Description:A SYSTEM AND A METHOD FOR PREVENTING A CORROSION OF A FILTER PIPE
[0001] the present disclosure, in general, relates to preventing corrosion removal, and more particularly relates to a method and a system for preventing a corrosion of a filter pipe.
BACKGROUND

[0002] Traditionally exhaust systems, which employ absorptive media such as glass wool for noise attenuation, in Internal Combustion (IC) engine do not include heater/ heating element device for vaporizing the entrapped moisture. To prevent the corrosion, some anti-corrosive paints or costly options such as high alloy steels are used.
[0003] At a sub muffler in an engine, exhaust gas passes through perforations of filter pipe and interact with glass wool, where by any chance if exhaust gas is not interacting with glass wool/ fibre glass which absorbs the high frequency noise then it may result in abnormal noise or roaring sound from Exhaust system. This is possible in muffler system where filter pipe is enclosed with glass wool/ fibre glass and due to corrosion of perforations of filter pipe high temperature/ frequency gas escapes to the environment directly without interacting with glass wool/ fibre glass.
[0004] Below are the factors which contribute for the corrosion of filter perforations causing the blockage of holes thus making abnormal rumbling noise by direct releasing of high energy gas to atmosphere. A factor can be a corrosive nature if exhaust gas (acidic). Another factor can be when a lower exhaust gas temperature is less than a dew point temperature when the IC engine is in a long idling state or when the IC engine is in a city driving pattern. Yet another factor can be a higher condensate quantity entrapment at interface zone of glass wool and filter pipe.
[0005] Below are the 2 conditions when more likely condensate can be accumulated in glass wool:
A. When vehicle is parked for entire night with engine off condition, surface temperature of Exhaust system will be equal to environment temperature. Whenever engine starts, exhaust gas will interact with this cold Exhaust system, condensate will be formed and it will get entrapped in glass wool.
B. Whenever vehicle is in operation for city driving pattern, part load condition or at long idle RPM at cold environment condition, Exhaust gas temperature will be lower than dew point temperature (< 50? C) which generally results in the formation of condensate and its entrapment in glass wool/ fibre.
[0006] One conventional solution discloses a sound barrier that includes an inner component with an inner wall and an outer wall. The outer wall includes bellows made of flexible material which, together with the inner wall, defines individual cavities, and each single row of apertures of the inner wall opening into a respective cavity and arranged coplanarly with the wave peak of the respective cavity.
[0007] Another conventional solution discloses a silencer in which the first, second, and third chambers are formed by the first and second flows, and the exhaust pipe and the auxiliary exhaust pipe are penetrated, the third baffle is blocked to form a resonance chamber and the auxiliary pipe drawn from the third chamber is penetrated, and a resonance tube formed in the auxiliary pipe so that the exhaust gas enters and resonates into the above resonance chamber, and is formed in a crosswise shape to penetrate the second chamber and includes a curved pipe in which a vent hole is formed and glass wool is filled inside.
[0008] Thus, there is a need for a solution to overcome above mentioned drawbacks.
OBJECTS OF THE DISCLOSURE
[0009] Some of the objects of the present disclosure, which at least one embodiment herein satisfy, are listed herein below.
[0010] It is a general or primary object of the present subject matter to provide a system in an internal combustion engine that is configured to prevent condensation in a filter pipe of a muffler in an IC engine.
[0011] It is another object of the present subject matter to provide a system that prevent an increase in noise caused by corrosion of perforations due to condensation present in muffler filter pipe.
[0012] It is another object of the present subject matter to provide a system with an integrated heater that evaporates the condensation in the filter pipe.
[0013] These and other objects and advantages will become more apparent when reference is made to the following description and accompanying drawings.

