Exhaust gas recirculation system and process

Abstract

Exhaust gas recirculation (EGR) cooler (500), which features: an exhaust inlet (506) and an exhaust outlet (508) which is spaced apart from the exhaust inlet (506); several cooling pipes (504) arranged between the exhaust gas inlet (506) and the exhaust gas outlet (508); and a guide plate (510) positioned near the exhaust gas inlet (506) and inserted between the multiple cooling tubes (504) and the exhaust gas inlet (506), wherein the guide plate (510) is designed to direct exhaust gas entering the EGR cooler through the exhaust gas inlet (506) along a defined path to the multiple cooling tubes (504); characterized in that the guide plate (510) is arranged between a side wall (524) of a housing (502) of the EGR cooler and a first group (534) of cooling tubes of the multiple cooling tubes (504) which are positioned near the exhaust gas inlet (506).

Description

BACKGROUND TECHNICAL AREA

[0001] Embodiments of the subject matter described herein relate to an exhaust gas recirculation (EGR) system, a cooler for this system and associated methods. DESCRIPTION OF THE STATE OF THE TECHNOLOGY

[0002] Internal combustion engines can utilize the recirculation of exhaust gases from an engine exhaust system into an engine intake system, a process known as exhaust gas recirculation (EGR). In some examples, a group of one or more cylinders may have an exhaust manifold coupled to an intake port of the engine, so that, at least under certain conditions, the group of cylinders is designed to produce exhaust gas for EGR. These cylinders may be referred to as "supplier cylinders." In other systems, the exhaust gas may be drawn from a manifold.

[0003] Some EGR systems may include an EGR cooler to reduce the temperature of the recirculated exhaust gas before it enters the intake manifold. The exhaust gas recirculation cooler (EGR cooler) can be used to lower the exhaust gas temperature from approximately 1000 degrees Fahrenheit (538 °C) to approximately 200 degrees Fahrenheit (93 °C). In such a system, fouling of the EGR cooler can occur when particles (e.g., soot, hydrocarbons, oil, fuel, rust, ash, mineral deposits, etc.) accumulate in the exhaust gas within the cooler. Over time, various factors (duty cycle, idling, engine oil overflow, operating time) can cause fouling of the EGR cooler, reducing its efficiency and increasing the pressure drop across it as well as the temperature of the gas exiting the cooler. This could lead to an increase in emission levels and a decrease in fuel efficiency.

[0004] Some EGR coolers can fail during operation due to high stress concentrations in the tubing at the leading edge of the heat exchanger—the edge closest to a tube sheet. This proximity can sometimes subject parts of the system to high stresses due to low water flow, excessive stress from a heat exchanger side wall, and high thermal gradients.

[0005] When fouling occurs, the engine system switches to a cleaning mode called port heating. Port heating is an operating mode that reduces (i.e., oxidizes and / or evaporates) the amount of liquid oil that may be present in an exhaust system (fouling). In one example, during port heating mode, the system over-fuels the individual cylinder(s) during engine idling. This over-fueling continues and heats the local exhaust port. The system activates port heating periodically at low loads, such as idling, and / or in response to the engine experiencing conditions that put it at risk of oil in the exhaust system. Fouling, or "tuning," can cause unburned oil to contaminate engine components, such as the EGR cooler.When this unburned oil is expelled from the exhaust manifold, it can leave unsightly residue on the exterior of the equipment and / or the vehicle. Therefore, the exhaust port heating system is used to reduce fouling of the EGR cooler, the engine intake, and the exterior of the equipment caused by oil residue.

[0006] It may be desirable to have an EGR cooler system that prevents fouling or, if it does become fouled, is easier to clean than currently available systems.

[0007] JP 2010 - 209 878 A discloses an EGR cooler comprising a core with multiple plate tubes for generating an exhaust gas flow. The core is layered within a hollow jacket, the ends of which are penetrated and attached by end plates. Heat exchange occurs between the exhaust gas and the cooling water flowing around the plate tubes. The EGR cooler includes a tubular inlet manifold, one end of which is attached to the upstream side of the core, and a tubular outlet manifold, one end of which is attached to the downstream side of the core. A guide vane is incorporated in the inlet manifold, which divides a channel along the exhaust gas flow and equalizes the exhaust gas flow rate on both sides.

[0008] US 2005 / 0098307A1 discloses a gas cooling device capable of cooling a gas. A plurality of cooling tubes, which perpendicularly intersect the flow direction of a gas, are arranged to pass through an outer wall of the gas tube. A cooling jacket is provided on an outer surface of the gas tube, either axially on both sides of a group of cooling tubes or over the entire outer surface of the gas tube. The gas in the gas tube is cooled by a coolant flowing through the cooling tubes.

[0009] The independent claims define the invention in various respects. The dependent claims specify embodiments according to the invention. SHORT DESCRIPTION

[0010] In one embodiment, an exhaust gas recirculation cooler is provided, comprising an exhaust gas inlet and an exhaust gas outlet spaced apart from the exhaust gas inlet, several cooling pipes arranged between the exhaust gas inlet and the exhaust gas outlet, and a guide plate positioned near the exhaust gas inlet and inserted between the several cooling pipes and the exhaust gas inlet. The guide plate is designed to direct the exhaust gas flowing into the EGR cooler along a defined path through the exhaust gas inlet to the several cooling pipes.

[0011] In one embodiment, a system is created that includes a control device capable of responding to a signal indicating a specific degree of fouling in an EGR cooler. Based on a trigger condition, such as that determined by the control device (e.g., when the fouling level exceeds a defined threshold), the control device is configured to initiate a cleaning mode for the EGR cooler. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 shows a schematic diagram of an engine with an exhaust gas recirculation system (EGR system) in a seagoing vessel according to an embodiment of the invention. Fig. Figure 2 shows a schematic diagram of a cooling fluid circuit comprising an engine and an EGR cooler according to an embodiment of the invention. Fig. Figure 3 shows a flowchart illustrating a method for a cooling fluid circuit according to an embodiment of the invention. Fig. Figure 4 shows a schematic diagram of a rail vehicle with an engine and an EGR cooler according to an embodiment of the invention. Fig. Figure 5 shows a schematic representation of an EGR cooler system according to an embodiment of the invention. Fig. Figure 6 shows a cross-sectional front view of an EGR cooler according to an embodiment of the invention. Fig. Figure 7 shows an EGR cooler according to an embodiment of the invention. Fig. Figure 8 schematically shows an arrangement of a tube sheet and a side wall of an EGR cooler housing according to an embodiment of the invention. Fig. Figure 9 shows a flowchart of a method for initiating a cleaning operating mode of an EGR cooler according to an embodiment of the invention. Fig. Figure 10 shows a cleaning system for an EGR cooler according to an embodiment of the invention. Fig. Figure 11 shows a flowchart of a method for cleaning an EGR cooler using a cleaning system according to an embodiment of the invention. DETAILED DESCRIPTION

[0012] One or more embodiments of the inventive subject matter described herein relate to a system comprising exhaust gas recirculation (EGR) and an EGR cooler as part of that system, such as those described in the Fig. 1- Fig. 2 and Fig. The four engine systems shown are directed towards this. An engine produces exhaust gas, and a portion of this exhaust gas is directed to an air intake for the engine. Before the exhaust gas mixes with the intake air, it is cooled in the EGR cooler. Embodiments of the EGR cooler are shown in the Fig. 5- Fig. Figure 8 illustrates this. Over time, the EGR cooler can become clogged, increasing the gas flow resistance through it and reducing the efficiency of the exhaust gas cooling provided by the EGR cooler. This can lead to a problem with an engine control unit in some embodiments, such as in Fig. Figure 9 shows how to perform various cleaning routines (e.g., cleaning modes) to reduce deposits in the EGR cooler while the engine is running. When the engine is not running, the EGR cooler can also be cleaned via a cleaning system (such as the one shown in Figure 9). Fig. 10 system shown) using a cleaning protocol, as described in Fig. The procedures described in section 11 are used to clean the EGR cooler. In this way, the EGR cooler can be cleaned to increase its efficiency.

[0013] The approach described here can be applied to a wide variety of engine types (internal combustion engine types) and a wide variety of engine-driven systems. Some of these systems can be stationary, while others can be arranged on semi-mobile or mobile platforms. Semi-mobile platforms can be moved between operating times, e.g., on low-loader trailers. Mobile platforms include self-propelled vehicles. These vehicles can include road transport vehicles as well as mining equipment, seagoing vessels, rail vehicles, and other all-terrain vehicles (OHVs). For the sake of clarity, a locomotive is provided as an example of a mobile platform supporting a system that embodies an embodiment of the invention.

[0014] Fig. Figure 1 shows a block diagram of an exemplary embodiment of a system, here represented as a seagoing vessel 100, such as a ship designed for operation in a body of water 101. The seagoing vessel 100 contains a motor system 102, such as a propulsion system, with an internal combustion engine or motor 104. In other examples, however, the motor 104 can be a stationary motor or drive machine, e.g., in a power plant application, or a motor in a propulsion system of a rail vehicle. In the exemplary embodiment of Fig. In one example, a propeller 106 is mechanically coupled to the motor 104, so that it is set in rotation by the motor 104. In other examples, the motor system 102 can include a generator that is driven by the motor and which in turn drives another motor that, for example, rotates the propeller.

[0015] The engine 104 receives intake air for combustion from an inlet, such as an intake manifold 115. The inlet can be any suitable pipe or pipes through which gases flow to enter the engine. The inlet can include, for example, the intake manifold 115, an intake passage 114, and the like. The intake passage 114 receives ambient air from an air filter (not shown), which filters the air from outside the vehicle in which the engine 104 is located. The exhaust gas produced during combustion in the engine 104 is directed to an exhaust, such as the exhaust passage 116. The exhaust can be any suitable pipe through which gases flow out of the engine. For example, the exhaust can include an exhaust manifold 117, the exhaust passage 116, and the like. The exhaust gas flows through the exhaust passage 116.

[0016] In the exemplary embodiment shown in Fig. As shown in Figure 1, the engine 104 is a V12 engine with twelve cylinders. In other examples, the engine can be of a V6, V8, V10, V16, I-4, I-6, I-8, Boxer 4, or other engine type. As shown, the engine 104 includes a subset of non-master cylinders 105, comprising six cylinders that supply exhaust gas exclusively to a non-master cylinder exhaust manifold 117, and a subset of master cylinders 107, comprising six cylinders that supply exhaust gas exclusively to a master cylinder exhaust manifold 119. In other embodiments, the engine can include at least one master cylinder and at least one non-master cylinder. For example, the engine can have four master cylinders and eight non-master cylinders, or three master cylinders and nine non-master cylinders.It should be understood that the engine can have any number of master cylinders and non-master cylinders, with the number of master cylinders typically being lower than the number of non-master cylinders.

[0017] As in Fig. As shown in Figure 1, the non-sensing cylinders 105 are coupled to the exhaust gas passage 116 to direct the exhaust gas from the engine to the atmosphere (after passing through an exhaust aftertreatment system 130 and a turbocharger 120). The sensing cylinders 107, which provide exhaust gas recirculation (EGR) to the engine, are exclusively coupled to an EGR passage 162 of an EGR system 160, which directs the exhaust gases from the sensing cylinders 107 to the intake passage 114 of the engine 104 and not to the atmosphere. By introducing cooled exhaust gases into the engine 104, the amount of oxygen available for combustion is reduced, thereby lowering combustion flame temperatures and reducing the formation of nitrogen oxides (e.g., NOx).

[0018] If in the Fig. In the exemplary embodiment shown in Figure 1, when the second valve 170 is open, exhaust gas from the master cylinders 107 flows to the intake port 114 through a heat exchanger, such as an EGR cooler 166, to reduce the exhaust gas temperature (e.g., to cool it) before the exhaust gas returns to the intake port. The EGR cooler 166 can, for example, be an air-to-liquid heat exchanger. In such an example, one or more charge air coolers 134, which are arranged in the intake port 114 (e.g., upstream of an EGR inlet where the recirculated exhaust gas enters), can be adjusted to further increase the cooling of the charge air, thus maintaining a desired mixture temperature of charge air and exhaust gas. In other examples, the EGR system 160 can include an EGR cooler bypass.

