outer tube comprise a single rectangular hole located on the upstream surface of the first outer tube, the upstream surface comprising a surface perpendicular to exhaust gas flow in the exhaust channel. 3. The system according to claim 1, characterized in that one or more inlets of the first outer tube contain several circular holes located around the circumference of the first outer tube. 4. The system according to p. 1, characterized in that one or more inlets of the first outer tube contain several circular holes located along an axis parallel to the central axis of the first outer tube. 5. The system according to claim 1, characterized in that one or more inlets of the second inner tube contain a single rectangular hole with the first pair of parallel sides longer than the second pair of parallel sides, while the first pair of parallel sides is parallel to the central axis of the second inner tube. 6. The system according to p. 1, characterized in that one or more inlets of the second inner tube contain several circular holes located on the same line along an axis parallel to the central axis of the second inner tube. 7. The system according to claim 1, characterized in that the particle sensor is located inside the second inner tube so that the first surface with an electrical circuit is facing one or more inlets of the second inner tube. 8. The system according to claim 1, characterized in that the outlet channels begin on the side surfaces of the second inner tube, with each side surface being tangent to the direction of the exhaust gas flow in the exhaust channel. 9. The system according to claim 1, characterized in that the output channels begin on the lower surface of the second inner tube, while the lower surface is parallel to the direction of exhaust gas flow in the exhaust channel. 10. A system for measuring the parameters of particulate matter in an engine exhaust channel, comprising a particulate sensor located in a protective tube in said channel, wherein the protective tube comprises gas inlets located on the downstream surface and output channels located on the side surfaces, wherein the particulate sensor comprises an electrical circuit on the first surface, located inside the protective tube so that the first surface faces one or more gas inlets. 11. The system according to p. 10, characterized in that the surface located downstream contains a surface perpendicular to the flow of exhaust gases in the exhaust channel and facing after it, while the side surfaces are tangent to the flow of exhaust gases in the exhaust channel. 12. The system according to p. 10, characterized in that the inlets of the protective tube contain several circular holes located along an axis parallel to the Central axis of the protective tube. 13. The system according to p. 10, characterized in that the output channels contain rectangular openings, each opening containing a first pair of parallel sides longer than the second pair of parallel sides and perpendicular to it, while the first pair of parallel sides is parallel to the Central axis of the protective tube. 14. The system according to p. 10, characterized in that the output channels contain round holes located along an axis parallel to the Central axis of the protective tube. 15. The system according to p. 10, characterized in that the protective tube is sealed in the upper vertical part when installed in the exhaust system of a vehicle made with the possibility of movement on the road. 16. The system of claim 10, further comprising drainage holes located on the bottom surface of the protective tube. 17. The method of measuring the parameters of solid particles in the exhaust channel of the engine, including: the flow around the tube located in the exhaust channel, the flow of exhaust gases in the exhaust channel; the direction of the portion of the exhaust gas through several openings on the downstream surface of the specified tube, while the downstream surface is perpendicular to the direction of the flow of exhaust gases in the exhaust channel and faces after it; leakage of a portion of exhaust gas to a particulate sensor located inside the second inner tube; and the direction of the portion of the exhaust gas from the tube into the exhaust channel through one or more channels on the side surfaces of the second inner tube, while the side surfaces are tangential to the direction of exhaust flow in the exhaust channel. 18. The method according to p. 17, characterized in that when the exhaust gas flows around the tube, a pressure difference occurs between the outer surfaces of the tube, wherein the static pressure outside the side surface is lower than the outside of the downstream surface, and the static pressure outside is located downstream lower surface than the outside of the upstream surface. 19. The method according to p. 18, characterized in that the pressure difference between the downstream surface and the side surfaces of the tube causes the portion of the exhaust gases to flow opposite the direction of the exhaust gases in the exhaust channel back to the downstream surface of the tube, and the tube forms a narrowed region on each side of the tube, reducing the cross-sectional area. 20. The method according to p. 19, characterized in that the exhaust gases are drawn into the tube through openings on the downstream surface of the tube and pulled out of the tube through the outlet channels on the side surface of the tube due to the lower pressure on the side surfaces of the tube than the downstream surface of the tube.

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