Heat exchanger for exhaust gas tuning system

Abstract

Methods and systems for a heat exchanger phase change material for components installed as a variable exhaust tuning system are provided. In one example, a method can include absorbing excess heat energy from exhaust gases within a heat exchanger material during and after an engine start event, releasing heat energy stored in the heat exchanger material during and after an engine shut down event, and using the heat energy stored in the heat exchanger material to heat an adjustable exhaust valve.

Description

Technical Field

[0001] This description generally relates to methods and systems for preventing adjustable exhaust valves from getting stuck due to ice formation in phase change material (PCM) heat exchangers.

[0002] Background Art / Summary of the Invention

[0003] In high-power internal combustion engines, variable exhaust tuning systems are needed to control the noise output level of vehicles equipped with such engines. Furthermore, the ability for vehicle operators to adjust sound levels or noise, vibration, and harshness (NVH) from a control unit within the vehicle can result in an improved driving experience, where the driver can select their preferred sound level. For example, a variable exhaust tuning system may include a resonator and one or more mufflers fluidly connected to the resonator. The muffler may include one or more adjustable exhaust valves, the angle of which can be adjusted by the vehicle operator. In some instances, further opening the adjustable exhaust valves can reduce back pressure in the mufflers and / or resonators and increase the noise level, while in other instances, further closing the valves can increase back pressure in the mufflers and / or resonators and reduce the noise level.

[0004] A potential problem with the aforementioned variable exhaust tuning system is that one or more adjustable exhaust valves may become stuck in the open or closed position, leading to performance issues related to engine performance or NVH (noise, vibration, and harshness). In some cases, the adjustable exhaust valves may become stuck due to ice formation. Because the valve material heats up during normal vehicle operation, rapid cooling of the material can cause significant water condensation from the exhaust gases and surrounding air, eventually forming ice from such condensation.

[0005] If one or more adjustable exhaust valves become stuck, the quality of the driving experience can be significantly reduced, and the variable exhaust tuning system may be damaged due to undesirable build-up of exhaust gases or back pressure. Therefore, providing heat exchanger materials to evaporate water that accumulates due to condensation can help eliminate the problem of adjustable exhaust valves getting stuck due to ice formation.

[0006] Other attempts to implement heat recovery using phase change materials are included in U.S. Patent 8,646,261B2 to Meisner et al. Specifically, Meisner et al.'s patent provides a device positioned at the exhaust port of a hydrocarbon fuel combustion device that extracts heat from the exhaust gas and converts the extracted heat into electricity. Another exemplary method is illustrated in U.S. Patent 6,875,407B1 to Biel Jr. et al. This patent provides a catalytic converter device equipped with a heat exchanger containing phase change material for temperature control functionality.

[0007] However, the inventors of this paper have recognized the potential problems of such systems. For example, during normal operation of a vehicle, many moving parts heat up significantly and then cool rapidly as hot exhaust gases cease to flow. The heat exchangers used in the disclosures mentioned above do not address problems related to vehicle functionality after an engine shutdown event, and specifically, they fail to provide solutions related to ice formation due to condensation of water from ambient air or exhaust gases.

[0008] In one instance, the problem described above can be addressed by a method for assessing the heat capacity of a heat exchanger for an adjustable engine exhaust valve, the method comprising: monitoring the ambient air temperature, heat exchanger temperature, and engine start time at the time of an engine start event; determining whether the heat exchanger temperature has reached a heat threshold within a threshold time; and if the heat threshold has not been reached within the threshold time, latching a heat exchanger error and warning the vehicle operator that the heat threshold has not been reached.

[0009] In this way, apparatus and methods for evaporating water condensed from air and / or exhaust gases prevent ice formation and stuck valves. By incorporating heat exchanger phase change materials into the vehicle assembly, stuck valves due to ice formation can be avoided. Additionally, false stuck valve errors can be avoided, which could waste the vehicle operator's time by requiring the vehicle to be driven to a technician to clear the false error.

[0010] It should be understood that the above summary is provided to introduce, in a simplified form, a series of concepts further described in the detailed description. This is not intended to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that address any of the shortcomings described above or in any part of this disclosure. Attached Figure Description

[0011] Figure 1 An exemplary internal combustion engine with a variable exhaust tuning system is shown.

[0012] Figure 2A An alternative enlarged view of an exemplary variable exhaust tuning system is shown.

[0013] Figure 2B Showing the upstream viewing angle as seen from the downstream end of the exhaust port inside the first or second muffler.

[0014] Figure 2C A cross-section of an internal exhaust port equipped with an adjustable exhaust valve is shown.

[0015] Figure 3 The graph shows the heat absorption and release of the heat exchanger material over time.

[0016] Figure 4 The graph shows the heat flux entering and leaving the heat exchanger material over time.

[0017] Figure 5 A flowchart illustrating an exemplary method for evaluating the heat capacity of heat exchanger materials is shown. Detailed Implementation

[0018] The following description relates to systems and methods for diagnosing stuck adjustable exhaust valves and delaying and preventing alarm settings based on at least one of ambient temperature and exhaust temperature. The methods include initiating a self-healing routine, cycling the adjustable exhaust valve positioning, and checking sensor and actuator feedback.