SUMMARY
[0014] This summary is provided to introduce concepts related to a system and a method for preventing a corrosion of a filter pipe, the concepts are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.
[0015] The present disclosure provides a filter pipe. The filter pipe includes a plurality of circular sections adjacently fixed with another. Each of plurality of circular sections include a top portion protruding away from the filter pipe. Each circular section includes an intermediate portion, having a helical heater coil wound around the intermediate portion that is configured to vaporize the condensation present on the top upon being powered by increasing a temperature around the filter pipe. Each circular section includes a pipe with depressions around the plurality of circular sections configured to pass a remaining portion of the condensation. Each circular section further includes a perforated section with a plurality of perforations, configured to receive the remaining portion of the condensation from the pipe with depressions. The remaining portion of the condensation is passed out towards a hot exhaust gas flow path through the plurality of perforations.
[0016] The present disclosure provides a system for preventing a corrosion of a filter pipe. The system includes a helical heater coil with a first end and a second end, wound around a plurality of circular sections of the filter pipe configured to vaporize the condensation entrapped on the filter pipe upon being powered. The system includes an ECU configured to determine one of, an Internal Combustion (IC) engine is ignited in a cold start condition based upon a value of Revolutions Per Minute (RPM) associated the IC engine, a change in an air fuel ratio value from a first value to a second value when the IC engine is in an ignited condition for a period of time and the second value is associated with a lower combustion temperature, and a temperature associated with an environment around the IC engine is lower than a condensate vaporize temperature. The condensation is vaporized at the condensate vaporize temperature. The ECU is further configured to command an alternator to power the helical heater coil for a catalyst light off duration. The helical heater coil increases a temperature around the filter pipe and vaporizes the condensation around the filter pipe for preventing the filter pipe from the corrosion.
[0017] The present disclosure provides a method for preventing a corrosion of a filter pipe. The method includes determining, by an ECU, one of, an IC engine is ignited in a cold start condition based upon a value of RPM associated the IC engine, a change in an air fuel ratio value associated with a fuel supply from a first value to a second value when the IC engine is in an ignited condition for a period of time and the second value is associated with a lower combustion temperature, and a temperature associated with an environment around the IC engine is lower than a condensate vaporize temperature. The condensation is vaporized at the condensate vaporize temperature. The method includes commanding, by the ECU, an alternator to power a helical heater coil wound around a plurality of circular sections of the filter pipe for a catalyst light off duration. The helical heater coil increases a temperature around the filter pipe and vaporizes the condensation around the filter pipe for preventing the filter pipe from the corrosion.
[0018] In an aspect of the present subject matter, the filter pipe is incorporated with a muffler system of an IC engine.
[0019] In an aspect of the present subject matter, the condensation is entrapped between the top portion and a glass wool fiber resting upon the filter pipe.
[0020] In an aspect of the present subject matter, the condensation is directed from the glass wool fibre towards the helical coil, the intermediate portion and the perforations portion based on a pressure induced by the top portion on the glass wool fibre.
[0021] In an aspect of the present subject matter, the first end is fitted inside a front portion of a muffler system from inside and the second end is fitted inside a rear portion of the muffler system from inside.
[0022] In an aspect of the present subject matter, the ECU is configured to determine that the IC engine is ignited in the cold start condition by calculating the value of RPM associated with the IC engine when the IC engine is ignited. The ECU is further configured to determine that the value of RPM is greater than a predetermined threshold value. The ECU is further configured to determine that the IC engine is ignited in the cold started condition based upon the determination.
[0023] In an aspect of the present subject matter, the ECU is further configured to determine one of the value of RPM associated with the IC engine is below a predetermined threshold value after a completion of the catalyst light off duration, and the temperature around the IC engine is equal to the condensate vaporize temperature after a completion of a catalyst light off duration. Further the ECU is configured to command the alternator to stop providing power to the helical heater coil based upon the determination.
[0024] In an aspect of the present subject matter, the ECU is configured to determine the change in the air fuel ratio by receiving an input from a pair of oxygen sensors when the IC engine is ignited on for a period of time, indicating the change in the air fuel ratio value from the first value to the second value. The pair of oxygen sensors include a front sensor and a second sensor connected to an exhaust manifold.
[0025] In an aspect of the present subject matter, the ECU is configured to determine that the temperature associated with the environment around the IC engine is lower than the condensate vaporize temperature based on an input received from an air intake temperature sensor.
[0026] In an aspect of the present subject matter, the catalyst light off duration is a time period required to increase a value of the temperature to a value of the condensate vaporize temperature.
[0027] In an aspect of the present subject matter, the first end and the second end of the helical heater coil is connected to the alternator for receiving power
[0028] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.

