Method and system for heat exchanger

Abstract

Methods and systems for a heat exchanger are provided. In one example, a method includes adjusting a baffle to adjust a number of conduits configured to receive exhaust gas recirculation and exhaust gas within the heat exchanger.

Description

Technical Field

[0001] This specification generally relates to a heat exchanger. Background Technology

[0002] Various devices are used in vehicles to improve efficiency and reduce thermal degradation of components. These devices may include various types of coolers configured to allow two or more fluids to flow through them. The first fluid may include a coolant, and the second fluid may include a gas. The first and second fluids are allowed to communicate thermally while preventing them from mixing. Based on this application, coolers can be used to increase power output, reduce surface temperature, reduce emissions, and / or recover heat energy. However, these coolers are separate from each other, each performing a specific task, which can lead to high manufacturing costs and packaging constraints.

[0003] Modern heat exchangers include two or more inlets and corresponding outlets to enable them to receive various intake and exhaust airflows. Thus, a single heat exchanger can function as a booster air cooler (CAC), exhaust gas recirculation (EGR) cooler, and heat recovery unit. While these designs reduce the cost and packaging constraints of previous models, they do have some drawbacks. For example, the heat exchanger is partitioned for each function it can perform (e.g., CAC, EGR cooler, heat recovery, etc.). However, the capacity of each partition is fixed. This prevents the heat exchanger from increasing the exposure of intake or exhaust air to the coolant flowing through it. Summary of the Invention

[0004] The inventors have identified the aforementioned problems and proposed solutions to them. In one example, the aforementioned problems can be solved by a method comprising adjusting the number of heat exchanger conduits allocated for receiving exhaust gas recirculation via a pivoting baffle and correspondingly adjusting the number of heat exchanger conduits allocated for receiving exhaust gas, wherein said heat exchanger conduits are fluidly sealed to each other. In this way, a single heat exchanger may include a variable volume to receive different gases.

[0005] As an example, the capacity of a heat exchanger configured to receive EGR can be increased in response to increased EGR demand. As another example, the capacity of a heat exchanger configured to receive exhaust gas can be increased in response to increased heat recovery demand. This can be achieved by actuating baffles in the heat exchanger to direct gas to a desired number of ducts, wherein the position of the baffles corresponds to the number of ducts configured to receive both EGR and exhaust gas. By doing so, the packaging constraints of the heat exchanger are reduced compared to previous attempts. Additionally, the manufacturing cost of the heat exchanger is reduced.

[0006] It should be understood that the above summary of the invention is provided to present a simplified version of the selected concepts further described in the detailed embodiments. This does not imply the identification of key or essential features of the claimed subject matter, the scope of which is uniquely defined by the appended claims. Furthermore, the claimed subject matter is not limited to embodiments that address any deficiencies mentioned above or in any part of this disclosure. Attached Figure Description

[0007] Figure 1 An engine consisting of a single cylinder is shown.

[0008] Figure 2 A heat exchanger fluidly connected to a channel of the engine is shown.

[0009] Figure 3 A perspective view of the heat exchanger and its ducts is shown.

[0010] Figure 4 A cross-sectional view of a heat exchanger and an exemplary gas flowing through it is shown.

[0011] Figure 5 A method for regulating one or more valves in a heat exchanger is shown.

[0012] Figure 6 An alternative embodiment of the heat exchanger is shown. Detailed Implementation

[0013] The following description relates to systems and methods for heat exchangers having valve elements configured to regulate the number of ducts configured to receive EGR or exhaust gas. Figure 1 The diagram illustrates an engine with a single cylinder among multiple cylinders. The heat exchanger can be fluidly coupled to the engine's intake and exhaust passages. Thus, the heat exchanger can be based on, for example... Figure 2 The location of one or more valves shown is in thermal communication with the exhaust and EGR systems. The heat exchanger includes multiple conduits, each hermetically sealed. Therefore, gases in adjacent conduits do not mix. The heat exchanger, along with the inlet diverter valve and / or baffle, is located in… Figure 3 The cross-section of the heat exchanger is shown in the figure. Figure 4 The cross-section is shown in the figure. The cross-section further depicts an exemplary airflow through the heat exchanger. The exemplary flow shows a first number of ducts configured to receive EGR, and a different second number of ducts configured to receive exhaust gas. Figure 5 The diagram illustrates a method for adjusting the capacity and / or number of ducts configured to receive EGR and exhaust gas. Figure 6An alternative embodiment of the heat exchanger is shown, wherein the heat exchanger further includes a chamber configured to cool pressurized air.

[0014] Figures 1-4 and Figure 6 Example configurations with the relative positioning of various components are shown. If shown as being in direct contact or directly connected to each other, these components may be referred to as being in direct contact or directly connected, respectively, in at least one example. Similarly, in at least one example, components shown as adjacent or adjacent to each other may be adjacent or adjacent to each other, respectively. As an example, components arranged in coplanar contact with each other may be referred to as being in coplanar contact. As another example, in at least one example, components placed separately from each other with only space between them and no other components may be so referred to. As yet another example, components shown as being above / below each other, on opposite sides of each other, or to the left / right of each other may be so referred to relative to each other. Furthermore, in at least one example, as shown in the figures, the topmost component or the topmost point of a component may be referred to as the “top” of the component, and the bottommost component or the bottommost point of a component may be referred to as the “bottom” of the component. As used herein, top / bottom, upper / lower, above / below may be relative to the vertical axis of the figures and used to describe the positioning of the components in the figures relative to each other. Thus, in one example, an component shown above other components is positioned vertically above the other components. As yet another example, the shapes of the elements depicted in the accompanying drawings may be described as having those shapes (e.g., circular, straight, planar, curved, rounded, chamfered, angled, etc.). Furthermore, in at least one example, elements shown intersecting each other may be referred to as intersecting elements or intersecting each other. Additionally, in one example, an element shown inside another element or an element shown outside another element may be so referred to. It should be understood that one or more parts described as “substantially similar and / or identical” differ from each other according to manufacturing tolerances (e.g., within 1-5% deviation).

[0015] It should be noted that Figure 4 Arrows are shown indicating the presence of spaces for fluid flow, and solid lines on the device walls indicate locations where flow is blocked and communication is impossible due to the lack of fluid connectivity created by the device walls spanning from one point to another. The walls, in addition to openings in them that allow for fluid connectivity, create separation between areas.

[0016] Continue to refer to Figure 1 , Figure 1A schematic diagram of one cylinder of a multi-cylinder engine 10 in an engine system 100 is shown, which may be included in the propulsion system of an automobile. The engine 10 may be controlled at least in part by a control system including a controller 12 and by input from a vehicle operator 132 via an input device 130. In this example, the input device 130 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal. The combustion chamber 30 of the engine 10 may include a cylinder formed by cylinder walls 32, in which a piston 36 is disposed. The piston 36 may be coupled to a crankshaft 40 such that the reciprocating motion of the piston is converted into rotational motion of the crankshaft. The crankshaft 40 may be coupled to at least one drive wheel of the vehicle 5 via an intermediate drive system. Furthermore, a starter motor may be coupled to the crankshaft 40 via a flywheel (not shown) to enable starting operation of the engine 10.

[0017] Combustion chamber 30 can receive intake air from intake manifold 44 via intake passage 42 and can exhaust combustion gases via exhaust passage 48. Intake manifold 44 and exhaust passage 48 can selectively communicate with combustion chamber 30 via corresponding intake valve 52 and exhaust valve 54. In some examples, combustion chamber 30 may include two or more intake valves and / or two or more exhaust valves.

[0018] In this example, intake valve 52 and exhaust valve 54 can be controlled by cam actuation via corresponding cam actuation systems 51 and 53. Cam actuation systems 51 and 53 may each include one or more cams and may utilize one or more of a cam profile transformation (CPS), variable cam timing (VCT), variable valve timing (VVT), and / or variable valve lift (VVL) system operable by controller 12 to change valve operation. The positions of intake valve 52 and exhaust valve 54 can be determined by position sensors 55 and 57, respectively. In an alternative example, intake valve 52 and / or exhaust valve 54 can be controlled by electric valve actuation. For example, cylinder 30 may alternatively include an intake valve controlled by electric valve actuation and an exhaust valve controlled by cam actuation including a CPS and / or VCT system.

[0019] Fuel injector 69 is shown directly coupled to combustion chamber 30 to inject fuel directly into combustion chamber 30 in proportion to the pulse width of a signal received from controller 12. In this way, fuel injector 69 provides so-called direct fuel injection into combustion chamber 30. For example, fuel injector 69 may be mounted on the side or top of combustion chamber. Fuel can be delivered to fuel injector 69 via a fuel system (not shown) including a fuel tank, fuel pump, and fuel rails. In some examples, combustion chamber 30 may alternatively or additionally include a fuel injector arranged in intake manifold 44, a configuration that provides so-called fuel injection into an intake manifold upstream of combustion chamber 30.

[0020] A spark is supplied to the combustion chamber 30 via spark plug 66. The ignition system may further include an ignition coil (not shown) to increase the voltage supplied to spark plug 66. In other examples, such as in a diesel engine, spark plug 66 may be omitted.