[0019] We can discuss this together. Figure 1 , Figure 2A and Figure 2B To provide a clear description. Figure 1 An exemplary embodiment of the combustion chamber or cylinder of an internal combustion engine 10 is depicted. The engine 10 may receive control parameters from a control system including a controller 12 and inputs from a vehicle operator 130 via an input device 132. In this example, the input device 132 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. The cylinder 14 of the engine 10 (also referred to herein as a "combustion chamber") may include a combustion chamber wall 136 and a piston 138 positioned therein. The piston 138 may be coupled to a crankshaft 140 such that the reciprocating motion of the piston is converted into rotational motion of the crankshaft. The crankshaft 140 may be coupled to at least one drive wheel of a passenger vehicle via a transmission system. Furthermore, a starter motor may be coupled to the crankshaft 140 via a flywheel to enable starting operation of the engine 10. The cylinder 14 may receive intake air via a series of intake passages 142, 144, and 146. The intake passages 146 may communicate with other cylinders of the engine 10 besides the cylinder 14. In some embodiments, one or more of the intake passages may include a supercharging device, such as a turbocharger or a supercharger. For example, Figure 1An engine 10 equipped with a turbocharger is shown, the turbocharger including a compressor 174 disposed between intake manifolds 142 and 144, and an exhaust turbine 176 disposed along an exhaust manifold 148. The compressor 174 may be at least partially powered by the exhaust turbine 176 via a shaft 180, wherein the supercharging device is configured as a turbocharger. However, in other instances, such as when the engine 10 has a supercharger, the exhaust turbine 176 may optionally be omitted, wherein the compressor 174 may be powered by mechanical input from a motor or engine. A throttle valve 162, including a throttle plate 164, may be provided along the intake manifold to change the flow rate and / or pressure of the intake air supplied to the engine cylinders. For example, the throttle valve 162 may be located downstream of the compressor 174, such as... Figure 1 As shown, or alternatively, the throttle valve may be provided upstream of compressor 174.

[0020] Exhaust duct 148 can receive exhaust gases from cylinders of engine 10 other than cylinder 14. Exhaust gas sensors 128 are shown coupled to exhaust temperature sensor 129 and exhaust composition sensor 127, which are located upstream of exhaust control device 178 away from exhaust duct 148. In alternative embodiments, these sensors may not be positioned adjacent to each other and may be distributed across exhaust duct 148. Exhaust gas sensors 128 may be selected from various suitable sensors for providing an indication of the exhaust gas air / fuel ratio, such as linear oxygen sensors or UEGO (universal or wide-range exhaust gas oxygen), two-state oxygen sensors or EGO (as depicted), HEGO (heated EGO), NOx, HC, or CO sensors. Emission control device 178 may be a three-way catalytic converter (TWC), a NOx trap, various other emission control devices, or combinations thereof. Exhaust gas sensors 128, exhaust temperature sensor 129, and exhaust composition sensor 127 provide input to controller 12 via input / output port 108.

[0021] The exhaust tuning resonator 191 can receive exhaust gases from the emission control device 178 via an aftertreatment passage 193 having an aftertreatment wall 189. The resonator 191 can be fluidly coupled to the emission control device 178 via the aftertreatment passage 193. In an example, the resonator 191 can also be fluidly coupled to a first muffler 197a via a first rear resonator passage 193a, and the resonator 191 can also be fluidly coupled to a second muffler 197b via a second rear resonator passage 193b. In an example, the first muffler 197a may include a first temperature sensor and / or an incremental pressure sensor 194a, and the second muffler 197b may include a second temperature sensor and / or an incremental pressure sensor 194b. In one example, the first temperature sensor and the second temperature sensor and / or incremental pressure sensors 194a, 194b can track the received temperature and pressure input of the exhaust gases from the variable exhaust tuning system, which can change over time and when the position of one or more adjustable exhaust valves 196a, 196b changes. In another example, the first muffler 197a can be fluidly connected to the first muffler internal exhaust port 198a and the first muffler external exhaust port 199a. In another example, the second muffler 197b can be fluidly connected to the second muffler internal exhaust port 198b and the second muffler external exhaust port 199b. In one example, the microphone 195 can be located between the first muffler and the second mufflers 197a, 197b and can be attached to the first muffler and the second mufflers 197a and 197b via a support. In another example, the microphone can be attached to the underside surface of the vehicle. In this example, the bottom surface of the vehicle may face the road on which the vehicle travels, and the bottom surface of the vehicle may face away from the vehicle's cargo compartment.

[0022] In another example, the first muffler internal exhaust port 198a and the second muffler internal exhaust port 198b may each include a first adjustable exhaust valve 196a and a second adjustable exhaust valve 196b. In this example, the first adjustable exhaust valve and the second adjustable exhaust valves 196a, 196b may be communicatively coupled to the controller 12 via an input / output port 108. In this example, the first adjustable exhaust valve and the second adjustable exhaust valves 196a, 196b may be damping valves, butterfly valves, shut-off valves, ball valves, lift valves, right-angle rotary valves, compression valves, or other valves controlled by an actuator (which will be discussed later). Figure 2A and Figure 2B(The actuator will be discussed in more detail below.) In an example, the first temperature sensor and / or incremental pressure sensor 194a and the second temperature sensor and / or incremental pressure sensor 194b can each be communicatively coupled to the controller 12 via input / output port 108. In an example, the first adjustable exhaust valve and the second adjustable exhaust valves 196a and 196b can be controlled by the vehicle operator to adjust the vehicle's sound experience. In an example, adjusting the first adjustable exhaust valve and the second adjustable exhaust valves 196a and 196b can adjust the sound level and / or back pressure of the vehicle's exhaust system.

[0023] In the example, resonator 191, rear resonator channels 193a and 193b, mufflers 197a and 197b, external exhaust ports 199a and 199b, and internal exhaust ports 198a and 198b can be configured and / or shaped to provide adjustable exhaust tuning or increase and decrease exhaust sound levels by adjusting adjustable exhaust valves 196a and 196b.

[0024] In this example, the first adjustable exhaust valve and the second adjustable exhaust valves 196a and 196b may be adjustable by the vehicle operator 130 via the exhaust control device 109. The exhaust control device 109 may be controllable by the vehicle operator 130 to adjust the angular positioning of the first adjustable exhaust valve and the second adjustable exhaust valves 196a and 196b. The exhaust control device 109 may include one or more exhaust valve settings that can be selected by the vehicle operator 130. For example, the vehicle operator 130's selection of the exhaust valve settings may command the first adjustable exhaust valve and the second adjustable exhaust valves 196a and 196b to perform angular positioning associated with the exhaust valve settings of the exhaust control device 109. For example, the exhaust control device 109 may be communicatively coupled to the controller 12 via an input / output port 108. For example, the exhaust control device 109 can command the first adjustable exhaust valve and the second adjustable exhaust valve 196a and 196b to be in an angle position in which the first adjustable exhaust valve and the second adjustable exhaust valve 196a and 196b can be fully opened or fully closed, and include the angle position in which the first adjustable exhaust valve and the second adjustable exhaust valve can be fully opened or fully closed, via the vehicle operator 130's selection of the exhaust valve setting.

