Exhaust gas recirculation system and method

专利摘要:
Various methods and systems for an exhaust gas recirculation system are provided. In an example, an exhaust gas recirculation cooler includes an exhaust outlet and an exhaust outlet spaced from the exhaust inlet; a plurality of cooling tubes disposed between the exhaust inlet and the exhaust outlet; and a deflector positioned proximate the exhaust inlet and disposed between the plurality of cooling tubes and the exhaust inlet, the deflector exhaust gas entering the EGR cooler through the exhaust inlet via a defined path to the plurality leads from cooling pipes.
公开号:AT518952A1
申请号:T9111/2016
申请日:2016-03-31
公开日:2018-02-15
发明作者:
申请人:Gen Electric；
IPC主号:

专利说明:

BACKGROUND TECHNICAL AREA
Embodiments of the subject matter described herein relate to an exhaust gas recirculation or EGR system, a radiator for that system, and related methods.
STATE OF THE ART
Engines may employ recirculation of exhaust gas from an engine exhaust system to an engine intake system, a process referred to as exhaust gas recirculation (EGR). In some examples, a group of one or more cylinders may include an exhaust manifold coupled to an intake passage of the engine such that the group of cylinders is dedicated at least under certain conditions to produce exhaust gas for the EGR. Such cylinders may be referred to as "master cylinders." In other systems, the exhaust gas may be withdrawn from a manifold.
Some EGR systems may include an EGR cooler to reduce a temperature of the recirculated exhaust gas before it enters the intake passage. The exhaust gas recirculation or EGR cooler may be used to reduce the exhaust gas temperature from about 1000 degrees Fahrenheit to about 200 degrees Fahrenheit. In such an example, sludge may occur in the EGR cooler when particulates (e.g., soot, hydrocarbons, oil, fuel, rust, ash, mineral deposits, and the like) in the exhaust gas collect within the EGR cooler. The EGR cooler may become sloppy over time due to various factors (load cycle, idle time, engine oil drain, service life), which reduces the efficiency of the EGR cooler and the pressure drop across the EGR cooler and the temperature of the gas discharged from the EGR cooler Radiator exit, increased. This could lead to higher emissions and lower fuel efficiency.
Some EGR coolers may fail during use due to high stress concentration in pipes at a front edge of the heat exchanger - rather than at the edge closest to a tube plate. This proximity would sometimes expose parts of the system to high stress from low water flow, heat exchanger sidewall overload, and high thermal gradients.
When sludge occurs, the engine system switches to a purge mode called "port heating." The port heater is an operating mode that contains an amount of liquid oil that is used in an exhaust system (as a lining). In one example, during port heater mode, the system supplies excess fuel to individual cylinders during engine idle, this fuel overrun continues and heats the local exhaust port, and the system cycles periodically at low Loads into the port heater, such as at idle speed and / or in response to the engine experiencing conditions that pose a risk to the engine of oil in the exhaust system, sludge, sometimes referred to as fouling or scumming, may result in that unburned oil deposits on engine components such as the EGR cooler, if this is the case If unburned oil is blown out of the exhaust fume hood, it can leave unsightly residue on the outside of the system and / or the vehicle. So far, the connection heater has been used to reduce silt residue from the EGR cooler, engine inlet and exterior.
It may be desirable to have an EGR cooler system that prevents silting or is easier to clean on silting than those systems that are currently available.
SHORT DESCRIPTION
In one embodiment, there is provided an exhaust gas recirculation cooler comprising: an exhaust inlet and an exhaust outlet spaced from the exhaust inlet; a plurality of cooling tubes, which are arranged between the exhaust gas inlet and the outlet from the gas outlet; and a deflecting device positioned in the vicinity of the exhaust gas inlet and disposed between the plurality of cooling tubes and the exhaust gas inlet. The deflector is configured to direct exhaust gas entering the EGR cooler through the exhaust inlet via a defined path to the plurality of cooling tubes.
In one embodiment, a system is provided that includes a controller that is responsive to a signal indicative of a certain amount of sludge in an EGR cooler. Based on a triggering condition as determined by the controller, e.g. if the level of silting is above a specified threshold, the controller is configured to initiate an operating mode for cleaning the EGR cooler.
BRIEF DESCRIPTION OF THE DRAWINGS
1 is a schematic diagram of an engine having an exhaust gas recirculation (EGR) system in a marine vessel according to an embodiment of the invention.
FIG. 2 is a schematic diagram of a cooling fluid circuit including an engine and an EGR cooler according to an embodiment of the invention.
3 is a flowchart illustrating a method for a cooling fluid circuit according to an embodiment of the invention.
4 shows a schematic diagram of a rail vehicle with an engine and an EGR cooler according to an embodiment of the invention.
5 shows a schematic illustration of an EGR cooler system according to an embodiment of the invention.
Fig. 6 shows a front view in cross section of an EGR cooler according to an embodiment of the invention.
Fig. 7 shows an EGR cooler according to an embodiment of the invention.
8 shows a schematic of an assembly of a tube plate and a sidewall of an EGR cooler housing according to one embodiment of the invention.
9 shows a flow chart of a method for triggering a purge mode for an EGR cooler according to an embodiment of the invention.
10 shows a cleaning system for an EGR cooler according to an embodiment of the invention.
11 shows a flowchart of a method for cleaning an EGR cooler via a cleaning system according to an embodiment of the invention.
DETAILED DESCRIPTION
One or more embodiments of the inventive subject matter described herein relate to a system including exhaust gas recirculation (EGR) and an EGR cooler as part of this system, such as the engine systems shown in FIGS. 1-2 and 4. An engine generates exhaust gas, and a portion of this exhaust gas is directed to an air intake for the engine; before the exhaust gas is mixed with the intake air, the exhaust gas in the EGR cooler is cooled. Embodiments of the EGR cooler are shown in FIGS. 5-8. Over time, the EGR cooler may sludge, increasing the gas flow resistance through the EGR cooler and reducing the efficiency of the EGR cooler as the exhaust gases cool. Thus, in some embodiments, as shown in Figure 9, an engine controller may perform various cleaning routines (e.g., cleaning modes) to reduce deposits within the EGR cooler while the engine is running. Further, when the engine is not operating, the EGR cooler may be cleaned by a cleaning system (such as the system shown in FIG. 10) via a cleaning protocol, as outlined by the method presented in FIG. 11. In this way, the EGR cooler can be cleaned to increase the efficiency of the EGR cooler.
The approach described herein may be used in a variety of engine types as well as a variety of motorized systems. Some of these systems may be stationary while others may be on semi-mobile or mobile platforms. Semi-mobile platforms can be laid between operating periods, such as fixed on low loader trailers. Mobile platforms include self-propelled vehicles. Such vehicles may include road transport vehicles, as well as mining equipment, maritime vehicles, rail vehicles, and other off-highway vehicles. For ease of illustration, a locomotive is shown as an exemplary illustration of a mobile platform carrying a system incorporating an embodiment of the invention.
1 shows a block diagram of an exemplary embodiment of a system depicted herein as a marine vehicle 100, such as a ship, configured to operate in a body of water 101. The marine vehicle 100 includes an engine system 102, such as a propulsion system having an engine 104. In other examples, however, the engine 104 may be a stationary engine, such as in a power station application, or a motor in the propulsion system of a railroad vehicle. In the exemplary embodiment of FIG. 1, a bolt 106 is mechanically coupled to the engine 104 so that it is rotated by the engine 104. In other examples, the engine system 102 may include a generator that is driven by the engine and in turn drives, for example, a motor that rotates the screw.
The engine 104 receives intake air for combustion from an inlet, such as an intake manifold 115. The intake may be one or more suitable passageways through which gases flow to enter the engine. For example, the inlet may include the intake manifold 115, an intake passage 114, and the like. The intake passage 114 receives ambient air from an air cleaner (not shown) that filters air from outside the vehicle in which the engine 104 is positioned. Exhaust gas resulting from combustion in the engine 104 is delivered to an exhaust gas exhaust, such as exhaust passage 116. The exhaust may be any suitable channel through which gases flow away from the engine. For example, the vent may include an exhaust manifold 117, the exhaust passage 116, and the like. The exhaust gas flows through the exhaust passage 116.
In the exemplary embodiment depicted in FIG. 1, the engine 104 is a twelve cylinder V-12 engine. In other examples, the engine may be a V-6, V-8, V-10, V-16, I-4, I-6, I-8, 4-cylinder Boxer or a be another engine type. As shown, the engine 104 includes a subset of non-donor cylinders 105, here comprising six cylinders providing exhaust exclusively to a non-donor cylinder exhaust manifold 117, and a subset of donor cylinders 107, which here comprises six cylinders, the exhaust exclusively to a master cylinder exhaust manifold 119. In other embodiments, the engine may include at least one donor cylinder and at least one non-donor cylinder. For example, the engine may include four master cylinders and eight non-master cylinders, or three master cylinders and nine non-master cylinders. It should be understood that the engine may have any desired number of donor and non-donor cylinders, with the number of donor cylinders typically being less than the number of non-donor cylinders.
As depicted in FIG. 1, the non-donor cylinders 105 are coupled to the exhaust passage 116 to deliver the exhaust gas from the engine to the atmosphere (after passing through an exhaust treatment system 130 and a turbocharger 120). The donor cylinders 107 providing engine exhaust gas recirculation (EGR) are coupled exclusively to an EGR passage 162 of an EGR system 160 which routes exhaust from the donor cylinders 107 to the intake passage 114 of the engine 104 and not to the atmosphere. By introducing cooled exhaust gas into the engine 104, the amount of oxygen available for combustion is reduced and thereby the combustion flame temperatures are reduced and the formation of nitrogen oxides (e.g., NOx) is reduced.
In the exemplary embodiment shown in FIG. 1, exhaust gas flowing from the donor cylinders 107 to the intake passage 114 when a second valve 170 is open passes through a heat exchanger such as an EGR cooler 166 to decrease a temperature of the exhaust gas (eg to cool) before the exhaust gas returns to the intake passage. The EGR cooler 166 may be, for example, an air-liquid heat exchanger. In such an example, one or more charge air coolers 134 disposed in the intake passage 114 (eg, upstream of an EGR inlet where the recirculated exhaust gas enters) may be adjusted to further increase the cooling of the charge air such that a mixture temperature of charge air and exhaust gas is maintained at a desired temperature. In other examples, the EGR system 160 may include an EGR cooler bypass.
Further, the EGR system 160 includes a first valve 164 disposed between the exhaust passage 116 and the EGR passage 162. The second valve 170 may be a shut-off valve that is controlled by the controller 180 (to turn EGR flow on or off) or, for example, may control a variable amount of EGR. In some examples, the first valve 164 may be actuated to decrease an EGR amount (exhaust flows from the EGR passage 162 to the exhaust passage 116). In other examples, the first valve 164 may be operated to increase the amount of EGR (e.g., exhaust gas flows from the exhaust passage 116 to the EGR passage 162). In some embodiments, the EGR system 160 may include a plurality of EGR valves or other flow control elements for controlling the amount of EGR.
As shown in FIG. 1, the engine system 102 further includes an EGR mixer 172 that mixes the recirculated exhaust gas with charge air so that the exhaust gas can be evenly distributed within the mixture of charge air and exhaust gas. In the exemplary embodiment depicted in FIG. 1, the EGR system 160 is a high pressure EGR system that removes exhaust from a location upstream of a turbine of the turbocharger 120 in the exhaust passage 116 to a location downstream of a compressor of the turbocharger 120 in FIG Inlet passage 114 leads. In other embodiments, the engine system 100 may additionally or alternatively include a low pressure EGR system that directs exhaust gas from downstream of the turbocharger 120 in the exhaust passage 116 to a location upstream of the turbocharger 120 in the intake passage 114. It should be understood that the high pressure EGR system provides exhaust at a relatively higher pressure to the intake passage 114 than the low pressure EGR system because the exhaust supplied to the intake manifold 114 in the high pressure EGR system does not deliver the exhaust Turbine 121 of the turbocharger 120 has happened.
In the exemplary embodiment of FIG. 1, the turbocharger 120 is disposed between the intake passage 114 and the exhaust passage 116. The turbocharger 120 increases the air charge from ambient air drawn into the intake passage 114 to provide a greater charge density during combustion to increase the power output and / or operating efficiency of the engine. The turbocharger 120 includes a compressor 122 disposed along the intake passage 114. The compressor 122 is at least partially driven by the turbine 121 (e.g., via a shaft 123) disposed in the exhaust passage 116. While in this case a single turbocharger is shown, the system may include multiple turbine and / or compressor stages. In the example shown in FIG. 1, the turbocharger 120 is provided with a wastegate 128 that allows the exhaust gas to bypass the turbocharger 120. The wastegate 128 may be opened, for example, to divert exhaust gas flow from the turbine 121. In this way, the rotational speed of the compressor 122, and thus the boost pressure supplied by the turbocharger 120 to the engine 104, can be controlled under stable conditions.