BRIEF DESCRIPTION OF THE DRAWINGS
[0029] The illustrated embodiments of the subject matter will be best understood by reference to the drawings, wherein like parts are designated by like numerals throughout. The following description is intended only by way of example, and simply illustrates certain selected embodiments of devices, systems, and methods that are consistent with the subject matter as claimed herein, wherein:
[0030] Fig. 1 illustrates a diagram depicting a filter pipe, in accordance with an embodiment of the present subject matter; and
[0031] Fig. 2 illustrates a schematic block diagram depicting a system configured to prevent a corrosion of a filter pipe, in accordance with an embodiment of the present subject matter;
[0032] Fig. 3 illustrates an operational flow diagram depicting a process for preventing a corrosion of a filter pipe when an IC engine is ignited in a cold start condition, in accordance with an embodiment of the present subject matter;
[0033] Fig. 4 illustrates an operational flow diagram depicting a process for preventing a corrosion of a filter pipe when a IC engine is in an ignited state for a period of time, in accordance with an embodiment of the present subject matter;
[0034] Fig. 5 illustrates an operational flow diagram depicting a process for preventing a corrosion of a filter pipe when a temperature around an IC engine is lower than a vapour condensate temperature, in accordance with an embodiment of the present subject matter;
[0035] Fig. 6 illustrates a diagram depicting the system preventing corrosion of the filter pipe, in accordance with an embodiment of the present subject matter;
[0036] Fig. 7 illustrates a diagram depicting a placement of the filter pipe in a muffler system in IC engine, in accordance with an embodiment of the present subject matter; and
[0037] Fig. 8 illustrates a block diagram depicting a method for preventing a corrosion of a filter pipe, in accordance with an embodiment of the present subject matter.
DETAILED DESCRIPTION
[0038] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the scope of the present disclosure as defined by the appended claims.
[0039] As used in the description herein and throughout the claims that follow, the meaning of “a,” “an,” and “the” includes plural reference unless the context clearly dictates otherwise. Also, as used in the description herein, the meaning of “in” includes “in” and “on” unless the context clearly dictates otherwise.
[0040] Fig. 1 illustrates a diagram 100 depicting a filter pipe 102, in accordance with an embodiment of the present subject matter. The filter pipe 102 may be incorporated in a muffler system of an IC engine. Examples of the muffler system may include, but are not limited to, a main muffler system, a sub muffler system, and an absorptive muffler system. The filter pipe 102 may be configured to receive an exhaust gas from a main muffler system and allow the exhaust gas to pass out of a vehicle.
[0041] Continuing with the above embodiment, the filter pipe 102 may be a corrugated filter pipe. The filter pipe 102 may include a first end 104, a second end 106 and a number of circular sections 108 adjacently fixed with another in a corrugated manner between the first end 104 and the second end 106, and a pipe with depressions 113. The first end 104 may be fitted inside a front portion of the muffler system from inside and the second end 106 may be fitted inside a rear portion of the muffler system from inside. Each of the circular sections 108 may further include a top portion 110, an intermediate portion 112, and a perforated portion 114. The top portion 110 may be protruding away from the filter pipe 102. The intermediate portion 112 may have a helical heater coil wound around the intermediate portion 112.
[0042] The helical heater wire may be configured to vaporize the condensation present on the top upon being powered by increasing a temperature around the filter pipe 102. The helical heater coil may be controlled by an ECU that may be configured to command an alternator to provide power to the helical heater wire. The pipe with depressions 113 attached around the number of circular sections 108 may be configured to pass a remaining portion of the condensation.
[0043] To that understanding, the perforated section may include a number of perforations 116 spread evenly across the perforated section. The perforated section may be configured to receive the remaining portion of the condensation from the pipe with depressions 113 and pass the remaining portion towards a hot exhaust gas flow path through the number of perforations 116. When the remaining portion of the condensation is passed towards the hot exhaust gas flow path, the remain portion may be vented out of the vehicle. The condensation may be entrapped between the top portion 110 and a glass wool fiber resting upon the filter pipe 102 in the muffler system. Furthermore, the condensation may be directed from the glass wool fibre towards a helical coil wound around the filter pipe 102, the intermediate portion 112 and the perforated section 114 based on a pressure induced by the top portion 110 on the glass wool fibre.
[0044] Fig. 2 illustrates a schematic block diagram depicting a system 202 configured to prevent a corrosion of a filter pipe 102, in accordance with an embodiment of the present subject matter. The filter pipe 102 may be a corrugated filter pipe. The corrosion may be prevented by reducing a presence of condensation around the filter pipe 102. The system 202 may be configured to reduce the presence of the condensation by directing the condensation towards a hot exhaust gas flow path through filter perforations in the filter pipe 102. The system 202 may be a medium of providing the hot exhaust gas flow path to high temperature exhaust gases from the IC engine to the atmosphere along with a noise attenuation.
