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JP5463935B2 - PM sensor and exhaust system - Google Patents

PM sensor and exhaust system Download PDF

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JP5463935B2
JP5463935B2 JP2010016009A JP2010016009A JP5463935B2 JP 5463935 B2 JP5463935 B2 JP 5463935B2 JP 2010016009 A JP2010016009 A JP 2010016009A JP 2010016009 A JP2010016009 A JP 2010016009A JP 5463935 B2 JP5463935 B2 JP 5463935B2
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resistance
adhesion
wire
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resistance wire
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JP2011153930A (en
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正 内山
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Isuzu Motors Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/008—Mounting or arrangement of exhaust sensors in or on exhaust apparatus
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N15/00—Investigating characteristics of particles; Investigating permeability, pore-volume or surface-area of porous materials
    • G01N15/06—Investigating concentration of particle suspensions
    • G01N15/0656—Investigating concentration of particle suspensions using electric, e.g. electrostatic methods or magnetic methods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/05—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a particulate sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/20—Sensor having heating means

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  • Other Investigation Or Analysis Of Materials By Electrical Means (AREA)
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  • Investigating Or Analyzing Materials By The Use Of Electric Means (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Description

本発明は、排気ガス中の粒子状物質を除去するディーゼルパティキュレートフィルター（ＤＰＦ）の破損を検出するためのＰＭセンサー及び排気システムに関するものである。 The present invention relates to a PM sensor and an exhaust system for detecting breakage of a diesel particulate filter (DPF) that removes particulate matter in exhaust gas.

現在、車両では、排気ガスの後処理として、排気ガス中の煤などの粒子状物質（Particulate Matter；以下、ＰＭという）を除去するディーゼルパティキュレートフィルター（Diesel Particulate Filter；以下、ＤＰＦという）が使用されている。使用過程においてＤＰＦが破損、損傷するなどしてその機能が失われた場合、大気中にＰＭが放出されることになる。   Currently, in vehicles, diesel particulate filters (hereinafter referred to as DPF) that remove particulate matter (hereinafter referred to as PM) such as soot in exhaust gas are used as exhaust gas aftertreatment. Has been. When the function is lost due to damage or damage to the DPF during use, PM is released into the atmosphere.

米国カリフォルニア州で２００３年に法規化されたＯＢＤ（On Board Diagnosis）では、ＤＰＦが破損しＰＭが大気中に放出された場合、それを検出してＭＩＬ（Malfunction Indicator Lamp；故障表示ランプ）を点灯させることが義務づけられており、これに伴い、ＤＰＦの破損を検出するためのＰＭセンサーの開発が進められている。   In OBD (On Board Diagnosis), which was legalized in 2003 in California, USA, when DPF is damaged and PM is released into the atmosphere, it is detected and the MIL (Malfunction Indicator Lamp) is turned on. Accordingly, PM sensors for detecting breakage of the DPF are being developed.

図４に示すように、ＰＭセンサー４１は、エンジンＥの排気通路４２に設けられたＤＰＦ４３の下流側に設けられる。   As shown in FIG. 4, the PM sensor 41 is provided on the downstream side of the DPF 43 provided in the exhaust passage 42 of the engine E.

従来のＰＭセンサー４１では、上流側に配置された一方の電極を用いて高電圧（例えば、２０００〜７０００Ｖ）でＰＭ（煤）４４をイオン化させ、下流側に配置された他方の電極でイオン電流を計測する（例えば、特許文献１参照）。   In the conventional PM sensor 41, PM (煤) 44 is ionized at a high voltage (for example, 2000 to 7000 V) using one electrode arranged on the upstream side, and the ion current is produced on the other electrode arranged on the downstream side. Is measured (see, for example, Patent Document 1).

ＤＰＦ４３が破損すると、ＤＰＦ４３の下流側の排気通路にＰＭ４４が流出し、ＰＭセンサー４１にてイオン電流が検出される。つまり、ＰＭセンサー４１を用いてＤＰＦ４３の下流側でＰＭ４４を検出することで、ＤＰＦ４３の破損を検出することが可能となる。   When the DPF 43 is damaged, PM 44 flows into the exhaust passage downstream of the DPF 43 and the ion current is detected by the PM sensor 41. That is, by detecting PM 44 on the downstream side of the DPF 43 using the PM sensor 41, it is possible to detect breakage of the DPF 43.

特開２００６−１５３７１６号公報JP 2006-153716 A

しかしながら、上述のＰＭセンサーは、もともと工場等のばい煙検出に使用されていたものであり、これをそのまま車両に適用すると様々な問題が発生する。   However, the above-described PM sensor was originally used for detecting smoke in a factory or the like, and various problems occur if this is applied to a vehicle as it is.

例えば、車両に搭載する場合、ＰＭセンサーは小型であることが要求されるが、従来のＰＭセンサーでは２０００〜７０００Ｖという高電圧を使用するため、非常に装置が大掛かりとなってしまう。また、装置が大掛かりとなってしまうため、コストが高く、重量も重くなってしまい好ましくない。   For example, when mounted on a vehicle, the PM sensor is required to be small, but the conventional PM sensor uses a high voltage of 2000 to 7000 V, so the apparatus becomes very large. Moreover, since the apparatus becomes large, the cost is high and the weight is increased, which is not preferable.