The engine system 100 further includes an exhaust treatment system 130 coupled into the exhaust passage to reduce regulatory emissions. As depicted in FIG. 1, the exhaust treatment system 130 is located downstream of the turbine 121 of the turbocharger 120. In other embodiments, an exhaust treatment system may additionally or alternatively be located upstream of the turbocharger 120. The exhaust treatment system 130 may include one or more components. For example, exhaust treatment system 130 may include one or more of the following: a diesel particulate filter (DPF), a diesel oxidation catalyst (DOC), a selective catalytic reduction (SCR) catalyst, a three-way catalyst, a ΝΟχ storage catalyst, and / or various other emission control devices or combinations thereof.
The engine system 100 further includes the controller 180, which is provided and configured to control various components in conjunction with the engine system 100. In one example, the controller 180 includes a computer control system. The controller 180 further includes a non-transitory computer-readable storage medium (not shown) that includes code to enable monitoring and control of on-board engine operation. While the controller 180 monitors the control and management of the engine system 102, it may be configured to receive signals from a series of engine sensors, as further set forth herein to determine operating parameters and operating conditions and accordingly adjust various engine actuators to cope with operation of the engine system 102. For example, the controller 180 may receive signals from various engine sensors including, but not limited to, engine speed, engine load, boost pressure, ambient pressure, exhaust temperature, exhaust pressure, etc. Accordingly, the controller 180 may control the engine system 102 by sending commands to various components, such as the alternator, cylinder valves, throttle valves, heat exchangers, waste gates, or other valves or flow control elements, etc.
As another example, the controller 180 may receive signals from various temperature sensors and pressure sensors disposed at various locations within the engine system. In other examples, the first valve 164 and the second valve 170 may be adjusted to adjust an amount of exhaust flowing through the EGR cooler to control the manifold air temperature or to supply a desired amount of exhaust to the intake manifold To run AGR. As another example, controller 180 may receive signals from a temperature and / or pressure sensor indicative of the temperature and / or pressure of cooling fluid at various locations in a cooling fluid circuit, such as cooling fluid circuit 216, which will be described below with reference to FIG. 2 will be described. For example, the controller may control a flow of cooling fluid through a thermostat based on an engine output coolant temperature.
The vessel 100 further includes a bilge system 190 that at least partially removes water from a hull of the vessel 100. The bilge system 190 may include pumps, motors for operating the pumps, and a control system. For example, the controller 180 may be in communication with the bilge system 190. As illustrated in Figure 1, the bilge system includes a first pump "A" 192 that draws seawater into the vessel from surrounding waters 101. The seawater from the environment may be at a lower temperature than the air surrounding the vessel 100. Thus the seawater from the environment provides greater cooling to a cooling fluid circuit, as will be described in more detail below with reference to Figure 2. The bilge system further includes a pump "B" 194 which transfers water from the vessel 100 into the water 101 inflated. The bilge system 190 may include a filtration system (not shown), for example, to remove contaminants from the water before it is pumped into the body of water 101.
FIG. 2 shows a system 200 having an engine 202, such as the engine 104 described above with respect to FIG. 1. As shown, air (indicated by a solid line in FIG. 2) flows through an intercooler 206, such as an intercooler. before entering the engine 202 via an inlet passage 208. As an example, the intake air may have a temperature of about 43 ° C after passing the charge air cooler 206. Part of the exhaust gas discharged from the engine 202 is discharged via an exhaust passage 210. For example, as described above, the exhaust gas discharged via the exhaust passage 210 may be from the non-donor cylinders of the engine 202. Exhaust gas may be discharged, for example, via exhaust passage 212 for exhaust gas recirculation. The exhaust gas discharged via the exhaust passage 212 may originate from the master cylinders of the engine 202, as described above. As an example, the exhaust gas emitted by the engine via either the donor cylinders or the non-donor cylinders may be at a temperature of approximately 593 ° C.
The exhaust gas directed along the exhaust passage 212 passes through an EGR cooler 214 before entering the intake passage 208 of the engine 202. The EGR cooler 214 may be, for example, a gas-liquid heat exchanger that cools the exhaust gas by transferring heat to a cooling fluid, such as a liquid cooling fluid. For example, after the exhaust gas has passed through the EGR cooler, its temperature may be reduced to about 110 ° C. Once the exhaust gas enters the inlet passage 208 and mixes with the cooled intake air, the temperature of the charge air may be about 65 ° C. For example, the temperature of the charge air may vary depending on the amount of EGR and the amount of cooling performed by the charge air cooler 206 and the EGR cooler 214.
As depicted in FIG. 2, the system 200 further includes a cooling fluid circuit 216. The cooling fluid circuit 216 directs cooling fluid (indicated by a broken line in FIG. 2) through the EGR cooler 214 and the engine 202 to the EGR cooler 214 and to cool the engine 202. The cooling fluid flowing through the cooling fluid circuit 216 may be, for example, engine oil or water, or other suitable fluid. In the cooling fluid circuit 216 shown in the exemplary embodiment of FIG. 2, a pump 218 is disposed upstream of the EGR cooler 214. In such a configuration, the pump 218 may deliver cooling fluid at a desired pressure to the EGR cooler 214. As an example, the pressure of the cooling fluid may increase
Basis of a boiling point of the cooling fluid and an increase in the temperature of the cooling fluid, which occurs by the heat exchange with exhaust gas in the EGR cooler 214 and the heat exchange with the motor 202, are determined. In one example, a pressure of the coolant leaving the pump 218 may be about 262,001 Pa (38 psi), having a flow rate of about 1703 liters per minute (450 gallons per minute), and a temperature of about 68 ° C. By providing the EGR cooler 214 with cooling fluid that has been pressurized by the pump 218, boiling of the cooling fluid can be reduced. Further, as the cooling fluid is pressurized by the pump 218, the need for pressure relief in the system is reduced, and the wear of various components, such as the engine 202 and the EGR cooler 214, due to wear of the pressure relief can be reduced. In some embodiments, the pump 218 may be mechanically coupled to a crankshaft of the engine to rotate with the crankshaft so that the pump 218 is driven by the crankshaft. In other embodiments, the pump 218 may be an electrically driven pump that is powered, for example, by an alternator of the engine system.
In the exemplary embodiment shown in FIG. 2, the cooling fluid circuit cools the EGR cooler 214 of a high pressure EGR system, such as the high pressure EGR system 160 described above with respect to FIG. 1. In other embodiments, the cooling fluid circuit may additionally or alternatively provide cooling to an EGR cooler of a low pressure EGR system.
As shown, the cooling fluid from the pump 218 flows to the EGR cooler 214. Exhaust gas passing through the EGR cooler 214 transfers heat to the cooling fluid, so that the exhaust gas is cooled before entering the intake passage 208 of the engine 202 -occurs. In the exemplary embodiment shown in FIG. 2, EGR cooler 214 and engine 202 are positioned in series. Thus, after exhaust gas is cooled in the EGR cooler 214, the cooling fluid exits the EGR cooler 214 and enters the engine 202 where it cools the engine. Since the engine 202 is disposed downstream of the EGR cooler 214, the cooling fluid entering the engine 202 has a higher temperature than the cooling fluid entering the EGR cooler 214. As one example, the temperature of the cooling fluid exiting the EGR cooler 214 may be about 84 ° C, and depending on the cooling fluid temperature, prior to entering the EGR cooler 214, an amount of EGR that may exhaust the EGR Cooler 214 passes, and the like vary. In this way, the engine can be kept at a higher temperature because the cooling fluid temperature is higher and less cooling occurs. Thus, the thermal efficiency of the engine can be increased.
The system 200 further includes a thermostat 220 positioned in the cooling fluid circuit downstream of the engine. The thermostat 220 may be adjusted to maintain, for example, an engine output temperature of the cooling fluid (e.g., the temperature of the cooling fluid as it exits the engine). In some examples, the thermostat 220 may be an electronic thermostatic valve; In other examples, the thermostat 220 may be a mechanical thermostatic valve. In some embodiments, a control system that includes a controller 204, such as the controller 180 described above with respect to FIG. 1, may control the position of the thermostat 220 based on the engine output coolant temperature. As an example, the engine output coolant fluid temperature may be about 93 ° C. As an example, the thermostat may be adjusted so that no cooling fluid exits the engine (e.g., the cooling fluid remains in the engine), for example, when the engine is warming up. As another example, the thermostat 220 may be set to direct cooling fluid heated by the engine 202 to the EGR cooler 214 without being cooled by a vessel cooler 222. In such an example, the heated cooling fluid may mix with cooling fluid that has been cooled by the vessel cooler 222 such that a temperature of the cooling fluid entering the EGR cooler 214 is relatively warmer. In this way, the thermal efficiency of the engine 202 may be maintained if, for example, there is a relatively small amount of exhaust gas recirculation and less heat is transferred through the EGR cooler 214 to the cooling fluid. As yet another example, the thermostat 220 may be adjusted to direct substantially all of the cooling fluid exiting the engine 202 to the vessel cooler 222. In this way, the thermostat 222 may be actuated to maintain a motor output cooling fluid temperature.
The vessel cooler 222 may be, for example, a liquid-liquid heat exchanger. As depicted in FIG. 2, cooling fluid from the engine 202 passes through the heat exchanger before being directed to the pump 218. The cooling fluid passing through the vessel cooler 222 is cooled by heat transfer to seawater from the environment (e.g., water from the waters where the vessel is located).
The vessel cooler may, for example, be fluidly coupled to a bilge system of the vessel, such as the bilge system 190 described above with reference to FIG. 1. In such a configuration, a pump A 224 may receive seawater from the environment outside of the vessel (indicated by a dotted line in FIG 2) and retract through the vessel cooler 222. Seawater heated by heat exchange with the cooling fluid exits the vessel cooler 222 and is discharged from the vessel, for example, via a pump B 226. The seawater from the environment may have a lower temperature than the air surrounding the vessel; Thus, a stronger heat exchange between the cooling fluid and the seawater can take place. Further, even more cooling of the cooling fluid occurs because the vessel cooler 222 is a liquid-liquid heat exchanger and a liquid-liquid heat exchanger provides a higher heat exchange rate than a liquid-air heat exchanger. In addition, since there is a large volume of seawater and cooling of the seawater is not necessary, it is possible to maintain a low temperature of the cooling fluid. However, in other embodiments, the vessel cooler may also be a liquid-to-air heat exchanger, such as in a locomotive, an off-highway vehicle or in a stationary embodiment.
Thus, due to the relatively low temperature of the seawater from the environment and the liquid-liquid heat exchange, the seawater can provide increased cooling of the cooling fluid as compared to air-based cooling systems. Thus, a smaller EGR cooler can be used, for example, which can reduce the size and cost of the cooling system. In addition, since the EGR cooler 214 is positioned in series with the engine 202, an amount of cooling fluid flowing through the cooling fluid circuit can be reduced. For example, when the EGR cooler and the engine are positioned in parallel, a larger amount of cooling fluid is required to provide the EGR cooler and the engine with similar flows of cooling fluid.
One embodiment relates to a method (e.g., a method for a cooling fluid circuit). The method includes pressurizing a cooling fluid with a pump and directing the cooling fluid pressurized by the pump to an exhaust gas recirculation cooler to cool recirculated exhaust from an engine. The method further includes cooling the engine by directing cooling fluid exiting the exhaust gas recirculation cooler to the engine before returning it to the pump. An example of another embodiment of a method (for a cooling fluid circuit) is illustrated in the flowchart of FIG. 3. In particular, the method 300 directs cooling fluid through a cooling fluid circuit that is positioned in a marine vessel, such as the cooling fluid circuit 216 described above with respect to FIG. 2.
In step 302 of the method, a pump is supplied with cooling fluid. The cooling fluid may be, for example, a cooled cooling fluid from a vessel cooler. In some examples, the cooled cooling fluid from the vessel cooler may be mixed with cooling fluid exiting a motor such that a temperature of the cooling fluid is increased.