[0019] The EGR system 160 also includes a first valve 164, which is located between the exhaust port 116 and the EGR port 162. The second valve 170 can be an on / off valve controlled by the control device 180 (for switching the EGR flow on and off), or it can, for example, control a variable amount of EGR. In some examples, the first valve 164 can be actuated to reduce the amount of EGR (exhaust gas flow from the EGR port 162 to the exhaust port 116). In other examples, the first valve 164 can be actuated to increase the amount of EGR (e.g., exhaust gas flow from the exhaust port 116 to the EGR port 162). In some embodiments, the EGR system 160 may contain multiple EGR valves or other flow control elements to control the amount of EGR.

[0020] As in Fig. As shown in Figure 1, the engine system 102 also includes an EGR mixer 172, which mixes the recirculated exhaust gas with charge air in such a way that the exhaust gas can be evenly distributed within the charge air and exhaust gas mixture. The EGR system 160 is shown in the Fig. In the exemplary embodiment shown in Figure 1, a high-pressure EGR system is provided that directs exhaust gas from a point upstream of a turbine of the turbocharger 120 in the exhaust passage 116 to a point downstream of a compressor of the turbocharger 120 in the intake passage 114. In other embodiments, the engine system 100 may additionally or alternatively include a low-pressure EGR system that directs the exhaust gas from downstream of the turbocharger 120 in the exhaust passage 116 to a point upstream of the turbocharger 120 in the intake passage 114. It is understood that the high-pressure EGR system provides exhaust gas to the intake passage 114 at a relatively higher pressure than the low-pressure EGR system, since the exhaust gas supplied to the intake manifold 114 in the high-pressure EGR system is not passed through a turbine 121 of the turbocharger 120.

[0021] In the exemplary embodiment of Fig. Figure 1 shows the turbocharger 120 arranged between the inlet passage 114 and the exhaust passage 116. The turbocharger 120 increases the air charge of the ambient air drawn into the inlet passage 114 to achieve a higher charge density during combustion and thus increase the power output and / or efficiency of the engine. The turbocharger 120 contains a compressor 122, which is arranged along the inlet passage 114. The compressor 122 is driven, at least partially, by the turbine 121 (e.g., by a shaft 123), which is located in the exhaust passage 116. While a single turbocharger is shown in this case, the system can contain multiple turbine and / or compressor stages. In the figure shown in Fig. In the example shown, the turbocharger 120 is equipped with a wastegate 128, which allows the exhaust gas to flow around the turbocharger 120. The wastegate 128 can, for example, be opened to direct the exhaust gas flow away from the turbine 121. In this way, the speed of the compressor 122, and thus the boost provided to the engine 104 by the turbocharger 120, can be controlled under steady-state conditions.

[0022] The engine system 100 also includes an exhaust aftertreatment system 130, which is integrated into the exhaust flow to reduce limited emissions. As in Fig. As shown in Figure 1, the exhaust aftertreatment system 130 is arranged downstream of the turbine 121 of the turbocharger 120. In other embodiments, an exhaust aftertreatment system can be arranged additionally or alternatively upstream of the turbocharger 120. The exhaust aftertreatment system 130 can comprise one or more components. For example, the exhaust aftertreatment system 130 can comprise one or more diesel particulate filters (DPFs), a diesel oxidation catalyst (DOC), a selective catalytic reduction (SCR) catalyst, a three-way catalyst, a NOx trap, and / or various other emission control devices or combinations thereof.

[0023] The motor system 100 further includes the control device 180, which is designed and configured to control various components associated with the motor system 100. In one example, the control device 180 includes a computer control system. The control device 180 also includes (not shown) non-transient, computer-readable storage media containing code for enabling on-board monitoring and control of motor operation. The control device 180 can be configured to receive signals from various motor sensors, as further described herein, when controlling and managing the motor system 102, in order to determine operating parameters and conditions, and to adjust various motor actuators accordingly to control the operation of the motor system 102. For example, the control device 180 canSignals are received from various engine sensors, including but not limited to engine speed, engine load, boost pressure, ambient pressure, exhaust gas temperature, exhaust pressure, etc. Accordingly, the control device 180 can control the engine system 102 by sending instructions to various components, such as a generator, cylinder valves, a throttle valve, heat exchangers, wastegates or other valves or flow control elements, etc.

[0024] As another example, the control device 180 can receive signals from various temperature and pressure sensors located at different points throughout the engine system. In further examples, the first valve 164 and the second valve 170 can be adjusted to regulate the amount of exhaust gas flowing through the EGR cooler, in order to control the intake manifold temperature or to direct a desired amount of exhaust gas to the intake manifold for EGR. As another example, the control device 180 can receive signals from a temperature and / or pressure sensor indicating the temperature and / or pressure of the coolant at various points in a coolant circuit, such as in the coolant circuit 216 described below with reference to Fig. 2 is described. For example, the control device can control a coolant flow through a thermostat based on the temperature of the coolant from the engine.

[0025] The seagoing vessel 100 also includes a bilge system 190, which removes at least some water from the hull of the seagoing vessel 100. The bilge system 190 can include pumps, motors to operate the pumps, and a control system. For example, the control device 180 can be in communication with the bilge system 190. As in Fig. As shown in Figure 1, the bilge system includes a first pump “A” 192, which draws surrounding seawater from the water body 101 onto the ship. The surrounding seawater may have a lower temperature than the air temperature surrounding the ship 100. Therefore, the surrounding seawater can provide enhanced cooling to the cooling fluid circuit, as described below with reference to Fig. 2 is described in more detail. The bilge system also includes a pump “B” 194, which pumps water from the seagoing vessel 100 into the water body 101. The bilge system 190 may, for example, include a (not shown) filtration system to remove impurities from the water before it is pumped into the water body 101.

[0026] Fig. Figure 2 shows a system 200 with a motor 202, such as the one referred to in Fig. 1. Motor 104 described above. As shown, air flows (in Fig. 2 (marked by a solid line) through an intercooler 206, e.g., an intercooler, before entering the engine 202 via an intake port 208. For example, the intake air may have a temperature of approximately 43°C after passing through the intercooler 206. A portion of the exhaust gas discharged from the engine 202 is discharged via an exhaust port 210. Thus, as described above, the exhaust gas discharged via exhaust port 210 may, for example, originate from non-master cylinders of the engine 202. For exhaust gas recirculation, exhaust gas may, for example, be discharged via exhaust port 212. The exhaust gas discharged via exhaust port 212 may, as described above, originate from the master cylinders of the engine 202. For example, the exhaust gas discharged from the engine via the master cylinders or the non-master cylinders may have a temperature of approximately 593°C.

[0027] The exhaust gas, routed along exhaust passage 212, flows through an EGR cooler 214 before entering the intake passage 208 of the engine 202. The EGR cooler 214 can be, for example, a gas / liquid heat exchanger that cools the exhaust gas by transferring heat to a cooling fluid, such as a liquid coolant. After passing through the EGR cooler, the exhaust gas temperature can be reduced to approximately 110°C. Once the exhaust gas enters the intake passage 208 and mixes with the cooled intake air, the charge air temperature can be approximately 65°C. The charge air temperature can vary, for example, depending on the amount of EGR and the cooling capacity achieved by the charge air cooler 206 and the EGR cooler 214.

[0028] As in Fig. As shown in Figure 2, system 200 also includes a cooling fluid circuit 216. The cooling fluid circuit 216 carries the (in Fig. 2 (marked by a dashed line) cooling fluid through the EGR cooler 214 and the engine 202 for cooling the EGR cooler 214 and the engine 202.

[0029] The cooling fluid flowing through the cooling fluid circuit 216 can be, for example, engine oil, water, or another suitable fluid. In the cooling fluid circuit 216, which in the exemplary embodiment is located in Fig. As shown in Figure 2, a pump 218 is arranged upstream of the EGR cooler 214. In this configuration, the pump 218 can supply a cooling fluid to the EGR cooler 214 at a desired pressure. For example, the pressure of the cooling fluid can be determined based on its boiling point and the temperature increase of the cooling fluid resulting from heat exchange with the exhaust gas in the EGR cooler 214 and heat exchange with the engine 202. In one example, the pressure of the cooling fluid exiting the pump 218 could be approximately 262,001 Pa (38 psi), the flow rate approximately 1703 liters per minute (450 gallons per minute), and the temperature approximately 68 °C. By supplying the EGR cooler 214 with the cooling fluid, which is pressurized by the pump 218, the boiling of the cooling fluid can be reduced.Furthermore, since the cooling fluid is pressurized by the pump 218, the need for a pressure cap in the system is reduced, and deterioration of various components, such as the engine 202 and the EGR cooler 214, due to pressure cap deterioration can be minimized. In some embodiments, the pump 218 can be mechanically coupled to the engine's crankshaft to rotate with it, so that the pump 218 is driven by the crankshaft. In other embodiments, the pump 218 can be electrically driven, for example, by an alternator of the engine system.

[0030] In the Fig. In the exemplary embodiment shown in 2, the cooling fluid circuit cools the EGR cooler 214 of a high-pressure EGR system, such as the one described with reference to Fig. 1 high-pressure EGR system 160 described above. In other embodiments, the cooling fluid circuit can additionally or alternatively achieve cooling of an EGR cooler of a low-pressure EGR system.

[0031] As shown, the cooling fluid flows from pump 218 to the EGR cooler 214. Exhaust gas flowing through the EGR cooler 214 transfers heat to the cooling fluid, thus cooling the exhaust gas before it enters the intake passage 208 of engine 202. In the Fig. In the exemplary embodiment shown in Figure 2, the EGR cooler 214 and the engine 202 are arranged in series. After the exhaust gas has cooled in the EGR cooler 214, the cooling fluid exits the EGR cooler 214 and enters the engine 202, where it cools the engine. Since the engine 202 is located downstream of the EGR cooler 214, the cooling fluid flowing into the engine 202 has a higher temperature than the cooling fluid flowing into the EGR cooler 214. For example, the temperature of the cooling fluid exiting the EGR cooler 214 can be approximately 84°C, which can fluctuate depending on the cooling fluid temperature before it enters the EGR cooler 214, the amount of EGR flowing through the EGR cooler 214, and other factors. In this way, the engine can be kept at a higher temperature because the cooling fluid temperature is higher and less cooling takes place. Thus, the engine's thermal efficiency can be increased.

[0032] System 200 also includes a thermostat 220, which is located in the cooling fluid circuit downstream of the engine. The thermostat 220 can be set, for example, to maintain the engine outlet temperature of the cooling fluid (e.g., the temperature of the cooling fluid as it exits the engine). In some examples, the thermostat 220 can be an electronic thermostatic valve, while in other examples, the thermostat 220 can be a mechanical thermostatic valve. In some embodiments, a control system comprising a control device 204, such as the one described with reference to Fig. The control device 180 described above contains a position of the thermostat 220 based on the engine coolant outlet temperature. For example, the engine coolant temperature may be approximately 93°C. As an example, the thermostat can be set so that no coolant exits the engine (e.g., the coolant stagnates in the engine), such as during engine warm-up. As another example, the thermostat 220 can be set to direct the coolant heated by the engine 202 to the EGR cooler 214 without it being cooled by a ship radiator 222. In such an example, the heated coolant can mix with the coolant cooled by the ship radiator 222, so that the coolant entering the EGR cooler 214 is relatively warmer.In this way, the thermal efficiency of the engine 202 can be maintained, for example, with a relatively low exhaust gas recirculation rate and reduced heat transfer from the EGR cooler 214 to the cooling fluid. As another example, the thermostat 220 can be set so that essentially all of the cooling fluid exiting the engine 202 is directed to the ship's radiator 222. In this way, the thermostat 220 functions to maintain a specific cooling fluid temperature from the engine's cooling system.