[0021] The intake passage 42 may include a throttle valve 62 with a throttle plate 64. In this particular example, the position of the throttle plate 64 can be changed by the controller 12 via a signal provided to an electric motor or actuator included in the throttle valve 62; this configuration is commonly referred to as electronic throttle control (ETC). In this way, the throttle valve 62 can be operated to change the intake air supplied to the combustion chamber 30 and other engine cylinders. The position of the throttle plate 64 can be provided to the controller 12 via a throttle position signal. The intake passage 42 may include a mass airflow sensor 120 and a manifold air pressure sensor 122 for sensing the amount of air entering the engine 10.

[0022] Exhaust sensor 126 is shown coupled to exhaust passage 48 upstream of emission control device 70 according to the direction of exhaust flow. Sensor 126 can be any suitable sensor for providing an indication of exhaust air / fuel ratio, such as a linear oxygen sensor or UEGO (universal or wide-range exhaust oxygen), dual-state oxygen sensor or EGO, HEGO (heated EGO), NOx, HC, or CO sensor. In one example, upstream exhaust sensor 126 is a UEGO, configured to provide an output, such as a voltage signal proportional to the amount of oxygen present in the exhaust. Controller 12 converts the oxygen sensor output into exhaust air-fuel ratio via an oxygen sensor transfer function.

[0023] Emission control device 70 is shown arranged along exhaust passage 48 downstream of exhaust sensor 126. Device 70 may be a three-way catalytic converter (TWC), particulate filter, diesel oxidation catalyst, NOx trap, various other emission control devices, or combinations thereof. In some examples, emission control device 70 can be periodically reset by operating at least one cylinder of the engine within a specific air / fuel ratio during operation of engine 10.

[0024] The exhaust gas recirculation (EGR) system 140 can direct a desired portion of the exhaust gas from a portion of the exhaust passage 48 upstream of the emission control device 70 to the intake manifold 44 via the EGR passage 152. The amount of EGR supplied to the intake manifold 44 can be varied by the controller 12 via the EGR valve 144. Under certain conditions, the EGR system 140 can be used to regulate the temperature of the air-fuel mixture in the combustion chamber, thereby providing a method for controlling ignition timing during certain combustion modes.

[0025] Controller 12 in Figure 1 The controller 12, shown as a microcomputer, includes a microprocessor unit (CPU) 102, input / output ports (I / O) 104, electronic storage media for executable programs and calibration values ​​(shown in this particular example as a read-only memory chip (ROM) 106 (e.g., non-transitory memory)), random access memory (RAM) 108, keep-alive memory (KAM) 110, and a data bus. The controller 12 can receive various signals from sensors coupled to the engine 10, including, in addition to those previously discussed, measurements of intake mass airflow (MAF) from mass airflow sensor 120; engine coolant temperature (ECT) from temperature sensor 112 coupled to cooling manifold 114; engine position signals from Hall effect sensor 118 (or other types) sensing the position of crankshaft 40; throttle position from throttle position sensor 65; and manifold absolute pressure (MAP) signals from sensor 122. Engine speed signals can be generated by the controller 12 from crankshaft position sensor 118. The manifold pressure signal also provides an indication of the vacuum or pressure in the intake manifold 44. It should be noted that various combinations of the aforementioned sensors can be used, such as a MAF sensor without a MAP sensor, or vice versa. During engine operation, engine torque can be inferred from the output of the MAP sensor 122 and the engine speed. Furthermore, this sensor, along with the detected engine speed, can serve as a basis for estimating the amount of boost air (including air) introduced into the cylinders. In one example, the crankshaft position sensor 118, which also functions as an engine speed sensor, can generate a predetermined number of equally spaced pulses with each rotation of the crankshaft.

[0026] The storage medium read-only memory 106 can be programmed with computer-readable data representing non-transitory instructions executable by processor 102 to perform the methods described below, as well as other anticipated but not specifically listed variations. Controller 12 receives from Figure 1 Signals from various sensors and employing Figure 1 Various actuators regulate engine operation based on received signals and instructions stored in the controller's memory.

[0027] In some examples, vehicle 5 may be a hybrid vehicle having multiple torque sources available for one or more wheels 25. In other examples, vehicle 5 may be a conventional vehicle with only an engine or an electric vehicle with only one or more electric motors. In the example shown, vehicle 5 includes an engine 10 and an electric motor 22. The electric motor 22 may be a motor or a motor / generator. When one or more clutches 26 are engaged, the crankshaft 40 of engine 10 and the electric motor 22 are connected to the wheels 25 via a transmission 24. In the depicted example, a first clutch 26 is disposed between the crankshaft 40 and the electric motor 22, and a second clutch 26 is disposed between the electric motor 22 and the transmission 24. Controller 12 may send signals to the actuator of each clutch 26 to engage or disengage the clutch to connect the crankshaft 40 to the electric motor 22 or disconnect the crankshaft 40 from the electric motor 22 and its connected components, and / or connect the electric motor 22 to the transmission 24 or disconnect the electric motor 22 from the transmission 24 and its connected components. The transmission 24 may be a gearbox, a planetary gear system, or other type of transmission. The powertrain can be configured in various ways, including parallel, series, or series-parallel hybrid vehicles.

[0028] Motor 22 receives power from traction battery 28 to provide torque to wheel 25. Motor 22 can also operate as a generator to provide power to charge battery 28, for example, during braking operations. In some examples, motor 22 can be used to remove EGR during transient conditions to increase torque. For example, EGR may occupy a heat exchanger (e.g., Figures 2-4 or Figure 6 The passage of the heat exchanger (EGR) can reduce combustion stability when EGR is not desired. This can be prevented by removing the EGR during transient conditions (e.g., pressing the accelerator pedal).

[0029] Turn now Figure 2 The figure shows Figure 1 The engine 10 is depicted in embodiment 200. Thus, the previously presented components can be similarly numbered in the following figures. In embodiment 200, the engine 10 is turbocharged via a turbine 202 and a compressor 204, wherein the compressor 204 can be driven via exhaust to drive the turbine 202 due to the rotational movement of a shaft (not shown) connected between the compressor 204 and the turbine 202.

[0030] The heat transfer device 210 is shown as including a plurality of inlet and outlet channels that fluidly connect the heat transfer device 210 to an intake channel 42 and an exhaust channel 48. herein, the heat transfer device 210 may also be interchangeably referred to as a heat exchanger 210. A coolant system 280 may be fluidly connected to a channel through which a duct passes in the heat exchanger 210. As for... Figure 3 The coolant passages and conduits arranged in the heat exchanger 210 are shown in more detail. In one example, the coolant system 280 consists of cooling jackets (e.g., for flowing coolant to the engine 10) to allow coolant to flow. Figure 1 The same coolant system as the cooling sleeve 114. Therefore, the coolant used for thermal communication with the components of the engine 10 can be the same coolant used for thermal communication with the liquid and / or gas flowing through the heat exchanger 210.

[0031] Additionally or alternatively, the coolant system 280 may be a different coolant system from the coolant system used for flow to the cavity of the engine 10. In one example, the coolant system 280 and the engine coolant system may be completely fluidly separable from each other, except for sharing one or more degas bottles. Additionally or alternatively, one or both of the coolant system 280 and the engine coolant system may be used simultaneously for thermal communication with the cavity of the transmission, braking system, heater core, battery, etc.

[0032] In another example, the coolant system 280 may be fluidly connected to the engine 10, the heat exchanger 210, and other vehicle devices adapted to receive coolant, while the engine 10 further includes an engine cooling system dedicated to directing coolant only to the engine.

[0033] The heat exchanger 210 may comprise a plastic, ceramic, iron, or other suitable material configured to insulate the internal contents of the heat exchanger 210 from the surrounding atmosphere. In some examples, additionally or alternatively, one or more outer and / or inner surfaces of the heat exchanger 210 may be double-walled, wherein a gas and / or liquid is disposed between a first and a second wall of the double-walled structure. The gas and / or liquid may further thermally insulate the heat exchanger 210 and one or more channels disposed therein.

[0034] The heat exchanger 210 may include a first inlet 211 fluidly connected to a high-pressure exhaust inlet line 212 and a low-pressure exhaust inlet line 214. The high-pressure exhaust inlet line 212 may be fluidly connected to a portion of the exhaust passage 48 between the engine 10 and the turbine 202. Therefore, the high-pressure exhaust inlet line 212 may draw in exhaust gas upstream of the turbine 202 and direct high-pressure exhaust gas to the first inlet 211. The low-pressure exhaust inlet line 214 may be fluidly connected to a portion of the exhaust passage 48 downstream of the turbine 202. The low-pressure exhaust inlet line 214 may direct low-pressure exhaust gas to the first inlet 211.