At step 304, the cooling fluid is pressurized by the pump. The output pressure of the pump may be based on a boiling point of the cooling fluid and an expected amount of heat transfer to the cooling fluid through an EGR cooler and / or the engine. For example, the cooling fluid may be pressurized so that the cooling fluid does not exceed its boiling point.
The pressurized cooling fluid is directed from the pump to the EGR cooler at step 306 to cool exhaust gas that passes through the EGR cooler for exhaust gas recirculation. For example, heat is transferred from the exhaust gas to the cooling fluid, so that the exhaust gas is cooled and the cooling fluid is heated. At step 308, cooling fluid exiting the EGR cooler is directed to the engine, which is positioned in series with the EGR cooler to cool the engine. For example, heat from various components of the engine is transferred to the cooling fluid so that a temperature of the cooling fluid increases and the engine is cooled.
At step 310, an engine output temperature of the cooling fluid is determined. As one example, the cooling fluid circuit may include a temperature sensor at an engine cooling fluid outlet. As another example, the temperature of the cooling fluid may be determined on a thermostat.
At step 312, it is determined whether the engine outlet coolant fluid temperature is lower than a first threshold temperature. If it is determined that the cooling fluid temperature is lower than the first threshold temperature, the method proceeds to step 314, where the thermostat is closed so that cooling fluid flow through the engine is reduced. If, on the other hand, the engine output cooling fluid temperature is higher than the first threshold temperature, the method proceeds to step 316 where it is determined whether the temperature is lower than a second threshold temperature, the second threshold temperature being higher than the first threshold temperature.
If it is determined that the engine outlet coolant fluid temperature is lower than the second threshold temperature, the method proceeds to step 318 where the thermostat is adjusted such that at least a portion of the coolant bypasses the vessel cooler. In this way, a temperature of the engine may be maintained at a higher temperature to maintain engine efficiency, for example, even when an amount of EGR is reduced, resulting in reduced heat transfer to the cooling fluid of exhaust gas in the EGR cooler. Conversely, if it is determined that the engine outlet coolant fluid temperature is higher than the second threshold temperature, the method proceeds to step 320, where all of the coolant fluid is directed to the vessel cooler.
Thus, by positioning the EGR cooler and the engine in series in a cooling fluid circuit, an amount of cooling fluid flowing through the cooling fluid circuit can be reduced because the cooling fluid flows through the EGR cooler and then through the engine. Since the cooling fluid is heated by the EGR cooler before it enters the engine, less heat exchange can occur in the engine, resulting in a higher engine operating temperature and a higher thermal efficiency of the engine. Further, since the cooling fluid is pressurized by the pump before entering the EGR cooler, the possibility of boiling the cooling fluid can be reduced.
Another embodiment relates to a system, e.g. a system for a vessel or other vehicle. The system includes a reservoir for receiving a cooling fluid, an exhaust gas recirculation cooler, an engine, and a cooling fluid circuit. (The reservoir may be a tank, but could also be a return line or other channel, ie the reservoir may not necessarily contain a large volume of cooling fluid.) The reservoir is generally indicated by the arrow 216 in Figure 2.) The cooling fluid circuit connects the reservoir, the exhaust gas recirculation cooler and the engine with each other. The cooling fluid circuit is configured to direct the cooling fluid sequentially from the reservoir, to the exhaust gas recirculation cooler, to the engine and back to the reservoir. For example, during operation, the cooling fluid sequentially flows from upstream to downstream: through a first channel of the cooling fluid circuit from an outlet of the reservoir to an inlet of the exhaust gas recirculation cooler; through the exhaust gas recirculation cooler; through a second channel of the cooling fluid circuit from an outlet of the exhaust gas recirculation cooler to an inlet of a cooling system (e.g., cooling jacket) of the engine; through the cooling system of the engine; and a third channel of the cooling fluid circuit from an outlet of the engine cooling system to an inlet of the reservoir. In another embodiment, the system further includes a pump operatively coupled to the reservoir and the cooling fluid circuit; the pump is configured to pressurize the cooling fluid passing through the cooling fluid circuit.
Another embodiment relates to a system, e.g. a system for a vessel or other vehicle. The system includes a pump, an exhaust gas recirculation cooler, an engine, and a cooling fluid circuit. The cooling fluid circuit connects the pump, the exhaust gas recirculation cooler and the engine with each other. The cooling fluid circuit is configured to sequentially supply, by the pump, pressurized cooling fluid from the pump, to the exhaust gas recirculation cooler, to the engine, and back to the pump (or back to a return line or other reservoir to effectively receive the pump Cooling fluid is coupled) to conduct. For example, during operation, the cooling fluid pressurized by the pump flows in sequence from upstream to downstream: through a first channel of the cooling fluid circuit from an outlet of the pump to an inlet of the exhaust gas recirculation cooler; through the exhaust gas recirculation cooler; through a second channel of the cooling fluid circuit from an outlet of the exhaust gas recirculation cooler to an inlet of a cooling system (e.g., cooling jacket) of the engine; through the cooling system of the engine; and a third channel of the cooling fluid circuit from an outlet of the engine cooling system to an inlet of the pump (or reservoir).
4 shows another embodiment of a system in which an EGR cooler may be installed. In particular, FIG. 4 shows a block diagram of one embodiment of a vehicle system 400, depicted herein as a rail vehicle 406 (e.g., a locomotive) and configured to run on a track 402 over a plurality of wheels 412. As shown, the rail vehicle includes a motor 404. The motor shown in FIG. 4 may include similar components as the motor shown in FIG. In addition, as shown in FIG. 4, the engine includes a plurality of cylinders 401 (only one representative cylinder is shown in FIG. 4) each including at least an intake valve 403, an exhaust valve 405, and a fuel injector 407. Each intake valve, exhaust valve, and each fuel injector may include an actuator that may be actuated via a signal from a controller 410 of the engine. In other non-limiting embodiments, the engine may be a stationary engine, such as in a power plant application, or an engine in a propulsion system of a marine vehicle or other off-highway vehicle, as noted above.
The engine receives intake air for combustion from an intake manifold 414. The intake passage receives ambient air from an air cleaner 460 that filters air from outside the rail vehicle. Exhaust gas resulting from combustion in the engine is supplied to an exhaust passage 416. The exhaust gas flows through the exhaust passage and out of an exhaust or exhaust of the rail vehicle. In one example, the engine is a diesel engine that burns air and diesel by compression ignition. In another example, the engine is a two or more fuel engine that can combust a mixture of gaseous fuel and air by injecting diesel fuel during compression of the mixture of air and gaseous fuel. In other, non-limiting embodiments, the engine may additionally burn fuel such as gasoline, kerosene, natural gas, biodiesel, or other similar density distillate petroleum distillates by compression ignition (and / or spark ignition).
In one embodiment, the rail vehicle is a diesel electric vehicle. As depicted in FIG. 4, the engine is coupled to an electric power generation system that includes an AC / DC generator 422 and traction electric motors 424. For example, the engine is a diesel and / or natural gas engine that generates a torque output that is transmitted to the AC / DC current generator that is mechanically coupled to the engine. In one embodiment herein, the engine is a multi-fuel engine that operates on diesel fuel and natural gas, however, in other examples, the engine may use various combinations of fuels other than diesel and natural gas.
The AC / DC generator generates electrical power that can be stored and used for subsequent distribution to a number of downstream electrical components. As an example, the AC / DC generator may be electrically coupled to a plurality of traction motors, and the AC / DC generator may provide electrical power to the plurality of traction motors. As illustrated, the plurality of traction motors are each connected to one of the plurality of wheels to provide drive power for propulsion of the rail vehicle. An exemplary configuration includes a traction motor for each wheelset. As depicted herein, six traction motors correspond to each of six pairs of drive wheels of the rail vehicle. In another example, the AC / DC generator may be coupled to one or more resistor networks 426. The resistor networks may be configured to dissipate excess motor torque via heat produced by the networks from electricity generated by the AC / DC generator.
In some embodiments, the vehicle system may include a turbocharger 420 disposed between the intake passage and the exhaust passage. The turbocharger increases the air charge from ambient air that is drawn into the intake passage to provide greater charge density during combustion to increase the power output and / or the operating efficiency of the engine. The turbocharger may include a compressor (not shown) that is at least partially driven by a turbine (not shown). While in this case a single turbocharger is included, the system may include multiple turbine and / or compressor stages. Additionally or alternatively, in some embodiments, a supercharger may be present to compress the intake air via a compressor that is driven by, for example, a motor or the prime mover. Further, in some embodiments, an intercooler (e.g., a water-based intercooler) may be present between the supercharger of the turbocharger or the supercharger and the intake manifold of the engine. The intercooler can cool the compressed air to further increase the charge air density.
In some embodiments, the vehicle system may further include an aftertreatment system coupled into the exhaust passageway upstream and / or downstream of the turbocharger. In one embodiment, the aftertreatment system may include a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF). In other embodiments, the aftertreatment system may additionally or alternatively include one or more emission control devices. Such emission control devices may include a selective catalytic reduction (SCR) catalyst, a three-way catalyst, a ΝΟχ storage catalyst, or various other devices or systems.
The vehicle system may further include an exhaust gas recirculation (EGR) system 430 coupled to the engine and routing exhaust gas from the exhaust passage of the engine to the intake passage downstream of the turbocharger. In some embodiments, the exhaust gas recirculation system may be exclusively coupled to a group of one or more master cylinders of the engine (also referred to as a master cylinder system). As depicted in FIG. 4, the EGR system includes an EGR passage 432 and an EGR cooler 434 to reduce the temperature of the exhaust gas before entering the intake passage. By introducing exhaust gas into the engine, the amount of oxygen available for combustion is reduced, and thereby the combustion flame temperatures are reduced and the formation of nitrogen oxides (e.g., NOx) is reduced. In addition, the EGR system may include one or more sensors for measuring the temperature and pressure of the exhaust flowing into and out of the EGR cooler. For example, a temperature and / or pressure sensor 413 may be positioned upstream of the EGR cooler (eg, at the exhaust inlet of the EGR cooler) and a temperature and / or pressure sensor 415 downstream of the EGR cooler (eg, at the exhaust outlet of the EGR cooler). Radiator) be positioned. In this way, the controller can measure a temperature and a pressure at both the exhaust inlet and outlet of the EGR cooler. The EGR cooler may further include a silt sensor 451 for detecting the amount of sludge (e.g., deposits built up on the cooling pipes or in the exhaust passages) in an interior of the EGR cooler. In this way, the controller may directly measure a level (e.g., an amount or a percentage) of the sludge of the EGR cooler. In an alternative embodiment, the EGR cooler may not include a silt sensor, and instead, an engine controller may determine EGR cooler effectiveness based on a gas inlet temperature, gas outlet temperature, and inlet temperature of the coolant (e.g., water) of the EGR cooler.
In some embodiments, the EGR system may further include an EGR valve for controlling the amount of exhaust gas recirculated from the exhaust passage of the engine to the intake passage of the engine. The EGR valve may be a shut-off valve controlled by a controller 410 or, for example, may control a variable amount of EGR. As shown in the non-limiting exemplary embodiment of FIG. 4, the EGR system is a high pressure EGR system. In other embodiments, the vehicle system may additionally or alternatively include a low pressure EGR system that directs EGR from downstream of the turbine to upstream of the compressor.
As depicted in Figure 4, the vehicle system further includes a cooling system 450 (e.g., an engine cooling system). The cooling system circulates coolant through the engine to absorb engine waste heat and distribute the heated coolant to a heat exchanger, such as a radiator 452 (e.g., a radiator heat exchanger). In one example, the coolant may be water. A blower 454 may be coupled to the radiator to maintain air flow through the radiator when the vehicle is slowly moving or stopped while the engine is running. In some examples, the fan speed may be controlled by the controller. Coolant that has been cooled by the radiator may enter a tank (not shown). The coolant may then be pumped by a water or coolant pump 456 back to the engine or other component of the vehicle system, such as the EGR cooler and / or intercooler.