さらに、従来のＰＭセンサーでは、高電圧を使用するため、安全性および絶縁の問題がある。さらにまた、従来のＰＭセンサーでは、高電圧の使用によるラジオノイズ等が発生してしまうおそれがあり、車両用としては不向きであると考えられる。   Furthermore, since the conventional PM sensor uses a high voltage, there are safety and insulation problems. Furthermore, the conventional PM sensor may cause radio noise or the like due to the use of a high voltage, and is considered unsuitable for vehicles.

そこで、本発明者は、ＤＰＦの下流側の排気通路にＰＭを付着させる抵抗体を配置し、その抵抗体の抵抗値の変化を検出することで、ＰＭの付着の有無を検出可能としたＰＭセンサーを提案している。   Therefore, the present inventor arranges a resistor for adhering PM in the exhaust passage downstream of the DPF, and detects PM adhering by detecting a change in the resistance value of the resistor. A sensor is proposed.

このＰＭセンサーでは、抵抗体が通電時に発熱して抵抗体に付着したＰＭを燃焼させるように構成されており、エンジン始動時、あるいはエンジン稼働中の一定時間ごとに抵抗体に通電して、抵抗体に付着したＰＭを燃焼させるようにされている。これは、ＤＰＦがＰＭを１００％捕獲しないので、ＤＰＦが正常であっても、長時間運転を行うと、抵抗体にＰＭが付着してしまい、実際にはＤＰＦが破損していないにもかかわらず、ＤＰＦが破損していると誤って検出してしまうおそれがあるためである。   This PM sensor is configured so that the resistor generates heat when it is energized and burns the PM adhering to the resistor. When the engine is started or the engine is running, the resistor is energized to generate resistance. The PM attached to the body is burned. This is because the DPF does not capture 100% of the PM. Even if the DPF is normal, the PM adheres to the resistor when operated for a long time, even though the DPF is not actually damaged. This is because the DPF may be erroneously detected as damaged.

本発明者が提案しているＰＭセンサーは、シンプルな構造で小型かつ低コストであり、従来のＰＭセンサーと比較して非常にメリットが大きい。しかし、このＰＭセンサーでは以下のような問題があり、さらなる改良が望まれていた。   The PM sensor proposed by the present inventor has a simple structure, a small size and low cost, and has a great merit as compared with a conventional PM sensor. However, this PM sensor has the following problems, and further improvements have been desired.

このＰＭセンサーでは、上述のように、ＰＭを燃焼させる必要があるため、抵抗体に所謂電気ヒーターの電熱線として使用可能なものを用いる必要がある。しかし、電熱線として使用可能な抵抗体は、一般に、常温から通常の排気ガス温度付近では抵抗値が比較的低い（例えば、数Ω程度）。   In this PM sensor, since it is necessary to burn PM as described above, it is necessary to use a resistor that can be used as a heating wire of a so-called electric heater. However, a resistor that can be used as a heating wire generally has a relatively low resistance value (for example, about several ohms) from normal temperature to around the normal exhaust gas temperature.

他方、抵抗体に付着するＰＭは、主にカーボンからなり導電性を有するが、非常に軽く微小であるために、抵抗体に付着する際に抵抗体にしっかりと密に接しない場合が多い。そのため、抵抗体に付着するＰＭは、導電性ではあるものの、実際には抵抗値が比較的高くなる（例えば、数ｋΩ程度）。   On the other hand, the PM adhering to the resistor is mainly made of carbon and has electrical conductivity. However, since it is very light and minute, when it adheres to the resistor, it often does not contact the resistor firmly and closely. Therefore, although PM adhering to the resistor is conductive, the resistance value is actually relatively high (for example, about several kΩ).

したがって、比較的抵抗値が低い抵抗体に、比較的抵抗値が高いＰＭが付着しても、その合成抵抗の変化率は極めて低くなってしまう。その結果、検出部にて微小な抵抗の変化を検出する必要が生じ、ＰＭの検出精度を高くするためには、検出部における検出回路や誤判定防止のための判定ソフトが複雑化してしまうといった問題が生じる。   Therefore, even if PM having a relatively high resistance value adheres to a resistor having a relatively low resistance value, the rate of change in the combined resistance becomes extremely low. As a result, it is necessary to detect a minute resistance change in the detection unit, and in order to increase the PM detection accuracy, the detection circuit in the detection unit and determination software for preventing erroneous determination are complicated. Problems arise.

なお、抵抗体として抵抗値が比較的高いものを選定することも考えられるが、抵抗値が高く電熱線としても使用可能な材質は入手困難であり、入手できたとしても非常にコストが高くなる。   Although it is conceivable to select a resistor having a relatively high resistance value, it is difficult to obtain a material that has a high resistance value and can be used as a heating wire, and even if it can be obtained, the cost becomes very high. .

そこで、本発明の目的は、上記課題を解決し、低コストで、ＰＭの検出精度が高いＰＭセンサー及び排気システムを提供することにある。 Accordingly, an object of the present invention is to provide a PM sensor and an exhaust system that solve the above-described problems, are low in cost, and have high PM detection accuracy.