[0035] A first inlet valve 216 may be disposed at the intersection of each of the high-pressure exhaust inlet line 212, the low-pressure exhaust inlet line 214, and the first inlet line 218, the first inlet line 218 being fluidly connected to one of the high-pressure exhaust inlet line 212 and the low-pressure exhaust inlet line 214 based on the position of the first inlet valve 216. Valve 216 may be configured to regulate the amount of exhaust flowing from the high-pressure exhaust inlet line 212 and the low-pressure exhaust inlet line 214 to the first inlet line 218. In one example, valve 216 is a three-way valve. Valve 216 may be hydraulically, pneumatically, electrically, mechanically, etc., operated without departing from the scope of this disclosure. Valve 216 may be configured to prevent exhaust from flowing from the high-pressure exhaust inlet line 212 to the first inlet line 218, while allowing exhaust from the low-pressure exhaust inlet line 214 to flow to the first inlet line 218. Alternatively, valve 216 may be configured to prevent exhaust gas from flowing from low-pressure exhaust inlet line 214 to first inlet line 218, while allowing exhaust gas to flow from high-pressure exhaust inlet line 212 to first inlet line 218. In some examples, exhaust gas from either the high-pressure or low-pressure exhaust lines may flow into first inlet line 218 due to the pressure difference between the exhaust flows. Allowing high-pressure or low-pressure exhaust gas to flow into first inlet line 218 can be based on one or more conditions, including but not limited to engine load, compressor surge limit, exhaust gas temperature, EGR flow rate, engine temperature, etc. For example, when the engine load is low and sufficient for the driver's needs, high-pressure exhaust gas may flow into first inlet line 218. However, if the engine load is high and a large boost is required, low-pressure exhaust gas from downstream of turbine 202 may be directed to first inlet line 218.

[0036] The heat exchanger 210 may further include a second inlet 220, which is selectively fluidly coupled to a high-pressure EGR inlet line 222 and a low-pressure EGR inlet line 224. The high-pressure EGR inlet line 222 may be fluidly coupled to a portion of the exhaust passage 48 between the engine 10 and the turbine 202. In one example, the high-pressure EGR inlet line 222 draws exhaust gas from the exact same location as the high-pressure exhaust inlet line 212. In some examples, additionally or alternatively, the high-pressure EGR inlet line 222 may branch off from the high-pressure exhaust inlet line 212. The low-pressure EGR inlet line 224 is fluidly coupled to a portion of the exhaust passage 48 downstream of the turbine 202. In one example, the low-pressure EGR inlet line 224 is fluidly coupled to a portion of the exhaust passage 48 downstream of the turbine 202 and upstream of any aftertreatment device (e.g., emission control unit 70) disposed downstream of the turbine 202.

[0037] It should be understood that the terms upstream and downstream refer to the position of the component relative to the airflow direction. Thus, for the component arranged in the exhaust passage 48, the first component arranged upstream of the second component also includes a first component that is closer to the engine 10 than the second component.

[0038] A second inlet valve 226 may be disposed at the intersection between each of the high-pressure EGR inlet line 222, the low-pressure EGR inlet line 224, and the second inlet line 228, the second inlet line 228 being fluidly connected to either the high-pressure EGR inlet line 222 or the low-pressure EGR inlet line 224 based on the location of the second inlet valve 226. Valve 226 may be configured to regulate the amount of exhaust gas flowing from either the high-pressure EGR inlet line 222 or the low-pressure EGR inlet line 224 to the second inlet line 228. In one example, the second inlet valve 226 is substantially the same as the first valve 216. However, the operation of the second valve 226 may be based on engine operating parameters that are different from or similar to those of the first valve 216. The second valve 226 may be configured to allow exhaust gas to flow into the second inlet line 228 only at a time from either the high-pressure EGR inlet line 222 or the low-pressure EGR inlet line 224. The second inlet line 228 can fluidly connect the high-pressure EGR inlet line 222 and the low-pressure EGR inlet line 224 to the second inlet 220 of the heat exchanger 210.

[0039] The first inlet 211 and the second inlet 220 can be fluidly separated within the heat exchanger 210 via a barrier 232. The barrier 232 can hermetically seal the first inlet 211 and the second inlet 220. The heat exchanger 210 may include a plurality of conduits extending longitudinally from the first inlet 211 and the second inlet 220 toward a first outlet 242 and a second outlet 244. As described below, a diverting valve may be arranged between the barrier 232 and the openings of the conduits. The barrier 232 may include an insulating material (e.g., the material described above) and / or a double-walled structure. In one example, the barrier 232 is constructed of a material similar to that of the heat exchanger 210.

[0040] Heat exchanger 210 can be configured such that gas entering the first inlet 211 flows through the conduit of heat exchanger 210 and into the first outlet 242 without mixing with gas entering the second inlet 220. Similarly, gas entering the second inlet 220 flows through the conduit of heat exchanger 210 and into the second outlet 244 without mixing with gas from the first inlet 211. In this way, two different gases can flow through heat exchanger 210 without mixing and / or merging and / or combining. In one example, a portion of heat exchanger 210 can be configured to perform exhaust heat recovery, and the remainder of heat exchanger 210 can be configured to cool EGR.

[0041] The first outlet 242 may be fluidly connected to a first outlet line 252, which leads to a portion of the exhaust passage 48 between the turbine 202 and the emission control device 70. In one example, the exhaust in the first outlet line 252 is not directed upstream of the turbine 202 due to the pressure difference between the exhaust upstream of the turbine 202 and the exhaust in the first outlet line 252.

[0042] The second outlet 244 may be fluidly connected to a second outlet line 262, which leads to a second outlet valve 264. In one example, the second outlet valve 264 is a three-way valve and is substantially similar to either the second inlet valve 226 or the first inlet valve 216. The second outlet valve 264 may direct gas from the second outlet line 262 to one or more of the high-pressure EGR outlet line 266 and the low-pressure EGR outlet line 268. The high-pressure EGR outlet line 266 may direct EGR from the heat exchanger 210 to a portion of the intake passage 42 downstream of the compressor 204. Therefore, the low-pressure EGR outlet line 268 may direct EGR from the heat exchanger 210 to a portion of the inlet passage 42 upstream of the engine 10 and downstream of the compressor 204.

[0043] In one example, the operation of the second outlet valve 264 mimics the operation of the second inlet valve 226. For instance, if the second inlet valve 226 is moved to a position where high-pressure EGR flows through the high-pressure EGR inlet line 222 to the second inlet 220 and low-pressure exhaust does not flow to the second inlet 220, then the second outlet valve 264 is moved to a similar position where exhaust from the second outlet 244 is directed through the high-pressure EGR outlet line 266 to a portion of the intake passage 42 downstream of the compressor 204. Therefore, if the second inlet valve 226 is moved to a position where low-pressure exhaust flows through the low-pressure EGR inlet line 224 to the second inlet and high-pressure exhaust does not flow to the second inlet 220, then the second outlet valve 264 is moved to a similar position where exhaust from the second outlet 244 is directed through the low-pressure EGR outlet line 268 to a portion of the intake passage 42 upstream of the compressor 204.

[0044] Exhaust gas leaving heat exchanger 210 and returning to exhaust passage 48 may flow through one or more of turbine 202 and emission control device 70. As shown in the arrangement of the inlet and outlet passages, exhaust gas may not flow through heat exchanger 210 and may subsequently return to the heat exchanger without flowing through one or more of turbine 202, compressor 204, and engine 10. Additionally or alternatively, if the first inlet valve 216 and the second inlet valve 226 are in the closed position, exhaust gas remains in exhaust passage 48 and does not flow to heat exchanger 210.

[0045] In some examples, one or more valves disclosed herein are adjustable to a fully closed position, a fully open position, and any position in between. A fully closed position prevents any gas from flowing through. Conversely, a fully open position allows gas to flow freely. In one example, a fully closed position represents a valve position that allows a minimum amount of gas (e.g., zero) to flow through, and a fully open position represents a valve position that allows a maximum amount of gas (e.g., 100%) to flow through. Positions between fully open and fully closed can be described as more open or more closed positions, where a more open position allows more airflow than a more closed position. In this way, airflow can be metered between fully open and fully closed positions.

[0046] Turn now Figure 3 , Figure 3 Embodiment 300 is shown, illustrating an isometric view of the interior of a heat exchanger 210. Specifically, the heat exchanger 210 is shown with its top surface omitted, making its internal components visible.

[0047] The axial system 390 includes three axes: an x-axis parallel to the horizontal direction, a y-axis parallel to the vertical direction, and a z-axis perpendicular to both the x-axis and y-axis. The central axis 394 is shown by alternating large and small dashes, where the large dashes are longer than the small dashes. Arrow 396 (referred to herein as exhaust flow 396) indicates the general direction of the exhaust flow. The exhaust flow 396 is substantially parallel to both the x-axis and the horizontal direction. The central axis 394 and the exhaust flow 396 are substantially parallel to the longitudinal axis of the heat exchanger 210. Gravity 392 is shown as parallel to the y-axis and perpendicular to the exhaust flow 396.

[0048] The heat exchanger 210 includes a plurality of conduits 310. The conduits 310 may extend in a longitudinal direction parallel to the central axis 394. The conduits 310 may be longitudinally defined by partitions 312 and outer sidewalls 313A and 313B. One or more of the partitions 312 and outer sidewalls 313A and 313B may include thermal insulation. In one example, the thermal insulation may include insulating material and / or a double-wall structure. In this way, each conduit 310 may be thermally insulated from adjacent conduits 310 and the ambient atmosphere.

[0049] The outer side walls 313A and 313B are arranged opposite to each other and further include an inner surface facing the interior of the heat exchanger 210 and an outer surface facing the environment outside the heat exchanger. Specifically, the inner surface of the outer side wall 313A faces the interior of the conduit 314, and the inner surface of the outer side wall 313B faces the interior of the conduit 319. Baffles 312 may be arranged parallel to the outer side walls 313A and 313B. The spacing between each baffle 312 may be substantially equal. Furthermore, the spacing between the outer side wall 313A and the nearest baffle of the baffle 312 may be substantially equal to the spacing between the outer side wall 313B and the nearest baffle of the baffle 312. In this way, the capacity of each conduit of the conduit 310 may be substantially the same.