As shown in Figure 4, a coolant / water passage branches off the pump to pump coolant (e.g., water) in parallel to both the EGR cooler and the engine. The EGR cooler may include a system for managing air bubbles / entrained air. For example, as shown in FIG. 4, the pump may pump coolant (or cooling water) into a coolant inlet 435 disposed on a floor (relative to a surface on which the engine system or vehicle rests) of the EGR cooler. Coolant may then exit the EGR cooler via a coolant exit 437 located at an upper side of the EGR cooler (the upper side facing the bottom of the EGR cooler). Thus, the EGR cooler may be filled with water (or coolant) from the bottom of the EGR cooler to the top via the drive force from the pump. In some embodiments, the pump may then be located at a bottom of the EGR cooler. In this way, the EGR cooler may be filled with water or coolant through the bottom, thereby forcing air out through and out the top of the EGR cooler (e.g., venting the EGR cooler). Thus, coolant can fill and flow through the cooling tubes in a direction opposite to that of gravity. Further, one or more additional sensors coupled to the coolant inlet and coolant outlet of the EGR cooler may be provided for measuring a temperature of the coolant entering and exiting the EGR cooler.
As shown in FIG. 4, an exhaust manifold of the engine includes a heater 411 (or an alternative heating element) that can be actuated by the controller to heat the exhaust manifold, and thus the EGR cooler that is close to the engine (eg, some engines) Examples directly adjacent) is coupled, also to heat. In alternative embodiments, the engine may not include a heater.
The rail vehicle further includes the controller (e.g., engine control unit) to control various components associated with the rail vehicle. As one example, various components of the vehicle system may be coupled to the controller via a communication channel or data bus. In one example, the controller includes a computer control system. The controller may additionally or alternatively include memory that includes a non-transitory computer-readable storage medium (not shown) that includes code to facilitate monitoring and control of rail vehicle operation on board. In some examples, the controller may include more than one controller each communicating with each other, such as a first controller for controlling the engine, and a second controller for controlling other locomotive operating parameters (such as traction engine load, blower speed, etc.). The first controller may be configured to control various actuators based on an output from the second controller, and / or the second controller may be configured to control various actuators based on an output received from the first controller.
The controller may receive information from a plurality of sensors and may send control signals to a plurality of actuators. While the controller monitors the control and management of the engine and / or rail vehicle, it may be configured to receive signals from a series of engine sensors, as further discussed herein, to determine operating parameters and operating conditions and to adjust various engine actuators accordingly For example, the engine control unit may receive signals from various engine sensors including, but not limited to, engine speed, engine load, intake manifold air pressure, boost pressure, exhaust pressure, ambient pressure, ambient temperature, exhaust temperature, particulate filter temperature, Particulate filter back pressure, engine coolant pressure, gas temperature in the EGR cooler or the like. The controller may also receive a signal about an amount of oxygen in the exhaust gas from an exhaust gas oxygen sensor 462. Additional sensors, such as coolant temperature sensors, may be positioned in the cooling system. Accordingly, the controller may control the engine and / or the rail vehicle by sending commands to various components, such as the traction motors, the AC / DC generator, fuel injectors, valves, or the like. For example, the controller may control the operation of a restriction member (e.g., about a valve) in the engine cooling system. Other actuators may be coupled to various locations in the rail vehicle.
Referring to FIGS. 5-7, there is shown an EGR cooler 500. The EGR cooler may be positioned in an engine system, such as in one of the engine systems shown in FIGS. 1 and 4. The EGR cooler shown in FIGS. 5-7 may be any of the EGR coolers 166, 214, and 434 shown in FIGS. 1, 2, and 4. Fig. 5 shows an outer side view of the EGR cooler with exposed cooling tube ends, Fig. 6 shows a front view of the EGR cooler in cross section, and Fig. 7 shows an isometric view of the EGR cooler. FIGS. 5-7 include an axis system 501 that includes a vertical axis 505, a horizontal axis 507, and a lateral axis 503. Further, the EGR cooler includes a central axis 520.
The EGR cooler includes a housing (e.g., an outer housing) 502 and a plurality of cooling tubes 504 disposed within the housing. The cooling tubes allow coolant to flow through them and heat to be exchanged with exhaust gas flowing through an interior of the housing outside of the cooling tubes (e.g., outside the outer walls of the cooling tubes). As shown at 512, hot exhaust gas flows into the housing of the EGR cooler through an inlet 506 and then expands within an intake manifold 526 before entering a body 532 of the EGR cooler containing the cooling tubes. After passing the body and flowing around the cooling tubes, the exhaust gas flows through an exhaust manifold 528, and finally exits the EGR cooler through an outlet 508, as shown at 514.
As shown in Figures 5 and 7, the cooling tubes are arranged in a plurality of bundle groups (e.g., sections) 516, each of which may include a plurality of cooling tube bundles. In this way, each bundle group comprises an array of cooling tubes. An outer deflector 518 is positioned between each bundle group and extends around an entire outer circumference of the housing. The exhaust gas flowing through the body of the EGR cooler is hottest in the vicinity of the inlet and the intake manifold (for example, because the exhaust gas has not been cooled particularly by flowing over the cooling pipes). Thus, the cooling tubes that are closest to the inlet and inlet header (relative to the cooling tubes in the middle or nearer the outlet of the EGR cooler) and the inner sidewalls 524 of the housing of the EGR cooler (eg, closer than the Cooling tubes near the central axis of the EGR cooler) are the closest, subject to increased thermal loads. In particular, these cooling tubes may expand by the hotter exhaust gas flowing around them from the EGR cooler inlet. However, since these cooling tubes are positioned adjacent to the inner sidewalls of the EGR cooler housing, they may not have enough space to expand, and this can lead to buckling of the structure and deterioration of performance. As a result, the cooling tubes may wear and result in coolant spills and / or reduced cooling of the exhaust flowing through the EGR cooler.
To overcome these problems, the front cooling tubes of the EGR cooler adjacent the inlet and adjacent to the inner sidewalls of the housing (relative to the remaining cooling tubes that are closer to the centerline of the EGR cooler and / or relative to the exhaust gas flow path through the EGR cooler further downstream in the EGR cooler) are removed from the EGR cooler and replaced by one or more inner deflectors 510 as shown in Figs. 5-7 ,
As shown in Figures 5 and 7, the EGR cooler includes two inner baffles positioned near the intake manifold within a first bundle group (e.g., portion) 534 of the EGR cooler. The first bundle group is positioned between the inlet manifold and a first outer deflector of the EGR cooler (e.g., the outer deflector closest to the inlet relative to the other outer deflectors of the EGR cooler). Specifically, in the first bundle group, the front cooling tubes that are closest to the inner side walls on both sides of the EGR cooler (eg, sides facing each other across the center axis and along a length of the cooling tubes in a horizontal axis direction and in a flow direction through the cooling tubes) are removed from the bundle group and the inner deflectors are placed in their place. As shown in Figs. 5 and 6, each inner deflector is a C-channel (extruded in a direction of the horizontal axis in the side plane in Fig. 5). The ends of the walls of the C-channel of the inner deflectors (eg, the ends of the "C") are directly (eg, by welding) coupled to the inner sidewalls of the EGR cooler housing In alternative embodiments, the inner deflectors may have a different shape from that of FIG In still further embodiments, the inner deflectors may be secured to the inner sidewalls of the housing in alternative manners or to alternative surfaces of the inner deflectors The purpose of the inner deflector (s) is to provide the same Thus, the inner baffles may be shaped and dimensioned to meet this purpose, and thus may take different forms Deflector ribs in the area of the EGR cooler, which has no cooling tubes, are connected together to prevent the incoming exhaust gas to pass through this area.
In addition, each inner deflector has a width in a vertical axis direction extending from a respective inner sidewall of the EGR cooler housing to the remaining cooling tubes of the first bundle group closest to the inner sidewall. As shown in Fig. 5, an outer edge of the deflector facing the cooling tubes within the first bundle group extends from the inner sidewall to the line 540. In the region of the inner deflectors, in the first bundle group, there is no chill between the 540 line and the side wall. However, in the bundle groups behind and downstream of the first bundle groups, in a direction of the exhaust gas flow through the EGR cooler, there are cooling tubes in this area (between line 540 and the sidewall). In this way, cooling tubes are positioned in a direction of exhaust flow past outer edges of the deflection devices within bundle groups adjacent to the first bundle group. For example, a second bundle group positioned adjacent to and downstream of the first bundle group includes cooling tubes between line 540 aligned with the outer edge of the deflector and the inner sidewall of the housing. As also shown in FIG. 5, a first diverter of the two inner diverters is positioned between a first side wall of the housing and the cooling tubes in the first bundle group, and a second diverter of the two inner diverters is disposed between a second side wall of the housing and the cooling tubes in FIG positioned first bundle group. The edges of the first deflector and the second deflector are positioned relative to the exhaust inlet before the second bundle group. Further, a width of each bundle group between an outermost tube of the bundle group may be defined on a first side of the bundle group and an outermost tube of the bundle group on a second side of the bundle group, the second side being opposite to the first side. Thus, a width of the first bundle group comprising the inner deflectors is less than a width of the second bundle group because the outermost cooling tubes within the second bundle group extend all the way to the side walls of the housing of the EGR cooler.
A front side of the inner deflector disposed in a plane of the horizontal and vertical axes as shown in Fig. 6 prevents exhaust gas from flowing through the part of the first bundle without cooling pipes. The inner baffles guide the flow of exhaust through the remaining cooling tubes of the EGR cooler. This arrangement allows expansion of the exhaust gas prior to contact with the first (e.g., closest to the inlet) of the cooling tubes within the EGR cooler. The internal deflectors reduce shock, erosion and buckling of the remaining front cooling tubes in the first bundle group. Alternatively, in another embodiment, rather than removing the front cooling tubes that are closest to the inner sidewalls of the EGR cooler housing, these cooling tubes may instead be made of a material of greater thickness than those cooling tubes that are removed from the inlet and inner sidewalls lie. In one embodiment, cooling tubes of different composition and / or size / thickness are located near the inlet. The composition is selected from those having relatively higher erosion resistance and thermal fatigue and thermal stress resistance than the material of the other cooling tubes.
As shown in FIGS. 5 and 7, only the first bundle group includes the inner deflector, and no other bundle group (except the first bundle group closest to the inlet of the EGR cooler) includes an inner deflector on the inner sidewalls of the housing of FIG EGR cooler. Instead, the other bundle groups have cooling tubes positioned adjacent to and on the inner sidewalls of the EGR cooler housing.
As can be seen in FIGS. 5 and 7, the ends of the cooling tubes are arranged on a tube plate 522 for each bundle group. For example, a first tube plate may be present for a first end of each cooling tube within a bundle group, and a second tube plate for an opposite second end of each cooling tube within that one bundle group. Each tube plate extends across the EGR cooler in a direction of the vertical axis between opposed inner sidewalls of the housing. Each tube plate also extends in a direction of the side axis between two adjacent outer deflectors (or, in the case of the outermost bundle groups, between an outer deflector and the inlet manifold or exhaust manifold of the EGR cooler). For each bundle group, the ends of the cooling tubes within this bundle group can be welded to the corresponding tube plates via entry welds. As indicated at 530 in Figure 5, the entry welds are welds around a circumference of each cooling tube connecting the end of each cooling tube to the corresponding tube plate. As shown in Figures 5 and 7, the entry welds on the side tubes, which are replaced by the internal deflectors, may be eliminated to remove the identified tubes and incorporate the internal deflector described above.
In an alternative embodiment, the cooling tubes may be connected by roll forming to the corresponding tube plate instead of by welding. In this embodiment, each cooling tube can be fixed by mechanical expansion in the tube plate.
