Exhaust manifold pressure management system on split-channel exhaust manifold

Abstract

This invention relates to an exhaust manifold pressure management system on a split-channel exhaust manifold. A split-channel exhaust manifold has a first exhaust passage associated with a first group of cylinders and a second exhaust passage associated with a second group of cylinders. A turbocharger and a wastegate are connected to the first and second exhaust passages, such that the wastegate is associated with one of the first and second exhaust passages. An exhaust manifold pressure measurement system, including one or more exhaust manifold pressure sensors, is associated with the other of the first and second exhaust passages opposite to the wastegate. The exhaust manifold pressure measurement system can be calibrated to a calibration mode, wherein the calibration of the EMP measurement system is unaffected by associating the wastegate with either the first or second exhaust passage while simultaneously associating the EMP measurement system with the other of the first or second exhaust passage.

Description

Technical Field

[0001] The present invention relates to an exhaust manifold pressure measurement system for a split-channel exhaust manifold assembled with an internal combustion engine system, and more specifically, but not exclusively, to an exhaust manifold pressure sensor system for use with a turbocharger having a wastegate. Background Technology

[0002] Companies often use products from Original Equipment Manufacturers (“OEMs”) for initial cost savings, where these OEM products are assembled into internal combustion engines. OEM parts or devices often require unique calibrations, which can increase the labor time and cost required to use these parts when manufacturing and / or assembling them into internal combustion engines. One type of OEM product frequently used with engines is a turbocharger with a wastegate. Each OEM turbocharger with a wastegate may require a special turbocharger layout that can be expensive and time-consuming.

[0003] One type of exhaust manifold typically used with internal combustion engines is the split-channel exhaust manifold. Both types of split-channel exhaust manifolds include either a rear outlet or a front outlet. In either arrangement of a split-channel exhaust manifold, an OEM or non-OEM turbocharger with a wastegate is commonly used to allow exhaust gas to bypass the turbocharger's turbine. The layout of the turbocharger and wastegate will vary depending on whether the manifold includes a rear outlet or a front outlet.

[0004] The wastegate is a device that allows a portion of the exhaust gas to bypass the turbine. This results in less exhaust gas energy being available to the turbine, leading to less power transfer to the compressor. Typically, this results in a lower intake air pressure rise and a lower intake air density / flow rate across the compressor. Sensors are typically associated with the wastegate to sense and control boost pressure. Boost pressure is achieved through the power generated by the turbine, proportional to the turbine's mass flow rate and pressure ratio. If the pressure becomes too high, the turbine may spin too fast, so the wastegate allows some exhaust gas to bypass the turbine blades to allow the blades to slow down. Boost capability becomes important at medium and high speeds. Under significant boost conditions, exhaust manifold pressure increases significantly. Therefore, accurate and precise monitoring of boost pressure and exhaust pressure by sensors is crucial for controlling wastegate operation. Furthermore, exhaust pressure also affects pump torque calibration. Pump torque estimation is used to develop the fuel gauge during engine calibration. Furthermore, if the EMP (Exhaust Manifold Pressure) sensor is not precisely positioned on the exhaust manifold, the EMP sensor readings will be inaccurate. This can affect or hinder the air handling controller and charge flow mode, as EMP pressure is an input to the charge flow mode. Therefore, accurate monitoring of exhaust pressure is crucial for pump torque calibration, air handling controller, and charge flow mode.

[0005] Therefore, there is a continued need for further contributions in this technological field. Summary of the Invention

[0006] Certain embodiments of this application include unique systems, methods, and apparatus for positioning an exhaust manifold pressure measurement system (“EMP measurement system”) on a split-channel exhaust manifold of an internal combustion engine having a turbocharger and a wastegate, wherein the layout or arrangement of the turbocharger and wastegate can be varied. It has been found that positioning the EMP measurement system opposite to the wastegate has limited or no effect on the charging flow pattern, pump torque calibration, compressor, and / or boost pressure. Positioning the EMP measurement system opposite to the wastegate is also advantageous, enabling single-calibration of the EMP measurement system when using OEM and non-OEM products, and allowing the turbocharger layout to be varied depending on whether a front or rear outlet manifold is used with the internal combustion engine. Utilizing single-calibration is advantageous in terms of cost, time, and labor savings. Other embodiments include unique apparatus, devices, systems, and methods relating to the management of an EMP measurement system for an internal combustion engine system.