[0045] Continuing with the above embodiment, the system 202 may include a helical heater coil 204, an ECU 206, and an alternator 208. The alternator 208 may be communicably coupled to the ECU 206 and may operate on receiving one or more commands from the ECU 206. The helical heater coil 204 may be wound around a number of circular sections 108 of the filter pipe 102. The helical heater coil 204 may be configured to vaporize the condensation entrapped on the filter pipe 102 upon being powered. Moving forward, the ECU 206 may be configured to perform one determination from a number of determinations. The number of determinations may include determining that the IC engine is ignited in a cold start condition based upon a value of Revolutions Per Minute (RPM) associated with the IC engine. The number of determinations may further include determining a change in an air fuel ratio value from a first value to a second value when the IC engine is in an ignited condition for a period of time. The second value may be associated with a lower combustion temperature. The number of determinations may also include determining that a temperature associated with an environment around the IC engine is lower than a condensate vaporize temperature. The condensation may be vaporized at the condensate vaporize temperature
[0046] To that understanding, the ECU 206 may be configured to determine that that the IC engine is ignited in the cold start condition by calculating the value of RPM associated with the IC engine when the IC engine is ignited. Upon calculating the ECU 206 may be configured to determine that the value of RPM is greater than a predetermined threshold value. Upon determining, the ECU 206 may be configured to determine that the IC engine ignited in the cold started condition based upon the determination. Moving forward, the ECU 206 may be configured to determine the change in the air fuel ratio by receiving an input from a pair of oxygen sensors 210a, 210b, when the IC engine is ignited on for a period of time, indicating the change in the air fuel ratio value from the first value to the second value. In an embodiment, the pair of oxygen sensors 210a, and 210b may interchangeably be referred as a pair of lambda sensors. Further, the ECU 206 may be configured to determine that the temperature associated with the environment around the IC engine is lower than the condensate vaporize temperature based on an input received from an air intake temperature sensor 212.
[0047] Subsequently, the ECU 206 may be configured to control the helical heater coil 204 via an alternator 208 for a catalyst light off duration such that the ECU 206 may be configured to command the alternator 208 for providing the power to the helical coil 204. From an onset to an end of the catalyst light off duration, the condensation may accumulate inside a muffler system. The catalyst light off duration may be a time period required to increase a value of the temperature to a value of the condensate vaporize temperature
[0048] The helical heater coil 204 may increase a temperature around the filter pipe 102 and may further vaporize the condensation around the filter pipe 102 for preventing the filter pipe 102 from the corrosion. The helical heater coil 204 may include a first end and a second end. The first end may be utilised as a positive side and the second end may be utilised as negative side when the helical heater is connected to the alternator 208 for receiving power.
[0049] Continuing with the above embodiment, the ECU 206 may further be configured to determine that the value of RPM associated with the IC engine is below a predetermined threshold value after a completion of the catalyst light off duration or the temperature around the IC engine is equal to the condensate vaporize temperature after a completion of the catalyst light off duration. Based on the determination, the ECU 206 may be configured to command the alternator 208 to stop providing power to the helical heater coil 204 based upon the determination.
[0050] Fig. 3 illustrates an operational flow diagram depicting a process 300 for preventing a corrosion of a filter pipe 102 when a IC engine is ignited in a cold start condition, in accordance with an embodiment of the present subject matter. The process 300 may be performed by the system 202 as referred in the fig. 2. The corrosion may be prevented by reducing a presence of condensation around the filter pipe 102.
[0051] At step 302, the process 300 may include determining, by the ECU 206 as referred in fig. 2, that the IC engine is ignited.
[0052] At step 304, the process 300 may include calculating, by the ECU 206, a value of RPM associated with the IC engine upon determining that the IC engine is ignited.
[0053] At step 306, the process 300 may include determining, by the ECU 206, that the value of RPM of the IC engine may be greater than a predetermined threshold value.
[0054] At step 308, the process 300 may include determining, by the ECU 206, that that the IC engine is ignited in the cold started condition upon determining that the value of RPM of the IC engine may be greater than the predetermined threshold value.