The tube plates are coupled to a first sidewall of the housing at a first end (eg, sidewall) of the tube plate and coupled to a second sidewall of the housing at a second end (eg sidewall) of the tube plate, the second sidewall of the first sidewall being across the central axis of the housing EGR cooler housing opposite. 8 shows a schematic 800 of an arrangement of the tubing plate and the sidewall of the EGR cooler housing. The tube plates of the EGR cooler are welded to the side walls of the EGR cooler housing. However, the angle between the housing sidewall and the tube plate may affect how easily these two components are welded together, and in particular the percentage of weld penetration. As shown in FIG. 8, the sidewall 802 of the EGR cooler housing (eg, one of the side walls 524 shown in FIG. 5) is positioned adjacent to and in contact with the tube plate 804 (eg, about one of the tube plates 522 shown in FIGS. 5 and 7). The side wall includes a chamfer 805 along an edge of the side wall facing the tube plate. The bevel of the side wall has an angle 806. In one example, the sidewall bevel angle is about 45 degrees (e.g., 45 degrees +/- 0.5 degrees). In another example, the sidewall bevel angle is in the range of 43-47 degrees. The tube plate includes a chamfer 807 along an edge of the tube plate facing the side wall of the EGR cooler housing. The bevel of the tube plate has an angle 808. In one example, the bevel angle is about 25 degrees (e.g., 25 degrees +/- 0.5 degrees). In another example, the angle of the tube plate bevel is in a range of 23-27 degrees. If the angle of the sidewalls is about 70 degrees, this gives a total skew angle of about 70 degrees. The weld is formed within the space created by the entire taper angle. This increased angle allows complete (e.g., 100%) weld penetration when placing a weld bead within the space created between the sidewall and tube sheet bevels. The first bevel of the housing side wall and the second bevel of the tube plate together with the weld formed therein form a weld 810.
As shown in FIG. 7, the outer deflectors of the EGR cooler may be sealed using a polymeric material as shown in the seal area 702. The sealing area with the sealing material is positioned around an entire outer circumference of each outer deflector, the sealing material extending inwardly toward the housing and a central axis 520 of the EGR cooler, together with a portion of the outer deflector. In one example, the polymeric sealing material used in the sealing area may be a fluoropolymer (e.g., fluoroelastomer) comprising a copolymer of propylene-alternating tetrafluoroethylene.
As also shown in FIG. 7, the EGR cooler may include one or more orifices 704 that serve as drains and are disposed in outer sidewalls of the outer deflectors of the EGR cooler. For example, these openings may be located in a top and a bottom of the outer deflectors (only the top visible in FIG. 7) within the seal area along the outer perimeter of each outer deflector but within the housing of the EGR cooler. In another example, these openings may be located in sides of the outer deflectors (e.g., in a portion of the outer deflectors disposed along the vertical axis 505 shown in FIG. In one example, each outer deflector may include one or more openings in an upper and a bottom wall of the outer deflector. In another example, only a portion of all the outer deflectors may include one or more drain apertures in the top and bottom walls of the outer deflector. The size (e.g., diameter), shape (e.g., circular, oval, square), and / or the number of apertures may be selected to achieve a drain rate that is less than a threshold duration. In one example, the threshold duration may be about five minutes. In another example, the threshold duration may be greater or less than five minutes (about 15 minutes). For example, in one example of water (if water is the coolant used in the EGR cooler) or another fluid of similar viscosity, the drain rate may be about 15 minutes. This can reduce freezing within the EGR cooler.
Another way to reduce the thermal load on the front cooling tubes in the vicinity of the EGR cooler inlet and the inner side walls of the EGR cooler housing includes reducing the rib density within the areas of these front cooling tubes. This feature is illustrated in FIG. As shown in FIG. 6, the EGR cooler includes a plurality of cooling tubes 504 disposed above the EGR cooler and inner deflectors 510 on opposite sides of the EGR cooler (replacing a part of the front cooling tubes). The EGR cooler also includes a plurality of gas passages 602 through which exhaust gas flows. The gas passages are disposed between the cooling tubes and include ribs 604 which increase the cross-sectional area for heat transfer between the exhaust gas and the cooling tubes. However, this can lead to increased thermal expansion of the cooling tubes near the EGR cooler inlet, resulting in wear of the cooling tubes closest to the housing side walls of the EGR cooler. To reduce the thermal load on the cooling tubes near the inlet and the housing sidewalls, the rib density around these tubes can be reduced. As shown in FIG. 6, the fins surrounding the cooling tubes near the center of the EGR cooler have a first fin density 606. The cooling tubes that are closest to the inner deflector and the housing sidewalls may have a second rib density 610 that is less than the first rib density. In this way, fewer fins may surround the cooling tubes that are closest to the sidewalls and near the inlet of the EGR cooler. In some examples, the fin density (e.g., the number of ribs) may gradually decrease from a center of the EGR cooler to the housing sidewalls (as shown by the decreasing fin densities at 606, 608, and 610, for example). As a result, the less-finned cooling tubes may experience a lower rate of heat transfer with the exhaust gas and thus less thermal expansion and wear on the sidewalls of the EGR cooler. In one example, the fin density of the EGR cooler may be less than a threshold number of fins per threshold area. For example, the fin density of the EGR cooler near the sidewalls of the housing may be reduced by 50% or more than the fin density closer to the center (e.g., center axis) of the EGR cooler.
Over time, the exhaust gas passing through the EGR cooler may subject the EGR cooler to silting up (for example, deposits may accumulate within the EGR cooler and on an outer surface of the cooling tubes). This increase in sludge in the EGR cooler can increase resistance of the exhaust gas flow through the EGR cooler and reduce the effectiveness of the EGR cooler cooling. To reduce and / or remove debris from the EGR cooler during engine operation and to clean the EGR cooler (eg, while the EGR cooler continues to operate without shutting off the engine), a controller of the engine system (such as that shown in FIG 1, or the controller 410 shown in FIG. 4) in response to one or more triggering conditions trigger an operating mode for cleaning the EGR cooler. As will be described below, appropriate trip conditions may include time, an estimate of EGR cooler (based on a gas inlet temperature at the EGR cooler, a gas outlet temperature and coolant inlet temperature), pressure drop across the EGR cooler, an output of a sensor, the EGR cooler directly measures the sludge in the EGR cooler, and / or a loss of temperature difference between the inlet and the outlet to the EGR cooler. The operating mode for cleaning the EGR cooler may be less frequently used over the life of the engine. During the operating mode for cleaning the EGR cooler, silt materials may be removed from the EGR cooler. Suitable cleaning modes for the EGR cooler are described below.
The frequency of initiation of the EGR cleaning operation mode may be based, at least in part, on one or more factors related to the age of the engine, the age of the EGR cooler, the type of engine, the engine load cycle, the time of the last oil change, or the time to next oil change and the like are based. Alternatively, it may be a condition parameter of the EGR cooler that initiates the cleaning mode of operation.
Referring now to FIG. 9, a method 900 of initiating a purge mode of the EGR cooler (such as one of the EGR coolers disclosed herein with reference to FIGS. 1, 2, and 4-8) is shown to include silt material within the EGR cooler to reduce or remove. The method 900 may be performed by a motor controller (such as the controller 130 shown in FIG. 1 or the controller 410 shown in FIG. 4) in accordance with instructions stored in a nonvolatile memory of the controller and in conjunction with a plurality of sensors (eg, various temperature and pressure sensors of the engine system) and actuators (eg, such as actuators of fuel injectors, heaters, pumps, or the like) of the engine system in which the EGR cooler is incorporated.
At 902, the method includes estimating and / or measuring engine operating conditions. Engine operating conditions may include one or more conditions of engine speed and load, engine temperature, exhaust temperature at the exhaust inlet and exhaust of the EGR cooler, coolant temperature at an EGR cooler coolant inlet and outlet, a pressure drop across the EGR cooler (eg, pressure differential between the EGR cooler) Exhaust gas inlet and outlet of the EGR cooler), an amount of EGR cooler sludge, a duration of engine operation, and the like.
At 904, the method includes determining an amount of siltation in the EGR cooler (e.g., an amount of silt in an interior of the EGR cooler). The amount of sludge in the EGR cooler may be due to one or more factors from estimating the effectiveness of the EGR cooler, a pressure drop across the EGR cooler (eg, pressure difference between the exhaust inlet and outlet of the EGR cooler), an amount of sludge of the EGR cooler based on an output of a sensor that directly measures the sludge in the EGR cooler (such as the sensor 451 shown in FIG. 4), a temperature difference between the exhaust inlet and outlet of the EGR cooler, and a temperature difference between the coolant inlet and outlet of the EGR cooler. In one example, the amount of EGR cooler sludge may be based on one or more of said parameters relative to predetermined thresholds or threshold ranges. In another example, the amount of sludge of the EGR cooler may be based on each of the mentioned parameters.
At 906, the method includes determining if the amount of silt is above a predetermined first threshold level. In one example, determining if the amount of sludge is above the first threshold comprises determining whether a pressure differential across the EGR cooler (e.g., a pressure difference between the exhaust inlet and outlet) is greater than a threshold pressure differential. In another example, determining whether the amount of sludge is above the first threshold includes determining whether a temperature difference between the exhaust inlet and outlet of the EGR cooler is not greater than a threshold. For example, if the temperature of the exhaust gas at the outlet of the EGR cooler does not differ by a threshold amount from the exhaust gas at the inlet, the efficiency of the EGR cooler may be reduced by sludge. In yet another example, determining if the amount of silt is above the first threshold includes determining whether an amount of silt (as determined by a silt sensor within the EGR cooler) within the EGR cooler is greater than a threshold amount. In this way, a condition parameter of the EGR cooler may trigger the cleaning operation mode.
If the amount of sludge is not greater than the first threshold, the method continues at 908 to determine if it is time to proactively initiate a scrub mode of operation of the EGR cooler. As an example, at 908, the method may include determining whether a threshold duration has elapsed since the last purge operation of the EGR cooler. In this way, the EGR cooler can be proactively cleaned by a cleaning mode, which is triggered by the STEU ergerät with a fixed triggering frequency. The frequency of initiation of the EGR cleaning operation mode may be based, at least in part, on one or more factors related to the age of the engine, the age of the EGR cooler, the type of engine, the engine load cycle, the time of the last oil change, or the time until the next oil change and the like are based.
If it is not time to initiate the cleaning of the EGR cooler, the process continues at 910 to continue operating the engine without cleaning the EGR cooler. The procedure ends afterwards. However, if there is no time to initiate a purge mode of the EGR cooler, or if the amount of EGR cooler sludge is above the threshold level, the method continues at 912 to determine if the conditions for purifying or reducing the sludge of the EGR -Kühlers are met by connection heating. In one example, the conditions for activating a purge mode by port heater include that the engine is idling or dynamic braking is in progress. For example, in one embodiment, the port heater may be performed in any position of the reversing lever - e.g. in any operating mode where the throttle position is zero. Further, when the vehicles in which the engine is installed are locomotives and two or more locomotives are in a train band, one locomotive may communicate with the other so that the locomotives are never simultaneously in port heater mode of operation. In another example, the conditions for the port heater may be met when the engine load is below a threshold (eg, low load) and after the engine has experienced conditions that pose a risk to the engine of oil in the exhaust system (eg after the engine has been operating under low load for a duration that may be a relatively extended period of time). In yet another example, the controller may determine one or more of the factors accumulated engine revolutions at low or zero load, load amount and engine revolutions as a function of MWh, as at least one factor for determining whether to initiate the operating mode for purifying the EGR cooler.