[0007] This summary is provided to introduce various concepts further described below in illustrative embodiments. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to help limit the scope of the claimed subject matter. Further embodiments, forms, objects, features, advantages, aspects, and benefits will become apparent from the following description and drawings. Attached Figure Description

[0008] Figure 1 This is a schematic diagram of one embodiment of an internal combustion engine system operable to provide an exhaust manifold pressure management system on a split-channel exhaust manifold with a front outlet.

[0009] Figure 2 This is a schematic diagram of a second embodiment of an internal combustion engine system operable to provide an exhaust manifold pressure management system on a split-channel exhaust manifold with a rear outlet. Detailed Implementation

[0010] Although the invention can take many different forms, reference will now be made to the embodiments illustrated in the accompanying drawings, and specific language will be used to describe these embodiments in order to facilitate an understanding of the principles of the invention. However, it will be understood that this is not intended to limit the scope of the invention. Any changes and additional variations to the described embodiments, as well as any additional application of the principles of the invention as described herein, are to be regarded as would normally be expected by one of ordinary skill in the art to which this invention pertains.

[0011] refer to Figure 1 and 2 The internal combustion engine system 10 includes a four-stroke internal combustion engine 12. Unless otherwise stated, Figure 1 and 2 The illustrated embodiments are similar. Figure 1 The illustration shows an embodiment where engine 12 is a diesel engine, but any engine type is envisioned, including compression ignition, spark ignition, and combinations thereof. Engine 12 may include multiple cylinders 14. Figure 1 The illustration shows a plurality of cylinders 14 in an arrangement, which is for illustrative purposes only and includes six cylinders 14 in an inline arrangement. Any number of cylinders and any arrangement of cylinders suitable for use in an internal combustion engine can be utilized. The number of cylinders 14 that can be used can vary from one cylinder to eighteen or more. Engine system 10 can include a wide variety of parts and arrangements; therefore, only a portion of engine system 10 will be discussed below.

[0012] Intake air flows through intake passage 26 and intake manifold 28 before reaching the intake valve associated with each of cylinders 14. Intake manifold 28 can be a single manifold or a split manifold. Optionally, intake passage 26 can be connected to a compressor and / or an intake air throttle (not shown). Alternatively, intake air can be purified by an air filter (not shown), compressed by a compressor, and then drawn into the combustion chamber through the intake air throttle. The intake air throttle can be controlled to influence the airflow into the cylinders.

[0013] The intake passage 26 may also be equipped with a cooler (not shown) operatively connected to the compressor. In one example, the cooler may be a charge air cooler (CAC). In this example, the compressor increases the temperature and pressure of the intake air, while the CAC increases the charge density and supplies more air to the cylinder. In another example, the cooler may be a cryogenic aftercooler (LTA). The CAC uses air as the cooling medium, while the LTA uses a coolant as the cooling medium.

[0014] The split-channel exhaust manifold 48 connects the first group of 16 cylinders 14 to the first exhaust passage 46, and also connects the second group of 18 cylinders 14 to the second exhaust manifold 50. Figure 1 In the middle, the split-channel exhaust manifold 48 is a front outlet type, and... Figure 2 In this configuration, the split-channel exhaust manifold 48 is of the rear-outlet type. Exhaust gas flows from the combustion chamber of the first group of 16 cylinders 14 into the first exhaust passage 46, and exhaust gas flows from the combustion chamber of the second group of 18 cylinders 14 into the second exhaust passage 50. The first and second exhaust passages 46 and 50 are connected to a turbocharger 60, which includes a turbine and a compressor. The turbocharger 60 is illustrated as a turbocharger with a wastegate, but may include alternative system configurations such as multiple turbochargers or other types of turbochargers including electrically operated turbines and superchargers. Exemplary forced intake systems may include one or more variable geometry turbochargers (VGTs), fixed geometry turbochargers, twin turbochargers, series or parallel configurations of multiple turbochargers, symmetrical or asymmetrical combinations of turbochargers, and / or superchargers. In any of these configurations, a wastegate 70 is operatively attached to the turbocharger.