[0055] At step 310, the process 300 may include powering, by the ECU 206, a helical heater coil 204 wound around a number of circular sections 108 of the filter pipe 102. The helical heater coil 204 may be powered by the ECU 206 via an alternator 208 for a catalyst light off duration. From an onset to an end of the catalyst light off duration, the condensation may accumulate inside a muffler system. The catalyst light off duration may be a time period required to increase a value of the temperature to a value of the condensate vaporize temperature.
[0056] The helical heater coil 204 may increase a temperature around the filter pipe 102 and may further vaporize the condensation around the filter pipe 102 for preventing the filter pipe 102 from the corrosion. Further, the temperature may be equal to a dew point temperature of a burnt exhaust gas associated with a particular fuel. In an embodiment, the condensation may be directed from the glass wool fibre towards the helical coil 204 wound around the filter pipe 102, an intermediate portion and the perforated section of the filter pipe 102 based on a pressure induced by a design of the filter pipe 102 on the glass wool fibre. In a preferred embodiment of the present subject matter, the process 300 may further include determining by the ECU 206, that the value of RPM associated with the IC engine is below a predetermined threshold value after a completion of the catalyst light off duration. Based on the determination, the process 300 may further include commanding, by the ECU 206, the alternator 208 to stop providing power to the helical heater coil 204.
[0057] Fig. 4 illustrates an operational flow diagram depicting a process 400 for preventing a corrosion of a filter pipe 102 when an IC engine is in an ignited state for a period of time, in accordance with an embodiment of the present subject matter. The process 400 may be performed by the system 202 as referred in the fig. 2. The corrosion may be prevented by reducing a presence of condensation around the filter pipe 102.
[0058] At step 402, the process 400 may include receiving, by the ECU 206 as referred in the fig. 2, an input from the pair of oxygen sensors 210a, 210b, when the IC engine is ignited on for a period of time. The pair of oxygen sensors 210a, 210b may include a front sensor 210a and a rear sensor 210b. The first sensor 210a and the rear sensor 210b may be connected to an exhaust manifold from where an exhaust gas is received by the filter pipe 102. The input may indicate a change in an air fuel ratio value associated with a fuel supply.
[0059] At step 404, the process 400 may include determining, by the ECU 206 that the air fuel value is changed from a first value to a second value. The second value may be associated with a lower combustion temperature.
[0060] At step 406, the process 400 may include powering, by the ECU 206, a helical heater coil 204 wound around a number of circular sections 108 of the filter pipe 102. The helical heater coil 204 may be controlled by the ECU 206 via an alternator 208 for a catalyst light off duration such that the ECU 206 may be configured to command the alternator 208 for providing the power to the helical coil 204. From an onset to an end of the catalyst light off duration, the condensation may accumulate inside a muffler system. The helical heater coil 204 may increase a temperature around the filter pipe 102 and may further vaporize the condensation around the filter pipe 102 for preventing the filter pipe 102 from the corrosion. In an embodiment, the the condensation may be directed from the glass wool fibre towards the helical coil 204 wound around the filter pipe 102, an intermediate portion and the perforated section of the filter pipe 102 based on a pressure induced by a design of the filter pipe 102 on the glass wool fibre.
[0061] Fig. 5 illustrates an operational flow diagram depicting a process for preventing a corrosion of a filter pipe 102 when a temperature around an IC engine is lower than a vapour condensate temperature, in accordance with an embodiment of the present subject matter. The process 400 may be performed by the system 202 as referred in the fig. 2. The corrosion may be prevented by reducing a presence of condensation around the filter pipe 102.
[0062] At step 502, the process 500 may include receiving an input from an air intake temperature sensor. The input may be associated with a temperature around the IC engine.
[0063] At step 504, the process 500 may include determining that the temperature around the IC engine is lower than the vapour condensate temperature. The vapour condensate temperature is a temperature at which the condensation around the filter pipe 102 is vaporised to prevent corrosion.
[0064] At step 506, the process 500 may include powering a helical heater coil 204 wound around a number of circular sections 108 of the filter pipe 102. The helical heater coil 204 may be controlled by the ECU 206 via an alternator 208 for a catalyst light off duration such that the ECU 206 may be configured to command the alternator 208 for providing the power to the helical coil 204. From an onset to an end of the catalyst light off duration, the condensation may accumulate inside a muffler system. The helical heater coil 204 may increase a temperature around the filter pipe 102 and may further vaporize the condensation around the filter pipe 102 for preventing the filter pipe 102 from the corrosion. In an embodiment, the the condensation may be directed from the glass wool fibre towards the helical coil 204 wound around the filter pipe 102, an intermediate portion and the perforated section of the filter pipe 102 based on a pressure induced by a design of the filter pipe 102 on the glass wool fibre.