本発明は上記目的を達成するために創案されたものであり、排気ガス中の粒子状物質を検出するためのＰＭセンサーであって、車両の排気通路に配置され、前記粒子状物質を付着させるＰＭ付着用抵抗線と、該ＰＭ付着用抵抗線の抵抗値の変化を検出して、前記粒子状物質の付着の有無を検出する検出部と、前記ＰＭ付着用抵抗線に付着した粒子状物質を燃焼させる電気ヒーターとを備え、前記ＰＭ付着用抵抗線を、前記電気ヒーターの電熱線の周囲を覆う絶縁体の外周に設けたＰＭセンサーである。   The present invention was devised to achieve the above object, and is a PM sensor for detecting particulate matter in exhaust gas, which is disposed in an exhaust passage of a vehicle and attaches the particulate matter. A resistance wire for PM adhesion, a detection unit for detecting the presence or absence of adhesion of the particulate matter by detecting a change in the resistance value of the resistance wire for PM adhesion, and the particulate matter adhered to the resistance wire for PM adhesion And a PM sensor in which the PM adhesion resistance wire is provided on the outer periphery of an insulator covering the periphery of the heating wire of the electric heater.

前記ＰＭ付着用抵抗線と同じ抵抗値であり、かつ、前記ＰＭ付着用抵抗線と同様の温度特性を有する温度補償用抵抗線をさらに備え、該温度補償用抵抗線を、前記ＰＭ付着用抵抗線の近傍に前記粒子状物質が付着しないように配置すると共に、前記ＰＭ付着用抵抗線と直列に接続し、前記検出部は、直列に接続した前記ＰＭ付着用抵抗線と前記温度補償用抵抗線全体に直流電圧を印加し、前記ＰＭ付着用抵抗線と前記温度補償用抵抗線の接続点における電圧を計測することで、前記ＰＭ付着用抵抗線の抵抗値の変化を検出してもよい。   The temperature compensation resistance line has the same resistance value as the PM adhesion resistance line and has the same temperature characteristics as the PM adhesion resistance line, and the temperature compensation resistance line is connected to the PM adhesion resistance line. The particulate matter is arranged in the vicinity of the wire so as not to adhere, and is connected in series with the resistance wire for PM attachment, and the detection unit is connected to the resistance wire for PM attachment and the resistance for temperature compensation connected in series. A change in the resistance value of the PM adhesion resistance line may be detected by applying a DC voltage to the entire line and measuring a voltage at a connection point between the PM adhesion resistance line and the temperature compensation resistance line. .

前記温度補償用抵抗線は、前記電気ヒーターの前記絶縁体中に配置されてもよい。   The temperature compensating resistance wire may be disposed in the insulator of the electric heater.

前記ＰＭ付着用抵抗線は、排気ガス中の粒子状物質を除去するディーゼルパティキュレートフィルター（ＤＰＦ）の下流側の前記排気通路に配置され、前記検出部は、前記ＰＭ付着用抵抗線の抵抗値の変化を検出することで、前記ディーゼルパティキュレートフィルターの破損を検出してもよい。   The PM adhesion resistance line is disposed in the exhaust passage downstream of a diesel particulate filter (DPF) that removes particulate matter in the exhaust gas, and the detection unit has a resistance value of the PM adhesion resistance line By detecting this change, the diesel particulate filter may be detected to be broken.

エンジン始動時、あるいはエンジン稼働中の一定時間ごとに前記電気ヒーターに通電して、前記ＰＭ付着用抵抗線に付着した前記粒子状物質を燃焼させる再生部をさらに備えてもよい。   You may further provide the reproduction | regeneration part which energizes the said electric heater at the time of engine starting or every fixed time during engine operation, and burns the said particulate matter adhering to the said resistance wire for PM adhesion.

前記ＰＭ付着用抵抗線の抵抗値は、前記粒子状物質の抵抗値とほぼ等しい抵抗値であるとよい。   The resistance value of the PM adhesion resistance line may be a resistance value substantially equal to the resistance value of the particulate matter.

本発明によれば、低コストで、ＰＭの検出精度が高いＰＭセンサー及び排気システムを提供できる。 According to the present invention, it is possible to provide a PM sensor and an exhaust system that are low in cost and have high PM detection accuracy.

（ａ）は、本実施の形態に係るＰＭセンサーの概略断面図であり、図１（ｂ）は、そのＰＭセンサーを排気通路に配置したときの正面図である。(A) is a schematic sectional drawing of PM sensor concerning this embodiment, and Drawing 1 (b) is a front view when the PM sensor is arranged in an exhaust passage. 図１のＰＭセンサーの回路図である。It is a circuit diagram of PM sensor of FIG. 本発明において、ＤＰＦが破損したときに抵抗値が低下することを示すグラフ図である。In this invention, when a DPF is damaged, it is a graph which shows that resistance value falls. 従来のＰＭセンサーを説明する説明図である。It is explanatory drawing explaining the conventional PM sensor.

以下、本発明の好適な実施の形態を添付図面にしたがって説明する。   Preferred embodiments of the present invention will be described below with reference to the accompanying drawings.

図１（ａ）は、本実施の形態に係るＰＭセンサーの概略断面図であり、図１（ｂ）は、そのＰＭセンサーを排気通路に配置したときの正面図である。   FIG. 1A is a schematic cross-sectional view of a PM sensor according to the present embodiment, and FIG. 1B is a front view when the PM sensor is disposed in an exhaust passage.

図１（ａ），（ｂ）に示すように、ＰＭセンサー１は、排気ガス中のＰＭ（煤）を付着させるＰＭ付着用抵抗線２と、そのＰＭ付着用抵抗線２の抵抗値の変化を検出して、ＰＭの付着の有無を検出する検出部３と、ＰＭ付着用抵抗線２に付着したＰＭを燃焼させる電気ヒーター４とを備えている。   As shown in FIGS. 1 (a) and 1 (b), the PM sensor 1 has a PM adhesion resistance line 2 for adhering PM (soot) in exhaust gas and a change in resistance value of the PM adhesion resistance line 2. And a detector 3 for detecting the presence or absence of adhesion of PM, and an electric heater 4 for burning the PM adhering to the resistance wire 2 for PM adhesion.