If the conditions for initiating the port heater purge mode are met at 912, the method continues at 914 to initiate the port heater. In one embodiment, a port heater event may include over-fueling (e.g., by actuating a fuel injector of at least one cylinder to increase the amount of fuel injected into the cylinder) of a particular number of cylinders. The particular number of cylinders may include one or more of the engine cylinders. An amount of fuel overfeed (eg, an amount of additionally injected fuel) may be due to one or more of the engine age, EGR cooler, engine type, engine load cycle, last oil change, or the time Time to the next oil change and the like are based. In some examples, the operating mode for purifying the EGR cooler may be achieved at a particular speed that is not idle or low load / speed. Further, the time period for which the system is operated in the port heater mode may be controlled based on at least one or more of: the number of cylinders used, the time period since the last purge event, the detected amount of pressure drop across the EGR cooler , other engine performance parameters and the like. The frequency or period between port heating cycles may also be determined based on one or more of the following factors: time, a measure of accumulated engine revolutions at low or no load, load load and engine revolutions as a function of the accumulated use of the engine and / or the MWh EGR cooler. After the time period for the port heater has expired, the method continues at 916 to terminate the EGR cooler purge mode and continue engine operation. In this way, the port heater can heat the exhaust gas that passes through the EGR cooler, thereby burning off and removing the deposits (e.g., oil deposits).
If, at 912, the conditions for the port heater are not met, the method continues at 918 to activate an alternative EGR cooler purge mode (which may include triggering one or more of the methods shown at 918). As shown at 920, activating an alternative cleaning mode of operation may include providing late fuel injection and / or later post-injections into one or more engine cylinders via the controller. This may include activating one or more of the fuel injectors to delay the timing of the regular or post fuel injection events at one or more cylinders. In another example, activating an alternative cleaning mode at 922 may include automatically charging the engine while it is idling. If there is a need to remove oil transfer due to extended idling, the system would enter a self-loading mode. The self-loading mode causes the engine to generate power, which is then dissipated into the dynamic braking networks (rather than traction power from the traction motors). The engine would generate enough power to heat the exhaust gas and remove the oil (e.g., silt material). In yet another example, at 924, activating an alternative purge mode may include actuating the exhaust valves to pressurize the engine. Such a back pressure can cause the engine to do a specified job (by pumping losses) without being brake work. In another example, at 926, activating an alternative cleaning mode may include actuating an electric or other heating element in the exhaust manifold, which may cause the EGR cooler (eg, by having the EGR cooler positioned near the exhaust manifold) without the need for Raising the exhaust gas temperature would heat up.
From 916 and 918, the method continues at 928 to set a diagnostic flag to clean the EGR cooler once the engine is turned off based on one or more of the following factors: the number of executions of an active cleaning mode of operation (eg, one of the processes at 914 and 918), the sludge rate of the EGR cooler (which is based on the determined amount of sludge on the EGR cooler and / or frequency of operation of the EGR cooler cleaning mode) and / or the particular one Extent of sludge in the EGR cooler above a second threshold that is higher than the threshold at 904. For example, at 928, the method may include providing a signal for maintenance to one or more of the following: the plant operator, a service or maintenance facility, and a background administration monitoring and scheduling facilities maintenance and repairs.
Optionally, at 930, the method may include determining whether the amount of sludge and / or the frequency of the EGR cooler purge events are greater than a second threshold. As an example, the second threshold may be a level higher than the level for initiating an active EGR cooler purge mode while the engine is running, and a threshold indicating that the efficiency of the EGR cooler is below a lower level Threshold level is reduced. If such a level has not been reached at 930, the method continues at 932 to continue engine operation. Otherwise, if such a level or frequency has been reached at 930, the method continues at 934 to shut off the engine and indicate that a manual purge operation of the EGR cooler is required. A system and method for performing a manual purge operation of the EGR cooler are illustrated in FIGS. 10 and 11 and described below.
In one embodiment, the EGR cooler may be cleaned by disconnecting the EGR cooler from the exhaust system (or opening a port to provide access). A cleaning solution can be placed in the interior of the EGR cooler and allowed to act. The now polluted solution is drained and the process is repeated until a desired level of purity is achieved. Suitable cleaning solutions may include low foaming salts such as trisodium phosphate and are commercially available. In another embodiment, the EGR cooler may be cleaned via a cleaning system while coupled to the engine.
10 shows an embodiment of a system for purifying a gas side of the EGR cooler. The system can be referred to as a fill and flush system that can completely fill and purge the EGR cooler while it is coupled to the engine. Instead of removing the radiator, disassembling it, and filling the heat exchanger hot, all work on the engine can be done with non-toxic solvents and water. The apparatus and process allow the chiller to be almost completely filled with the cleaning solution and then almost completely emptied without using pumps or vacuum.
In particular, FIG. 10 shows a cleaning system 1000 for cleaning the EGR cooler 1002 (which may be any of the EGR coolers described herein and shown in FIGS. 1-2, 4, and 5-8). The cleaning system includes a pump 1004 for pumping fluids through and out of the EGR cooler. A drain hose 1006 is coupled to the pump and may direct fluid from the EGR cooler and pump system to drain. A recirculation hose 1008 is also coupled directly to the pump on a valve 1010 of the pump. A second end of the recirculation hose is coupled to an exhaust inlet 1012 of the EGR cooler. In one example, the valve may include a valve that is switchable between a pumping mode in which fluid from the pump is routed via the recirculation hose and a vent mode in which fluid is routed out of the pump via the exhaust hose. A suction hose 1014 is coupled between an exhaust outlet 1016 of the EGR cooler and the pump. In particular, a first end of the suction hose is directly coupled to a manifold 1018 positioned about and above the exhaust outlet. In this way, the manifold can completely cover an opening of the exhaust outlet. A vent tube 1020 is also coupled directly to the manifold. A fill tube 1022 is also coupled directly to the exhaust inlet for filling the EGR cooler with cleaning solution and / or water.
FIG. 11 shows a method 1100 for cleaning the EGR cooler via a cleaning system, such as the cleaning system shown in FIG. 10. At 1102, the method includes removing an exhaust bellows portion from the exhaust inlet of the EGR cooler and removing an elbow from the exhaust outlet of the EGR cooler. At 1104, the method includes connecting the manifold (eg, manifold 1018 in FIG. 10) to the exhaust outlet of the EGR cooler and connecting the suction hose (eg, suction hose 1014 in FIG. 10) from the manifold to the pump (eg, the pump 1004 in Fig. 10). The method may include attaching a Victaulic coupling seal to the exhaust outlet at 1104. At 1106, the method includes filling the EGR cooler via the fill tube (e.g., fill tube 1022) in the exhaust inlet with a first amount of cleaning solution. In one example, the amount of cleaning solution may be about four gallons. However, the volume may be dependent on an internal volume of the EGR cooler. At 1108, the method includes flowing water through the fill tube until water exits the manifold vent tube (e.g., vent tube 1020 in Fig. 10) at the exhaust outlet. At 1110, the method includes inserting the recirculation hose (eg, recirculation hose 1008 in FIG. 10) into the exhaust inlet, switching the pump to a pump mode, and circulating the purge solution through the EGR cooler for a first duration (eg, by flowing the purge solution through the recirculation hose, from the pump to the EGR cooler, through the EGR cooler, out of the suction hose and back to the pump). In one example, the duration is about one hour.
At 1112, the method includes switching the pump to the bleed mode and draining the cleaning solution from the EGR cooler via the suction hose and drain hose (eg, bleed hose 1006 in FIG. 10) coupled to the pump during the EGR cooler is filled with water via the filling tube for a second duration. All water is then drained from the EGR cooler. At 1114, the method includes stopping the pump and filling the EGR cooler with a second amount of the cleaning solution and circulating the second amount of cleaning solution through the EGR cooler and repeating the methods described at 1106, 1108, 1110, and 1112. At 1116, the method includes removing the manifold from the exhaust outlet, sucking out the remaining water, and reassembling the EGR cooler. In this way, the EGR cooler may be purged and cleaned, thereby removing clogging materials from the EGR cooler.
Figures 5-7 show exemplary configurations with the relative positioning of the various components. When shown in direct contact with each other or directly coupled, such elements may, at least in one example, be referred to as being directly in contact with each other or directly coupled, respectively. Similarly, elements shown adjacent or adjacent to one another may be adjacent or adjacent to each other in at least one example. As an example, components each in contact with one side may be referred to as being in contact with one another. As another example, elements that are spaced apart with only a gap and no further components therebetween may be referred to as such in at least one example. As still another example, elements shown above / below each other, on opposite sides, or left / right of each other, may be referred to in relation to each other. Further, as shown in the figures, in at least one example, a topmost element or a topmost end of an element may be referred to as the "top" of the component, and a bottommost element or bottom of the element may be referred to as "bottom" or "bottom". As used herein, the terms top / bottom, top / bottom / bottom / r / s, may refer to / below a vertical axis of the figures and may be used to refer to positioning Thus, in one example, elements represented above other elements are positioned vertically above the other elements, and as yet another example, the shapes of the elements depicted in the figures may be so designated that they have these shapes (eg that they are round, straight, flat / flat, curved, rounded, chamfered, angled or the like) More particularly, elements depicted as intersecting may be referred to as intersecting elements or intersecting in at least one example. In addition, in one example, an element shown within another element or shown outside of another element may be referred to as such.
As an embodiment, an exhaust gas recirculation cooler includes an exhaust gas inlet and an exhaust gas outlet spaced from the exhaust gas inlet; a plurality of cooling tubes disposed between the exhaust inlet and the exhaust outlet; and a deflector positioned proximate the exhaust inlet and disposed between the plurality of cooling tubes and the exhaust inlet, the deflector directing exhaust gas entering the EGR cooler through the exhaust inlet via a defined path to the plurality of cooling tubes. In a first example of the EGR cooler, the deflection device is positioned between a side wall of a housing of the EGR cooler and a first group of cooling tubes of the plurality of cooling tubes positioned proximate to the inlet. In a second example of the EGR cooler, the plurality of cooling tubes further includes a second group of cooling tubes positioned with respect to a direction of the exhaust flow through the EGR cooler downstream of the first group of cooling tubes, and the deflection device is between the inlet and the second group of cooling tubes and positioned between the side wall and the first group of cooling tubes. In a third example of the EGR cooler, the cooling tubes of the second group of cooling tubes are positioned in a downstream direction behind the deflection device, with no cooling tubes positioned within a space occupied by the deflection device. In a fourth example of the EGR cooler, the deflection device is a first deflection device positioned between a first side wall of the housing and the first group of cooling tubes, and further includes a second deflection device disposed between a second side wall of the housing and the first group of Cooling tubes is positioned, wherein the second side wall of the first side wall is positioned opposite to a center axis of the EGR cooler opposite. In a fifth example of the EGR cooler, the EGR cooler further includes a tube plate extending via the EGR cooler between opposite inner side walls of a housing of the EGR cooler, wherein ends of cooling tubes of the plurality of cooling tubes are arranged on the tube plate. In a sixth example of the EGR cooler, the EGR cooler further includes a weld between a first beveled edge of an inner sidewall of the housing and a second beveled edge of the tube plate. In a seventh example of the EGR cooler, the first beveled edge has an angle of about 45 degrees and the second beveled edge has an angle of about 25 degrees. In an eighth example of the EGR cooler, the EGR cooler further includes a plurality of fins positioned between cooling tubes of the plurality of cooling tubes, wherein a rib density of the plurality of fins near an inner side wall of a housing of the EGR cooler is smaller as at a center of the EGR cooler. In one example, the rib density near the exhaust inlet and inner sidewall is less than 50% of a rib density near the exhaust outlet. In a ninth example of the EGR cooler, the EGR cooler further comprises outer deflector