[0033] The ship cooler 222 can, for example, be a liquid-to-liquid heat exchanger. As in Fig. As shown in Figure 2, the cooling fluid from the engine 202 flows through the heat exchanger before being directed to the pump 218. The cooling fluid flowing through the ship's radiator 222 is cooled by heat transfer to the surrounding seawater (e.g., water from the body of water in which the ship is located). For example, the ship's radiator can be connected to a bilge system of the seagoing vessel, such as the one described in Figure 2. Fig. 1. The bilge system 190 described above is in fluid connection. In such a configuration, a pump A 224 can pump the surrounding seawater from the outside onto the seagoing vessel (marked in ). Fig. 2 (by a dashed and dotted line) and is drawn in through the ship cooler 222. Seawater heated by heat exchange with the cooling fluid leaves the ship cooler 222 and is discharged from the ship, for example, via a pump B 226. The surrounding seawater can have a lower temperature than the temperature of the air surrounding the ship; therefore, a greater heat exchange can take place between the cooling fluid and the seawater. Furthermore, the cooling fluid is cooled even more effectively because the ship cooler 222 is a liquid-to-liquid heat exchanger, and a liquid-to-liquid heat exchanger offers a higher heat transfer rate than a liquid-to-air heat exchanger. It is also possible to maintain a low temperature of the cooling fluid because there is a large volume of seawater, and therefore no cooling of the seawater is required. In other embodiments, such asHowever, in a locomotive, an off-road vehicle or a stationary embodiment, the ship's radiator can be a liquid / air heat exchanger.

[0034] Due to the relatively low temperature of the surrounding seawater and the heat transfer between liquids, seawater can provide more effective cooling of the cooling fluid compared to air-based cooling systems. This allows, for example, the use of a smaller EGR cooler, thus reducing the size and cost of the cooling system. Furthermore, because the EGR cooler 214 is arranged in series with the engine 202, the amount of cooling fluid flowing through the cooling circuit can be reduced. If, for example, the EGR cooler and the engine were arranged in parallel, a larger amount of cooling fluid would be required to supply both the EGR cooler and the engine with similar flow rates.

[0035] One embodiment relates to a method (e.g., a method for a cooling fluid circuit). The method comprises pressurizing a cooling fluid with a pump and directing the pressurized cooling fluid to an exhaust gas recirculation cooler to cool recirculated exhaust gas from an engine. The method further comprises cooling the engine by directing cooling fluid exiting the exhaust gas recirculation cooler to the engine before it is returned to the pump. An example of another embodiment of a method (for a cooling fluid circuit) is shown in the flowchart of Fig. 3 shown. More precisely, method 300 passes the cooling fluid through a cooling fluid circuit arranged in a seagoing vessel, such as the one referred to in Fig. 2 cooling fluid circuit 216 described above.

[0036] In step 302 of the procedure, a pump is supplied with cooling fluid. The cooling fluid can be, for example, chilled cooling fluid from a ship's radiator. In some examples, the chilled cooling fluid from the ship's radiator can be mixed with cooling fluid exiting an engine, thus increasing the temperature of the cooling fluid.

[0037] In step 304, the coolant is pressurized via the pump. The pump's outlet pressure can be based on the coolant's boiling point and the expected heat transfer from an EGR cooler and / or the engine to the coolant. For example, the coolant can be pressurized to such an extent that its boiling point is not exceeded.

[0038] In step 306, the pressurized coolant is pumped to the EGR cooler to cool the exhaust gas flowing through it for exhaust gas recirculation. This transfers heat from the exhaust gas to the coolant, thus cooling the exhaust gas and warming the coolant. To cool the engine, in step 308, the coolant exiting the EGR cooler is directed to the engine, which is connected in series with the EGR cooler. This transfers heat from various engine components to the coolant, raising its temperature and thus cooling the engine.

[0039] In step 310, the engine outlet temperature of the coolant is determined. For example, the coolant circuit may contain a temperature sensor at an engine coolant outlet. Alternatively, the coolant temperature may be determined at a thermostat.

[0040] In step 312, it is determined whether the temperature of the coolant exiting the engine is lower than a first threshold temperature. If it is determined that the coolant temperature is lower than the first threshold temperature, the procedure proceeds to step 314, where the thermostat is closed, thus reducing the coolant flow through the engine. If, on the other hand, the temperature of the coolant exiting the engine is higher than the first threshold temperature, the procedure proceeds to step 316, where it is determined whether the temperature is lower than a second threshold temperature, where the second threshold temperature is higher than the first threshold temperature.

[0041] If the engine coolant temperature is found to be lower than the second threshold temperature, the procedure proceeds to step 318, where the thermostat is adjusted so that at least some of the coolant flows around the ship's radiator. This allows the engine to be kept at a higher temperature to maintain its efficiency, even when the amount of EGR is reduced, which results in less heat transfer from the exhaust gas to the coolant in the EGR cooler. Conversely, if the engine coolant temperature is found to be higher than the second threshold temperature, the procedure proceeds to step 320, where all of the coolant is directed to the ship's radiator.

[0042] By arranging the EGR cooler and the engine in series within a cooling fluid circuit, the amount of coolant flowing through the circuit can be reduced, as the coolant flows through the EGR cooler and then through the engine. Since the coolant is heated by the EGR cooler before entering the engine, less heat exchange occurs within the engine, resulting in a higher engine operating temperature and improved thermal efficiency. Furthermore, because the coolant is pressurized by the pump before entering the EGR cooler, the risk of boiling is reduced.

[0043] Another embodiment relates to a system, e.g., a system for a seagoing vessel or other vehicle. The system comprises a reservoir for holding a coolant, an exhaust gas recirculation cooler, an engine, and a coolant circuit. (The reservoir can be a tank, but it can also be a return line or other conduit; that is, the reservoir does not necessarily have to hold a large volume of coolant. The reservoir is in Fig. (2 generally illustrated, as shown in 216.) The coolant circuit connects the reservoir, the exhaust gas recirculation cooler, and the engine. The coolant circuit is designed so that the coolant flows in series from the reservoir to the exhaust gas recirculation cooler, to the engine, and back to the reservoir. During operation, the coolant flows, for example, in an upstream to downstream sequence: through a first line of the coolant circuit from an outlet of the reservoir to an inlet of the exhaust gas recirculation cooler; through the exhaust gas recirculation cooler; through a second line of the coolant circuit from an outlet of the exhaust gas recirculation cooler to an inlet of a cooling system (e.g., a cooling jacket) of the engine; through the engine cooling system; and through a third line of the coolant circuit from an outlet of the engine cooling system to an inlet of the reservoir.In another embodiment, the system also includes a pump that is operationally coupled to the reservoir and the cooling fluid circuit; the pump being designed to pressurize the cooling fluid that is circulated through the cooling fluid circuit.

[0044] Another embodiment relates to a system, e.g., a system for a seagoing vessel or other vehicle. The system comprises a pump, an exhaust gas recirculation cooler, an engine, and a cooling fluid circuit. The cooling fluid circuit connects the pump, the exhaust gas recirculation cooler, and the engine. The cooling fluid circuit is designed to circulate the coolant pressurized by the pump in series from the pump to the exhaust gas recirculation cooler, to the engine, and back to the pump (or back to a return line or other reservoir to which the pump is operationally connected to receive the coolant). During operation, the coolant pressurized by the pump flows, e.g.,In the order from upstream to downstream: through a first line of the cooling fluid circuit from an outlet of the pump to an inlet of the exhaust gas recirculation cooler; through the exhaust gas recirculation cooler; through a second line of the cooling fluid circuit from an outlet of the exhaust gas recirculation cooler to an inlet of a cooling system (e.g., a cooling jacket) of the engine; through the engine cooling system; and through a third line of the cooling fluid circuit from an outlet of the engine cooling system to an inlet of the pump (or reservoir).

[0045] Fig. Figure 4 shows another embodiment of a system in which an EGR cooler can be integrated. Specifically, it shows Fig. Figure 4 shows a block diagram of an embodiment of a vehicle system 400, here represented as a rail vehicle 406 (e.g., a locomotive), which is designed to run on a rail 402 via several wheels 412. As shown, the rail vehicle has a motor 404. The motor in Fig. The 4 illustrated motor may have similar components to the one in Fig. The motor shown in 1 is included. Additionally, the motor includes, as shown in Fig. 4 shown, a plurality of cylinders 401 (only one representative cylinder is in Fig. (4 shown), each comprising at least one inlet valve 403, one exhaust valve 405, and one fuel injector 407. Each inlet valve, exhaust valve, and fuel injector can, as described above, include an actuator that can be actuated by a signal from a control device 410 of the engine. In other non-limiting embodiments, the engine can be a stationary power machine, e.g., in a power plant application, or an engine in a seagoing vessel or other all-terrain vehicle propulsion system.

[0046] The engine receives intake air for combustion from an intake passage 414. The intake passage receives ambient air from an air filter 460, which filters the air from the outside of the rail vehicle. The exhaust gas produced during combustion in the engine is fed to an exhaust passage 416. The exhaust gas flows through the exhaust passage and out of an exhaust outlet of the rail vehicle. In one example, the engine is a diesel engine that combusts air and diesel fuel by compression ignition. In another example, the engine is a dual-fuel or multi-fuel engine that can combust a mixture of gaseous fuel and air during the injection of diesel fuel while the air-gas-fuel mixture is compressed.In other non-restrictive embodiments, the engine can additionally burn fuel, including gasoline, kerosene, natural gas, biodiesel or other petroleum distillates of similar density, by compression ignition (and / or spark ignition).

[0047] In one embodiment, the rail vehicle is a diesel-electric vehicle. As in Fig. As shown in Figure 4, the engine is coupled to an electrical power generation system comprising an AC generator 422 and electric traction motors 424. The engine is, for example, a diesel and / or natural gas engine that generates an output torque which is transferred to the AC generator, which is mechanically coupled to the engine. In one embodiment, the engine is a multi-fuel engine operating on diesel fuel and natural gas, but in other examples, the engine can use various other fuel combinations besides diesel and natural gas.

[0048] The AC generator produces electrical energy that can be stored and later distributed to a variety of downstream electrical components. For example, the AC generator can be electrically coupled to multiple traction motors, and the AC generator can provide electrical power to these multiple traction motors. As shown, the multiple traction motors are each connected to one of the multiple wheels to provide the tractive force for propelling the rail vehicle. One exemplary configuration includes one traction motor per wheelset. As shown here, six traction motors each correspond to six pairs of drive wheels of the rail vehicle. In another example, the AC generator can be connected to one or more resistance grids 426.The resistance grids can be configured to dissipate excess motor torque via heat generated by the grids from the electricity produced by the AC generator / generator.

[0049] In some embodiments, the vehicle system may include a turbocharger 420, which is arranged between the intake and exhaust ports. The turbocharger increases the air charge of the ambient air drawn into the intake port to achieve a higher charge density during combustion and thus increase the power output and / or efficiency of the engine. The turbocharger may include a compressor (not shown) that is at least partially driven by a turbine (not shown). While in this case a single turbocharger is included, the system may include multiple turbine and / or compressor stages. Additionally or alternatively, in some embodiments, a supercharger may be present to compress the intake air via a compressor, which is driven, for example, by an electric motor or the engine. Furthermore, in some embodiments, an intercooler (e.g.,A water-based intercooler may be located between the turbocharger compressor or the turbocharger and the engine's intake manifold. The intercooler can cool the compressed air to further increase the density of the intake air.

[0050] In some embodiments, the vehicle system may further include an aftertreatment system coupled to the exhaust gas flow upstream and / or downstream of the turbocharger. In one embodiment, the aftertreatment system may include a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF). In other embodiments, the aftertreatment system may additionally or alternatively include one or more emission control devices. Such emission control devices may include a selective catalytic reduction (SCR) catalyst, a three-way catalytic converter, a NOx trap, or various other devices or systems.