電気ヒーター４は、電流を流すと発熱する電熱線５と、その電熱線５の周囲を覆う絶縁体６と、電熱線５の基端部（図１（ａ）では下側）に設けられ、電気ヒーター４を排気通路１１に取り付けるためのネジ部（スレッド）７ａを有する取付用台座７とを備えている。   The electric heater 4 is provided at a heating wire 5 that generates heat when an electric current is passed, an insulator 6 that covers the periphery of the heating wire 5, and a base end portion (lower side in FIG. 1A) of the heating wire 5; A mounting base 7 having a thread portion (thread) 7a for mounting the electric heater 4 to the exhaust passage 11 is provided.

絶縁体６としては、高温（例えば７００度以上）に耐えるセラミックスなどの絶縁材料を用いるとよい。取付用台座７のネジ部７ａと反対側には、複数本の端子７ｂが露出されており、信号線（ハーネス）８を接続するためのコネクタ部７ｃとなっている。信号線８は、車両に搭載されたＥＣＭ（エンジン・コントロール・モジュール）９に電気的に接続される。   As the insulator 6, an insulating material such as ceramics that can withstand high temperatures (for example, 700 ° C. or more) may be used. A plurality of terminals 7 b are exposed on the side opposite to the screw portion 7 a of the mounting base 7, and serve as a connector portion 7 c for connecting a signal line (harness) 8. The signal line 8 is electrically connected to an ECM (Engine Control Module) 9 mounted on the vehicle.

電気ヒーター４を排気通路１１に取り付ける際には、排気通路１１にボス部１２を形成しておき、該ボス部１２に取付用台座７のネジ部７ａを螺合して取り付けるようにすればよい。   When the electric heater 4 is attached to the exhaust passage 11, a boss portion 12 is formed in the exhaust passage 11 and the screw portion 7 a of the mounting base 7 is screwed to the boss portion 12. .

ＰＭ付着用抵抗線２としては、ＰＭが付着した際の抵抗値の変化が大きくなるように、付着するＰＭとほぼ同じ抵抗値（例えば、数ｋΩ程度）のものを用いことが望ましい。ＰＭ付着用抵抗線２は、絶縁体６の外周に螺旋状に巻き付けられて配置される。   As the resistance wire 2 for PM adhesion, it is desirable to use a wire having a resistance value substantially the same as that of the PM to be adhered (for example, about several kΩ) so that the change of the resistance value when the PM adheres becomes large. The PM adhesion resistance wire 2 is disposed so as to be spirally wound around the outer periphery of the insulator 6.

ＰＭ付着用抵抗線２として用いる抵抗線は、一般に、温度特性を有しており、温度が高くなると抵抗値も高くなるという性質を有している。そのため、ＰＭ付着用抵抗線２の温度特性を補償しなければ、ＰＭ付着用抵抗線２にＰＭが付着したか否かを精度よく判定することはできない。   The resistance wire used as the PM adhesion resistance wire 2 generally has temperature characteristics, and has a property that the resistance value increases as the temperature increases. Therefore, unless the temperature characteristics of the PM adhesion resistance wire 2 are compensated, it cannot be accurately determined whether or not PM has adhered to the PM adhesion resistance wire 2.

本実施の形態に係るＰＭセンサー１では、ＰＭ付着用抵抗線２の温度特性を補償するため、ＰＭ付着用抵抗線２と同じ抵抗値であり、かつ、ＰＭ付着用抵抗線２と同様の温度特性を有する温度補償用抵抗線１０をさらに備えている。本実施の形態では、温度補償用抵抗線１０として、ＰＭ付着用抵抗線２と同じ抵抗線を用いることとした。   In the PM sensor 1 according to the present embodiment, in order to compensate for the temperature characteristics of the PM adhesion resistance line 2, the resistance value is the same as that of the PM adhesion resistance line 2 and the same temperature as the PM adhesion resistance line 2. A temperature compensating resistance wire 10 having characteristics is further provided. In the present embodiment, the same resistance wire as the PM adhesion resistance wire 2 is used as the temperature compensation resistance wire 10.

温度補償用抵抗線１０は、ＰＭ付着用抵抗線２の近傍（すなわちＰＭ付着用抵抗線２とほぼ同じ温度となる位置）で、かつ、ＰＭが付着しない位置に配置される。本実施の形態では、温度補償用抵抗線１０を、電気ヒーター４の絶縁体６中に組み込むようにして配置し、かつ、温度補償用抵抗線１０を、ＰＭ付着用抵抗線２に沿うように巻回して配置している。ＰＭ付着用抵抗線２と温度補償用抵抗線１０は、両抵抗線２，１０間で温度差が生じないよう、なるべく近づけて配置されることが望ましい。   The temperature compensating resistance line 10 is disposed in the vicinity of the PM adhesion resistance line 2 (that is, at a position where the temperature is substantially the same as that of the PM adhesion resistance line 2) and at a position where PM does not adhere. In the present embodiment, the temperature compensating resistance wire 10 is arranged so as to be incorporated in the insulator 6 of the electric heater 4, and the temperature compensating resistance wire 10 is arranged along the PM adhesion resistance wire 2. It is wound and arranged. It is desirable that the PM adhesion resistance line 2 and the temperature compensation resistance line 10 be arranged as close as possible so that no temperature difference occurs between the resistance lines 2 and 10.