Devices extending around an outer circumference of a housing of the EGR cooler and spaced from each other, wherein a sealing material is around the outer periphery of the outer deflecting devices, wherein each outer deflecting device of the outer deflecting means comprises a polymeric sealing material which extends around a whole outer periphery of the outer deflector is positioned. In one example, the sealing material is a fluoropolymer comprising a copolymer of propylene alternating tetrafluoroethylene. In yet another example of the EGR cooler, the EGR cooler further includes at least one orifice disposed in one or more of the outer deflectors and sized and configured to provide a drain rate of less than 15 minutes. In another example of the EGR cooler, the EGR cooler further includes a coolant inlet fluidly coupled to the plurality of cooling tubes and disposed at a bottom of the EGR cooler, and a coolant outlet fluidly coupled to and coupled to the plurality of cooling tubes a top of the EGR cooler is arranged, wherein coolant passes through the cooling tubes from the coolant inlet to the coolant outlet.
In another embodiment, an exhaust gas recirculation or EGR cooler includes: a plurality of cooling tubes disposed between an exhaust inlet and outlet of the EGR cooler; a housing surrounding and including the plurality of cooling tubes within the EGR cooler, the housing including a plurality of outer deflectors spaced apart along a length of the EGR cooler, in a direction of exhaust flow through the EGR cooler wherein each outer deflector of the plurality of outer deflectors
Devices extend around an entire outer circumference of the housing and includes a polymeric sealing material positioned around an entire outer periphery of the outer deflector. In one example, the plurality of cooling tubes are grouped into a plurality of bundle groups of a plurality of cooling tubes, and each outer deflection device of the plurality of outer deflection devices is positioned between adjacent bundle groups or a bundle group and the exhaust gas inlet or outlet. In another example, the polymeric seal material is a fluoropolymer comprising a propylene alternating tetrafluoroethylene copolymer.
In yet another embodiment, an exhaust gas recirculation or EGR cooler includes: a plurality of cooling tubes disposed between an exhaust inlet and outlet of the EGR cooler and enclosed within a housing of the EGR cooler, wherein a first group of the plurality of Cooling tubes is positioned in the vicinity of the exhaust gas inlet, and a second group of the plurality of cooling tubes is positioned adjacent to and downstream of the first group, wherein the first group and the second group are respectively positioned between opposite side walls of the housing; and a first deflector positioned between a first sidewall of the housing and the first group and a second deflector positioned between a second sidewall of the housing and the first group, the edges of the first deflector and the second deflector relative to the exhaust inlet are positioned in front of the second group. In one example, a width of the first group between an outermost tube of the first group on a first side of the first group and an outermost tube of the first group on a second side of the first group, the second side of the first side opposite, is narrower than a width the second group. In another example, a portion of the EGR cooler including the first deflector and the second deflector does not include cooling tubes.
In another illustration, a system includes a controller operable to respond to a signal indicative of a degree of sludge in an EGR cooler by triggering an operating mode to purify the EGR cooler. In one example, the signal is a sensor signal indicative of one (or more) temperature difference between an inlet and an outlet of the EGR cooler. In another example, the signal is a sensor signal indicative of an absolute temperature of exhaust gas at an outlet of the EGR cooler. In yet another example, the signal is a sensor signal indicative of a pressure drop across the EGR cooler. In one embodiment, the controller includes one or more of the following factors to determine whether to initiate the EGR cooler cleaning mode of operation: the age of an engine coupled to the EGR cooler, engine hours of operation, operating hours of the EGR Cooler, the time since the last engine oil change, the time since the last time the EGR cooler was cleaned, and the engine's duty cycle. In one example, the cleaning mode of operation includes fueling at least one cylinder of an engine to thereby heat the exhaust and purge the EGR cooler. In another example, the cleaning mode of operation includes activating a heater coupled to the EGR cooler to thereby heat the EGR cooler and clean the EGR cooler. In yet another example, the cleaning mode of operation includes delaying the fuel injection of one or more cylinders of an engine to thereby transfer burning fuel into the exhaust gas and thereby clean the EGR cooler. In another example, the cleaning mode of operation includes providing a signal and then manually purifying the EGR cooler. In one example, before or during the cleaning mode of operation, the controller communicates with another locomotive in the train to thereby determine whether or not to prevent the other locomotive from entering a cleaning mode of operation. In another example of the system, the controller determines one or more of the factors accumulated engine revolutions at low or no load, load amount, and engine revolutions as a function of MWh as at least one factor for determining whether to initiate the operating mode for purifying the EGR cooler. In yet another example of the system, the controller triggers the engine under dynamic pressure to work the engine (by pumping losses) and thereby heat the exhaust to a temperature sufficiently high to prevent sludge in the EGR system. To reduce or remove radiator.
In yet another illustration, an EGR cooler includes: a plurality of cooling tubes disposed between an exhaust inlet and outlet of the EGR cooler and enclosed within a housing of the EGR cooler; a tube plate extending across the EGR cooler between opposed first and second inner sidewalls of the housing, wherein ends of the plurality of cooling tubes are disposed on the tube plate; and a weld between a first chamfered edge of the first inner sidewall and a second chamfered edge of the tube plate with substantially 100% weld penetration. The EGR cooler may further include one or more of the following: a plurality of fins positioned between cooling tubes of the plurality of cooling tubes, wherein a fin density of the plurality of fins near an inner side wall of the housing of the EGR cooler is less than in the middle of the EGR cooler; wherein the housing surrounds and includes the plurality of cooling tubes within the EGR cooler, the housing including a plurality of outer deflectors spaced apart along a length of the EGR cooler, in a direction of exhaust flow through the EGR cooler each outer deflector of the plurality of outer deflectors includes an opening disposed in at least one of upper and lower outer sidewalls of the outer deflector; and a coolant inlet fluidly coupled to the plurality of cooling tubes and disposed at a bottom of the EGR cooler, and a coolant outlet fluidly coupled to the plurality of cooling tubes and disposed on an upper surface of the EGR cooler, wherein coolant forms the cooling tubes from the coolant inlet to the coolant outlet in a direction opposite to gravity.
In another illustration, an EGR cooler includes: a plurality of cooling tubes disposed between an exhaust inlet and outlet of the EGR cooler and enclosed within a housing of the EGR cooler; and a plurality of fins positioned between cooling tubes of the plurality of cooling tubes, wherein a rib density of the plurality of fins near an inner side wall of the housing of the EGR cooler is lower than in the center of the EGR cooler. The EGR cooler may further include one or more of the following: a tube plate extending across the EGR cooler between opposed first and second inner sidewalls of the housing, the ends of the plurality of cooling tubes being disposed on the tube plate, and a weld between a first chamfered edge of the first inner sidewall and a second chamfered edge of the tube plate with substantially 100% weld penetration; wherein the housing surrounds and includes the plurality of cooling tubes within the EGR cooler, the housing including a plurality of outer deflectors spaced apart along a length of the EGR cooler, in a direction of exhaust flow through the EGR cooler each outer deflector of the plurality of outer deflectors includes an opening disposed in at least one of upper and lower outer sidewalls of the outer deflector; and a coolant inlet fluidly coupled to the plurality of cooling tubes and disposed at a bottom of the EGR cooler, and a coolant outlet fluidly coupled to the plurality of cooling tubes and disposed on an upper surface of the EGR cooler, wherein coolant forms the cooling tubes from the coolant inlet to the coolant outlet in a direction opposite to gravity.
In yet another illustration, an exhaust gas recirculation or EGR cooler includes: a plurality of cooling tubes disposed between an exhaust inlet and outlet of the EGR cooler; and a housing surrounding and including the plurality of cooling tubes within the EGR cooler, the housing including a plurality of outer deflectors spaced apart along a length of the EGR cooler, in a direction of exhaust flow through the EGR cooler wherein each outer deflector of the plurality of outer deflectors includes an aperture disposed in at least one of upper and lower outer sidewalls of the outer deflector. The EGR cooler may further include one or more of the following: a plurality of fins positioned between cooling tubes of the plurality of cooling tubes, wherein a fin density of the plurality of fins near an inner side wall of the housing of the EGR cooler is less than in the middle of the EGR cooler; a tube plate extending across the EGR cooler between opposed first and second inner sidewalls of the housing, the ends of the plurality of cooling tubes being disposed on the tube plate, and a weld between a first beveled edge of the first inner sidewall and a second bevelled one Edge of the tube plate with substantially 100% weld penetration; and a coolant inlet fluidly coupled to the plurality of cooling tubes and disposed at a bottom of the EGR cooler, and a coolant outlet fluidly coupled to the plurality of cooling tubes and disposed on an upper surface of the EGR cooler, wherein coolant forms the cooling tubes from the coolant inlet to the coolant outlet in a direction opposite to gravity.
In yet another illustration, an exhaust gas recirculation or EGR cooler includes: a plurality of cooling tubes disposed between an exhaust inlet and outlet of the EGR cooler; a coolant inlet fluidly coupled to the plurality of cooling tubes and disposed at a bottom of the EGR cooler; and a coolant outlet fluidly coupled to the plurality of cooling tubes and disposed on an upper surface of the EGR cooler, wherein coolant passes the cooling tubes from the coolant inlet to the coolant outlet in a direction opposite to gravity. The EGR cooler may further include one or more of: a plurality of fins positioned between cooling tubes of the plurality of cooling tubes, wherein a fin density of the plurality of fins near an inner side wall of the housing of the EGR cooler is less than in the middle of the EGR cooler; a tube plate extending above the EGR cooler between opposed first and second inner sidewalls of the housing, the ends of the plurality of cooling tubes being disposed on the tube plate, and a weld between a first beveled edge of the first inner sidewall and a second bevelled one Edge of the tube plate with substantially 100% weld penetration; and the housing surrounding and including the plurality of cooling tubes within the EGR cooler, the housing including a plurality of outer deflectors spaced from each other along a length of the EGR cooler in a direction of exhaust flow through the EGR cooler wherein each outer deflector of the plurality of outer deflectors includes an aperture disposed in at least one of upper and lower outer sidewalls of the outer deflector.
As used herein, an element or step preceded by the singular word "a / r" is to be understood as meaning that the plural of these elements or steps are not excluded unless expressly stated Furthermore, references to "one embodiment" of the invention do not exclude the existence of further embodiments which also incorporate the recited features. In addition, embodiments that "include," "include," or "comprise" an element or a plurality of elements having a particular property may additionally include other such elements that do not possess that feature unless expressly stated to the contrary. including "and" where / in which / r / m "are used as normal language equivalents of the respective terms" comprising "and" where. "In addition, the terms" first, "" second, "and" third herein, are used purely as labels, and are not intended to define numerical requirements or a particular positional order of their objects.
The control methods and routines disclosed herein may be stored as executable instructions in a nonvolatile memory and may be executed by the control system comprising the controller in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading strategies, and the like. Thus, various illustrated actions, operations and / or functions may be performed in the illustrated order or in parallel, or in some cases eliminated altogether. Also, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided purely for ease of illustration and description. One or more of the illustrated actions, operations and / or functions may be executed repeatedly depending on the particular strategy being used. Further, the described actions, operations, and / or functions may graphically represent the code that must be programmed into the nonvolatile memory of the computer readable storage medium in the engine control system, wherein the described actions are performed by executing the instructions in a system that includes the various engine hardware components Combination with the electronic control unit includes.
This written description uses examples to disclose the invention, including the best mode for carrying them out, and also to enable one skilled in the relevant technical arts to make the invention, including, but not limited to, making and using any devices or systems, and any involved ones Perform procedure. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are also intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.