[0051] The vehicle system may also include an exhaust gas recirculation (EGR) system 430 coupled to the engine, which directs the exhaust gas from the engine's exhaust port into the intake port downstream of the turbocharger. In some embodiments, the exhaust gas recirculation system may be coupled exclusively to a group of one or more engine master cylinders (also called a master cylinder system). As shown in Fig. As shown in Figure 4, the EGR system includes an EGR passage 432 and an EGR cooler 434 to reduce the exhaust gas temperature before it enters the intake passage. By introducing exhaust gas into the engine, the amount of oxygen available for combustion is reduced, thereby lowering combustion flame temperatures and the formation of nitrogen oxides (e.g., NOx). Additionally, the EGR system may include one or more sensors to measure the temperature and pressure of the exhaust gas flowing into the EGR cooler. For example, a temperature and / or pressure sensor 413 may be positioned upstream of the EGR cooler (e.g., at the exhaust gas inlet of the EGR cooler), and a temperature and / or pressure sensor 415 may be positioned downstream of the EGR cooler (e.g., at the exhaust gas outlet of the EGR cooler).In this way, the control device can measure temperature and pressure at both the exhaust gas inlet and outlet of the EGR cooler. The EGR cooler can also include a fouling sensor 451 to detect the amount of fouling (e.g., deposits that have accumulated on the cooling pipes in the exhaust channels) inside the EGR cooler. This allows the control device to directly measure the degree (e.g., quantity or percentage) of fouling of the EGR cooler. In an alternative embodiment, the EGR cooler can be omitted from the fouling sensor, and instead, an engine control device can determine the effectiveness of the EGR cooler based on the gas inlet temperature, gas outlet temperature, and the inlet temperature of the cooling fluid (e.g., water) of the EGR cooler.

[0052] In some embodiments, the EGR system may also include an EGR valve for controlling the amount of exhaust gas recirculated from the engine's exhaust port to the engine's intake port. The EGR valve may be an on / off valve controlled by a control device 410, or it may, for example, control a variable amount of EGR. As in the non-limiting example of the embodiment according to Fig. As shown in Figure 4, the EGR system is a high-pressure EGR system. In other embodiments, the vehicle system may additionally or alternatively include a low-pressure EGR system that directs the EGR from a point downstream of the turbine to a point upstream of the compressor.

[0053] As in Fig. As shown in Figure 4, the vehicle system also includes a cooling system 450 (e.g., an engine cooling system). The cooling system circulates a coolant fluid through the engine to absorb the engine's waste heat and distribute the heated coolant fluid to a heat exchanger, such as an engine radiator 452 (e.g., an engine radiator heat exchanger). In one example, the coolant fluid may be water. A fan 454 may be coupled to the engine radiator to maintain airflow through the engine radiator when the vehicle is moving slowly or is stopped while the engine is running. In some examples, the fan speed may be controlled by the control device. The coolant cooled by the engine radiator may enter a tank (not shown). The coolant may then be pumped back to the engine or to another component of the vehicle system, such as the EGR cooler and / or the charge air cooler, by a water or coolant pump 456.

[0054] As in Fig. As shown in Figure 4, a coolant / water passage from the pump splits to pump coolant (e.g., water) in parallel to both the EGR cooler and the engine. The EGR cooler may be equipped with an air blast / entrainment air management system. As shown in Fig. As shown in Figure 4, the pump can, for example, pump coolant (or cooling water) into a coolant inlet 435 located on the underside (relative to a surface where the engine system or vehicle is seated) of the EGR cooler. The coolant can then exit the EGR cooler through a coolant outlet 437 located on the top side of the EGR cooler (the top side opposite the underside of the EGR cooler). Thus, the EGR cooler can be filled with water (or coolant) from the underside to the top side by the driving force of the pump. In some embodiments, the pump can then be located on the underside of the EGR cooler. In this way, the EGR cooler can be filled with water or coolant from the underside, forcing air through the EGR cooler and out of its top side (e.g., by venting the EGR cooler).This allows the coolant to flow through the cooling pipes in the opposite direction to gravity, filling them. In addition, one or more extra sensors may be connected to the coolant inlet and outlet of the EGR cooler to measure the temperature of the coolant flowing into and out of the EGR cooler.

[0055] As in Fig. As shown in Figure 4, an exhaust manifold of the engine contains a heating device 411 (or an alternative heating element) which can be controlled by the control device to heat the exhaust manifold and thus also the EGR cooler, which is connected near (e.g., in some examples next to) the engine. In alternative embodiments, the engine may not contain a heater.

[0056] The rail vehicle also contains the control device (e.g., engine control unit) for controlling various components of the rail vehicle. For example, different components of the vehicle system can be coupled to the control device via a communication channel or data bus. In one example, the control device includes a computer control system. The control device can additionally or alternatively include a memory that holds a (not shown) non-transient, computer-readable storage medium containing code for enabling on-board monitoring and control of the rail vehicle's operation. In some examples, the control device can include more than one control device, all interconnected in communication with each other, e.g., a first control device for controlling the engine and a second control device for controlling other operating parameters of the locomotive (e.g.,the motor load, the fan speed, etc.). The first control device can be configured to control various actuators based on the output received from the second control device, and / or the second control device can be configured to control various actuators based on the output received from the first control device.

[0057] The control device can receive information from multiple sensors and send control signals to multiple actuators. The control device can be configured to receive signals from various engine sensors, as further described herein, for monitoring and managing the engine and / or rail vehicle, in order to determine operating parameters and conditions and to adjust various engine actuators accordingly to control the operation of the engine and / or rail vehicle. For example, the engine control device can receive signals from various engine sensors, including but not limited to engine speed, engine load, intake manifold pressure, boost pressure, exhaust pressure, ambient pressure, ambient temperature, exhaust gas temperature, particulate filter temperature, particulate filter back pressure, engine coolant pressure, gas temperature in the EGR cooler, or the like.The control device can also receive a signal about the amount of oxygen in the exhaust gas from an exhaust gas oxygen sensor 462. Additional sensors, such as coolant temperature sensors, can be positioned in the cooling system. Accordingly, the control device can control the engine and / or the rail vehicle by sending instructions to various components, such as traction motors, the alternator / generator, fuel injectors, valves, or the like. The control device can, for example, control the operation of a restrictive element (e.g., a valve) in the engine cooling system. Other actuators can be coupled to various locations in the rail vehicle.

[0058] Referring to the Fig. 5- Fig. Figure 7 shows an EGR cooler 500. The EGR cooler can be used in an engine system, such as in one of the... Fig. 1 and Fig. The 4 engine systems shown should be positioned. Fig. 5- Fig. The 7 EGR coolers shown can be any one of those listed in the Fig. 1, Fig. 2 and Fig. The 4 EGR coolers shown are 166, 214 and 434. Fig. Figure 5 shows an outside view of the EGR cooler with exposed cooling pipe ends, while Fig. Figure 6 shows a cross-sectional front view of the EGR cooler and Fig. Figure 7 shows an isometric view of the EGR cooler. Fig. 5- Fig. 7 contain an axis system 501, which includes a vertical axis 505, a horizontal axis 507, and a lateral axis 503. The EGR cooler also includes a central axis 520.

[0059] The EGR cooler comprises a housing (e.g., outer housing) 502 and several cooling tubes 504 arranged within the housing. Coolant flows through the cooling tubes, exchanging heat with exhaust gas flowing through an interior space of the housing outside the cooling tubes (e.g., outside the outer walls of the cooling tubes). As shown in 512, hot exhaust gas flows into the housing of the EGR cooler through an inlet 506 and then expands within a suction pipe 526 before entering a body 532 of the EGR cooler, which contains the cooling tubes. After passing through the body and around the cooling tubes, the exhaust gas flows through an exhaust manifold 528 and finally exits the EGR cooler through an outlet 508, as shown in 514.

[0060] As in the Fig. 5 and Fig. As shown in Figure 7, the cooling tubes are arranged in several bundle groups (e.g., sections) 516, each of which can contain several bundles of cooling tubes. Each bundle group thus contains a series of cooling tubes. An outer guide plate 518 is positioned between each bundle group, extending around the entire outer circumference of the housing. The exhaust gas flowing through the body of the EGR cooler is hottest near the inlet and the intake manifold (because, for example, the exhaust gas has not yet been significantly cooled by passing the cooling tubes). Therefore, cooling tubes located closest to the inlet and the intake manifold (relative to the cooling tubes in the center or closer to the outlet of the EGR cooler) and those located closest to the inner side walls 524 of the housing of the EGR cooler (e.g., closer than the cooling tubes near the central axis of the EGR cooler) can experience increased thermal stress.In particular, these cooling pipes can expand due to the hotter exhaust gas flowing around them from the EGR cooler inlet. However, since these cooling pipes are located next to the inner side walls of the EGR cooler housing, they may not have enough room to expand and can therefore experience structural deformation and damage. This can lead to deterioration of the cooling pipes and result in coolant leaks and / or reduced cooling of the exhaust gas flowing through the EGR cooler.

[0061] To overcome these problems, the leading cooling tubes of the EGR cooler, which are positioned closest to the inlet and next to the inner side walls of the housing (relative to the other cooling tubes, which are located closer to the central axis of the EGR cooler and / or downstream in the EGR cooler with respect to the exhaust gas flow path through the EGR cooler), can be removed from the EGR cooler and replaced by one or more internal guide vanes 510, as shown in Fig. 5- Fig. 7 shown, will be replaced.

[0062] As in the Fig. 5 and Fig. As shown in Figure 7, the EGR cooler includes two inner guide vanes positioned near the intake manifold within a first bundle group (e.g., a section) 534 of the EGR cooler. The first bundle group is arranged between the intake manifold and a first outer guide vane of the EGR cooler (e.g., the outer guide vane closest to the inlet compared to the other outer guide vanes of the EGR cooler). In particular, in the first bundle group, the cooling tubes closest to the inner side walls on both sides of the EGR cooler (e.g., the opposite sides transverse to the central axis, and extending along a length of the cooling tubes in a direction of the horizontal axis and a flow direction through the cooling tubes) are removed from the bundle group, and the inner guide vanes are arranged in their place. As shown in the Fig. 5 and Fig. As shown in Figure 6, each inner guide plate is a C-shaped channel (which is in Fig. 5 (pressed into the side in one direction of the horizontal axis). The ends of the walls of the C-channel of the inner guide vanes (e.g., the ends of the "C") are directly connected (e.g., by welding) to the inner side walls of the EGR cooler housing. In alternative embodiments, the inner guide vanes can have a shape other than a C-channel, e.g., a T-shape. In still other embodiments, the inner guide vanes can be attached to the inner walls of the housing or to an alternative surface of the inner guide vanes. The purpose of the inner guide vane(s) is to prevent the exhaust gas flow from passing through a section of the EGR cooler that does not contain cooling tubes. Thus, the inner guide vanes can be designed and dimensioned to fulfill this purpose and therefore assume different shapes.In some examples, instead of an inner guide plate, ribs in the area of ​​the EGR cooler that does not have cooling pipes may be connected to each other to prevent the incoming exhaust gas flow from passing through this area.

[0063] Additionally, each inner guide plate has a width in one direction of the vertical axis that extends from a corresponding inner wall of the EGR cooler housing to the remaining cooling tubes of the first bundle group that are closest to the inner wall. As in Fig. As shown in Figure 5, an outer edge of the guide plate, facing the cooling tubes within the first bundle group, extends to a line 540 from the inner wall. In the region of the inner guide plates in the first bundle group, there are no cooling tubes between line 540 and the side wall. However, in the bundle groups behind and downstream of the first bundle groups, cooling tubes are located in this region (between line 540 and the side wall) in an exhaust gas flow direction through the EGR cooler. In this way, the cooling tubes behind the outer edges of the guide plates are positioned in an exhaust gas flow direction within bundle groups adjacent to the first bundle group. For example, a second bundle group located adjacent to and downstream of the first bundle group contains cooling tubes between line 540, i.e., in line with the outer edge of the guide plate, and the inner wall of the housing. As also shown in Figure 5, the cooling tubes are located behind the outer edges of the guide plates in an exhaust gas flow direction within bundle groups adjacent to the first bundle group. Fig. As shown in Figure 5, a first guide plate of the two inner guide walls is located between a first side wall of the housing and the cooling tubes in the first bundle group, and a second guide plate of the two inner guide walls is located between a second side wall of the housing and the cooling tubes in the first bundle group. The edges of the first and second guide plates are positioned in front of the second bundle group with respect to the exhaust gas inlet. Furthermore, the width of each bundle group can be defined as the distance between an outermost tube of the bundle group on a first side of the bundle group and an outermost tube of the bundle group on a second side of the bundle group, the second side being the opposite side to the first.This means that the width of the first bundle group, including the inner guide vanes, is narrower than the width of the second bundle group, since the outermost cooling tubes within the second bundle group extend completely to the side walls of the EGR cooler housing.