[0015] like Figure 1 As illustrated, the wastegate 70 of the turbocharger 60 is operatively connected to the first exhaust passage 46. (As shown) Figure 2As illustrated, the wastegate 70 of the turbocharger 60 is operatively connected to the second exhaust passage 50. Exhaust gas exiting from the first exhaust passage 46 and the second exhaust passage 50 drives the turbine of the turbocharger 60 to rotate. The wastegate 70 is a device that allows a portion of the exhaust gas to bypass the turbocharger 60 via passage 72. Consequently, less exhaust gas energy is available to the turbocharger 60, resulting in less power transfer to the compressor of the turbocharger 60. Typically, this results in a reduced intake air pressure rise and a lower intake air density / flow rate across the compressor. The wastegate 70 may include a control valve 74, which may be an open / close (two-position) type valve or a full-authority valve allowing control over the amount of bypass flow or any amount in between. The first exhaust passage 46 and the second exhaust passage 50 may each further or alternatively include an exhaust throttle valve (not shown) for adjusting the flow of exhaust gas through the first and second exhaust passages 46 and 50. If present in engine system 10, the exhaust gas can be a combination of bypass flow and turbine flow, and thus enter aftertreatment system 80.

[0016] The aftertreatment system 80 may include one or more means for treating and / or removing substances from the exhaust gas that may be hazardous components, including carbon monoxide, nitric oxide, nitrogen dioxide, hydrocarbons, and / or soot deposits in the exhaust gas. In some examples, the aftertreatment system 80 may include at least one of a catalytic converter and a particulate filter. The catalytic converter can be a diesel oxidation catalyst (DOC) unit, an ammonia oxidation (AMOX) catalyst unit, a selective catalytic reduction (SCR) unit, a three-way catalyst (TWC), a lean nitrogen oxide trap (LNT), etc. The reduction catalyst can include any suitable reduction catalyst, such as a urea selective reduction catalyst. The particulate filter can be a diesel particulate filter (DPF), a partial flow particulate filter (PFF), etc. A PFF is used to capture particulate matter in a portion of the flow; in contrast, the entire volume of exhaust gas passes through the particulate filter.

[0017] A controller 100 is provided to receive data as input from various sensors and send command signals as output to various actuators. Some of the various sensors and actuators that can be employed are described in detail below. The controller 100 may include, for example, a processor, memory, a clock, and an input / output (I / O) interface.

[0018] The internal combustion engine system 10 includes an exhaust manifold pressure measurement system 102 (“EMP measurement system 102”), which includes one or more exhaust manifold pressure sensors operatively coupled to the controller 100. The internal combustion engine system 10 may also include various sensors, such as an intake manifold pressure / temperature sensor operatively coupled to the controller 100, one or more aftertreatment sensors (such as differential pressure sensors, temperature sensors, pressure sensors, composition sensors), engine sensors (capable of detecting the air / fuel ratio of the air / fuel mixture supplied to the combustion chamber, crank angle, crankshaft rotation speed, engine load, etc.), and fuel sensors that detect fuel pressure and / or other characteristics of fuel and / or fuel injectors. Any other sensors known in the art for engine systems are also contemplated, and one or more of the sensors may be physical or virtual sensors.

[0019] exist Figure 1 and 2 In this configuration, the EMP measurement system 102 is in fluid communication with the exhaust manifold 48, wherein the EMP measurement system 102 is located or situated on one side of the exhaust manifold 48 opposite to the wastegate 70. Figure 1 In this configuration, the EMP measurement system 102 is positioned on the exhaust manifold 48 near the second exhaust passage 50; however, the wastegate 70 is associated with the first exhaust passage 46. Figure 2 In this configuration, the EMP measurement system 102 is positioned on the exhaust manifold 48 near the first exhaust passage 46; however, the wastegate 70 is associated with the second exhaust passage 50. In any configuration, the EMP measurement system 102 is positioned relative to the wastegate 70 such that the EMP sensor of the EMP measurement system 102 is opposite to the turbocharger 60 and the wastegate 70.