図２に示すように、温度補償用抵抗線１０は、ＰＭ付着用抵抗線２と直列に接続されており、検出部３は、直列に接続したＰＭ付着用抵抗線２と温度補償用抵抗線１０全体に直流電圧Ｖccを印加し、ＰＭ付着用抵抗線２と温度補償用抵抗線１０の接続点ａにおける電圧Ｖaを計測することで、ＰＭ付着用抵抗線２の抵抗値の変化を検出するようにされる。つまり、検出部３は、ＰＭ付着用抵抗線２の抵抗値（ＰＭが付着したときの合成抵抗値）が低くなり、接続点ａにおける電圧Ｖaが所定のしきい値を超えて高くなったとき（あるいは電圧Ｖaの上昇率が所定のしきい値を超えたとき）に、ＰＭ付着用抵抗線２にＰＭが付着していること、すなわちＤＰＦが破損していることを検出する。 As shown in FIG. 2, the temperature compensation resistance wire 10 is connected in series with the PM adhesion resistance wire 2, and the detection unit 3 includes the PM adhesion resistance wire 2 and the temperature compensation resistance wire connected in series. 10 by applying a DC voltage V cc across, by measuring the voltage V a at the connection point a of the PM deposition resistance wire 2 and the temperature compensating resistor wire 10, the change in the resistance value of the PM deposition resistance wire 2 To be detected. That is, the detection unit 3, the resistance value of the PM deposition resistance wire 2 (combined resistance value when PM adheres) is lowered, the voltage V a at the connection point a becomes higher than a predetermined threshold value when (or when the rate of rise of voltage V a exceeds a predetermined threshold), the PM in the PM deposition resistance wire 2 is attached, that is, detects that the DPF is damaged.

さらに、ＤＰＦはＰＭを１００％捕獲できないため、ＰＭセンサー１は、エンジン始動時、あるいはエンジン稼働中（走行中）の一定時間ごとに電気ヒーター４（電熱線５）に通電して、ＰＭ付着用抵抗線２に付着したＰＭを燃焼させる再生部１３を備えている。   Furthermore, since the DPF cannot capture 100% of the PM, the PM sensor 1 applies electricity to the electric heater 4 (heating wire 5) by energizing the electric heater 4 (heating wire 5) every time the engine starts or the engine is running (running). A regeneration unit 13 for burning PM adhering to the resistance wire 2 is provided.

ＤＰＦはＰＭを１００％捕獲しないため、ＤＰＦが正常であっても、長時間運転を行うと、ＰＭ付着用抵抗線２にＰＭが付着してしまい、実際にはＤＰＦが破損していないにもかかわらず、ＤＰＦが破損していると誤って検出してしまうおそれがある。   Since the DPF does not capture 100% of the PM, even if the DPF is normal, if it is operated for a long time, the PM will adhere to the resistance wire 2 for PM adhesion, and the DPF is not actually damaged. Regardless, the DPF may be erroneously detected as damaged.

そこで、本実施の形態では、エンジン始動時、あるいはエンジン稼働中の一定時間ごとに、再生部１３が電気ヒーター４に通電して、ＰＭ付着用抵抗線２に付着したＰＭを燃焼させるようにした。   Therefore, in the present embodiment, the regeneration unit 13 energizes the electric heater 4 at the start of the engine or every certain time while the engine is running, so that the PM adhering to the PM adhesion resistance wire 2 is burned. .

より具体的には、再生部１３は、エンジンの運転時間を積算し、エンジン稼働中の一定時間ごとに電気ヒーター４に通電して定期的にＰＭを燃焼させ、常にＰＭ付着用抵抗線２の表面にＰＭが堆積しないようにする。また、再生部１３は、エンジン始動時に電気ヒーター４に通電し、エンジン始動時にもＰＭ付着用抵抗線２に付着したＰＭを燃焼させる。   More specifically, the regeneration unit 13 adds up the engine operating time, energizes the electric heater 4 at regular intervals during engine operation, and periodically burns the PM. Prevent PM from accumulating on the surface. Further, the regeneration unit 13 energizes the electric heater 4 when the engine is started, and burns the PM adhering to the PM adhesion resistance wire 2 even when the engine is started.

エンジン稼働中に再生部１３が電気ヒーター４に通電する時間間隔については、予め、エンジン稼働中にＰＭ付着用抵抗線２にＰＭがどれくらい付着するかを計測しておき、検出部３がＰＭ付着用抵抗線２にＰＭが付着していると検出してしまわない（ＰＭ付着用抵抗線２の抵抗値が低くならない）程度の時間間隔（例えば、３〜４時間程度）に設定すればよい。検出部３、および再生部１３は、ＥＣＭ９に搭載される。   For the time interval during which the regeneration unit 13 energizes the electric heater 4 while the engine is running, the amount of PM deposited on the PM adhesion resistance wire 2 is measured in advance while the engine is running. What is necessary is just to set to the time interval (for example, about 3 to 4 hours) of the extent which PM does not detect that PM has adhered to the resistance wire 2 (the resistance value of PM adhesion resistance wire 2 does not become low). The detection unit 3 and the reproduction unit 13 are mounted on the ECM 9.

次に、ＰＭセンサー１の動作原理を説明する。   Next, the operation principle of the PM sensor 1 will be described.