[0064] An end face of the inner guide plate, which, as in Fig. As shown in Figure 6, the arrangement in a plane of the horizontal and vertical axes prevents the exhaust gas from flowing through the section of the first bundle without cooling tubes. The inner guide vanes direct the exhaust gas flow through the remaining cooling tubes of the EGR cooler. This arrangement allows the exhaust gas to expand before it comes into contact with the first cooling tube (e.g., the one closest to the inlet) within the EGR cooler. The inner guide vanes reduce impact, erosion, and bulging of the remaining leading cooling tubes in the first bundle group. Alternatively, in another embodiment, instead of removing the leading cooling tubes closest to the inner walls of the EGR cooler housing, these cooling tubes can be made of a heavier material than the cooling tubes furthest from the inlet and the inner walls.In one embodiment, cooling tubes with different compositions and / or sizes / thicknesses are located near the inlet. The composition is selected from those that have a relatively higher erosion resistance, thermal fatigue strength, and thermal load capacity than the material of the other cooling tubes.

[0065] As in the Fig. 5 and Fig. As shown in Figure 7, only the first bundle group contains the inner guide plate, and no other bundle groups (except the first bundle group closest to the EGR cooler inlet) contain an inner guide plate on the inner walls of the EGR cooler housing. The other bundle groups instead have cooling tubes positioned next to and on the inner walls of the EGR cooler housing.

[0066] As in the Fig. 5 and Fig. As can be seen in Figure 7, the ends of the cooling tubes for each bundle group are arranged on a tube sheet 522. For example, there can be a first tube sheet for the first end of each cooling tube within a bundle group and a second tube sheet for the opposite, second end of each cooling tube within that bundle group. Each tube sheet extends across the EGR cooler in one direction along the vertical axis between opposite inner walls of the housing. Each tube sheet also extends in one direction along the lateral axis between two adjacent outer guide vanes (or, in the case of the outermost bundle groups, between an outer guide vane and the intake manifold or the outlet manifold of the EGR cooler). For each bundle group, the ends of the cooling tubes within that bundle group can be welded to the corresponding tube sheet by inlet welds. As shown in Figure 7, the tube ends can be welded to the corresponding tube sheet by inlet welds. Fig. As shown in Figure 5 under 530, the entry welds are circumferential welds around the circumference of each cooling tube, connecting each cooling tube end to the corresponding tube sheet. As shown in the Fig. 5 and Fig. As shown in Figure 7, the inlet welds on the side tubes, which are replaced by the inner guide plates, can be removed in order to remove the identified tubes and accommodate the inner guide plate described above.

[0067] In an alternative embodiment, the cooling tubes can be rolled into the corresponding tube sheet instead of being welded. In this embodiment, each cooling tube can be mechanically expanded into the tube sheet.

[0068] The tube sheets are connected at a first end (e.g., a side wall) of the tube sheet to a first side wall of the housing and at a second end (e.g., a side wall) of the tube sheet to a second side wall of the housing, the second side wall being opposite the first side wall via the central axis of the EGR cooling housing. Fig. Figure 8 shows a schematic representation of an arrangement consisting of the tube sheet and a side wall of the EGR cooler housing. The tube sheets of the EGR cooler are welded to the side walls of the EGR cooler housing. However, the angle between the housing side wall and the tube sheet can affect the ease of welding these two components and, in particular, the proportion of weld penetration. As shown in Fig. Figure 8 shows the EGR cooler housing side wall 802 (e.g., one of the ones in Fig. 5 side walls 524 shown) next to a tube sheet 804 (e.g. one of the in the Fig. 5 and Fig. The tube sheet (7 tube sheets 522) is positioned in contact with the tube sheet. The side wall has a chamfer 805 along an edge of the side wall facing the tube sheet. The chamfer of the side wall has an angle 806. In one example, the angle of the side wall chamfer is approximately 45 degrees (e.g., 45 degrees + / - 0.5 degrees). In another example, the angle of the side wall chamfer is in the range of 43–47 degrees. The tube sheet has a chamfer 807 along an edge of the tube sheet facing the side wall of the EGR cooler housing. The chamfer of the tube sheet has an angle 808. In one example, the angle of the chamfer is approximately 25 degrees (e.g., 25 degrees + / - 0.5 degrees). In another example, the angle of the tube sheet chamfer is in the range of 23–27 degrees. If the angle of the side walls is approximately 70 degrees, the resulting total bevel angle is approximately 70 degrees.The weld is formed within the space created by the entire chamfer angle. This increased angle allows for complete weld penetration (e.g., 100% weld penetration) when a weld bead is placed within the space created between the chamfers of the side wall and the tube sheet. The first chamfer of the casing side wall and the second chamfer of the tube sheet, together with the weld formed therein, constitute a weld joint 810.

[0069] As in Fig. As shown in Figure 7, the outer guide vanes of the EGR cooler can be sealed with a polymer material, as illustrated at the sealing area 702. The sealing area with the sealing material is arranged around the entire outer circumference of each outer guide vane, with the sealing material extending inward, toward the housing and a central axis 520 of the EGR cooler, along a section of the outer guide vane. In one example, the polymeric sealing material in the sealing area can be a fluoropolymer (e.g., a fluoroelastomer) containing a proportionate copolymer of tetrafluoroethylene and propylene.

[0070] As further in Fig. As shown in Figure 7, the EGR cooler can contain one or more openings 704, which serve as outlets and are arranged in the outer side walls of the outer guide vanes of the EGR cooler. These openings can be, for example, located in a top and a bottom of the outer guide vanes (in Figure 7). Fig. 7 (only one upper one is visible) are located inside the sealing area along the outer circumference of each outer guide vane, but inside the housing of the EGR cooler. In another example, these openings can be located in the sides of the outer guide vanes (e.g., in a section of the outer guide vanes extending along the vertical axis 505, as in Fig. Figure 7 illustrates the arrangement. In one example, each outer guide plate may contain one or more openings in its upper and lower walls. In another example, perhaps only some of all outer guide plates may contain one or more discharge openings in their upper and lower walls. The size (e.g., diameter), shape (e.g., circular, oval, square), and / or number of openings may be selected to achieve a discharge rate that is less than a threshold duration. In one example, the threshold duration may be approximately five minutes. In another example, the threshold duration may be greater or less than five minutes (e.g., 15 minutes). For example, in one example, the discharge rate for water (if water is used as the cooling fluid in the EGR cooler) or another fluid with a similar viscosity may be approximately 15 minutes.This can reduce freezing inside the EGR cooler.

[0071] Another way to reduce the thermal stress on the leading cooling tubes near the EGR cooler inlet and the inner side walls of the EGR cooler housing is to reduce the fin density in these areas. This feature is found in Fig. 6 shown. As in Fig. As shown in Figure 6, the EGR cooler includes several cooling tubes 504 arranged around the entire length of the EGR cooler and internal guide vanes 510 on opposite sides of the EGR cooler (replacing some of the leading cooling tubes). The EGR cooler also includes several gas passages 602 through which the exhaust gas flows. The gas passages are arranged between the cooling tubes and contain fins 604 that increase the cross-section for heat transfer between the exhaust gas and the cooling tubes. However, this can lead to increased thermal expansion of the cooling tubes near the inlet of the EGR cooler, which can cause deterioration of the cooling tubes closest to the housing side walls of the EGR cooler. To reduce the thermal stress on the cooling tubes near the inlet and the housing side walls, the fin density around these tubes can be reduced. As shown in Figure 6, the EGR cooler can be further reduced by reducing the fin density around these tubes. Fig. As shown in Figure 6, the fins surrounding the cooling tubes near the center of the EGR cooler have a first fin density of 606. The cooling tubes closest to the inner baffle and the housing side walls can have a second fin density of 610, which is lower than the first. This allows fewer fins to surround the cooling tubes closest to the side walls and near the inlet of the EGR cooler. In some examples, the fin density (e.g., the number of fins) can gradually decrease from the center of the EGR cooler towards the housing side walls (e.g., as shown by the decreasing fin densities at 606, 608, and 610). This allows the cooling tubes with fewer fins to experience a lower heat transfer rate with the exhaust gas and thus less thermal expansion and deterioration at the side walls of the EGR cooler.In one example, the fin density of an EGR cooler can be less than a threshold number of fins per threshold range. For instance, the fin density of the EGR cooler near the side walls of the housing can be reduced by 50% or more compared to the fin density closer to a center point (e.g., the central axis) of the EGR cooler.

[0072] Over time, the EGR cooler can become fouled due to the exhaust gas flowing through it (e.g., deposits can form inside the EGR cooler and on the outside of the cooling pipes). This increased fouling of the EGR cooler can increase the resistance to exhaust gas flow through the EGR cooler and reduce its cooling efficiency. To reduce and / or remove deposits in the EGR cooler and to clean the EGR cooler while the engine is running (e.g., while the EGR cooler continues to operate without the engine being switched off), an engine control unit (such as the one in the EGR system) can be used. Fig. 1 control device 130 shown or the one in Fig. 4 control device 410 shown) activates an EGR cooler cleaning operating mode in response to one or more triggers.

[0073] As described below, suitable triggers may include a time interval, an estimate of the EGR cooler's effectiveness (based on the gas inlet temperature, the EGR cooler's gas outlet temperature, and the coolant's internal temperature), a pressure drop across the EGR cooler, an output from a sensor that measures fouling directly in the EGR cooler, and / or a loss of the temperature differential between the EGR cooler's inlet and outlet. The EGR cooler cleaning mode may be activated less frequently over the engine's lifetime. During the EGR cooler cleaning mode, fouling materials may be removed from the EGR cooler. Suitable EGR cooler cleaning modes are described below.

[0074] The activation frequency for the EGR cleaning mode can be based, at least in part, on one or more factors such as the age of the engine, the age of the EGR cooler, the engine type, the engine's operating time, the time since the last oil change or the time until the next oil change, and similar parameters. Alternatively, it can also be a functional state parameter of the EGR cooler that initiates the cleaning mode.

[0075] Referring to Fig. 9 is a method 900 for initiating a cleaning mode of the EGR cooler (such as any of those mentioned here with reference to the Fig. 1, Fig. 2 and Fig. 4- Fig. 8 disclosed EGR cooler) described to reduce or remove fouling material within the EGR cooler. Method 900 can be implemented by an engine control device (e.g., the one described in Fig. 1 control device 130 shown or the one in Fig. 4 control device 410) shown, according to instructions stored in a non-transient memory of the control device, and in conjunction with several sensors (e.g. various temperature and pressure sensors of the engine system) and actuators (e.g. actuators of fuel injectors, heating devices, pumps or the like) of the engine system in which the EGR cooler is included.

[0076] In procedure 902, the method involves estimating and / or measuring engine operating conditions. These conditions may include one or more of the following: engine speed and load, engine temperature, exhaust gas temperature at the exhaust gas inlet and outlet of the EGR cooler, coolant temperature at a coolant inlet and outlet of the EGR cooler, a pressure drop across the EGR cooler (e.g., pressure differential between the exhaust gas inlet and outlet of the EGR cooler), the amount of fouling in the EGR cooler, the duration of engine operation, and the like.

[0077] In procedure 904, this includes determining the degree of fouling in the EGR cooler (e.g., the amount of fouling within the interior of the EGR cooler). The degree of fouling in the EGR cooler can be determined based on one or more of the following: an estimated efficiency of the EGR cooler; a pressure drop across the EGR cooler (e.g., a pressure differential between the exhaust gas inlet and outlet of the EGR cooler); or a degree of fouling of the EGR cooler based on an output from a sensor (such as the one in the EGR cooler). Fig. The degree of contamination of the EGR cooler can be determined using the sensor 451 shown in Figure 4, which measures contamination directly in the EGR cooler, a temperature difference between the exhaust gas inlet and outlet of the EGR cooler, and / or a temperature difference between the coolant inlet and outlet of the EGR cooler. In one example, the degree of contamination of the EGR cooler can be based on one or more of the aforementioned parameters with respect to specified threshold values ​​or threshold ranges. In another example, the degree of contamination of the EGR cooler can be based on each of the aforementioned parameters.