[0065] Fig. 6 illustrates a diagram 600 depicting the system 202 preventing corrosion of the filter pipe 102, in accordance with an embodiment of the present subject matter.
[0066] The alternator 208 as referred in the fig. 2 may be communicably coupled to the ECU 206 and may operate on receiving one or more commands from the ECU 206. The helical heater coil 204 may be wound around the number of circular sections 108 of the filter pipe 102. The helical heater coil 204 may be configured to vaporize the condensation entrapped on the filter pipe 102 upon being powered. Moving forward, the ECU 206 may be configured to perform one determination from a number of determinations.
[0067] The number of determinations may further include determining a change in an air fuel ratio value from a first value to a second value when the IC engine is in an ignited condition for a period of time. The second value may be associated with a lower combustion temperature. The number of determinations may also include determining that a temperature associated with an environment around the IC engine is lower than a condensate vaporize temperature. The condensation may be vaporized at the condensate vaporize temperature.
[0068] The ECU 206 may be configured to determine that that the IC engine is ignited in the cold start condition by calculating the value of RPM associated with the IC engine when the IC engine is ignited. Upon calculating the ECU 206 may be configured to determine that the value of RPM is greater than a predetermined threshold value. Upon determining, the ECU 206 may be configured to determine that the IC engine ignited in the cold started condition based upon the determination. Moving forward, the ECU 206 may be configured to determine the change in the air fuel ratio by receiving an input from a pair of oxygen sensors when the IC engine is ignited on for a period of time, indicating the change in the air fuel ratio value from the first value to the second value. Further, the ECU 206 may be configured to determine that the temperature associated with the environment around the IC engine is lower than the condensate vaporize temperature based on an input received from an air intake temperature sensor.
[0069] Subsequently, the ECU 206 may be configured to control the helical heater coil 204 via an alternator 208 for a catalyst light off duration such that the ECU 206 may be configured to command the alternator 208 for providing the power to the helical coil 204. From an onset to an end of the catalyst light off duration, the condensation may accumulate inside a muffler system. The catalyst light off duration may be a time period required to increase a value of the temperature to a value of the condensate vaporize temperature. The helical heater coil 204 may increase a temperature around the filter pipe 102 and may further vaporize the condensation around the filter pipe 102 for preventing the filter pipe 102 from the corrosion. The helical heater coil 204 may include a first end and a second end. The first end may be utilised as a positive side and the second end may be utilised as negative side when the helical heater is connected to the alternator 208 for receiving power.
[0070] Fig. 7 illustrates a diagram 700 depicting a placement of the filter pipe 102 in a muffler system in IC engine, in accordance with an embodiment of the present subject matter. The filter pipe 102 may be placed in a sub muffler system 704 attached to a main muffler system 702 from one end and a tail pipe 708 from another end.
[0071] Fig. 8 illustrates a block diagram depicting a method 800 for preventing a corrosion of a filter pipe, in accordance with an embodiment of the present subject matter. The method 800 may be performed by system and the components thereof.
[0072] At block 802, the method 800 includes determining, by an ECU, one of, an IC engine is ignited in a cold start condition based upon a value of RPM associated the IC engine, a change in an air fuel ratio value associated with a fuel supply from a first value to a second value when the IC engine is in an ignited condition for a period of time, wherein the second value is associated with a lower combustion temperature, and a temperature associated with an environment around the IC engine is lower than a condensate vaporize temperature, wherein condensation is vaporized at the condensate vaporize temperature.
[0073] At block 804, the method 800 includes commanding, by the ECU, an alternator to power a helical heater coil wound around a plurality of circular sections of the filter pipe for a catalyst light off duration, wherein the helical heater coil increases a temperature around the filter pipe and vaporizes the condensation around the filter pipe for preventing the filter pipe from the corrosion.
[0074] While the detailed description describes various embodiments of the invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The invention is not limited to the described embodiments, versions, or examples, which are included to enable a person having ordinary skill in the art to make and use the invention when combined with information and knowledge available to the person having ordinary skill in the art.
, Claims:We claim:
1. A filter pipe (102) comprising:
a first end (104);
a second end (106) opposite to the first end (104); and
a plurality of circular sections (108) adjacently fixed with another between the first end (104) and the second end (106), each of the circular sections (108) comprising:

a top portion (110) protruding away from the filter pipe (102);

an intermediate portion (112), having a helical heater coil (204) wound around the intermediate portion (112) that is configured to vaporize the condensation present on the top upon being powered by increasing a temperature around the filter pipe (102);

a pipe with depressions (113) around the plurality of circular sections (108) configured to pass a remaining portion of the condensation; and

a perforated section (114) with a plurality of perforations (116), configured to receive the remaining portion of the condensation from the pipe with depressions (113), wherein the remaining portion of the condensation is passed out towards a hot exhaust gas flow path through the plurality of perforations (116).

2. The filter pipe (102) as claimed in claim 1, wherein the helical heater coil (204) is powered by an ECU (206) via an alternator (208).
3. The filter pipe (102) as claimed in claim 1, wherein the filter pipe (102) is incorporated with a muffler system of an IC engine.
4. The filter pipe (102) as claimed in claim 1, wherein the condensation is entrapped between the top portion (110) and a glass wool fiber resting upon the filter pipe (102).
5. The filter pipe (102) as claimed in claim 1, wherein the condensation is directed from the glass wool fibre towards the helical coil (204), the intermediate portion (112) and the perforated portion (114) based on a pressure induced by the top portion (110) on the glass wool fibre.
6. The filter pipe (102) as claimed in claim 1, wherein the first end (104) is fitted inside a front portion of a muffler system from inside and the second end (106) is fitted inside a rear portion of the muffler system from inside.

7. A system (202) for preventing a corrosion of a filter pipe (102), the system (202) comprising:
a helical heater coil (204) with a first end (104) and a second end (106), wound around a plurality of circular sections (108) of the filter pipe (102) configured to vaporize the condensation entrapped on the filter pipe (102) upon being powered;

an ECU (206) configured to:
determine one of:
the IC engine is ignited in a cold start condition based upon a value of Revolutions Per Minute (RPM) associated the IC engine;
a change in an air fuel ratio value from a first value to a second value when the IC engine is in an ignited condition for a period of time, wherein the second value is associated with a lower combustion temperature; and
a temperature associated with an environment around the IC engine is lower than a condensate vaporize temperature, wherein condensation is vaporized at the condensate vaporize temperature; and
command an alternator (208) to power the helical heater coil (204) for a catalyst light off duration, wherein the helical heater coil (204) increases a temperature around the filter pipe (102) and vaporizes the condensation around the filter pipe (102) for preventing the filter pipe (102) from the corrosion.
.
8. The system (202) as claimed in claim 7, wherein the ECU (206) is configured to determine that the IC engine is ignited in the cold start condition by:
calculating the value of RPM associated with the IC engine when the IC engine is ignited;
determining that the value of RPM is greater than a predetermined threshold value; and
determining that the IC engine is ignited in the cold started condition based upon the determination.