[0025] In another example, resonator 191 may be configured to receive exhaust gases directly from exhaust duct 148 downstream of exhaust turbine 176, and the first and second mufflers 197a, 197b may each include an emission control device 178 located within the first and second mufflers 197a, 197b. In such an example, aftertreatment passage 193 may fluidly connect exhaust turbine 176 to resonator 191.

[0026] Exhaust temperature can be measured by one or more temperature sensors, such as exhaust temperature sensor 129 located in exhaust passage 148 and temperature sensors incorporated within a variable exhaust tuning system, which includes at least an aftertreatment passage 193, a resonator 191, rear resonator passages 193a and 193b, mufflers 197a and 197b, external exhaust ports 199a and 199b, and internal exhaust ports 198a and 198b. Alternatively, exhaust temperature can be inferred based on engine operating conditions such as speed, load, air-fuel ratio (AFR), spark delay, etc. Furthermore, exhaust temperature can be calculated by one or more exhaust gas sensors 128. It is understood that exhaust gas temperature can be estimated alternatively by any combination of the temperature estimation methods listed herein.

[0027] Each cylinder of engine 10 may include one or more intake valves and one or more exhaust valves. For example, cylinder 14 is shown as including at least one intake lift valve 150 and at least one exhaust lift valve 156 located in the upper region of cylinder 14. In some embodiments, each cylinder of engine 10, including cylinder 14, may include at least two intake lift valves and at least two exhaust lift valves located in the upper region of said cylinder.

[0028] The intake valve 150 can be controlled by the controller 12 via cam actuation through the cam actuation system 151. Similarly, the exhaust valve 156 can be controlled by the controller 12 via the cam actuation system 153. Cam actuation systems 151 and 153 may each include one or more cams and may utilize one or more of some form of variable valve timing (VVT), such as a cam profile change (CPS) system, a variable cam timing (VCT) system (e.g., dual independent variable cam timing (tiVCT)), and / or a variable valve lift (VVL) system, which the controller 12 can operate to change valve operation. The operation of the intake valve 150 and exhaust valve 156 can be determined by valve position sensors (not shown) and / or camshaft position sensors 155 and 157, respectively. In an alternative embodiment, the intake and / or exhaust valves can be controlled by electric valve actuation. For example, cylinder 14 may alternatively include an intake valve controlled by electric valve actuation and an exhaust valve controlled by cam actuation, including a CPS system and / or a VCT system.

[0029] In some embodiments, each cylinder of the engine 10 may include a spark plug 192 for initiating combustion. The ignition system 190 may, in a selected operating mode, provide an ignition spark to the combustion chamber 14 via the spark plug 192 in response to a spark advance signal SA from the controller 12. However, in some embodiments, such as where the engine 10 can initiate combustion via automatic ignition or by fuel injection (which may be the case for some diesel engines), the spark plug 192 may be omitted.

[0030] In some embodiments, each cylinder of engine 10 may be configured with one or more injectors for supplying fuel. As a non-limiting example, cylinder 14 is shown as including a fuel injector 166. Fuel injector 166 is shown as being directly coupled to cylinder 14 to directly inject fuel into the cylinder in proportion to the pulse width of the signal FPW received from controller 12 via electronic actuator 168. In this manner, fuel injector 166 provides what is considered a fuel injector that directly injects fuel (hereinafter also referred to as "DI") into combustion cylinder 14. Although Figure 1 Injector 166 is shown as a side injector, but it can also be located on top of the piston, for example, near the spark plug 192. Fuel can be delivered to the fuel injector 166 from a high-pressure fuel system 8 that includes a fuel tank, a fuel pump, and a fuel rail. Alternatively, fuel can be delivered at a lower pressure by a single-stage fuel pump, in which case the timing of direct fuel injection may be more limited during the compression stroke than when using a high-pressure fuel system. Furthermore, although not shown, the fuel tank may have a pressure transducer that provides a signal to the controller 12. It will be appreciated that, in alternative embodiments, injector 166 may be a port injector 170, indicated by dashed lines, which supplies fuel into the intake manifold upstream of cylinder 14.

[0031] Fuel can be delivered to the cylinder by an injector during a single cylinder cycle. Furthermore, for a single combustion event, multiple injections of the delivered fuel can be performed in each cycle. These multiple injections can be performed during the compression stroke, the intake stroke, or any suitable combination thereof.

[0032] As described above, Figure 1 The image shows one cylinder of a multi-cylinder engine. Therefore, each cylinder can similarly include its own set of intake / exhaust valves, fuel injectors, spark plugs, etc.

[0033] Controller 12 in Figure 1The microcomputer shown includes a microprocessor unit 106, an input / output port 108, an electronic storage medium for executable programs and calibration values ​​(shown in this particular instance as read-only memory 110), random access memory 112, keep-alive memory 114, and a data bus. In addition to the signals previously discussed, the controller 12 can receive various signals from sensors coupled to the engine 10, including measurements of intake mass airflow (MAF) from mass airflow sensor 122; engine coolant temperature (ECT) from temperature sensor 116 coupled to cooling sleeve 118; surface ignition sensing (PIP) signals from Hall effect sensor 120 (or other type) coupled to crankshaft 140; throttle position (TP) from throttle position sensor; manifold absolute pressure (MAP) signals from sensor 124; and knock signals (KS) from knock sensor 181. Knock sensor 181 may alternatively be located on the cylinder head or may be a sensor for detecting vibrations of knocking from crankshaft 140. The engine speed signal RPM can be generated from the signal PIP by the controller 12. The manifold pressure signal MAP from the manifold pressure sensor can be used to provide an indication of vacuum or pressure in the intake manifold. Other sensors may include a fuel level sensor and a fuel composition sensor coupled to the fuel tank of the fuel system.