[0020] The inventors have found it highly advantageous to position the EMP measurement system 102 opposite to the exhaust valve 70, wherein the EMP measurement system 102 is associated with an exhaust passage that is not operatively connected to the exhaust valve 70. For example, by positioning the EMP measurement system 102 opposite to the exhaust valve 70, it is advantageous to have a limited impact on the charging flow pattern because the EMP pressure will not affect the exhaust valve 70, and the charging flow will be more precise with the correct EMP input. As another example, by positioning the EMP measurement system 102 opposite to the exhaust valve 70, the boost pressure provided by the exhaust valve 70 will therefore not affect the EMP measurement system 102. By arranging the EMP measurement system 102 opposite to the exhaust valve 70, the target EMP value will not be affected by intake airflow or air handling, wherein control of airflow via the exhaust valve for thermal management is unaffected. Regardless of how the turbocharger 60 is arranged relative to the exhaust manifold 48, the EMP pressure is accurate as long as the EMP measurement system 102 is positioned or set opposite to the wastegate 70. As another example, positioning the EMP measurement system 102 opposite to the wastegate 70 has no effect on pump torque calibration because the EMP pressure is accurate regardless of the turbocharger 60's arrangement relative to the exhaust manifold 48. As yet another example, positioning the EMP measurement system 102 opposite to the wastegate 70 is advantageous because it has no effect on variations in wastegate-side actuators and wastegate components between the various engine systems 10, as this avoids any impact of turbocharger 60 and / or wastegate 70 failure on the EMP sensor readings used for the EMP measurement system 102. The turbocharger 60 and wastegate 70 can be arranged relative to the split-channel exhaust manifold 48 in virtually any configuration, such that wastegate 70 is associated with one of the exhaust channels, and the EMP measurement system 102 is associated with the other.

[0021] Controller 100 is configured to perform certain operations to receive and interpret signals from any components and sensors of EMP measurement system 102. It should be appreciated that controller 100 or control module can be configured in a wide variety of forms and configurations, including one or more computing devices to form all or part of a processing subsystem having non-transitory memory storing computer-executable instructions, processing, and communication hardware. Controller 100 can be a single device or a distributed device, and the functionality of controller 100 can be performed by hardware or instructions encoded on a computer-readable medium. Controller 100 communicates with any actuators, sensors, data links, computing devices, wireless connections, or other devices capable of performing any of the described operations.

[0022] Controller 100 includes stored data values, constants, and functions, as well as operation instructions stored on a computer-readable medium. Any operation of the exemplary process described herein may be performed at least in part by the controller. Other groups performing similar overall operations are understood to be within the scope of this application. Modules may be implemented in hardware and / or software on one or more computer-readable media, and modules may be distributed across various hardware or software components.

[0023] Some of the operations described herein include the interpretation or determination of one or more parameters. As used herein, interpretation or determination includes receiving a value by any method, including at least by any means known in the art, and / or by receiving a value of a parameter that can be interpreted or determined by its calculation, and / or by referring to a default value interpreted or determined as a parameter value from a data link or network communication, receiving an electronic signal indicating the value (e.g., a voltage, frequency, current, or pulse width modulation (PWM) signal), receiving a software parameter indicating the value, reading the value from a storage location on a computer-readable medium, or receiving a value as a runtime parameter.

[0024] The controller 100 is operatively coupled to a memory and configured to store instructions in the memory, which can be read and executed by the controller 100 to operate one or more devices of the system 10, such as the controllable turbine inlet or exhaust valve 70 of the turbocharger 60 or an exhaust valve actuator, for improved performance.

[0025] Various aspects of this disclosure are envisioned. For example, in one aspect, the method includes: a split-channel exhaust manifold having a first exhaust passage associated with a first group of cylinders and a second exhaust passage associated with a second group of cylinders; a turbocharger operatively connected to the first and second exhaust passages and an exhaust valve, wherein the exhaust valve is operatively connected to one of the first and second exhaust passages; and an exhaust manifold pressure measurement system including one or more exhaust manifold pressure sensors located near another position in the first or second exhaust passage that is not operatively connected to the exhaust valve.

[0026] In one aspect, one or more exhaust manifold pressure sensors are positioned near a first exhaust passage, and the exhaust valve is operatively connected to a second exhaust passage.