[0050] The number of partitions 312 can be less than the number of conduits 310. In one example, the number of partitions 312 is one less than the number of conduits 310. As shown, exactly five partitions 312 are evenly arranged between outer walls 313A and 313B, thus forming six substantially identical conduits 310. In this way, the heat exchanger 210 is symmetrical, with a similar number of conduits 310 arranged on both sides of the central axis 394. It should be understood that other numbers of conduits 310, even or odd numbers, such as 7, 8, 9, 10 conduits, etc., have been considered herein.

[0051] Specifically, in Figure 3In the example, there are six catheters 310. First catheter 314, second catheter 315, third catheter 316, fourth catheter 317, fifth catheter 318, and sixth catheter 319 are arranged sequentially between the first sidewall 313A and the second sidewall 313B. Therefore, unless otherwise stated, catheter 310 may refer to each of the first catheter 314, second catheter 315, third catheter 316, fourth catheter 317, fifth catheter 318, and sixth catheter 319. First catheter 314 is arranged between the first sidewall 313A and the second catheter 315. Second catheter 315 is arranged between the first catheter 314 and the third catheter 316. Third catheter 316 is arranged between the second catheter 315 and the fourth catheter 317. Fourth catheter 317 is arranged between the third catheter 316 and the fifth catheter 318. Fifth catheter 318 is arranged between the fourth catheter 317 and the sixth catheter 319. Sixth catheter 319 is arranged between the second sidewall 313B and the fourth catheter 317. The partition of partition 312 is arranged between each adjacent conduit. For example, the partition of partition 312 is arranged directly between the first conduit 314 and the second conduit 315. Adjacent is defined as the first object being directly close to the second object.

[0052] The inlet transition section 330 can extend from the first inlet 211 and the second inlet 220 toward the conduit 310. The inlet transition section 330 may include angled sidewalls 333A and 333B, which extend outward from the first inlet 211 and the second inlet 220 to the outer sidewalls 313A and 313B, respectively. By doing so, the capacity of the space through which gas flows relative to the first inlet 211 and the second inlet 220 is increased. A portion of the baffle 312 arranged in the inlet transition section 330 may be angled or parallel to the central axis 394, wherein the angle at which the baffle 312 is further away from the central axis 394 is greater than the angle at which the baffle 312 is closer to the central axis 394. For example, the baffle between the first conduit 314 and the second conduit 315 in the inlet transition section 330 may be longer or have a greater angle than the baffle between the second conduit 315 and the third conduit 316. In one example, the length of the baffle 312 in the inlet transition section 330 increases with the distance between the baffle 312 and the central axis 394. The entrance transition section 330 may include a trapezoidal shape; however, other shapes are also considered.

[0053] The number of conduits 310 allocated to each of the first inlet 211 and the second inlet 220 can be adjusted by an inlet diverting valve 332 included in the inlet transition 330. In one example, the inlet diverting valve 332 is a baffle. The portion of the inlet diverting valve 332 obscured by the surface of the heat exchanger 210 and the baffle closest to the outermost wall 313A are shown by short dashed lines. The inlet diverting valve 332 is pivotally coupled to the barrier 232. Lateral displacement and / or pivoting of the inlet diverting valve 332 can adjust the number of conduits 312 allocated to the first inlet 211 and the second inlet 220. Figure 3 In the example, inlet diversion valve 332 is shown as a partition connected between first conduit 314 and second conduit 315. In the current position of inlet diversion valve 332, first inlet 211 is fluidly connected to first conduit 314, and second inlet 220 is fluidly connected to each of second conduit 315, third conduit 316, fourth conduit 317, fifth conduit 318, and sixth conduit 319.

[0054] The extent of the inlet diverting valve 332 is indicated by arc 334. In one example, arc 334 comprises a semi-circular shape; however, other shapes (e.g., semi-elliptical) may be used. The inlet diverting valve 332 is arranged to actuate 180°. The inlet diverting valve 332 can pivot and / or rotate to a fixed position such that the inlet diverting valve 332 is coupled to at least one of the angled sidewalls 333A, 333B or to a partition of partition 312. In one example, if the inlet diverting valve 332 is coupled to the angled sidewall 333B, the second inlet 220 is fluid-sealed with conduit 310. Thus, the first inlet 211 is fluidly coupled to all conduits 310. Alternatively, if the inlet diverting valve 332 is coupled to the angled sidewall 333A, the first inlet 211 is fluid-sealed with conduit 310, and the second inlet 220 is fluidly coupled to each conduit 310. The inlet diverting valve 332 can also be moved to a position corresponding to the partition 312, wherein the conduit between the inlet diverting valve 332 and the angled sidewall 333B is fluidly connected to the second inlet 220 and the conduit between the inlet diverting valve 332 and the angled sidewall 333A is fluidly connected to the first inlet 211. If the inlet diverting valve 332 is connected to the partition of the partition arranged along the central axis 394, in one example, the number of conduits fluidly connected to the first inlet 211 and the second inlet 220 is equal. The barrier 232, the inlet diverting valve 332, and the partition 312 maintain complete separation of the gas from the first inlet 211 and the second inlet 220 along the entire length of the heat exchanger 210. Furthermore, due to the insulating properties of the partition 312, the conduits 310 may not be thermally connected to each other.

[0055] Turn now Figure 4 , Figure 4A cross-section 400 of the heat exchanger 210 is shown. Cross-section 400 can be taken along a plane parallel to the xz plane along the longitudinal axis. Cross-section 400 depicts a coolant passage 480 passing through the duct 310 between outer surfaces 313A and 313B. In one example, the coolant passage 480 is serpentine in shape. The coolant passage 480 can be the only coolant passage arranged in the heat exchanger 210. Thus, various gases flowing through any duct 310 are only in thermal communication with the coolant in the coolant passage 480.

[0056] As shown in cross-section 400, the outlet portion of heat exchanger 210 is substantially the same as the inlet portion of heat exchanger 210. Specifically, the outlet portion includes an outlet diverting valve 432, which is movable along an arcuate path 434 and pivotally coupled to a barrier 243. The outlet portion narrows via an outlet transition 430 having angled sidewalls 433A and 433B.

[0057] In some examples, heat exchanger 210 may include two coolant channels, wherein a first coolant channel is thermally connected only to a conduit between central axis 294 and second sidewall 313B, and wherein a second coolant channel is thermally connected only to a conduit between central axis 294 and first sidewall 313A. By doing so, a separate thermal environment is formed when inlet diverting valve 332 is aligned with the central axis and each of the first inlet 211 and second inlet 220 is connected to an even number of conduits (e.g., three conduits per inlet). Additionally or alternatively, each conduit of conduit 310 may include its own coolant channel. In this way, baffle 312 thermally isolates each conduit of conduit 312, and coolant corresponding to a single conduit is not in thermal communication with coolant corresponding to different conduits. Therefore, the passage from coolant system 280 to heat exchanger 210 can be divided into a number of coolant channels corresponding to the number of conduits 210 in heat exchanger 210. The coolant channels may cross and combine when returning to the coolant system 280 (e.g., from the heat exchanger 210 to the coolant system 280).

[0058] The dashed arrow 402 indicates the first gas flowing through the first inlet 211 and the heat exchanger 210. In one example, the dashed arrow indicates gas to be guided back to the exhaust passage (e.g., Figure 1 and Figure 2 The exhaust gas from the exhaust passage 48) is indicated by a dashed arrow 404, which represents the second gas flowing through the second inlet 220 and the heat exchanger 210. In one example, the dashed arrow indicates the exhaust gas to be used as an EGR. Without departing from the scope of this disclosure, the EGR can be high-pressure or low-pressure.

[0059] The inlet diverting valve 332 is shown biased toward an angled outer surface 333B (hereinafter, the upstream angled outer surface 333B). The outlet diverting valve 432 is shown in a similar position, biased toward the downstream angled outer surface 433B. Specifically, both the inlet diverting valve 332 and the outlet diverting valve 432 are pivoted to the position of the partition corresponding to the partition 312 arranged between the fourth conduit 317 and the fifth conduit 318. Thus, the first conduit 314, the second conduit 315, the third conduit 316, and the fourth conduit 317 are fluidly connected to the first inlet 211, and the fifth conduit 318 and the sixth conduit 319 are fluidly connected to the second inlet 220.

[0060] As an example, inlet diverting valve 332 and outlet diverting valve 432 can be coupled to a common actuator, such that the actuation (e.g., pivoting) of the valves is mirrored. In this way, the number of conduits 310 fluidly connected to the first inlet 211 is exactly equal to the number of conduits fluidly connected to the first outlet 242. Similarly, the number of conduits 310 fluidly connected to the second inlet 220 is exactly equal to the number of conduits 310 fluidly connected to the second outlet 244. Additionally or alternatively, inlet diverting valve 332 and outlet diverting valve 432 can be coupled to separate actuators. However, from the controller (e.g., Figure 1 The instructions of the controller 12) can be the same for each actuator, such that the actuation of the inlet diverting valve 332 is mimicked by the outlet diverting valve 432. In some examples, the inlet diverting valve 332 and the outlet diverting valve 432 are actuated independently of each other. In this way, the number of conduits 310 connected to the first inlet 211 can be different from the number of conduits connected to the first outlet 242. This allows the heat exchanger 210 to provide a greater thermal range (e.g., increased cooling) for the exhaust gas flowing through the heat exchanger 210.