[0034] The storage medium read-only memory 110 can be programmed with computer-readable data representing instructions executable by the microprocessor unit 106 to perform the methods described below, as well as other contemplated but not specifically listed variations. The engine 10 can be at least partially controlled by a control system 15 including a controller 12. The controller 12 can receive various signals from sensors 16 coupled to the engine 10 and send control signals to various actuators 81 coupled to the engine and / or the vehicle. The various sensors may include, for example, various temperature sensors, pressure sensors, and air-fuel ratio sensors. The various actuators may include, for example, valves, throttle valves, and fuel injectors.

[0035] As mentioned above, sensor 16 may include any temperature sensor, pressure sensor, positioning sensor, humidity sensor, or contact sensor, or any other sensor described herein. In an example, sensor 16 may include one or more microphones. Actuator 81 may include actuators for controlling the first adjustable exhaust valve and the second adjustable exhaust valves 196a, 196b. Controller 12 may be a microcomputer including a microprocessor unit, input / output ports, and electronic storage medium for executable programs and calibration values. Controller 12 may be programmed with computer-readable data representing instructions executable to perform the methods described below, as well as other variations contemplated but not specifically listed.

[0036] For example, adjusting the first and second adjustable exhaust valves 196a, 196b may include adjusting the actuator 81 coupled to the adjustable exhaust valves 196a, 196b. In this example, to adjust the angle of the adjustable exhaust valves 196a, 196b or the valve 220 described herein, the actuators 224a, 224b, 222 may open or close the valves by providing torque along the valve rotation axis 214 via a rotating rod connected to the valve 220, the rotation axis described below with respect to... Figure 2B Further description.

[0037] Figure 2A An exemplary alternative view of a variable exhaust tuning system is shown. In this example, the variable exhaust tuning system may include sensors 16, such as post-catalytic converter sensor 202, front flap sensors 204a and 204b, pivot sensors 206a and 206b, rear flap sensors 208a and 208b, and valve positioning sensors 210a and 210b, all located within the variable exhaust tuning system. In this example, sensors 202, 204a, 204b, 206a and 206b, and 208a and 208b may all be temperature and / or pressure sensors, and exhaust temperature and exhaust back pressure may be measured by one or more sensors. In this example, sensors 202, 204a, 204b, 206a and 206b, and 208a and 208b may be communicatively coupled to controller 12 via input / output port 108, and the controller may determine a temperature and / or back pressure model of the variable exhaust tuning system based on inputs provided from the multiple sensors. In the example, this article can be used to discuss... Figure 2AThe aforementioned sensors are mounted within the aftertreatment wall 189, which can form the structure of different components of the variable exhaust tuning system. In this example, the aftertreatment wall 189 can be formed of any desired metal, such as aluminum or steel or any desired alloy. In this example, any of sensors 202, 204a, 204b, 206a and 206b, and 208a and 208b can be included within sensor 16 of the control system.

[0038] In one example, the first internal vent or the second internal vent 198a or 198b may additionally include a first heat exchanger sleeve and second heat exchanger sleeves 219a and 219b, respectively. In one example, 219a and 219b may be positioned above and around 198a or 198b, and in another example, 219a and 219b may completely replace 198a and 198b. In one example, the internal heat exchanger layer 231 may be positioned on top of and in contact with the external post-processing wall layer 289d. In another example, the entire area of ​​the internal heat exchanger layer 231 may be positioned on top of and in contact with the external post-processing wall layer 289d. In yet another example, the first heat exchanger sleeve and the second heat exchanger sleeves 219a and 219b may cover a portion of the total external surface area of ​​the first internal vent and the second internal vent 198a and 198b. In one example, the portion of the total outer surface area of ​​the first and second internal exhaust ports 198a and 198b covered by the first and second heat exchanger sleeves 219a and 219b can be centered on the adjustable exhaust valves 196a and 196b. In another example, the portion of the total outer surface area of ​​the first and second internal exhaust ports 198a and 198b covered by the first and second heat exchanger sleeves 219a and 219b can be centered on the operating area of ​​the adjustable exhaust valves 196a and 196b. In yet another example, the portion of the total outer surface area of ​​the first and second internal exhaust ports 198a and 198b covered by the first and second heat exchanger sleeves 219a and 219b can be the operating area of ​​the adjustable exhaust valves 196a and 196b.

[0039] In this example, the variable exhaust tuning system may include multiple actuators 81. In this example, adjustable exhaust valves 196a and 196b may be adjusted by a first valve actuator 224a and a second valve actuator 224b, respectively. In this example, the adjustable exhaust valves 196a and 196b may have an exhaust port length, which includes the upstream-downstream length of the operating area of ​​the adjustable exhaust valves 196a and 196b. In this example, the operating area of ​​the adjustable exhaust valves 196a and 196b may include the upstream-downstream length of the space occupied and / or used by the adjustable exhaust valves 196a and 196b.

[0040] The first valve actuator and the second valve actuators 224a, 224b can be communicatively coupled to the controller 12. In an example, the control system may include the controller 12, which may receive signals from the sensor 16 and employ the actuator 81 to adjust engine operation and / or variable exhaust tuning system operation based on the received signals and instructions stored in the memory of the controller, which is further described herein.