ＤＰＦが破損、損傷するなどしてその機能が失われると、ＤＰＦの下流側の排気通路１１にＰＭが流出する。流出したＰＭは、排気方向上流側に臨むＰＭ付着用抵抗線２の表面に付着する。   When the DPF is broken or damaged and its function is lost, PM flows out to the exhaust passage 11 on the downstream side of the DPF. The PM that has flowed out adheres to the surface of the resistance wire 2 for PM adhesion that faces the upstream side in the exhaust direction.

ＰＭ付着用抵抗線２にＰＭが付着、堆積すると、ＰＭ付着用抵抗線２の抵抗ＲとＰＭの抵抗ＲPMが並列に接続された状態となり、合成抵抗の抵抗値Ｒxは下式（１）
（１／Ｒx）＝（１／Ｒ）＋（１／ＲPM） ・・・（１）
のようになる。 When PM adheres to and accumulates on the PM adhesion resistance wire 2, the resistance R of the PM adhesion resistance wire 2 and the PM resistance R PM are connected in parallel, and the resistance value R x of the combined resistance is expressed by the following equation (1 )
(1 / R x ) = (1 / R) + (1 / R PM ) (1)
become that way.

本実施の形態では、ＰＭ付着用抵抗線２の抵抗値Ｒを、ＰＭの抵抗ＲPMとほぼ同じ値となるように設定しているため、ＤＰＦが破損してＰＭ付着用抵抗線２にＰＭが付着、堆積すると、図３に示すように、ＰＭ付着用抵抗線２における合成抵抗の抵抗値Ｒxは大幅に減少する。 In the present embodiment, since the resistance value R of the PM adhesion resistance line 2 is set to be substantially the same value as the PM resistance R PM , the DPF is damaged and the PM adhesion resistance line 2 is subjected to PM. As shown in FIG. 3, the resistance value Rx of the combined resistance in the PM adhesion resistance line 2 is greatly reduced.

ＰＭセンサー１では、両抵抗線２，１０として抵抗値及び温度特性が同じものを用いているため、ＰＭ付着用抵抗線２にＰＭが付着していない状態（ＲPM＝無限大）においては、接続点ａの上下の両抵抗線２，１０の抵抗値は温度に関わらず等しくなり、接続点ａにおける電圧ＶaはＶcc／２となる。ＰＭ付着用抵抗線２にＰＭが付着すると、ＰＭ付着用抵抗線２における合成抵抗の抵抗値Ｒxが減少し、これに伴い接続点ａにおける電圧Ｖaが上昇する。検出部３は、接続点ａにおける電圧Ｖaを監視し、電圧Ｖaが予め設定した所定のしきい値を超えて高くなったか否かを検出する（あるいは電圧Ｖaの上昇率が所定のしきい値を超えているか否かを検出する）ことで、ＰＭ付着用抵抗線２の抵抗値の変化を検出し、ＰＭ付着用抵抗線２へのＰＭの付着、すなわちＤＰＦの破損を検出する。検出部３は、ＤＰＦの破損を検出すると、例えば、ＭＩＬ（Malfunction Indicator Lamp；故障表示ランプ）を点灯する。 In the PM sensor 1, since both resistance lines 2 and 10 have the same resistance value and temperature characteristics, in a state where PM is not attached to the PM attachment resistance line 2 (R PM = infinity), The resistance values of the resistance lines 2 and 10 above and below the connection point a are equal regardless of the temperature, and the voltage V a at the connection point a is V cc / 2. When the PM deposition resistance wire 2 PM adheres, it reduces the resistance value R x of the combined resistance of the PM deposition resistance wire 2, the voltage V a increases at the connection point a accordingly. Detector 3 monitors the voltage V a at the connection point a, rate of rise of the voltage V a to detect whether it is higher than a predetermined threshold value set in advance (or voltage V a is given By detecting whether or not the threshold value is exceeded, the change in the resistance value of the PM adhesion resistance wire 2 is detected, and adhesion of PM to the PM adhesion resistance wire 2, that is, damage to the DPF is detected. . When detecting the breakage of the DPF, the detection unit 3 turns on, for example, a MIL (Malfunction Indicator Lamp).

本実施の形態の作用を説明する。   The operation of the present embodiment will be described.

本実施の形態に係るＰＭセンサー１では、車両の排気通路１１に配置され、ＰＭを付着させるＰＭ付着用抵抗線２と、ＰＭ付着用抵抗線２の抵抗値の変化を検出して、ＰＭの付着の有無を検出する検出部３と、ＰＭ付着用抵抗線２に付着したＰＭを燃焼させる電気ヒーター４とを備えており、ＰＭ付着用抵抗線２を、電気ヒーター４の電熱線５の周囲を覆う絶縁体６の外周に設けている。   The PM sensor 1 according to the present embodiment is arranged in the exhaust passage 11 of the vehicle and detects a change in the resistance value of the PM adhesion resistance wire 2 and the PM adhesion resistance wire 2 to which the PM is adhered, The detector 3 for detecting the presence or absence of adhesion and the electric heater 4 for burning the PM adhering to the PM adhesion resistance wire 2 are provided, and the PM adhesion resistance wire 2 is disposed around the heating wire 5 of the electric heater 4. It is provided on the outer periphery of the insulator 6 covering the.