[0078] In the case of 906, the procedure includes determining whether the pollution level exceeds a defined first threshold. In one example, determining whether the pollution level exceeds the first threshold involves determining whether a pressure differential across the EGR cooler (e.g., the pressure differential between the exhaust gas inlet and outlet) is greater than a threshold pressure differential. In another example, determining whether the pollution level exceeds the first threshold involves determining whether a temperature difference between the exhaust gas inlet and outlet of the EGR cooler is not greater than a threshold value. For example, if the exhaust gas temperature at the outlet of the EGR cooler does not differ from that of the exhaust gas at the inlet by a threshold value, the effectiveness of the EGR cooler may be reduced due to fouling.In yet another example, determining whether the degree of contamination exceeds the first threshold includes determining whether the amount of contamination (as measured by a contamination sensor inside the EGR cooler) in the EGR cooler is greater than a threshold value. In this way, a functional state parameter of the EGR cooler can initiate the cleaning mode.

[0079] If the level of contamination is not greater than the first threshold, the procedure continues with step 908 to determine whether it is time to proactively initiate a cleaning mode of the EGR cooler. For example, step 908 may include determining whether a threshold duration has elapsed since a previous cleaning operation of the EGR cooler. In this way, the EGR cooler can be proactively cleaned via a cleaning mode initiated by a control device with a set activation frequency. The activation frequency for the EGR cleaning mode may be based, at least in part, on one or more factors such as the age of the engine, the age of the EGR cooler, the engine type, the engine operating time, the time since the last oil change or the time until the next oil change, and the like.

[0080] If it is not time to initiate EGR cooler cleaning, the procedure proceeds to 910 to continue operating the engine without EGR cooler cleaning. The procedure then ends. However, if it is time to initiate an EGR cooler cleaning mode, and / or the EGR cooler fouling level is above the threshold, the procedure proceeds to 912 to determine whether conditions for cleaning or reducing the fouling of the EGR cooler by port heating are met. In one example, the conditions for activating a port heating cleaning mode include the engine being idling or undergoing dynamic braking. For example, in one embodiment, port heating can be performed with any position of the shift lever, e.g., in any operating mode where the notch requirement is zero.Furthermore, if locomotives are the vehicles in which the engine is installed, and if two or more locomotives are present in a fleet, one locomotive can communicate with the other so that neither locomotive is in the auxiliary heating operating mode at the same time. In another example, the conditions for auxiliary heating may be met when the engine load is below a threshold (e.g., at low load) and after the engine has experienced conditions that expose it to a risk of oil in the exhaust (e.g., after the engine has been operated at low load for a relatively long period). In yet another example, the control system may determine one or more of the accumulated engine revolutions at low or no load, the load quantity, and the engine revolutions as a function of MW / h as at least one factor to determine whether to initiate the EGR cooler cleaning operating mode.

[0081] If conditions for initiating the port heating cleaning mode at 912 are met, the procedure proceeds to 914 to initiate the port heating. In one embodiment, a port heating process may involve over-supplying (e.g., by actuating a fuel injector of at least one cylinder to increase the amount of fuel injected into the cylinder) a certain number of cylinders with fuel. The determined number of cylinders may include one or more engine cylinders. The amount of over-supply of fuel (e.g., an amount of additionally injected fuel) may be based on one or more factors, such as the age of the engine, the age of the EGR cooler, the type of engine, the engine operating time, the time since the last oil change, or the time until the next oil change.In some examples, the EGR cooler cleaning mode can be performed at a specific engine speed other than idle or low load / speed. Furthermore, the duration of the system's operation in the follow-up heating mode can be controlled based on one or more of the following factors: the number of cylinders in use, the time elapsed since the last cleaning cycle, the amount of pressure drop detected by the EGR cooler, other engine performance parameters, and the like. The frequency of, or the interval between, follow-up heating cycles can also be determined based on one or more of the following factors: time, a measure of accumulated engine revolutions at low or no load, load quantity, and engine revolutions as a function of the MWh of accumulated engine and / or EGR cooler usage.After the time period for the follow-up heating has elapsed, the procedure proceeds to step 916 to end the EGR cooler cleaning mode and continue operating the engine. In this way, the follow-up heating can warm the exhaust gas flowing through the EGR cooler, thereby burning off and removing the deposits (e.g., oil deposits).

[0082] If, returning to 912, the conditions for the connection heating are not met, the procedure proceeds to 918 to activate an alternative cleaning mode of the EGR cooler (which may involve initiating one or more of the procedures described in 918). As shown in 920, activation of an alternative cleaning mode may involve the provision of late fuel injection and / or late post-injections to one or more engine cylinders via the control device. This may include the activation of one or more injectors to delay the timing of regular or post-injection operations on one or more cylinders. In another example, activation of an alternative cleaning mode at 922 may involve automatic engine loading at idle.If an oil overflow needs to be cleared during prolonged idling, the system would switch to self-load operation. In self-load mode, the engine generates energy that is then used in the dynamic brake grids (instead of as drive power from the traction motors). The engine would provide enough power to heat the exhaust gas and remove the oil (e.g., fouling material). In yet another example, activating an alternative cleaning mode, as in the 924, could involve actuating the exhaust valves to create back pressure in the engine. Such back pressure generation could cause the engine to perform the indicated work (due to pumping losses) without it being brake work. In another example, activating an alternative cleaning mode, as in the 926, could involve activating an electrical or other heating element in the exhaust manifold, which would heat the EGR cooler (e.g.,(because the EGR cooler is positioned near the exhaust manifold), without having to increase the exhaust gas temperature.

[0083] From 916 and 918, the procedure proceeds to 928 to set the diagnostic flag for EGR cooler cleaning after the engine has been shut down, based on one or more of: how many times an active cleaning method has been performed (e.g., one of the procedures at 914 and 918), an EGR cooler fouling rate (which may be based on the detected fouling level on the EGR cooler and / or a frequency of the EGR cooler cleaning operating mode), and / or that a detected EGR cooler fouling level is above a second threshold that is greater than the threshold at 904. At 928, for example, the procedure may involve providing a maintenance signal to one or more of the plant operator, a service or maintenance workshop, and a back office that monitors and schedules maintenance and repairs for the plant.

[0084] At 930, the procedure may optionally include determining whether the degree of soiling and / or the frequency of EGR cooler cleaning cycles is greater than a second threshold. The second threshold may, for example, be a value greater than that required to initiate an active EGR cooler cleaning mode with the engine running, and a threshold indicating that the effectiveness of the EGR cooler has been reduced below a lower threshold. If such a value has not been reached at 930, the procedure proceeds to 932 to continue engine operation. If, otherwise, such a value or frequency has been reached at 930, the procedure proceeds to 934 to shut down the engine and indicate that a manual cleaning of the EGR cooler is required. A system and procedure for manually cleaning the EGR cooler are described in the Fig. 10 and Fig. 11 is shown, as described below.

[0085] In one embodiment, the EGR cooler can be cleaned by disconnecting it from the exhaust system (or by opening a port to provide access). A cleaning solution can be added to the interior of the EGR cooler, allowing it to soak. The now contaminated solution is drained, and the process is repeated until the desired level of cleanliness is achieved. Suitable cleaning solutions can contain low-foaming salts, such as trisodium phosphate, which are commercially available. In another embodiment, the EGR cooler can be cleaned via a cleaning system while it is connected to the engine.

[0086] Fig. Figure 10 shows an embodiment of a system for cleaning one gas side of the EGR cooler. The system can be described as a fill-and-flush system that can completely fill and flush the EGR cooler while it is connected to the engine. Instead of removing the cooler, disassembling the heat exchanger, and filling it while warm, all work on the engine can be performed using non-toxic solvents and water. The device and process allow the cooler to be almost completely filled with the cleaning solution and then almost completely emptied without the use of pumps or a vacuum.

[0087] In detail, it shows Fig. 10 a cleaning system 1000 for cleaning the EGR cooler 1002 (which is any one of those described here and in the Fig. 1- Fig. 2, Fig. 4 and Fig. 5- Fig. (which can be the EGR cooler shown in Figure 8). The cleaning system includes a pump 1004 for pumping fluids through and out of the EGR cooler. A drain hose 1006 is connected to the pump and can direct fluid from the EGR cooler and pump system into a drain. A return hose 1008 is also directly connected to the pump via a connector 1010. A second end of the return hose is connected to an exhaust gas inlet 1012 of the EGR cooler. In one example, the connector can include a valve that is switchable between a pump mode, in which the fluid is directed out of the pump via the return hose, and a drain mode, in which the fluid is directed out of the pump via the drain hose. A suction hose 1014 is connected between an exhaust gas outlet 1016 of the EGR cooler and the pump.Specifically, one end of the suction hose is directly connected to a manifold 1018, which is positioned around and above the exhaust outlet. This allows the manifold to completely cover one opening of the exhaust outlet. A vent pipe 1020 is also directly connected to the manifold. A filler pipe 1022 is directly connected to the exhaust inlet for filling the EGR cooler with a cleaning solution and / or water.

[0088] Fig. Figure 11 shows a method 1100 for cleaning the EGR cooler using a cleaning system, such as the cleaning system described in Fig. Figure 10 is shown. In Figure 1102, the method involves removing an exhaust bellows section from the exhaust inlet of the EGR cooler and removing an elbow from the exhaust outlet of the EGR cooler. In Figure 1104, the method involves removing the manifold (e.g., manifold 1018 in Figure 1102). Fig. 10) is connected to the exhaust outlet of the EGR cooler and the suction hose (e.g. the suction hose 1014 in Fig. 10) from the collector pipe to the pump (e.g. pump 1004 in Fig. 10) is connected.

[0089] The procedure in 1104 may include the installation of a Victaulic coupling seal on the exhaust outlet. In 1106, the procedure includes filling the EGR cooler via the filler tube (e.g., filler tube 1022) in the exhaust inlet with an initial quantity of cleaning solution. In one example, the quantity of cleaning solution may be approximately four gallons. However, the volume may be based on an internal volume of the EGR cooler. In 1108, the procedure includes allowing water to flow through the filler line until the water exits the manifold vent pipe (e.g., vent pipe 1020 in the exhaust inlet). Fig. 10) exits at the exhaust outlet. In 1110, the procedure includes the return hose (e.g., the return hose 1008 in Fig. 10) The cleaning solution is introduced into the exhaust inlet, the pump is switched on in pump operating mode, and the cleaning solution is recirculated through the EGR cooler for an initial period (e.g., by routing the cleaning solution through the return hose, from the pump to the EGR cooler, through the EGR cooler, out of the suction hose, and back to the pump). In one example, this period lasts approximately one hour.

[0090] In case 1112, the procedure involves turning the pump into drain mode and draining the cleaning solution from the EGR cooler via the suction hose and the drain hose (e.g., the drain hose 1006 in Fig. 10), which is connected to the pump, while the EGR cooler is filled with water for a second period via the filler pipe. All the water is then drained from the EGR cooler. In 1114, the procedure involves stopping the pump and filling the EGR cooler with a second quantity of cleaning solution, recirculating this second quantity of cleaning solution through the EGR cooler, and repeating the procedures described in 1106, 1108, 1110, and 1112. In 1116, the procedure involves removing the manifold from the exhaust outlet, suctioning off the residual water, and reassembling the EGR cooler. In this way, the EGR cooler can be flushed and cleaned, thereby removing contaminants from the EGR cooler.