[0041] Figure 2B A cross-section 237 is shown of the internal exhaust port 198a or 198b equipped with heat exchanger sleeves 219a or 219b. Cross-section 237 shows an upstream viewing angle relative to the downstream end of the first or second muffler internal exhaust port 198a or 198b, and in this example, either adjustable exhaust valve 196a or 196b may include a butterfly valve, damping valve, right-angle rotary valve, or compression valve, indicated by valve 220. In some cases, it may be possible to use a valve that can be... Figure 2B Adjustable exhaust valve actuators 224a and 224b, represented by actuator 222, adjust the positioning of adjustable exhaust valves 196a and 196b. In one example, actuator 222 can adjust the position or rotation angle of valve 220 along valve rotation axis 214, wherein the rotation axis includes a rotating rod to provide rotation of valve 220 via actuator 222. In one example, the rotating rod of valve rotation axis 214 can be attached to and pass through valve 220, or the rotating rod can be built into valve 220 as a single body. Actuator 222 may optionally or additionally include valve sticking sensor 226. In another example, aftertreatment wall 189 may also include an inner aftertreatment layer 289a, an aftertreatment wall material 289b having an aftertreatment wall thickness 289c, and an outer aftertreatment wall layer 289d.

[0042] In the example, the first internal vent or the second internal vent 198a or 198b may additionally include a heat exchanger sleeve 219 (representing...). Figure 2AThe first heat exchanger sleeve or the second heat exchanger sleeve 219a and 219b), the heat exchanger sleeve comprising an inner heat exchanger layer 231, a heat exchanger material 232, and an outer heat exchanger layer 233. In the example, although in Figure 2B They are shown as the same elements, but the inner heat exchanger layer 231 may contact the outer post-treatment wall layer 289d, and the two layers 231 and 289d may be layered on top of each other. In another example, the post-treatment wall 189 may not be present in the construction of the first internal vent or the second internal vent 198a or 198b, and the heat exchanger sleeve 219a or 219b may include an assembly of 198a and / or 198b. In an example, heat exchanger material 232 may be located between the inner heat exchanger layer 231 and the outer heat exchanger layer 233 and has about Figure 2C The heat exchanger material thickness is further described as 232a.

[0043] In examples, heat exchanger material 232 may include any suitable phase change material. In examples, heat exchanger material 232 may include any or any combination of wax (e.g., paraffin), hydrated salt, or any other phase change material. In examples, heat exchanger material 232 may include any combination of Zn, Mg, Al, and Si. In examples, heat exchanger material 232 may include lithium nitrate material. In examples, heat exchanger material 232 may be configured to absorb and store thermal energy during a phase change. In examples, heat exchanger material 232 may absorb and store thermal energy during a solid-to-liquid phase change. In examples, heat exchanger material 232 may absorb and store thermal energy during a liquid-to-solid phase change.

[0044] In another example, Figure 2B The device includes one or more valve positioning sensors 212, which are positioned along the valve rotation axis 214 and can also be attached to a rotating rod extending along the valve rotation axis 214. In one example, the valve positioning sensors 212 can provide continuous indication of the valve 220 position. Additionally, the valve positioning sensors 212 can be communicatively coupled to the controller 12 via an input / output port 108. In one example, the valve positioning sensors 212 can be included within the actuator 222.

[0045] Figure 2CA cross-sectional view of a first internal exhaust port or a second internal exhaust port 198a or 198b, represented by an internal exhaust port 230, is shown. In an example, 230 may include one or more phase change material sensors 234. In an example, the one or more phase change material sensors 234 may be temperature sensors. In an example, the one or more phase change material sensors 234 may be included within the body of a heat exchanger or within heat exchanger material 232. In an example, the heat exchanger material 232 may have a heat exchanger material thickness 232a, which can be adjusted to provide more or less heat capacity, wherein a thicker heat exchanger material thickness 232a will provide additional heat capacity and a thinner heat exchanger material thickness 232a will provide less heat capacity. In an example, the one or more phase change material sensors 234 may be communicatively coupled to the controller 12 via an input / output port 108 and may provide information about the heat capacity absorbed, stored, or released by the heat exchanger material 232.

[0046] In another example, 230 may include an external heat flux sensor 235a and an internal heat flux sensor 235b. In this example, the external heat flux sensor and the internal heat flux sensors 235a and 235b may be communicatively coupled to the controller 12 via an input / output port 108. In this example, and further regarding... Figure 3 and Figure 4 As described, flux sensors 235a and 235b can measure temperature changes at the external heat exchanger layer 233 and the internal heat exchanger layer 231, respectively. In this example, flux sensors 235a and 235b can send temperature and / or heat flux data regarding the heat capacity of the heat exchanger material 232 to the controller 12 via input / output port 108, and the flux sensors 235a and 235b can also be temperature sensors. In this example, flux sensors 235a and 235b can provide information about the heat capacity absorbed, stored, or released by the heat exchanger material 232. In this example, the controller 12 may include further references. Figure 4 and Figure 5 The heat capacity threshold described herein may help diagnose the quality of the heat exchanger material 232 over time and / or trigger a visible alarm and / or notification to the vehicle operator 130 to replace the heat exchanger material 232 or to inspect the first internal vent or the second internal vent 198a or 198b and / or to inspect the first heat exchanger sleeve and the second heat exchanger sleeves 219a and 219b.

[0047] In another example, the first and second heat exchanger sleeves 219a and 219b may be tubes placed on 198a and 198b. In this example, 219a and 219b may have an edge thickness equivalent to the sum of the thicknesses of 232a and the thicknesses of the inner and outer heat exchanger layers 231 and 233. In this example, both ends of the inner and outer heat exchanger layers 231 and 233 may be sealed by an upstream seal 237a end and a downstream seal 237b end. In another example, the first and second heat exchanger sleeves 219a and 219b may optionally or additionally include a refill port 239, which may be a sealable refill port for replacing, refilling, or replenishing the heat exchanger material 232.

[0048] Turn now Figure 3 The diagram 300 shows the phase transition of the heat exchanger material 232 over time during the engine start-up cycle. In this example, at T1, the engine 10 of a vehicle including a variable exhaust tuning system can be started. During the engine start-up cycle, the exhaust gases of the engine 10 can pass through one or more adjustable exhaust valves 196a, 196b. During the first time 302 after T1 (from T1 to T2) when the engine 10 is running, regarding... Figures 1 to 2C The heat exchanger material 232 described may be in a first physical state. During the first time 302, the heat exchanger material 232 in the first physical state may experience an increase in temperature due to the heat exchanger material 232 absorbing heat from the exhaust gas passing through the variable exhaust tuning system.