[0061] A first gas 402 may flow from a first inlet 211 through each of a first conduit 314, a second conduit 315, a third conduit 316, and a fourth conduit 317, and to a first outlet 242. A second gas 404 flows from a second inlet 220 through a fifth conduit 318 and a sixth conduit 319, and to a second outlet 244. The first gas 402 and the second gas 404 are not mixed. Besides the first inlet 211, the first outlet 242, the second inlet 220, and the second outlet 244, there are no other inlets or additional outlets in the heat exchanger 210. In one example, the portion of the heat exchanger 210 corresponding to the first gas 402 performs heat recovery, and the portion of the heat exchanger 210 corresponding to the second gas 404 performs EGR cooling.

[0062] In this way, the heat exchanger 210 can be separated to perform both heat exchange and EGR cooling functions. This separation can depend on various engine conditions, including but not limited to coolant temperature, engine temperature, engine load, etc. By doing so, heat recovery and EGR cooling can be performed within a single housing of the heat exchanger 210. A method for adjusting the inlet steering valve 332 and the outlet steering valve 432 based on one or more engine operating parameters is described below.

[0063] Turn now Figure 5 , Figure 5 It shows a method for regulating a heat exchanger (e.g.) Figures 2-4 Method 500 for inlet and outlet diverting valves of heat exchanger 210. Instructions for executing method 500 can be given by a controller (e.g., Figure 1 The controller 12) is based on instructions stored in the controller's memory and in conjunction with information from sensors in the engine system (e.g., the aforementioned reference). Figure 1 The controller executes actions based on signals received by the aforementioned sensor. According to the method described below, the controller can employ an engine actuator from the engine system to regulate engine operation.

[0064] Method 500 begins at 502, where the method includes determining, estimating, and / or measuring current engine operating parameters. Current engine operating parameters may include, but are not limited to, one or more of EGR flow rate, throttle position, manifold vacuum, engine temperature, coolant temperature, vehicle speed, and air / fuel ratio.

[0065] Method 500 can proceed to 504, where the method may include determining whether one or more first mode conditions are met. The first mode conditions may include determining at 506 whether the engine temperature is greater than an upper threshold temperature, at 508 whether the engine NOx output is greater than a threshold output, and at 509 whether EGR cooling is desired. The upper threshold temperature can be a non-zero value, based on the engine operating temperature being equal to the upper limit of the desired engine temperature operating range. For example, if the desired engine temperature operating range is 180-210°C, the upper threshold temperature can be between 205 and 210°C. The threshold output can be based on the amount of engine NOx output when the engine is operating within the desired engine temperature operating range. Thus, the engine NOx output can be greater than the threshold output during engine cold starts, where the engine temperature is less than the desired engine temperature operating range. In one example, the first mode condition is met if only EGR cooling is required.

[0066] At 510, method 500 may include determining whether one or more second-mode conditions are met. The second-mode conditions may include determining at 512 whether the engine temperature is below a lower threshold temperature, at 514 whether the transmission temperature is below a threshold transmission temperature, and at 516 whether cabin heating is required. Based on the engine operating temperature being equal to the lower limit of the desired engine temperature operating range, the lower threshold temperature may be a non-zero value. For example, the lower threshold temperature may be equal to 180 to 185°C. Therefore, in some examples, the lower threshold temperature may be less than the upper threshold temperature. Similarly, the threshold transmission temperature may be substantially equal to the lower temperature within the desired transmission temperature operating range, which may be similar to the desired engine temperature operating range. Thus, the threshold transmission temperature may be equal to 185 to 180°C. Occupants within the vehicle may require cabin heating by pressing a button or turning a knob. Additionally or alternatively, cabin heating requirements may be predicted based on one or more of the ambient temperature and cabin temperature.

[0067] At 518, method 500 can determine whether only the first mode condition is met. In one example, this could include meeting at least one of the conditions at 504, but not the condition at 510. Additionally or alternatively, the first mode condition is met only if the desired EGR cooling is greater than a heat exchanger threshold. For example, if the desired EGR cooling requires all ducts of the heat exchanger (e.g., Figure 3 and Figure 4 If the duct 310 of the heat exchanger 210 is configured to cool the EGR, then only the first mode condition can be met, and exhaust heat recovery cannot be used within the heat exchanger. Alternatively or additionally, allowing the EGR to flow through the heat exchanger can heat the coolant in the heat exchanger similarly to the heat recovery element in the second mode, so that cabin heating can still occur during the first mode. That is, cooling the EGR via the coolant causes an increase in coolant temperature similar to the temperature increase experienced during heat recovery, so that cabin heating, etc., can still be achieved during the first mode if needed.

[0068] If only the first mode condition is met, the method can proceed to step 520 to enter the first mode without cooling the exhaust gas. Specifically, the heat exchanger will not cool the exhaust gas destined to return directly to the exhaust passage. In this way, the heat exchanger can cool the EGR only during the first mode.

[0069] At 522, method 500 may include adjusting the inlet diverting valve and the outlet diverting valve based on one or more of a desired EGR cooling and a desired EGR amount. For example, if an increased EGR cooling amount and / or an increased EGR amount is desired, the inlet diverting valve and the outlet diverting valve may be actuated to connect more conduits to a second inlet and a second outlet (e.g., Figure 2 , Figure 3 and Figure 4 (The heat exchanger 210 has a second inlet 220 and a second outlet 244). Therefore, if a reduction in EGR cooling and / or a reduction in EGR volume is desired, fewer conduits can be allocated to the second inlet and the second outlet.

[0070] Returning to 518, if the first mode condition is not the only condition satisfied, method 500 can proceed to 524 to determine if only the second mode condition is satisfied. In one example, if method 500 proceeds from 524 to 526, at least one of the second mode conditions is satisfied and the first mode condition is not satisfied. Additionally or alternatively, if at least one of the second mode conditions is satisfied and EGR cooling is not required, the method can proceed to 526 and enter the second mode.

[0071] At 526, method 500 may include entering a second mode and not cooling the EGR. Therefore, heat recovery via exhaust gas can occur only. It should be understood that the EGR may still flow into the intake passage during the second mode. However, the EGR may not be cooled by the heat exchanger.

[0072] At 528, method 500 may include adjusting the inlet steering valve and the outlet steering valve based on a desired amount of heat recovery. As the difference between the current engine temperature and the lower threshold temperature increases, the desired amount of heat recovery may increase. For example, if the difference between the current engine temperature and the lower threshold temperature is relatively high (e.g., a cold start where the current engine temperature is below ambient temperature), the required amount of heat recovery may be relatively high, and the inlet steering valve and the outlet steering valve may be moved to distribute most or all of the conduits of the heat exchanger to a first inlet and a first outlet (e.g., Figure 2 , Figure 3 and Figure 4 The location of the first inlet 211 and the first outlet 242 of the heat exchanger 210. This can reduce the duration of cold starts. Additionally or alternatively, if the vehicle occupants require increased cabin heating, more conduits can be allocated and / or fluidly coupled to the first inlet and the first outlet, resulting in greater heat recovery. Therefore, if the vehicle occupants expect less cabin heating, fewer conduits can be allocated to the first inlet and the first outlet, resulting in reduced heat recovery.

[0073] It should be understood that EGR may not be needed during cold starts. Therefore, EGR may not flow to the heat exchanger during cold starts. However, exhaust gas can flow to the heat exchanger, allowing it to use the hot exhaust gas to heat the engine oil and / or coolant, thereby reducing the duration of cold starts without considering condensation formation.

[0074] Returning to 524, if at least one of the first mode condition and the second mode condition is satisfied, then method 500 can proceed to 530. For example, if EGR cooling is desired and one or more of cabin heating and transmission heating are desired, then the method proceeds to 530.

[0075] At 532, method 500 may include entering a third mode and cooling the EGR and performing exhaust heat recovery. In one example, the heat exchanger performs EGR cooling and heat recovery within a single shared housing.

[0076] At 534, method 500 may include adjusting the inlet steering valve and the outlet steering valve based on one or a combination of desired EGR cooling and desired exhaust heat recovery. In one example, desired EGR cooling is given priority. For example, if the desired EGR cooling is high and a large portion of the ducts in the heat exchanger is required to meet the desired EGR cooling, the controller may send a signal to the actuators of the inlet steering valve and the outlet steering valve to allocate a large portion of the ducts to the second inlet and second outlet of the heat exchanger. This may occur even if the required exhaust heat recovery is relatively high and a large portion of the ducts is required to provide the required energy recovery. This is because EGR cooling provides a similar coolant heating to the exhaust gas that will be redirected back into the exhaust passages. By doing so, the EGR cooling requirement can be met, as well as the cabin heating requirement and / or transmission heating requirement. In this way, the EGR is cooled and energy heat recovery occurs simultaneously within a shared heat exchanger.