[0091] Fig. 5- Fig.Figure 7 shows exemplary configurations with the relative positioning of the various components. If they are shown to be in direct contact with each other or directly connected, such elements can be described as directly touching or directly connected, respectively, in at least one example. Similarly, elements illustrated as adjacent or lying next to each other can be adjacent or side by side, respectively, in at least one example. For example, components that are in surface-dividing contact with each other can be described as standing in surface-dividing contact. As another example, elements that are arranged apart from each other only by a gap and without any other component in between can be described as such in at least one example.As a further example, elements that are shown above / below each other, on opposite sides, or left / right of each other can be described as such. Furthermore, as shown in the figures, a topmost element or the highest point of the element can be described as a "top" of the component, and a bottommost element or the lowest point of the element can be described as a "bottom" of the component in at least one example. As used herein, top / bottom, upper / lower, and above / below can be relative to a vertical axis of the figures and can be used to describe the positioning of elements in the figures relative to each other. As such, in one example, the elements shown above other elements are positioned vertically above the other elements.As a further example, the shapes of the elements depicted in the figures can be described as having those forms (e.g., circular, straight, flat, curved, rounded, beveled, angled, or similar). Furthermore, elements depicted as intersecting each other can be described as intersecting elements in at least one example. Even further, an element shown inside or outside another element can be described as such in one example.

[0092] In one embodiment, an exhaust gas recirculation cooler comprises: an exhaust gas inlet and an exhaust gas outlet spaced apart from the exhaust gas inlet; several cooling tubes arranged between the exhaust gas inlet and the exhaust gas outlet; and a guide plate arranged near the exhaust gas inlet and inserted between the several cooling tubes and the exhaust gas inlet, wherein the guide plate directs exhaust gas entering the EGR cooler along a defined path through the exhaust gas inlet to the several cooling tubes. In a first example of the EGR cooler, the guide plate is positioned between a side wall of a housing of the EGR cooler and a first group of cooling tubes of the several cooling tubes, which are positioned near the inlet.In a second example of the EGR cooler, the multiple cooling tubes further include a second group of cooling tubes arranged downstream of the first group of cooling tubes with respect to one direction of exhaust gas flow through the EGR cooler, and the guide plate is positioned between the inlet and the second group of cooling tubes, as well as between the side wall and the first group of cooling tubes. In a third example of the EGR cooler, cooling tubes of the second group of cooling tubes are arranged downstream of the guide plate, with no cooling tubes located in a space occupied by the guide plate.In a fourth example of the EGR cooler, the guide plate comprises a first guide plate arranged between a first side wall of the housing and the first group of cooling tubes, and further comprising a second guide plate arranged between a second side wall of the housing and the first group of cooling tubes, the second side wall being positioned opposite the first side wall over a central axis of the EGR cooler. In a fifth example of the EGR cooler, the EGR cooler further comprises a tube sheet extending over the EGR cooler between opposing inner side walls of a housing of the EGR cooler, with the ends of cooling tubes of the multiple cooling tubes being arranged on the tube sheet. In a sixth example of the EGR cooler, the EGR cooler further comprises a weld between a first chamfered edge of an inner side wall of the housing and a second chamfered edge of the tube sheet.In a seventh example of the EGR cooler, the first chamfered edge is arranged at an angle of approximately 45 degrees, and the second chamfered edge is arranged at an angle of approximately 25 degrees. In an eighth example of the EGR cooler, the EGR cooler further comprises several fins arranged between cooling tubes, the fin density of which is lower near an inner side wall of an EGR cooler housing than in the center of the EGR cooler. In one example, the fin density near the exhaust gas inlet and the inner side wall is less than 50% of the fin density near the exhaust gas outlet.In a ninth example of the EGR cooler, the EGR cooler further comprises outer guide vanes extending around an outer circumference of a housing of the EGR cooler and spaced apart from one another, wherein a sealing material is arranged around the outer circumference of the outer guide vanes, each outer guide vane of the outer guide vanes containing a polymeric sealing material arranged around its entire outer circumference. In one example, the sealing material is a fluoropolymer containing a proportionate copolymer of tetrafluoroethylene and propylene. In another example of the EGR cooler, the EGR cooler further comprises at least one opening arranged in one or more of the outer guide vanes and dimensioned and shaped to achieve a discharge rate of less than 15 minutes.In another example of the EGR cooler, the EGR cooler further comprises a coolant inlet, which is fluidically coupled to the multiple cooling tubes and is located at a bottom of the EGR cooler, and a coolant outlet, which is fluidically coupled to the multiple cooling tubes and is located at a top of the EGR cooler, wherein a coolant flows through the cooling tubes from the coolant inlet to the coolant outlet.

[0093] In another embodiment, an exhaust gas recirculation (EGR) cooler comprises: several cooling tubes arranged between an exhaust gas inlet and outlet of the EGR cooler; a housing that surrounds and encloses the multiple cooling tubes inside the EGR cooler, the housing having multiple outer guide vanes arranged separately along a length of the EGR cooler in one direction of exhaust gas flow through the EGR cooler, each outer guide vane of the multiple outer guide vanes extending around a complete outer circumference of the housing and containing a polymeric sealing material arranged around a complete outer circumference of the outer guide vane. In one example, the multiple cooling tubes are grouped into multiple bundles of multiple cooling tubes, and each outer guide vane of the multiple outer guide vanes is positioned between adjacent bundles or between a bundle and either the exhaust gas inlet or the exhaust gas outlet.In another example, the polymeric sealing material is a fluoropolymer containing a proportionate copolymer of tetrafluoroethylene and propylene.

[0094] In yet another embodiment, an exhaust gas recirculation (EGR) cooler comprises: several cooling pipes arranged between an exhaust gas inlet and outlet of the EGR cooler and enclosed within a housing of the EGR cooler, wherein a first group of the several cooling pipes is arranged near the exhaust gas inlet and a second group of the several cooling pipes is arranged near and downstream of the first group, the first group and the second group each being arranged between opposite side walls of the housing; and a first guide plate arranged between a first side wall of the housing and the first group, and a second guide plate arranged between a second side wall of the housing and the first group, wherein edges of the first guide plate and the second guide plate are arranged upstream of the second group relative to the exhaust gas inlet.In one example, the width of the first group, between an outermost tube of the first group on a first side of the first group and an outermost tube of the first group on a second side of the first group, with the second side opposite the first side, is narrower than the width of the second group. In another example, a region of the EGR cooler containing the first and second guide plates does not include any cooling tubes.

[0095] In another representation, a system includes a control device that is functional to respond to a signal indicating a certain level of fouling in an EGR cooler by initiating an EGR cooler cleaning mode. In one example, the signal is a sensor signal indicating one or more temperature differences between an inlet and outlet of the EGR cooler. In another example, the signal is a sensor signal indicating an absolute exhaust gas temperature at an outlet of the EGR cooler. In yet another example, the signal is a sensor signal indicating a pressure drop across the EGR cooler.In one embodiment, the control device includes one or more parameters, including the age of the engine connected to the EGR cooler, the engine's operating hours, the EGR cooler's operating hours, the time since the last engine oil change, the time since the last EGR cooler cleaning, and the engine's operating time, to determine whether the EGR cooler cleaning mode should be initiated. In one example, the cleaning mode involves over-supplying fuel to at least one cylinder of the engine to heat the exhaust gas and clean the EGR cooler. In another example, the cleaning mode involves activating a heating element connected to the EGR cooler to heat and clean it.In yet another example, the cleaning mode involves delaying the fuel injection of one or more cylinders of an engine to direct the burning fuel into the exhaust gas and thus clean the EGR cooler. In another example, the cleaning mode involves providing a signal and subsequently manually cleaning the EGR cooler. In one example, the control device communicates with another locomotive in a fleet before or during the cleaning mode to determine whether or not the other locomotive enters a cleaning mode. In yet another example of the system, the control device uses one or more factors—accumulated engine revolutions at low or no load, load quantity, and engine speeds as a function of MWh—as at least one factor in determining whether to initiate the EGR cooler cleaning mode.In yet another example of the system, the control device initiates the generation of back pressure to cause an engine (due to pumping losses) to perform work, thereby heating the exhaust gas to a temperature high enough to reduce or remove fouling in the EGR cooler.

[0096] In another embodiment, an EGR cooler comprises: several cooling tubes arranged between an exhaust gas inlet and outlet of the EGR cooler and enclosed in a housing of the EGR cooler; a tube sheet extending over the EGR cooler between opposing first and second inner side walls of the housing, with ends of the several cooling tubes arranged on the tube sheet; and a weld between a first chamfered edge of the first inner side wall and a second chamfered edge of the tube sheet with substantially 100% weld penetration. The EGR cooler may further comprise one or more of the following elements: several fins arranged between cooling tubes of the several cooling tubes, wherein the fin density of the several fins is lower near an inner side wall of the housing of the EGR cooler than at the center of the EGR cooler;the housing that surrounds and encloses the multiple cooling tubes inside the EGR cooler, the housing having multiple outer guide vanes spaced apart along a length of the EGR cooler in the direction of the exhaust gas flow through the EGR cooler, each outer guide vane of the multiple outer guide vanes having an opening arranged in at least one of an upper and a lower outer side wall of the outer guide vanes; and a coolant inlet fluidically coupled to the multiple cooling tubes and arranged on a bottom of the EGR cooler, and a coolant outlet fluidically coupled to the multiple cooling tubes and arranged on a top of the EGR cooler, the coolant flowing through the cooling tubes from the coolant inlet to the coolant outlet in a direction opposite to gravity.

[0097] In another embodiment, an EGR cooler comprises: several cooling tubes arranged between an exhaust gas inlet and outlet of the EGR cooler and enclosed in a housing of the EGR cooler; and several fins arranged between cooling tubes of several cooling tubes, wherein the fin density of the several fins is lower near an inner side wall of the housing of the EGR cooler than at the center of the EGR cooler. The EGR cooler may further comprise one or more of the following elements: a tube sheet extending over the EGR cooler between opposing first and second inner side walls of the housing, with ends of the several cooling tubes arranged on the tube sheet, and a weld between a first chamfered edge of the first inner side wall and a second chamfered edge of the tube sheet with substantially 100% weld penetration;the housing that surrounds and encloses the multiple cooling tubes inside the EGR cooler, the housing containing multiple outer guide vanes spaced apart along a length of the EGR cooler in the direction of the exhaust gas flow through the EGR cooler, each outer guide vane of the multiple outer guide vanes having an opening located in at least one of an upper and a lower outer side wall of the outer guide vane; and a coolant inlet fluidically coupled to the multiple cooling tubes and located on a bottom of the EGR cooler and a coolant outlet fluidically coupled to the multiple cooling tubes and located on a top of the EGR cooler, a coolant flowing through the cooling tubes from the coolant inlet to the coolant outlet in a direction opposite to gravity.

[0098] In yet another embodiment, an exhaust gas recirculation (EGR) cooler comprises: several cooling tubes arranged between an exhaust gas inlet and outlet of the EGR cooler; and a housing that surrounds and encloses the several cooling tubes inside the EGR cooler, the housing containing several outer guide vanes spaced apart along a length of the EGR cooler in one direction of the exhaust gas flow through the EGR cooler, each outer guide vane of the several outer guide vanes having an opening arranged in at least one of an upper and a lower outer side wall of the outer guide vane. The EGR cooler may further comprise one or more of the following elements: several fins arranged between cooling tubes of the several cooling tubes, the fin density of the several fins being lower near an inner side wall of the housing of the EGR cooler than at the center of the EGR cooler;a tube sheet extending over the EGR cooler between opposing first and second inner side walls of the housing, with ends of the multiple cooling tubes arranged on the tube sheet, and a weld between a first chamfered edge of the first inner side wall and a second chamfered edge of the tube sheet with substantially 100% weld penetration; and a coolant inlet fluidically coupled to the multiple cooling tubes and arranged on a bottom of the EGR cooler, and a coolant outlet fluidically coupled to the multiple cooling tubes and arranged on a top of the EGR cooler, wherein a coolant flows through the cooling tubes from the coolant inlet to the coolant outlet in a direction opposite to gravity.