[0049] At time T2 (300°), the heat exchanger material 232 can begin to change from a first physical state to a second physical state during time 304. In this example, during time 304 (from T2 to T3), the temperature of the heat exchanger material 232 can remain constant while 232 continues to absorb heat energy from the exhaust gas. Next, at time T3 (300°), the heat exchanger material 232 can completely transition to the second physical state, and the temperature of the heat exchanger material 232 can rise during time 306 (from T3 to T4), while the heat exchanger material 232 continues to absorb heat energy from the exhaust gas of the engine 10.

[0050] At time T4 of 300, engine 10 may experience an engine shutdown event. In an example, during the engine shutdown event, engine 10 may be shut off and exhaust gases from engine 10 may no longer pass through one or more adjustable exhaust valves 196a, 196b. During time 308 (T4 to T5), the temperature of heat exchanger material 232 may decrease as it releases heat, which can be used to evaporate condensate that may form on one or more adjustable exhaust valves 196a, 196b when engine 10 is shut off. In an example, when engine 10 is shut off and the ambient temperature is sufficiently cold, water from the exhaust gases and / or ambient air may condense on the surfaces of the adjustable exhaust valves 196a, 196b or on any of the surfaces of the variable exhaust tuning system. Next, at time T5 of 300, heat exchanger material 232 may continue to release heat during time 310 (T5 to T6) while the heat exchanger material returns to the first physical state. Next, at T6 at 300°C, the heat exchanger material 232 may completely revert from the second physical state back to the first physical state and continue to release heat during time 312 (T6 to T7). At T7 at 300°C, the heat exchanger material 232 may no longer release heat and may be in equilibrium with the ambient temperature.

[0051] Turn now Figure 4The heat flux graph 400 shows the heat flux entering and exiting the heat exchanger material 232 over time. At T1, the engine 10 may experience an engine start-up event, where the engine 10 can be started and exhaust gases can begin to pass through one or more adjustable exhaust valves 196a, 196b. In this example, the temperature or heat of the heat exchanger material 232 can be represented by a line 401 starting at a baseline temperature 403. In this example, the graph 400 may include a heat threshold 402. In this example, the controller 12 may monitor the heat capacity of the heat exchanger material 232 within a heat capacity threshold time 406 to check whether the heat exchanger material 232 needs to be replaced or whether the aftertreatment wall 189 has become contaminated and significantly affects the heat flux entering and exiting the heat exchanger material 232. In this example, the heat capacity threshold time 406 may begin at the engine start-up time and may end at a pre-programmed time, which may be adjusted based on the ambient air temperature. In another example, the heat capacity threshold time 406 may begin when 401 reaches the baseline temperature 403. In one example, controller 12 may begin receiving data from one or more heat flux sensors 235a, 235b via input / output port 108 upon engine start-up and determine whether heat exchanger material 232 has reached heat threshold 402 within a heat capacity threshold time 406. In another example, if heat exchanger material 232 fails to reach heat threshold 402 within the heat capacity threshold time 406, controller 12 may deliver an audio and / or visual alarm to vehicle operator 130 and may latch an error code indicating a heat capacity error associated with heat exchanger material 232. In yet another example, the heat capacity threshold time 406 may be adjusted by a heat capacity threshold time adjuster, which may shorten or lengthen the heat capacity threshold time 406 based on ambient air temperature. In another example, when the ambient air temperature is very low, heat exchanger material 232 may take longer to heat to heat threshold 402. In the example, from T1 to T2, before the time (represented by the x-axis) has reached the heat capacity threshold time, the heat or temperature of the heat exchanger material 232 may be higher than the heat threshold 402.

[0052] Next, at T2, engine 10 may experience an engine shutdown event and heat exchanger material 232 may begin to release heat. At T3, heat exchanger material 232 may return to baseline temperature 403; however, as time passes, the ambient temperature may have decreased and the heat exchanger material may continue to release heat until T4. At T4, engine 10 may experience a second engine start event, and heat exchanger material 232 may begin to absorb heat from exhaust gas passing through one or more adjustable exhaust valves 196a, 196b. In this example, once heat exchanger material 232 reaches baseline temperature 403, controller 12 may then determine whether heat exchanger material 232 has reached heat threshold 402 within heat capacity threshold time 406. In this example, between T5 and T6, heat exchanger material 232 may not have reached heat threshold 402 within heat capacity time 406. In this example, controller 12 can deliver audio and / or visual alarms to vehicle operator 130 and can latch error codes indicating a heat capacity error associated with heat exchanger material 232.

[0053] Next turn Figure 5This is a flowchart of a method 500 for checking the heat capacity of heat exchanger material 232 or the first and second heat exchanger sleeves 219a, 219b. Method 500 may begin at 502 at an engine start-up event, where controller 12 can monitor the engine start-up time and begin monitoring the temperature of heat exchanger material 232 and ambient air temperature. Controller 12 can monitor the ambient air temperature and the temperature of heat exchanger material 232 via any of sensors 202, 204a, 204b, 235a, 235b, 234, 206a and 206b, and 208a and 208b. Method 500 may then proceed to 504, where the controller can monitor to see if the heat exchanger material 232 has reached a baseline temperature 403. In this example, the controller can receive temperature information about the temperature of the heat exchanger material 232 via heat flux sensors 235a and 235b or one or more phase change material sensors 234. In one example, if the heat exchanger material 232 has not yet reached the baseline temperature 403, then method 500 can add a heat exchanger temperature check counter and proceed to 505, where controller 12 can determine whether method 500 has reached a pre-programmed heat exchanger temperature check counter threshold. If method 500 has not reached the pre-programmed heat exchanger temperature check counter threshold, then method 500 can return to 504 until the heat exchanger material 232 reaches the baseline temperature 403 or until method 500 reaches the pre-programmed heat exchanger temperature check counter threshold. In one example, if method 500 reaches the pre-programmed heat exchanger temperature check counter threshold, then method 500 can proceed to 508 and latch a temperature sensor error, and method 500 can terminate. In another example, if controller 12 determines that the heat exchanger material has reached the baseline temperature 403, then method 500 can proceed to 506. In another example, method 500 can set the baseline temperature 403 to the ambient air temperature at the time of the engine start event or not set the baseline temperature 403 at all. In one instance, method 500 can proceed directly from 502 to 506.