[0027] In the second aspect, one or more exhaust manifold pressure sensors are positioned near the second exhaust passage, and the exhaust valve is operatively connected to the first exhaust passage.

[0028] In the third aspect, the aftertreatment system is connected to the turbocharger and exhaust valve operation.

[0029] In the fourth aspect, the intake manifold is fluidly connected to the first group of cylinders and the second group of cylinders.

[0030] In the fifth aspect, the controller is operatively connected to the exhaust manifold pressure measurement system.

[0031] As another aspect, the method includes: providing a split-channel exhaust manifold having a first exhaust passage associated with a first group of cylinders and a second exhaust passage associated with a second group of cylinders; connecting a turbocharger to the first and second exhaust passages; connecting a wastegate to one of the first and second exhaust passages; and assembling an exhaust manifold pressure measurement system including one or more exhaust manifold pressure sensors located near another position in the first or second exhaust passage that is not connected to the wastegate.

[0032] In one aspect of this second embodiment, assembling the exhaust manifold pressure measurement system includes positioning one or more exhaust manifold pressure sensors near a first exhaust passage, and connecting the exhaust valve includes connecting the exhaust valve to a second exhaust passage.

[0033] In a second aspect of the second embodiment, assembling the exhaust manifold pressure measurement system includes positioning one or more exhaust manifold pressure sensors near a second exhaust passage, and connecting the exhaust valve includes connecting the exhaust valve to a first exhaust passage.

[0034] In a third aspect of the second embodiment, the aftertreatment system is further connected to the turbocharger and the exhaust valve.

[0035] In a third aspect of the second embodiment, the intake manifold is further connected to the first group of cylinders and the second group of cylinders.

[0036] In a fourth aspect of the second embodiment, the controller is further connected to an exhaust manifold pressure measurement system.

[0037] According to another aspect, the method includes: providing a split-channel exhaust manifold having a first exhaust passage associated with a first group of cylinders and a second exhaust passage associated with a second group of cylinders; connecting a turbocharger and a wastegate relative to the split-channel exhaust manifold such that the wastegate is associated with one of the first and second exhaust passages; and connecting an exhaust manifold pressure measurement system including one or more exhaust manifold pressure sensors to the other of the first and second exhaust passages opposite to the wastegate.

[0038] The first aspect also includes: calibrating the exhaust manifold pressure measurement system to a calibration mode, wherein the calibration of the exhaust manifold pressure measurement system is unaffected by associating the exhaust valve with either the first or second exhaust passage while simultaneously associating the exhaust manifold pressure measurement system with the other of the first or second exhaust passage.

[0039] In the second aspect, the connection of the exhaust manifold pressure measurement system includes positioning one or more exhaust manifold pressure sensors near the first exhaust passage, and the connection of the exhaust valve includes connecting the exhaust valve to the second exhaust passage.

[0040] In the third aspect, the connection of the exhaust manifold pressure measurement system includes positioning one or more exhaust manifold pressure sensors near the second exhaust passage, and the connection of the wastegate includes connecting the wastegate to the first exhaust passage.

[0041] In a fourth aspect of the third embodiment, the aftertreatment system is further connected to the turbocharger and the exhaust valve.

[0042] In a fifth aspect of the third embodiment, the intake manifold is further connected to the first group of cylinders and the second group of cylinders.

[0043] In a sixth aspect of the third embodiment, the method further includes: connecting the controller to the exhaust manifold pressure measurement system; operating the exhaust manifold pressure measurement system to measure the exhaust manifold pressure; and opening the exhaust valve while operating the exhaust manifold pressure measurement system.

[0044] Although the invention has been illustrated and described in detail in the accompanying drawings and the foregoing description, it should be considered illustrative rather than restrictive in nature, and it should be understood that only certain exemplary embodiments have been shown and described. Those skilled in the art will recognize that many variations may be possible in the exemplary embodiments without materially departing from the invention. Therefore, all such variations are intended to be included within the scope of this disclosure as defined by the appended claims.