ＤＰＦの下流側の排気通路１１にＰＭセンサー１を配置することで、ＤＰＦが破損した際にＤＰＦの下流側に流出するＰＭを検出することが可能となり、ＤＰＦの破損を検出することができる。上述の２００３年に法規化されたＯＢＤでは、ＰＭの量について規定されておらず、ＤＰＦの破損の検出が要求されるのみであるから、ＰＭの量の計測は必要ない。   By arranging the PM sensor 1 in the exhaust passage 11 on the downstream side of the DPF, it is possible to detect PM flowing out downstream of the DPF when the DPF is damaged, and it is possible to detect the damage of the DPF. In the above-mentioned OBD legalized in 2003, the amount of PM is not defined, and only the detection of DPF breakage is required, and therefore the measurement of the amount of PM is not necessary.

ＰＭセンサー１では、従来方式のような大掛かりな装置が必要なく、排気通路１１にＰＭ付着用抵抗線２を配置するという簡単な構成であるため、従来と比較して、小型かつ低コストである。   The PM sensor 1 does not require a large-scale device as in the conventional method, and has a simple configuration in which the PM adhesion resistance wire 2 is disposed in the exhaust passage 11. Therefore, the PM sensor 1 is smaller and less expensive than the conventional one. .

さらに、ＰＭセンサー１では、電気ヒーター４の電熱線５と別体にＰＭ付着用抵抗線２を備えているため、ＰＭ付着用抵抗線２を自由に選択することが可能となり、従来のように電熱線として使用可能か否かを判断する必要がない。これにより、ＰＭの抵抗値とほぼ同じ抵抗値のＰＭ付着用抵抗線２を用いることが可能となり、ＰＭ付着用抵抗線２の抵抗値とＰＭの抵抗値の合成抵抗変化率を大きくすることが可能となる。その結果、検出部３の検出回路をシンプルな構成とすることができ、低コストで、かつ、ＰＭの検出精度を向上したＰＭセンサー１を実現できる。   Furthermore, since the PM sensor 1 includes the resistance wire 2 for PM adhesion separately from the heating wire 5 of the electric heater 4, the resistance wire 2 for PM adhesion can be freely selected. There is no need to determine whether it can be used as a heating wire. This makes it possible to use the PM adhesion resistance line 2 having a resistance value substantially the same as the PM resistance value, and to increase the combined resistance change rate of the resistance value of the PM adhesion resistance line 2 and the PM resistance value. It becomes possible. As a result, the detection circuit of the detection unit 3 can be configured simply, and the PM sensor 1 can be realized at low cost and with improved PM detection accuracy.

また、ＰＭセンサー１では、エンジン始動時、あるいはエンジン稼働中の一定時間ごとに電気ヒーター４に通電して、ＰＭ付着用抵抗線２に付着したＰＭを燃焼させて除去している。   In the PM sensor 1, the electric heater 4 is energized when the engine is started or at regular intervals during engine operation, and the PM adhering to the PM adhering resistance wire 2 is burned and removed.

これにより、エンジンを始動させるごとにＰＭ付着用抵抗線２に付着したＰＭを除去できるため、ＰＭ付着用抵抗線２にＰＭが付着していない状態で検出を開始できる。また、エンジン稼働中の一定時間ごとにＰＭ付着用抵抗線２に付着したＰＭを除去することにより、長時間走行する場合であっても、ＰＭ付着用抵抗線２にＰＭがたまってしまうことがなくなり、ＤＰＦが破損していないにもかかわらず、ＤＰＦが破損していると誤って検出してしまうおそれがなくなる。   Thereby, every time the engine is started, the PM adhering to the PM adhering resistance wire 2 can be removed, so that detection can be started in a state where PM is not adhering to the PM adhering resistance wire 2. Further, by removing the PM adhering to the PM adhesion resistance wire 2 at regular intervals while the engine is operating, PM may accumulate in the PM adhesion resistance wire 2 even when traveling for a long time. This eliminates the possibility of erroneously detecting that the DPF is damaged even though the DPF is not damaged.

上記実施の形態では、ＰＭ付着用抵抗線２を絶縁体６の外周に螺旋状に巻き付けて配置する場合について説明したが、ＰＭ付着用抵抗線２の配置形状はこれに限らず、例えば、ＰＭ付着用抵抗線２を電気ヒーター４の軸方向に平行に配置するなど、任意の配置形状とすることができる。   In the above-described embodiment, the case where the PM adhesion resistance wire 2 is spirally wound around the outer periphery of the insulator 6 is described. However, the arrangement shape of the PM adhesion resistance wire 2 is not limited to this, for example, PM The adhesion resistance wire 2 can be arranged in an arbitrary shape such as being arranged in parallel with the axial direction of the electric heater 4.

また、上記実施の形態では、ＰＭセンサー１をＤＰＦの破損を検出する目的で使用する場合について説明したが、ＰＭセンサー１を、例えば、ＤＰＦを搭載していない車両の燃料系等の異常を検出する目的で使用することも可能である。この場合、車両の排気通路にＰＭセンサー１を設けておき、車両の燃料系等で異常が発生したときに発生する黒煙（すなわちＰＭ）を、ＰＭセンサー１で検知するようにすればよい。   In the above embodiment, the case where the PM sensor 1 is used for the purpose of detecting the breakage of the DPF has been described. However, the PM sensor 1 detects, for example, an abnormality such as a fuel system of a vehicle not equipped with the DPF. It is also possible to use for this purpose. In this case, the PM sensor 1 may be provided in the exhaust passage of the vehicle so that the PM sensor 1 detects black smoke (that is, PM) generated when an abnormality occurs in the fuel system of the vehicle.