[0054] Continuing with method 500, at 506, controller 12 can check whether the heat exchanger material has reached the heat threshold 402 within the heat capacity threshold time 406. As mentioned above, the heat capacity threshold time 406 can be adjusted based on the ambient air temperature detected at the time of engine start-up. In one instance, if the heat exchanger material 232 has failed to reach the heat threshold 402 within the heat capacity threshold time 406, method 500 can proceed to 508 and latch a heat exchanger material error, and then method 500 can terminate. In this instance, the heat exchanger material error could be an audio and / or visual alarm delivered to vehicle operator 130. In a second instance, if the heat exchanger material 232 has reached the heat threshold 402 within the heat capacity threshold time 406, method 500 can proceed to 510, and the controller can not set a heat exchanger material error, and then method 500 can terminate.

[0055] Instructions for implementing method 500 and the remainder of the methods included herein can be executed by a controller based on instructions stored in the controller's memory and in conjunction with signals received from sensors of the engine system, such as those referenced above. Figures 1 to 2C The sensor described herein. The controller can employ the engine actuators of the engine system to adjust engine operation according to the method described below.

[0056] Figures 1 to 2CExemplary configurations are shown with respect to the relative positioning of various components. If shown as directly contacting or directly connected to each other, then in at least one instance, these components may be referred to as directly contacting or directly connected, respectively. Similarly, in at least one instance, components shown as adjacent or adjacent to each other may be referred to as adjacent or adjacent to each other, respectively. As an example, components that are in coplanar contact with each other may be referred to as coplanar contact. As another example, in at least one instance, components positioned apart from each other with space between them and without other components may be referred to as such relative to each other. As yet another example, components shown as above / below each other, on opposite sides of each other, or to the left / right of each other may be referred to as such relative to each other. Furthermore, as shown, in at least one instance, the top component or the top point of the component may be referred to as the “top” of the component, while the bottom component or the bottom point of the 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 figure and used to describe the positioning of the components of the figure relative to each other. Thus, in one instance, 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 can be described as having those shapes (e.g., such as circles, straight lines, planes, curves, circles, chamfers, angles, etc.). Furthermore, in at least one instance, elements shown as intersecting each other can be described as intersecting elements or intersecting each other. Additionally, in one instance, an element shown inside another element or an element shown outside another element can be described as such.

[0057] In one example, a method is provided for evaluating the heat capacity of a heat exchanger for an adjustable engine exhaust valve, the method comprising: monitoring ambient air temperature, heat exchanger temperature, and engine start time at the time of an engine start event; determining whether the heat exchanger temperature has reached a heat threshold within a threshold time; and if the heat threshold has not been reached within the threshold time, latching a heat exchanger error and warning a vehicle operator that the heat threshold has not been reached. In any or all of the foregoing examples, the method may further include monitoring the heat exchanger temperature via at least one temperature sensor. In any or all of the foregoing examples, the method may optionally or additionally include adjusting the threshold time based on the ambient air temperature. In any or all of the foregoing examples, the method may optionally or additionally include the threshold time starting at the engine start time and ending at a programmable time. In any or all of the foregoing examples, the method may further include sending a heat exchanger error as an audio and / or visual alarm to a vehicle operator.

[0058] In another example, a device is provided for preventing ice formation on a post-catalytic converter variable exhaust tuning system, the device comprising: an inner heat exchanger layer; an outer heat exchanger layer; heat exchanger material located between the inner and outer heat exchanger layers; at least one temperature sensor; and an adjustable exhaust valve. In any or all of the foregoing examples, the device may optionally or additionally include the heat exchanger material being enclosed by the inner and outer heat exchanger layers. In any or all of the foregoing examples, the device may optionally or additionally include the heat exchanger material comprising wax, salt, or hydrated salt. In any or all of the foregoing examples, the device may be further configured such that the inner and outer heat exchanger layers are sealed by upstream and downstream seals, thereby accommodating the heat exchanger material and forming a heat exchanger sleeve. In any or all of the foregoing examples, the device may further include a refill port for replacing the heat exchanger material. In any or all of the foregoing examples, the device may optionally or additionally include a first temperature sensor that can be attached to the inner heat exchanger layer. In any or all of the foregoing examples, the device may optionally or additionally include a second temperature sensor that can be attached to an external heat exchanger layer. In any or all of the foregoing examples, the adjustable exhaust valve may further include at least an actuator and a rotating rod. In any or all of the foregoing examples, the device may optionally or additionally include the heat exchanger material being able to absorb and store thermal energy during a solid-to-liquid phase transition, or absorb and store thermal energy during a liquid-to-solid phase transition.

[0059] In another example, a device is provided for preventing ice formation on a post-catalytic converter variable exhaust tuning system, the device comprising: a heat exchanger sleeve covering at least a portion of an outer surface region of an exhaust port; an adjustable exhaust valve included within the exhaust port; and at least one temperature sensor communicatively coupled to a controller. In any or all of the foregoing examples, the device may further include the portion of the exhaust port covered by the heat exchanger sleeve being the operating area of ​​the adjustable exhaust valve. In any or all of the foregoing examples, the heat exchanger sleeve may further include a heat exchanger material made of any of wax, salt, or hydrated salt. In any or all of the foregoing examples, the adjustable exhaust valve may optionally or additionally include at least a rotating rod, an actuator supplying power to the rotating rod, and a valve. In any or all of the foregoing examples, the device may optionally or additionally include a butterfly valve. In any or all of the foregoing examples, the heat exchanger sleeve may also include heat exchanger material that can absorb and store thermal energy during a solid-to-liquid phase transition or a liquid-to-solid phase transition.