[0045] When reading the claims, unless explicitly stated otherwise in the claims, the use of words such as “a,” “at least one,” or “at least a portion” is not intended to limit the claims to only one. Unless explicitly stated otherwise, when the language “at least a portion” and / or “a portion” is used, a term may include a part and / or the entire term.

Claims

1. A method for constructing an exhaust manifold pressure measurement system for an internal combustion engine, comprising: A split-channel exhaust manifold is provided, having a first exhaust passage associated with a first group of cylinders and a second exhaust passage associated with a second group of cylinders, wherein the split-channel exhaust manifold is either a front outlet type or a rear outlet type; Connect the turbocharger to the first exhaust passage and the second exhaust passage; Connect the exhaust valve to only one of the first and second exhaust passages; and Assemble an exhaust manifold pressure measurement system comprising one or more exhaust manifold pressure sensors located only near the first or second exhaust passage and not connected to the wastegate, such that the exhaust manifold pressure measurement system is positioned on the side of the exhaust manifold opposite to the wastegate, thereby ensuring that during engine calibration, the measurements of the exhaust manifold pressure measurement system are unaffected by the boost pressure provided by the wastegate and / or the arrangement of the turbocharger, and have limited or no effect on the charging flow pattern.

2. The method of claim 1, wherein, Assembling the exhaust manifold pressure measurement system includes positioning the one or more exhaust manifold pressure sensors close to the first exhaust passage, and connecting the exhaust valve includes connecting the exhaust valve to the second exhaust passage.

3. The method of claim 1, wherein, Assembling the exhaust manifold pressure measurement system includes positioning the one or more exhaust manifold pressure sensors near the second exhaust passage, and connecting the wastegate includes connecting the wastegate to the first exhaust passage.

4. The method according to claim 1, further comprising: The aftertreatment system is connected to the turbocharger and the exhaust valve.

5. The method according to claim 1, further comprising: Connect the intake manifold to the first group of cylinders and the second group of cylinders.

6. The method according to claim 1, further comprising: Connect the controller to the exhaust manifold pressure measurement system.

7. A method for constructing an exhaust manifold pressure measurement system for an internal combustion engine, comprising: A split-channel exhaust manifold is provided, having a first exhaust passage associated with a first group of cylinders and a second exhaust passage associated with a second group of cylinders, wherein the split-channel exhaust manifold is either a front outlet type or a rear outlet type; The split-channel exhaust manifold connects the turbocharger and the wastegate, such that the wastegate is associated with only one of the first and second exhaust channels; and The exhaust manifold pressure measurement system, which includes one or more exhaust manifold pressure sensors, is connected only to the other of the first and second exhaust passages opposite to the wastegate, such that the exhaust manifold pressure measurement system is positioned on one side of the exhaust manifold opposite to the wastegate. This ensures that during engine calibration, the measurements of the exhaust manifold pressure measurement system are unaffected by the boost pressure provided by the wastegate and / or the arrangement of the turbocharger, and have limited or no effect on the charging flow pattern.

8. The method according to claim 7, further comprising: The exhaust manifold pressure measurement system is calibrated to calibration mode, wherein the calibration of the exhaust manifold pressure measurement system is unaffected by associating the wastegate with either the first or second exhaust passage while simultaneously associating the exhaust manifold pressure measurement system with the other of the first or second exhaust passage.

9. The method of claim 7, wherein, Connecting the exhaust manifold pressure measurement system includes positioning the one or more exhaust manifold pressure sensors close to the first exhaust passage, and connecting the wastegate includes connecting the wastegate to the second exhaust passage.

10. The method of claim 7, wherein, Connecting the exhaust manifold pressure measurement system includes positioning the one or more exhaust manifold pressure sensors near the second exhaust passage, and connecting the wastegate includes connecting the wastegate to the first exhaust passage.

11. The method of claim 7, further comprising: The aftertreatment system is connected to the turbocharger and the exhaust valve.

12. The method of claim 7, further comprising: Connect the intake manifold to the first group of cylinders and the second group of cylinders.

13. The method of claim 7, further comprising: Connect the controller to the exhaust manifold pressure measurement system; Operate the exhaust manifold pressure measurement system to measure the exhaust manifold pressure; and Open the exhaust valve while operating the exhaust manifold pressure measurement system.

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