9. The system (202) as claimed in claim 7 or 8, wherein the ECU (206) is further configured to:
determine one of:
the value of RPM associated with the IC engine is below a predetermined threshold value after a completion of the catalyst light off duration; and
the temperature around the IC engine is equal to the condensate vaporize temperature after a completion of a catalyst light off duration; and
command the alternator (208) to stop providing power to the helical heater coil (204) based upon the determination.

10. The system (202) as claimed in claim 7, wherein the ECU (206) is configured to determine the change in the air fuel ratio by:
receiving an input from a pair of oxygen sensors (210a, 210b), when the IC engine is ignited on for a period of time, indicating the change in the air fuel ratio value from the first value to the second value, wherein the pair of oxygen sensors (210a, 210b) include a front sensor (210a) and a rear sensor (210b) connected to an exhaust manifold.
11. The system (202) as claimed in claim 7, wherein the ECU (206) is configured to determine that the temperature associated with the environment around the IC engine is lower than the condensate vaporize temperature based on an input received from an air intake temperature sensor (212).
12. The system as claimed in claim 7, wherein the catalyst light off duration is a time period required to increase a value of the temperature to a value of the condensate vaporize temperature.

13. The system (202) as claimed in claim 7, wherein the condensation is directed from the glass wool fibre towards the helical coil (204), the intermediate portion (112) and the perforated portion (114) based on a pressure induced by the top portion (110) on the glass wool fibre.
14. The system (202) as claimed in claim 7, wherein the first end (104) and the second end (106) of the helical heater coil (204) is connected to the alternator (208) for receiving power.
15. A method (800) for preventing a corrosion of a filter pipe (102), the method (800) comprising:

determining, by an ECU (206), one of:
an IC engine is ignited in a cold start condition based upon a value of RPM associated the IC engine;
a change in an air fuel ratio value associated with a fuel supply from a first value to a second value when the IC engine is in an ignited condition for a period of time, wherein the second value is associated with a lower combustion temperature; and
a temperature associated with an environment around the IC engine is lower than a condensate vaporize temperature, wherein condensation is vaporized at the condensate vaporize temperature; and
commanding, by the ECU (206), an alternator (208) to power a helical heater coil (204) wound around a plurality of circular sections (108) of the filter pipe (102) for a catalyst light off duration, wherein the helical heater coil (204) increases a temperature around the filter pipe (102) and vaporizes the condensation around the filter pipe (102) for preventing the filter pipe (102) from the corrosion.

16. The method (800) as claimed in claim 15, wherein determining by the ECU (206) that the IC engine is ignited in the cold start condition comprises:
calculating the value of RPM associated with the IC engine when the IC engine is ignited;
determining that the value of RPM is greater than a predetermined threshold value; and
determining that the IC engine ignited in the cold started condition based upon the determination.

17. The method (800) as claimed in claim 15 or 16, wherein further comprising:
determining, by the ECU (206), one of:
the value of RPM associated with the IC engine is below a predetermined threshold value after a completion of the catalyst light off duration; and
the temperature around the IC engine is equal to the condensate vaporize temperature after a completion of a catalyst light off duration; and
commanding, by the ECU (206), the alternator (208) to stop providing power to the helical heater coil (204) based upon the determination.

18. The method (800) as claimed in claim 15, wherein determining by the ECU (206), the change in the air fuel ratio comprising:
receiving an input from a pair of oxygen sensors (210a, 210b), when the IC engine is ignited on for a period of time, indicating the change in the air fuel ratio value from the first value to the second value, wherein the pair of oxygen sensors (210a, 210b) include a front sensor (210a) and a rear sensor (210b) connected to an exhaust manifold.

19. The method (800) as claimed in claim 15, wherein determining by the ECU (206) that the temperature associated with the environment around the IC engine is lower than the condensate vaporize temperature comprises:
receiving, by the ECU (206), an input from an air intake temperature sensor (212), wherein the input indicates a temperature associated with an environment around the IC engine; and
determining, by the ECU (206), that the temperature associated with the environment around the IC engine is lower than the condensate vaporize temperature based on the input.