权利要求:
Claims (20)
[1]
claims:
An exhaust gas recirculation or EGR cooler, comprising: an exhaust gas inlet and an exhaust gas outlet spaced from the exhaust gas inlet; a plurality of cooling tubes disposed between the exhaust inlet and the exhaust outlet; and a deflector positioned proximate the exhaust inlet and disposed between the plurality of cooling tubes and the exhaust inlet, the deflector configured to convert exhaust gas entering the EGR cooler through the exhaust inlet via a defined path to the plurality to guide from cooling tubes.
[2]
2. The EGR cooler according to claim 1, wherein the deflection device is positioned between a side wall of a housing of the EGR cooler and a first group of cooling tubes of the plurality of cooling tubes, which is positioned in the vicinity of the exhaust gas inlet.
[3]
3. The EGR cooler of claim 2, wherein the plurality of cooling tubes further includes a second group of cooling tubes positioned relative to a direction of exhaust flow through the EGR cooler downstream of the first group of cooling tubes, and wherein the deflection device is disposed between the inlet and the second group of cooling tubes and positioned between the side wall and the first group of cooling tubes.
[4]
4. The EGR cooler of claim 3, wherein the cooling tubes of the second group of cooling tubes are positioned in a downstream direction behind the deflection device, and wherein no cooling tubes are positioned within a space that is claimed by the deflection device.
[5]
5. The EGR cooler of claim 2, wherein the sidewall is a first sidewall of the housing, and wherein the deflector is a first deflector positioned between the first sidewall of the housing and the first group of cooling tubes and further comprises a second deflector disposed between a second side wall of the housing and the first group of cooling tubes, wherein the second side wall of the first side wall is positioned opposite the center axis of the EGR cooler.
[6]
6. The EGR cooler of claim 1, further comprising a tube plate extending across the EGR cooler between opposed inner sidewalls of a housing of the EGR cooler, the ends of cooling tubes of the plurality of cooling tubes being disposed on the tube plate.
[7]
7. The EGR cooler of claim 6, further comprising a weld between a first chamfered edge of an inner sidewall of the housing and a second chamfered edge of the tube plate.
[8]
8. The EGR cooler of claim 7, wherein the first bevelled edge is at an angle of about 45 degrees and the second beveled edge is at an angle of about 25 degrees.
[9]
9. The EGR cooler according to claim 1, further comprising a plurality of fins positioned between cooling tubes of a plurality of cooling tubes, wherein a rib density of the plurality of fins near an inner side wall of a housing of the EGR cooler is lower than in one Center of the EGR cooler.
[10]
10. The EGR cooler of claim 9, wherein the fin density in the vicinity of the exhaust inlet and the inner sidewall is less than 50% of a fin density in the vicinity of the exhaust outlet.
[11]
11. The EGR cooler of claim 1, further comprising outer deflectors extending around an outer circumference of a housing of the EGR cooler and spaced from each other, wherein a sealing material is contained around an outer circumference of the outer deflectors, each outer Baffling device of the outer deflector comprises a polymeric sealing material which is positioned around an entire outer periphery of the outer deflector.
[12]
12. The EGR cooler of claim 11, wherein the sealing material is a fluoropolymer comprising a copolymer of tetrafluoroethylene alternating with propylene.
[13]
13. The EGR cooler of claim 11, further comprising at least one opening disposed in one or more of the outer deflectors and sized and configured to provide a drain rate of less than 15 minutes.
[14]
14. The EGR cooler of claim 1, further comprising a coolant inlet fluidly coupled to the plurality of cooling tubes and disposed at a bottom of the EGR cooler, and a coolant outlet fluidly coupled to the plurality of cooling tubes and attached to an upper surface of the EGR cooler EGR cooler is arranged, wherein coolant passes through the cooling tubes from the coolant inlet to the coolant outlet.
[15]
15. An exhaust gas recirculation (EGR) cooler comprising: a plurality of cooling tubes disposed between an exhaust inlet and outlet of the EGR cooler; and a housing surrounding and including the plurality of cooling tubes within the EGR cooler, the housing including a plurality of outer deflectors spaced from each other along a length of the EGR cooler in a direction of exhaust flow through the EGR cooler, wherein each outer deflector of the plurality of outer deflectors extends around an entire outer circumference of the housing and includes a polymeric sealing material positioned around the entire outer circumference of the outer deflector.
[16]
16. The EGR cooler of claim 15, wherein the plurality of cooling tubes are grouped into a plurality of bundle groups of a plurality of cooling tubes, and wherein each outer deflection device of the plurality of outer deflection devices is positioned between adjacent bundle groups or between one of the bundle groups and the exhaust inlet or outlet is.
[17]
17. The EGR cooler of claim 15, wherein the polymeric seal material is a fluoropolymer comprising a copolymer of propylene alternating tetrafluoroethylene.
[18]
18. An exhaust gas recirculation (EGR) cooler, comprising: a plurality of cooling tubes, which are arranged between an exhaust inlet and outlet of the EGR cooler and enclosed within a housing of the EGR cooler, wherein a first group of the plurality of cooling tubes in the Positioned near the exhaust gas inlet, and a second group of the plurality of cooling tubes is positioned adjacent to and downstream of the first group, wherein the first group and the second group are respectively positioned between opposite side walls of the housing; and a first deflector positioned between a first sidewall of the housing and the first group and a second deflector positioned between a second sidewall of the housing and the first group, the edges of the first deflector and the second deflector relative to the exhaust inlet are positioned in front of the second group.
[19]
19. The EGR cooler according to claim 18, wherein a width of the first group between an outermost pipe of the first group on a first side of the first group and an outermost pipe of the first group on a second side of the first group, the second side of the first side opposite, narrower than a width of the second group.
[20]
20. The EGR cooler of claim 18, wherein a portion of the EGR cooler including the first deflector and the second deflector includes no cooling tubes.

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同族专利:

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公开号 | 公开日

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AT518952B1|2019-03-15|

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WO2016161093A1|2016-10-06|

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DE112016001487T5|2018-01-11|

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法律状态:

优先权:

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申请号 | 申请日 | 专利标题

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US201562141624P| true| 2015-04-01|2015-04-01|

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PCT/US2016/025234|WO2016161093A1|2015-04-01|2016-03-31|Exhaust gas recirculation system and method|

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