[0077] Returning to 530, if method 500 determines that the first and second conditions are not met, method 500 may proceed to 536. At 536, method 500 may include preventing EGR or exhaust gas from flowing to the heat exchanger and maintaining the current engine operating parameters.

[0078] Turn now Figure 6 , Figure 6 An embodiment 600 of a heat exchanger 610 with a housing 612 is shown, the housing 612 comprising three chambers. The chambers correspond to a booster air cooler (CAC) chamber 620, an exhaust heat recovery chamber 630, and an EGR cooler chamber 640. The exhaust heat recovery chamber 630 is arranged between the EGR cooling chamber 640 and the CAC chamber 620 within the housing 612. However, other arrangements of the chambers may be used without departing from the scope of this disclosure.

[0079] In one example, heat exchanger 610 can be with Figure 1 and Figure 2 It is used in conjunction with engine 10. Therefore, previously introduced components can be used... Figure 6The examples are similarly numbered. Thus, heat exchanger 610 can be used to replace vehicle systems (e.g., Figure 1 Vehicle 5) Figures 2-4 Heat exchanger 210. Alternatively or additionally, both heat exchanger 210 and heat exchanger 610 may be included in vehicle 5. Figure 1 The controller 12 can be electrically connected to one or more valves described herein with reference to embodiment 600.

[0080] Heat exchanger 610 can be fluidly connected to coolant system 680. An upstream passage 681 can lead to a first coolant valve 682. A first downstream passage 683 and a second downstream passage 685 can fluidly connect the upstream passage 681 to a second coolant valve 684 and a third coolant valve 686. In one example, the first coolant valve 682 is a three-way valve configured to regulate the amount of coolant flowing from the upstream passage 681 to each of the first downstream passage 683 and the second downstream passage 685. Thus, in some positions of the first coolant valve 682, some coolant from the upstream passage 681 can flow into each of the first downstream passage 683 and the second downstream passage 685, flow only into the first downstream passage 683, and flow only into the second downstream passage 685. Additionally or alternatively, the first coolant valve 682 may further include a fully closed position in which no coolant flows to either the first downstream passage 683 or the second downstream passage 685.

[0081] Coolant in the first downstream passage 683 can flow into one or more of the CAC coolant passage 622 or the exhaust heat recovery coolant passage 632, depending on the position of the second coolant valve 684. In one example, the second coolant valve 684 is a three-way valve substantially the same as the first coolant valve 682. Thus, the second coolant valve 684 allows coolant to flow simultaneously into both the CAC coolant passage 622 and the exhaust heat recovery coolant passage 632. Alternatively, the second coolant valve 684 can be configured to allow coolant to flow from the first downstream passage 683 into the CAC coolant passage 622 instead of directly into the exhaust heat recovery coolant passage 632, or vice versa. Thus, portions of the second coolant valve 684 can move independently (e.g., corresponding to separate portions of the CAC coolant passage 622 or the exhaust heat recovery coolant passage 632) to regulate the coolant flow to each of the CAC chamber 620 and the exhaust heat recovery chamber 630.

[0082] Similarly, coolant in the second downstream passage 685 can flow into one or more of the exhaust heat recovery coolant passage 632 or the EGR coolant passage 642 based on the position of the third coolant valve 686. In one example, the third coolant valve 686 is substantially the same as the first coolant valve 682 and the second coolant valve 684. Thus, the third coolant valve 686 is a three-way valve. Therefore, the third coolant valve 686 allows coolant to flow simultaneously into both the exhaust heat recovery coolant passage 632 and the EGR coolant passage 642. Alternatively, the third coolant valve 686 can be configured to allow coolant to flow from the second downstream passage 685 to the EGR coolant passage 642 instead of directly to the exhaust heat recovery coolant passage 632, or vice versa. Therefore, the portions of the third coolant valve 686 corresponding to the exhaust heat recovery coolant passage 632 and the EGR coolant passage 642, respectively, can be independently actuated to regulate the coolant flow to each of the exhaust heat recovery chamber 630 and the EGR chamber 640.

[0083] Coolant can return to coolant system 680 via outlet coolant passage 687. Coolant from each of the CAC coolant passage 622, exhaust heat recovery coolant passage 632, and EGR cooler coolant passage 642 can be combined in outlet coolant passage 687 before returning to coolant system 680. In some examples, additionally or alternatively, each of the CAC coolant passage 622, exhaust heat recovery coolant passage 632, and EGR cooler coolant passage 642 may include a separate outlet, such that coolant from each of the CAC coolant passage 622, exhaust heat recovery coolant passage 632, and EGR cooler coolant passage 642 does not mix before returning to coolant system 680.

[0084] As shown in the figure, each of the CAC chamber 620, the exhaust heat recovery chamber 630, and the EGR cooler chamber 640 can be isolated via a first barrier 614 and a second barrier 616. Specifically, the first barrier 614 separates the CAC chamber 620 from the exhaust heat recovery chamber 630, and the second barrier 616 separates the exhaust heat recovery chamber 630 from the EGR cooler chamber 640. The first barrier 614 and the second barrier 616 are used to prevent gas mixing between each chamber. In this way, the pressurized air in the CAC chamber 620 does not mix with the exhaust gas in the exhaust heat recovery chamber 630 and the EGR in the EGR cooler chamber 640. Similarly, the exhaust gas in the exhaust heat recovery chamber 630 does not mix with the EGR in the EGR cooler chamber 640. Additionally or alternatively, the first barrier 614 and / or the second barrier 616 may include insulating material and / or a double-wall structure to prevent and / or mitigate thermal communication between each of the CAC chamber 620, the exhaust heat recovery chamber 630, and the EGR cooler chamber 640.

[0085] Turbine 202 and compressor 204 are respectively arranged in exhaust passage 48 and intake passage 42. As shown, intake passage 42 can directly lead to CAC chamber 620 of heat exchanger 610. Therefore, compressor 204 is fluidly connected to CAC chamber 620, and the air compressed by compressor 204 can be cooled by CAC coolant passage 622 in CAC chamber 620.

[0086] Example 600 further includes a compressor bypass 602 with a compressor bypass valve 604. When the bypass valve 604 is at least partially open (e.g., not fully closed), at least a portion of the intake air in the intake passage 42 upstream of the compressor 204 can flow into the compressor bypass 602 and circulate around the compressor 204 and CAC chamber 620 of the heat exchanger 610. In this way, the intake air bypassing the compressor 204 and CAC chamber 620 is not compressed or cooled and can flow directly to the engine 10 through the remainder of the intake passage 42.

[0087] When the first exhaust valve 644 and the second exhaust valve 646 are in the fully closed position, the exhaust gas generated in the engine 10 and guided to the exhaust passage 48 can flow directly through the turbine 202 and the rest of the exhaust passage 48. In other words, when the first exhaust valve 644 and the second exhaust valve 646 are in the fully closed position, the exhaust gas from the exhaust passage 48 may not flow to the heat exchanger 610.

[0088] Intake and / or exhaust can flow into heat exchanger 610 when one or more of the following conditions are met: bypass valve 604 is at least partially closed (e.g., not fully open), first exhaust valve 644 is at least partially open, and / or second exhaust valve 646 is at least partially open. Intake and / or exhaust can be in thermal communication with one or more coolant passages passing through each of the CAC chamber 620, exhaust heat recovery chamber 630, and EGR cooler chamber 640. In one example, first exhaust valve 644 is a three-way valve similar to first coolant valve 682, second coolant valve 684, and third coolant valve 686.

[0089] When the bypass valve 604 is at least partially closed, intake air can flow through the compressor 204 and into the CAC chamber 620. When the portion of the second coolant valve 684 corresponding to the CAC coolant passage 622 is at least partially open, the pressurized air from the compressor 204 in the CAC chamber 620 can be cooled via the CAC coolant passage 622 as coolant is guided from the first downstream passage 683 to the CAC coolant passage 622.

[0090] CAC cooler chamber 620 can be further connected to PETA passage 650 via port exhaust thermal reactor air (PETA) valve 652. PETA passage 650 can direct boost air from CAC cooler chamber 620 to exhaust passage 48 at a location upstream of turbine 202. In this way, the boost air flowing through PETA passage 650 to exhaust passage 48 can increase the air concentration in the exhaust in exhaust passage 48 and can help drive turbine 202. By doing so, even when engine 10 is operating in a rich-fuel state, the exhaust can be artificially leaned to adjust one or more exhaust conditions to a leaner state more suitable for certain aftertreatment devices. For example, when particulate filter regeneration is required, PETA valve 652 can be moved to a position that is at least partially open to allow boost air to flow through PETA passage 650 to exhaust passage 48. In one example, when PETA valve 652 is closed, no boost air flows to PETA passage 650 and all boost air in CAC chamber 620 flows to engine 10.

[0091] In one example, the PETA passage 650 extends from the outside of the CAC chamber 620 through a portion of the EGR cooler chamber 640 and extends into the exhaust passage 48. The PETA passage 650 of the EGR cooler chamber 640, through its extended portion, can be a distal portion of the EGR cooler coolant passage 642, such that the EGR in this portion is not yet cooled. This allows the EGR in the EGR cooler chamber 640 to preheat the boost air in the PETA passage 650 to increase its pressure to drive the turbine 202 more quickly, increase its temperature to shut off one or more catalysts, and increase its temperature to regenerate one or more of the particulate filters. Alternatively or additionally, the PETA passage 650 may not extend through the EGR cooler chamber 640 and may extend directly into the exhaust passage 48 without any components located therein.