[0060] It should be noted that the exemplary control and estimation routines included herein can be used in 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 comprising a combination of controllers and 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 described may be performed in the illustrated sequence, in parallel, or in some cases omitted. Similarly, the processing order is not necessarily required to achieve the features and advantages of the exemplary embodiments described herein, but is provided for the sake of simplicity of description and illustration. One or more of the illustrated actions, operations, and / or functions can be repeatedly performed according to the specific strategy used. Furthermore, the described actions, operations, and / or functions can clearly represent code to be programmed into a non-transitory memory of a computer-readable storage medium in the engine control system, wherein the described actions are implemented by executing instructions in a system comprising a combination of various engine hardware components and electronic controllers.

[0061] It will be understood that the configurations and routines disclosed herein are exemplary in nature and should not be viewed in a limiting sense, as numerous variations are possible. For example, the above 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 the various systems and configurations disclosed herein with other features, functions, and / or properties.

[0062] The appended claims specifically point to particular combinations and sub-combinations considered novel and non-obvious. These claims may refer to an element or a first element or its equivalent. Such claims should be understood to include 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 properties may be claimed by amending these claims or by presenting new claims in this 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.

[0063] According to the present invention, a method for evaluating the heat capacity of a heat exchanger for an adjustable engine exhaust valve is provided, the method comprising: monitoring the ambient air temperature, the heat exchanger temperature, and the engine start time at the time of an engine start event; determining whether the heat exchanger temperature has reached a heat threshold within a threshold time; and if the heat threshold has not been reached within the threshold time, latching a heat exchanger error and warning the vehicle operator that the heat threshold has not been reached.

[0064] According to an embodiment, the invention is further characterized by monitoring the temperature of the heat exchanger via at least one temperature sensor.

[0065] According to an embodiment, the present invention is further characterized in that the threshold time can be adjusted based on the ambient air temperature.

[0066] According to an embodiment, the present invention is further characterized in that the threshold time begins at the engine start time and ends at a programmable time.

[0067] According to an embodiment, the invention is further characterized by sending heat exchanger malfunctions as audio and / or visual alarms to the vehicle operator.

[0068] According to the present invention, an apparatus for preventing ice formation on a post-catalyst variable exhaust tuning system is provided, the apparatus comprising: an inner heat exchanger layer; an outer heat exchanger layer; a heat exchanger material located between the inner heat exchanger layer and the outer heat exchanger layer; at least one temperature sensor; and an adjustable exhaust valve.

[0069] According to an embodiment, the invention is further characterized in that the heat exchanger material is encapsulated by the inner heat exchanger layer and the outer heat exchanger layer.

[0070] According to an embodiment, the invention is further characterized in that the heat exchanger material includes wax, salt, or hydrated salt.

[0071] According to an embodiment, the invention is further characterized in that the inner heat exchanger layer and the outer heat exchanger layer are sealed by an upstream seal and a downstream seal, thereby accommodating the heat exchanger material and forming a heat exchanger sleeve.

[0072] According to an embodiment, the invention is further characterized by a refill port for replacing the heat exchanger material.

[0073] According to an embodiment, the invention is further characterized in that the first temperature sensor can be attached to the internal heat exchanger layer.

[0074] According to an embodiment, the second temperature sensor can be attached to an external heat exchanger layer.

[0075] According to an embodiment, the adjustable exhaust valve includes at least an actuator and a rotating rod.

[0076] According to an embodiment, the present invention is further characterized in that the heat exchanger material can absorb and store thermal energy during a solid-to-liquid phase transition, or absorb and store thermal energy during a liquid-to-solid phase transition.

[0077] According to the present invention, an apparatus for preventing ice formation on a post-catalyst variable exhaust tuning system is provided, the apparatus comprising: a heat exchanger sleeve covering at least a portion of an outer surface region of an exhaust port; an adjustable exhaust valve included within the exhaust port; and at least one temperature sensor communicatively coupled to a controller.

[0078] According to an embodiment, the invention is further characterized in that the portion of the exhaust port covered by the heat exchanger sleeve is the operating area of ​​the adjustable exhaust valve.

[0079] According to an embodiment, the invention is further characterized in that the heat exchanger sleeve comprises a heat exchanger material made of any one of wax, salt, or hydrated salt.

[0080] According to an embodiment, the present invention is further characterized in that the adjustable exhaust valve includes at least a rotating rod, an actuator for supplying power to the rotating rod, and a valve.

[0081] According to an embodiment, the valve is a butterfly valve.

[0082] According to an embodiment, the present invention is further characterized in that the heat exchanger sleeve may include a heat exchanger material that can absorb and store thermal energy during a solid-to-liquid phase transition or absorb and store thermal energy during a liquid-to-solid phase transition.

Claims

1. A method for evaluating the heat capacity of a heat exchanger for an adjustable engine exhaust valve, the method comprising: The system monitors the ambient air temperature, heat exchanger temperature, and engine start time at the time of engine start-up, wherein the heat exchanger covers the adjustable engine exhaust valve's operating area, which is controlled by the vehicle operator to adjust the vehicle's sound experience. Determine whether the temperature of the heat exchanger has reached the heat threshold within the threshold time, and If the thermal threshold is not reached within the specified threshold time, then the latching heat exchanger is faulty, and The operator of the vehicle is warned that the thermal threshold has not yet been reached.

2. The method of claim 1, further comprising monitoring the temperature of the heat exchanger via at least one temperature sensor.

3. The method of claim 1, wherein the threshold time may be adjusted based on the ambient air temperature.

4. The method of claim 1, wherein the threshold time begins at the engine start time and ends at a programmable time.

5. The method of claim 1, further comprising sending the heat exchanger malfunction as an audio and / or visual alarm to the operator of the vehicle.

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