[0099] In a further embodiment, an exhaust gas recirculation (EGR) cooler comprises: several cooling tubes arranged between an exhaust gas inlet and outlet of the EGR cooler; a coolant inlet fluid coupled to the several cooling tubes and located on the underside of the EGR cooler; and a coolant outlet fluid coupled to the several cooling tubes and located on the top of the EGR cooler, wherein a coolant flows through the cooling tubes from the coolant inlet to the coolant outlet in a direction opposite to gravity. The EGR cooler may further comprise one or more of the following elements: several fins arranged between cooling tubes of the several cooling tubes, wherein the fin density of the several fins is lower near an inner side wall of the EGR cooler housing than at the center of the EGR cooler;a tube sheet extending over the EGR cooler between opposing first and second inner side walls of the housing, wherein ends of the multiple cooling tubes are arranged on the tube sheet, and a weld between a first chamfered edge of the first inner side wall and a second chamfered edge of the tube sheet with substantially 100% weld penetration; and the housing surrounding and enclosing the multiple cooling tubes inside the EGR cooler, the housing having multiple outer guide vanes spaced apart along a length of the EGR cooler in one direction of the exhaust gas flow through the EGR cooler, each outer guide vane of the multiple outer guide vanes having an opening arranged in at least one of an upper and a lower outer side wall of the outer guide vane.

[0100] As used herein, an element or step mentioned in the singular and preceded by the word "a" or "an" should be understood as not excluding a plurality of the mentioned elements or steps, unless expressly stated otherwise. Furthermore, references to "an embodiment" of the invention do not preclude the existence of additional embodiments that also include the mentioned features. Moreover, unless expressly stated otherwise, embodiments that "comprise," "contain," or "have" an element or elements with a particular property may include additional such elements that do not have that property. The terms "including" and "in which" are used as plain-text equivalents of the respective terms "comprising" and "in which." In addition, the terms "first," "second," and "third," etc., are used.They are used merely as designations and are not intended to impose any numerical requirements or a specific order of positions on their objects.

[0101] The control procedures and routines specified herein can be stored as executable instructions in non-transitory memory and executed by the control system, including the control device, in combination with the various sensors, actuators, and other motor components. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multi-threading, and the like. As such, various actions, operations, and / or functions shown can be performed in parallel, in the sequence shown, or in some cases, omitted. Likewise, the processing sequence is not essential to achieve the features and benefits of the exemplary embodiments described herein but is provided for the sake of simplicity in illustration and description.Depending on the specific strategy used, one or more of the depicted actions, operations, and / or functions can be executed repeatedly. Furthermore, the described actions, operations, and / or functions can graphically represent a code to be programmed into the non-transitory memory of the computer-readable storage medium in the engine control system, whereby the described actions are carried out by executing the instructions in a system that includes the various engine hardware components in conjunction with the electronic control device.

[0102] This written description uses examples to disclose the invention, including the best embodiment, and also to enable a person skilled in the art to carry out the invention, including the manufacture and use of devices or systems and the performance of any integrated processes. The patentable scope of the invention is defined by the claims and may include further examples that a person skilled in the art might think of.

[0103] Such further examples are to be understood as being included in the scope of the claims if they have structural elements that do not differ from the literal meaning of the claims, or if they contain equivalent structural elements with insignificant differences from the literal meaning of the claims. REFERENCE MARK LIST 100 seagoing vessels 101 bodies of water 102 engine system 104 Engine / Internal combustion engine 105 Non-master cylinders 106 propellers 107 Master cylinder 114 Entrance 115 Intake manifold 116 Exhaust gas passage 117 Non-master cylinder exhaust manifold 119 Master cylinder exhaust manifold 120 turbochargers 121 Turbine 122 compressors 123 wave 128 Wastegate 130 Exhaust aftertreatment system 134 Intercooler 160 EGR system 162 EGR cycle 164 First valve 166 EGR cooler 170 Second valve 172 EGR mixers 180 Control device 190 Bilge system 192 First pump “A” 194 Pump “B” 200 System 202 Engine 204 Control device 206 Intercooler 208 Admission lane 210 Exhaust gas passage 212 Exhaust gas passage 214 EGR cooler 216 Cooling fluid circuit 218 Pump 220 Thermostat 222 ship coolers 224 Pump A 226 Pump B 400 vehicle systems 401 cylinders 402 rail 403 Inlet valve 404 engine 405 Exhaust valve 406 Rail vehicle 407 Injector nozzle 410 Control device 411 Heating system 412 wheels 413 Temperature and / or pressure sensor 414 Entrance 415 Temperature and / or pressure sensor 416 Exhaust gas passage 420 turbochargers 422 AC generator / generator 424 traction motors 426 resistance grids 430 EGR system 432 EGR passage 434 EGR cooler 435 Coolant inlet 437 Coolant outlet 450 cooling system 451 Pollution sensor (fouling sensor) 452 Engine radiator 454 blowers 456 Pump 460 air filters 500 EGR coolers 501 axis system 502 Cases 503 Side axle 504 cooling pipes 505 Vertical axis 506 Exhaust inlet 507 Horizontal axis 508 Exhaust outlet 510 baffle / inner baffle 516 bundle groups 518 Outer guide plate 520 Center axis 522 Tube sheet 524 Inner side wall 526 Intake manifold 528 Exhaust manifold 530 inlet welds 532 Body of the EGR cooler 534 First group / First bundle group Line 540 602 gas passages 604 ribs 606 First rib density 610 Second rib density 702 Sealing material / Sealing area 704 Opening 800 Schematic representation 802 EGR cooler housing side panel 804 Tube sheet 805 First beveled edge 806 angles (of the first edge) 807 Second beveled edge 808 angles (of the second edge) 810 Weld / Weld joint 1000 cleaning system 1002 EGR cooler 1004 pump 1006 Drain hose 1008 Return hose 1010 connector 1012 Exhaust inlet 1014 Suction hose 1016 Exhaust outlet 1018 Collector pipe 1020 Vent pipe 1022 Filling pipe

Claims

[1] Exhaust gas recirculation (EGR) cooler (500) which features: an exhaust inlet (506) and an exhaust outlet (508) which is spaced apart from the exhaust inlet (506); several cooling pipes (504) arranged between the exhaust gas inlet (506) and the exhaust gas outlet (508); and a guide plate (510) positioned near the exhaust gas inlet (506) and inserted between the multiple cooling tubes (504) and the exhaust gas inlet (506), wherein the guide plate (510) is designed to direct exhaust gas entering the EGR cooler through the exhaust gas inlet (506) along a defined path to the multiple cooling tubes (504); characterized by , that the guide plate (510) is arranged between a side wall (524) of a housing (502) of the EGR cooler and a first group (534) of cooling tubes of the multiple cooling tubes (504) which are positioned near the exhaust gas inlet (506). [2] EGR cooler (500) according to claim 1, wherein the multiple cooling tubes (504) further comprise a second group of cooling tubes which is arranged downstream of the first group (534) of cooling tubes relative to a direction of exhaust gas flow through the EGR cooler, and wherein the guide plate (510) is arranged between the inlet and the second group of cooling tubes and between the side wall (524) and the first group (534) of cooling tubes. [3] EGR cooler (500) according to claim 2, wherein cooling tubes (504) of the second group of cooling tubes are positioned in a downstream direction behind the guide plate (510) and wherein there are no cooling tubes arranged within a space occupied by the guide plate (510). [4] EGR cooler (500) according to claim 1, wherein the side wall (524) is a first side wall of the housing (502) and wherein the guide plate (510) is a first guide plate positioned between the first side wall of the housing (502) and the first group (534) of cooling tubes, and which further comprises a second guide plate positioned between a second side wall of the housing (502) and the first group (534) of cooling tubes, wherein the second side wall is arranged opposite the first side wall over the central axis of the EGR cooler. [5] EGR cooler (500) according to claim 1, further comprising a tube sheet (522) extending over the EGR cooler between opposing inner side walls of a housing (502) of the EGR cooler, wherein ends of the cooling tubes of the multiple cooling tubes (504) are arranged on the tube sheet (522). [6] EGR cooler (500) according to claim 5, which further comprises a weld (810) between a first chamfered edge (805) of an inner side wall of the housing (502) and a second chamfered edge (807) of the tube sheet (522). [7] EGR cooler (500) according to claim 6, wherein the first chamfered edge (805) is arranged at an angle of approximately 45 degrees and the second chamfered edge (807) is arranged at an angle of approximately 25 degrees. [8] EGR cooler (500) according to claim 1, which further comprises several ribs (604) arranged between cooling tubes of the several cooling tubes (504), wherein a rib density of the several ribs (604) near an inner side wall of a housing (502) of the EGR cooler is smaller than in the center of the EGR cooler. [9] EGR cooler (500) according to claim 8, wherein the fin density near the exhaust gas inlet (506) and the inner side wall is less than 50% of a fin density near the exhaust gas outlet (508). [10] EGR cooler (500) according to claim 1, further comprising outer guide plates (518) extending around an outer circumference of a housing (502) of the EGR cooler and spaced apart from one another, wherein a sealing material is included around an outer circumference of the outer guide plates (518), wherein each outer guide plate of the outer guide plates (518) contains a polymer sealing material (702) arranged around an entire outer circumference of the outer guide plate (518). [11] EGR cooler (500) according to claim 10, wherein the sealing material is a fluoropolymer containing a proportionate copolymer of tetrafluoroethylene and propylene. [12] EGR cooler (500) according to claim 10, further comprising at least one opening arranged in one or more of the outer guide plates (518) and dimensioned and designed to achieve a discharge rate of less than 15 minutes. [13] EGR cooler (500) according to claim 1, which further comprises a coolant inlet (435) which is in fluid communication with the multiple cooling tubes (504) and is arranged on a bottom side of the EGR cooler, and a coolant outlet (437) which is in fluid communication with the multiple cooling tubes (504) and is arranged on a top side of the EGR cooler, wherein a coolant flows through the cooling tubes (504) from the coolant inlet (435) to the coolant outlet (437). [14] Exhaust gas recirculation (EGR) cooler (500) which features: several cooling pipes (504) arranged between an exhaust gas inlet (506) and an exhaust gas outlet (508) of the EGR cooler; and a housing (502) that surrounds and encloses the multiple cooling tubes (504) within the EGR cooler, characterized by , that the housing (502) contains several outer guide vanes (518) spaced apart from one another along a length of the EGR cooler in one direction of the exhaust gas flow through the EGR cooler, each outer guide vane (518) of the several outer guide vanes (518) extending around an entire outer circumference of the housing (502) and containing a polymer sealing material (702) arranged around an entire outer circumference of the outer guide vane (518). [15] EGR cooler (500) according to claim 14, wherein several cooling tubes (504) are grouped into several bundle groups of several cooling tubes and wherein each outer guide plate of the several outer guide plates (518) is arranged between adjacent bundle groups or between one of the bundle groups and either the exhaust gas inlet (506) or outlet (508). [16] EGR cooler (500) according to claim 14, wherein the polymer sealing material (702) is a fluoropolymer containing a proportionate copolymer of tetrafluoroethylene and propylene. [17] Exhaust gas recirculation (EGR) cooler (500) which features: several cooling tubes (504) arranged between an exhaust gas inlet (506) and outlet (508) of the EGR cooler and enclosed inside a housing (502) of the EGR cooler, wherein a first group (534) of the several cooling tubes (504) is arranged near the exhaust gas inlet (506) and a second group of the several cooling tubes (504) is arranged adjacent to and downstream of the first group (534), wherein the first group (534) and the second group are each arranged between opposite side walls of the housing (502); characterized bya first guide plate (510) positioned between a first side wall of the housing (502) and the first group (534), and by a second guide plate positioned between a second side wall of the housing (502) and the first group (534), wherein edges of the first guide plate (510) and the second guide plate are positioned in front of the second group relative to the exhaust inlet (506). [18] EGR cooler (500) according to claim 17, wherein a width of the first group (534) between an outermost tube of the first group (534) on a first side of the first group (534) and an outermost tube of the first group (534) on a second side of the first group (534), the second side being opposite the first side, is narrower than a width of the second group. [19] EGR cooler (500) according to claim 17, wherein a region of the EGR cooler, which contains the first guide plate (510) and the second guide plate, does not contain any cooling tubes.

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