[0092] When a portion of the first exhaust valve 644 corresponding to the exhaust heat recovery chamber 630 is at least partially open, a portion of the exhaust gas from the exhaust passage 48 is guided and flows through the exhaust heat recovery chamber 630. As described above, when coolant flows through the exhaust heat recovery chamber coolant passage 632 via one or more of the second coolant valve 684 and the third coolant valve 686, the exhaust gas in the exhaust heat recovery chamber 630 is in thermal communication with the coolant in the exhaust heat recovery chamber coolant passage 632. The exhaust gas in the exhaust heat recovery chamber 630 can return to a portion of the exhaust passage 48 downstream of the turbine 202 via the exhaust heat recovery chamber outlet 634.

[0093] When the portion of the first exhaust valve 644 corresponding to the EGR cooler chamber 640 is at least partially open, allowing high-pressure EGR to pass through the first exhaust valve 644, or when the second exhaust valve 646 is at least partially open, allowing low-pressure EGR to pass through the second exhaust valve 646, a portion of the exhaust from the exhaust passage 48 can then flow into the EGR cooler chamber 640. It should be understood that high-pressure EGR and low-pressure EGR may not flow into the EGR cooler chamber 640 simultaneously. Thus, if the portion of the first exhaust valve 644 corresponding to the EGR cooler chamber 640 is at least partially open, the second exhaust valve 646 can be adjusted to a fully closed position, or vice versa. In any case, before cooling the EGR in the EGR cooler chamber 640, it can heat one or more of the boosted air in the PETA passage 650 (as described above) and the high-pressure fuel in the high-pressure fuel passage 662. Before directing high-pressure fuel to engine 10 to improve combustion characteristics, high-pressure fuel system 660 can direct high-pressure fuel to high-pressure fuel passage 662. For example, by heating the high-pressure fuel, the fuel can mix more easily with air in the combustion chamber, thereby improving combustion stability and reducing the likelihood of unburned fuel impacting the surfaces of the combustion chamber. The EGR can contact and be in thermal communication with the coolant passage 642 of the EGR cooler. The EGR can be selectively cooled by adjusting the position of the third coolant valve 686 to regulate the amount of coolant flowing to the EGR cooler coolant passage 642. In this way, the EGR can optionally be left uncooled by not allowing any coolant to flow to the EGR cooler coolant passage 642. Low-pressure EGR can flow via low-pressure EGR passage 644 to a portion of the intake passage 42 upstream of compressor 204. High-pressure EGR can flow from the EGR cooler chamber to a portion of the intake passage 42 upstream of compressor 204 via high-pressure EGR passage 646.

[0094] It should be understood that the airflow to the heat exchanger can be adjusted based on multiple engine operating conditions. During the arrival phase, boost air, exhaust air, and EGR can simultaneously flow to the CAC chamber 620, the exhaust heat recovery chamber 630, and the EGR coolant chamber 640, respectively. Alternatively or additionally, when exhaust air flows to the exhaust heat recovery chamber 630 and EGR flows to the EGR cooler chamber 640, boost air may not flow to the CAC chamber 620. Alternatively or additionally, when boost air flows to the CAC chamber 620 and EGR flows to the EGR cooler chamber 640, exhaust air may not flow to the exhaust heat recovery chamber. Alternatively or additionally, when boost air flows to the CAC chamber 620 and exhaust air flows to the exhaust heat recovery chamber 630, EGR may not flow to the EGR cooler chamber 640.

[0095] In this way, a heat exchanger comprising a single housing can be configured to receive different airflows. The heat exchanger may include one or more valves configured to regulate the distribution of conduits and / or coolant passages within the heat exchanger to communicate with one or more gases flowing therein. The technical advantage of allowing multiple gases to flow into the heat exchanger within a single housing is reduced packaging constraints and manufacturing costs. The heat exchanger may further include multiple conduits having coolant passages extending through them, the multiple conduits having inlet and outlet diverting valves shaped like baffles, the valves being configured to allocate a number of conduits for receiving a first gas to be directed to an intake passage and to allocate the remaining number of conduits for receiving a second gas directed to an exhaust passage.

[0096] A method for an engine includes adjusting the number of heat exchanger ducts allocated for receiving exhaust gas recirculation via a pivoting baffle and correspondingly adjusting the number of heat exchanger ducts allocated for receiving exhaust gas, wherein the heat exchanger ducts are fluidly sealed to each other. A first example of the method further includes: wherein the adjustment includes increasing the number of heat exchanger ducts allocated for receiving exhaust gas recirculation and decreasing the number of heat exchanger ducts allocated for receiving exhaust gas in response to an increased exhaust gas recirculation cooling demand. A second example of the method optionally includes the first example, further including: the exhaust gas recirculation cooling demand increases in response to one or more of an engine NOx output greater than a threshold NOx output and an engine temperature greater than a threshold engine temperature. A third example of the method optionally includes the first and / or the second example, further including: wherein the adjustment includes decreasing the number of heat exchanger ducts allocated for receiving exhaust gas recirculation and increasing the number of heat exchanger ducts allocated for receiving exhaust gas in response to an increased energy recovery demand. A fourth example of the method optionally includes one or more of the first to third examples, further including: wherein the increased energy recovery demand is in response to one or more of an engine cold start, a cabin heating demand, and a transmission temperature. A fifth example of the method may optionally include one or more of the first to fourth examples, further comprising: wherein the baffle is pivoted clockwise to increase the number of heat exchanger ducts allocated for receiving exhaust gas recirculation, and wherein the baffle is pivoted counterclockwise to increase the number of heat exchanger ducts allocated for receiving exhaust gas, and wherein the baffle is an inlet baffle, the heat exchanger further including an outlet baffle, and wherein the outlet baffle mimics the movement of the inlet baffle. A sixth example of the method may optionally include one or more of the first to fifth examples, further comprising: wherein the exhaust gas recirculation is one or more of high-pressure exhaust gas recirculation and low-pressure exhaust gas recirculation, and wherein after the exhaust gas recirculation flows through the heat exchanger, the exhaust gas recirculation flows to an intake passage coupled to the engine. A seventh example of the method may optionally include one or more of the first to sixth examples, further comprising: wherein the exhaust gas is one or more of high-pressure exhaust gas and low-pressure exhaust gas, and wherein the exhaust gas flows to an exhaust passage coupled to the engine after flowing through the heat exchanger. An eighth example of the method may optionally include one or more of the first to seventh examples, further comprising: during a first mode, allowing only exhaust gas recirculation to flow to the heat exchanger and allocating one to all heat exchanger conduits to receive exhaust gas recirculation; and wherein a second mode includes allowing only exhaust gas to flow to the heat exchanger and allocating one to all heat exchanger conduits to receive exhaust gas; and wherein a third state includes allowing both exhaust gas recirculation and exhaust gas to flow to the heat exchanger, and wherein a first number of heat exchanger conduits are allocated for receiving exhaust gas recirculation and wherein a second number of heat exchanger conduits are allocated for receiving exhaust gas.

[0097] A system includes a heat exchanger divided into a plurality of fluid-separated conduits; a first inlet and a first outlet configured to allow a first fluid to flow into and out of the heat exchanger; a second inlet and a second outlet configured to allow a second fluid to flow into and out of the heat exchanger; an inlet baffle configured to adjust the number of conduits fluidly connected to the first and second inlets; and an outlet baffle configured to adjust the number of conduits fluidly connected to the first and second outlets, wherein the number of conduits fluidly connected to the first and second inlets is equal to the number of conduits fluidly connected to the first outlet. The number of conduits for the outlet and the second outlet; and a controller having computer-readable instructions, which, when executed, is capable of pivoting the inlet baffle and the outlet baffle in a first direction to increase the number of conduits fluidly connected to the first inlet and the first outlet and decrease the number of conduits fluidly connected to the second inlet and the second outlet when the first fluid cooling demand is greater than the second fluid cooling demand, and of pivoting the inlet baffle and the outlet baffle in a second direction to increase the number of conduits fluidly connected to the second inlet and the second outlet and decrease the number of conduits fluidly connected to the first inlet and the second outlet when the second fluid cooling demand is greater than the first fluid cooling demand.

[0098] A first example of the system further includes: portions of exhaust passages upstream and downstream of the turbine, wherein a first inlet and a second inlet are fluidly connected; portions of exhaust passages upstream and downstream of the turbine, wherein a first outlet is fluidly connected; and portions of intake passages upstream and downstream of the compressor, wherein a second outlet is fluidly connected. A second example of the system optionally includes the first example, further including wherein the heat exchanger is divided into a uniform number of fluid-separating conduits. A third example of the system optionally includes one or more of the first and second examples, further including six or more fluid-separating conduits. A fourth example of the system optionally includes one or more of the first to third examples, further including wherein the first fluid and the second fluid do not mix and remain separated by the heat exchanger. A fifth example of the system optionally includes one or more of the first to fourth examples, further including wherein the heat exchanger includes a single coolant passage passing multiple times through each of the fluid-separating conduits.