このように、本発明は、上述した実施の形態に限定されるものではなく、本発明の趣旨を逸脱しない範囲で種々の変更が可能である。   Thus, the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

１ ＰＭセンサー
２ ＰＭ付着用抵抗線
３ 検出部
４ 電気ヒーター
５ 電熱線
６ 絶縁体
７ 取付用台座
７ａ ネジ部
７ｂ 端子
７ｃ コネクタ部
８ 信号線
９ ＥＣＭ
１０ 温度補償用抵抗線
１１ 排気通路
１２ ボス部
１３ 再生部 DESCRIPTION OF SYMBOLS 1 PM sensor 2 PM adhesion resistance wire 3 Detection part 4 Electric heater 5 Heating wire 6 Insulator 7 Mounting base 7a Screw part 7b Terminal 7c Connector part 8 Signal line 9 ECM
10 Temperature Compensating Resistance Wire 11 Exhaust Passage 12 Boss Part 13 Reproduction Part

Claims (5)

排気ガス中の粒子状物質を検出するためのＰＭセンサーであって、
車両の排気通路に配置され、前記粒子状物質を付着させるＰＭ付着用抵抗線と、前記ＰＭ付着用抵抗線と同じ抵抗値であり、かつ、前記ＰＭ付着用抵抗線と同様の温度特性を有する温度補償用抵抗線と、前記ＰＭ付着用抵抗線と前記温度補償用抵抗線の抵抗値の変化を検出して、前記粒子状物質の付着の有無を検出する検出部と、前記ＰＭ付着用抵抗線に付着した粒子状物質を燃焼させる電気ヒーターとを備え、
前記電気ヒーターは、電熱線と、該電熱線の周囲を覆う絶縁体と、を備え、前記絶縁体が前記排気通路内に配置され、
前記ＰＭ付着用抵抗線は、前記絶縁体の外周に設けられ、
前記温度補償用抵抗線は、前記絶縁体中に配置され、前記ＰＭ付着用抵抗線に沿うように配置されている
ことを特徴とするＰＭセンサー。 A PM sensor for detecting particulate matter in exhaust gas,
The PM adhesion resistance wire that is disposed in the exhaust passage of the vehicle and has the same resistance value as the PM adhesion resistance wire, and has the same temperature characteristics as the PM adhesion resistance wire. A temperature compensation resistance line; a detection unit that detects changes in the resistance values of the PM adhesion resistance line and the temperature compensation resistance line to detect whether the particulate matter is adhered; and the PM adhesion resistance. An electric heater for burning particulate matter adhering to the wire,
The electric heater includes a heating wire and an insulator covering the periphery of the heating wire, and the insulator is disposed in the exhaust passage,
The PM deposition resistance wire is provided on the outer periphery of the insulator,
The temperature sensor resistor wire is disposed in the insulator, and is disposed along the PM adhesion resistor wire . 前記温度補償用抵抗線を、前記ＰＭ付着用抵抗線と直列に接続し、
前記検出部は、直列に接続した前記ＰＭ付着用抵抗線と前記温度補償用抵抗線全体に直流電圧を印加し、前記ＰＭ付着用抵抗線と前記温度補償用抵抗線の接続点における電圧を計測することで、前記ＰＭ付着用抵抗線の抵抗値の変化を検出する請求項１記載のＰＭセンサー。 Wherein the temperature compensating resistance wire is connected in series before Symbol PM deposition resistance wire,
The detection unit applies a DC voltage to the entire PM adhesion resistance line and the temperature compensation resistance line connected in series, and measures a voltage at a connection point of the PM adhesion resistance line and the temperature compensation resistance line. The PM sensor according to claim 1, wherein a change in the resistance value of the resistance wire for PM adhesion is detected. 請求項１または２記載のＰＭセンサーと、PM sensor according to claim 1 or 2,
エンジンの前記排気通路に備えられ、排気ガス中の前記粒子状物質を除去するディーゼルパティキュレートフィルターと、を備え、A diesel particulate filter provided in the exhaust passage of the engine for removing the particulate matter in the exhaust gas,
前記ＰＭ付着用抵抗線は、前記ディーゼルパティキュレートフィルターの下流側の前記排気通路に配置され、The PM adhesion resistance wire is disposed in the exhaust passage on the downstream side of the diesel particulate filter,
前記検出部は、前記ＰＭ付着用抵抗線の抵抗値の変化を検出することで、前記ディーゼルパティキュレートフィルターの破損を検出するThe detection unit detects breakage of the diesel particulate filter by detecting a change in resistance value of the resistance wire for PM adhesion.
ことを特徴とする排気システム。An exhaust system characterized by that. 前記ＰＭセンサーは、エンジン始動時、あるいはエンジン稼働中の一定時間ごとに前記電気ヒーターに通電して、前記ＰＭ付着用抵抗線に付着した前記粒子状物質を燃焼させる再生部をさらに備える
請求項３記載の排気システム。 The PM sensor further includes a regeneration unit that burns the particulate matter adhering to the resistance wire for PM adhesion by energizing the electric heater when the engine is started or at regular intervals during engine operation.
The exhaust system according to claim 3 . 前記ＰＭ付着用抵抗線の抵抗値は、前記エンジンから排出され前記ＰＭ付着用抵抗線に付着した前記粒子状物質の抵抗値と等しい抵抗値に設定される請求項３または４記載の排気システム。 5. The exhaust system according to claim 3, wherein a resistance value of the PM adhesion resistance line is set to a resistance value equal to a resistance value of the particulate matter discharged from the engine and adhered to the PM adhesion resistance line .
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