[0099] An engine system includes a heat transfer device comprising an inlet baffle and an outlet baffle, the inlet baffle and the outlet baffle being pivotally arranged to adjust the volume of the heat transfer device through which exhaust gas recirculation flows, wherein the volume is increased by increasing the number of conduits fluidly connected to the exhaust gas recirculation inlet and outlet, and wherein said increase further comprises reducing the number of conduits fluidly connected to the exhaust gas inlet and exhaust gas outlet, wherein each of the conduits is hermetically sealed to the other conduits. A first example of the engine system optionally includes a heat transfer device through which the volume of the heat transfer device for exhaust gas recirculation flows is adjusted, the volume being reduced by reducing the number of conduits fluidly connected to the exhaust gas recirculation inlet and outlet, and wherein said reduction further comprises increasing the number of conduits fluidly connected to the exhaust gas inlet and outlet, and wherein said exhaust gas recirculation outlet is connected to an intake passage and said exhaust outlet is connected to an exhaust passage. A second example of the engine system optionally includes the first example, further comprising: a controller storing computer-readable instructions that, when executed, cause the controller to increase the number of ducts through which exhaust gas recirculation flows in response to an increase in exhaust gas recirculation flow, an increase in engine NOx output, and an increase in engine temperature, and to decrease the number of ducts through which exhaust gas recirculation flows in response to a decrease in exhaust gas recirculation flow, an increase in engine cold start, and an increase in energy recovery requirements. A third example of the engine system optionally includes one or more of the first to second examples, further comprising: an exhaust gas recirculation inlet adjacent to an exhaust gas inlet and fluidly separated from the exhaust gas inlet by an inlet barrier, wherein an inlet baffle is physically connected to the end of the inlet barrier; and an exhaust gas recirculation outlet adjacent to an exhaust gas outlet and fluidly separated from the exhaust gas outlet by an outlet barrier, wherein an outlet baffle is physically connected to the end of the outlet barrier. A fourth example of the engine system optionally includes one or more of the first to third examples, further comprising: in the heat exchanger there are no other inlets or additional outlets besides the exhaust gas recirculation inlet and outlet and the exhaust gas inlet and outlet.

[0100] It should be noted that the exemplary control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-transitory memory and can be executed by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, etc. Therefore, the various actions, operations, and / or functions shown can be executed in the illustrated sequence, in parallel, or in some cases, omitted. Similarly, the processing order is not necessary to realize the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. Depending on the specific strategy used, one or more of the illustrated actions, operations, and / or functions can be repeatedly executed. Furthermore, the described actions, operations, and / or functions can be graphically represented as code to be programmed into the non-transitory memory of a computer-readable storage medium in an engine control system, wherein the described actions are executed by executing instructions in a system including various engine hardware components incorporating electronic controllers.

[0101] It should be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments should not be considered limiting, as many variations are possible. For example, the above-described techniques can be applied to V-6, I-4, I-6, V-12, opposed 4-cylinder, and other engine types. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of various systems and configurations, as well as other features, functions, and / or characteristics disclosed herein.

[0102] The appended claims specifically point to certain combinations and sub-combinations that are considered novel and non-obvious. These claims may relate to a “one” element or a “first” element or an equivalent thereof. These claims should be understood to include combinations of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or characteristics may be claimed by amending these claims or by filing new claims in this application or related applications. Such claims, whether broader, narrower, equivalent, or different in scope from the original claims, are also considered to be included within the subject matter of this disclosure.

Claims

1. A method for a heat exchanger, wherein the heat exchanger includes a first inlet and a first outlet configured to flow exhaust gas into and out of the heat exchanger, the heat exchanger further includes a second inlet and a second outlet configured to flow exhaust gas recirculation into and out of the heat exchanger, the method comprising: adjusting a number of heat exchanger conduits fluidly coupled to the first inlet and the second inlet by pivoting an inlet baffle of the heat exchanger between three or more positions, and adjusting a number of heat exchanger conduits fluidly coupled to the first outlet and the second outlet by pivoting an outlet baffle of the heat exchanger, and each of the three or more positions allocates a different number of heat exchanger conduits, wherein the heat exchanger conduits are separated from each other by partitions, and the exhaust gas flowing through the first outlet flows into an exhaust passage downstream of an engine for exhausting the exhaust gas.

2. The method of claim 1, wherein, the adjusting comprises increasing a number of heat exchanger conduits allocated for receiving exhaust gas recirculation and decreasing a number of heat exchanger conduits allocated for receiving exhaust gas in response to an increased exhaust gas recirculation cooling demand.

3. The method of claim 2, wherein, the exhaust gas recirculation cooling demand increases in response to one or more of an engine NOx output greater than a threshold NOx output and an engine temperature greater than a threshold engine temperature, and wherein the number includes zero conduits and 1 conduit and 2 conduits and adjusts between zero conduits and 1 conduit and 2 conduits.

4. The method of claim 1, wherein, the adjusting comprises decreasing a number of heat exchanger conduits allocated for receiving exhaust gas recirculation and increasing a number of heat exchanger conduits allocated for receiving exhaust gas in response to an increased energy recovery demand.

5. The method of claim 4, wherein, the increased energy recovery demand is in response to one or more of an engine cold start, a cabin heating demand, and a transmission temperature.

6. The method of claim 1, wherein, the inlet baffle pivots between positions and each position is aligned with one of the partitions that separates different exhaust gas conduits, the inlet baffle pivots in a first direction to increase a number of heat exchanger conduits allocated to exhaust gas recirculation, and wherein the inlet baffle pivots in a second direction opposite the first direction to increase a number of heat exchanger conduits allocated to exhaust gas, and wherein the outlet baffle mimics the motion of the inlet baffle.

7. The method of claim 1, wherein, the exhaust gas recirculation is one or more of high pressure exhaust gas recirculation and low pressure exhaust gas recirculation, and wherein after the exhaust gas recirculation flows through the heat exchanger, the exhaust gas recirculation flows to an intake passage coupled to the engine.

8. The method of claim 1, wherein, the exhaust gas is one or more of high pressure exhaust gas and low pressure exhaust gas, and wherein after the exhaust gas flows through the heat exchanger, the exhaust gas flows to the exhaust passage downstream of the engine.

9. The method of claim 1, further comprising: recirculation and exhaust, and wherein a first number of heat exchanger conduits are allocated for receiving exhaust recirculation and wherein a second number of heat exchanger conduits are allocated for receiving exhaust.

10. A system for a heat exchanger, comprising: a heat exchanger divided into a plurality of fluidly separated conduits; a first inlet and a first outlet configured to flow a first fluid into and out of the heat exchanger; a second inlet and a second outlet configured to flow a second fluid into and out of the heat exchanger; an inlet shutter configured to adjust a number of conduits fluidly coupled to the first inlet and the second inlet by moving between three or more positions, and each of the three or more positions allocates a different number of conduits; and an outlet shutter configured to adjust a number of conduits fluidly coupled to the first outlet and the second outlet, wherein the number of conduits fluidly coupled to the first inlet and the second inlet are equal to the number of conduits fluidly coupled to the first outlet and the second outlet, respectively; and a controller having computer readable instructions that, when executed, cause the controller to: pivot the inlet shutter and the outlet shutter in a first direction to increase the number of conduits fluidly coupled to the first inlet and the first outlet and decrease the number of conduits fluidly coupled to the second inlet and the second outlet when the first fluid cooling demand is greater than the second fluid cooling demand, and pivot the inlet shutter and the outlet shutter in a second direction to increase the number of conduits fluidly coupled to the second inlet and the second outlet and decrease the number of conduits fluidly coupled to the first inlet and the second inlet when the second fluid cooling demand is greater than the first fluid cooling demand.

11. The system of claim 10, wherein, the first inlet and the second inlet are fluidly coupled to portions of an exhaust passage upstream and downstream of a turbine, respectively, and wherein the first outlet is fluidly coupled to portions of the exhaust passage upstream and downstream of the turbine, and wherein the second outlet is fluidly coupled to portions of an intake passage upstream and downstream of a compressor.

12. The system of claim 10, wherein, the heat exchanger is divided into an even number of fluidly separated conduits.

13. The system of claim 12, wherein, the number of fluidly separated conduits is six or more.

14. The system of claim 10, wherein, the first fluid and the second fluid do not mix and remain separated by the heat exchanger.

15. The system of claim 10, wherein, the heat exchanger includes a plurality of barriers, each of the barriers arranged between adjacent conduits. the first inlet and the second inlet are fluidly coupled to portions of an exhaust passage upstream and downstream of a turbine, respectively, and wherein the first outlet is fluidly coupled to portions of the exhaust passage upstream and downstream of the turbine, and wherein the second outlet is fluidly coupled to portions of an intake passage upstream and downstream of a compressor. the heat exchanger is divided into an even number of fluidly separated conduits. the number of fluidly separated conduits is six or more. the first fluid and the second fluid do not mix and remain separated by the heat exchanger. the heat exchanger includes a plurality of barriers, each of the barriers arranged between adjacent conduits. the first inlet and the second inlet are fluidly coupled to portions of an exhaust passage upstream and downstream of a turbine, respectively, and wherein the first outlet is fluidly coupled to portions of the exhaust passage upstream and downstream of the turbine, and wherein the second outlet is fluidly coupled to portions of an intake passage upstream and downstream of a compressor.

Images