An Adaptive Supercharged Air Cooling System and a Vehicle

Abstract

The present application provides an adaptive charge air cooling system and vehicle, relating to the technical field of charge air cooling systems. The adaptive charge air cooling system includes: a distributor; an intercooler system including an air-to-air intercooler and a water-to-air intercooler, wherein the air inlet ends of the air-to-air intercooler and the water-to-air intercooler are both connected to the air outlet end of the distributor; an electrically controlled valve located between the distributor and the water-to-air intercooler, or between the distributor and the air-to-air intercooler; a mixer, whose air inlet end is connected to the air outlet ends of the air-to-air intercooler and the water-to-air intercooler; and a controller for controlling the electrically controlled valve to adjust the proportion of charge air entering the air-to-air intercooler and the water-to-air intercooler. The adaptive charge air cooling system and vehicle provided by the present application can selectively cool the charge air according to the engine's conditions, minimizing intercooler resistance while ensuring effective charge air cooling.

Description

Technical Field

[0001] The present application relates to the technical field of charge air cooling systems, and in particular to an adaptive charge air cooling system and a vehicle. Background Art

[0002] The higher the turbocharger's compression ratio, the greater the air density, but the compressed air temperature also increases. Cooling the compressed air can significantly increase the intake density. Currently, all turbocharged diesel engines are designed with a charge air cooling system (intercooler system) to cool the compressed air.

[0003] Diesel engine intercooling systems primarily come in two types: air-to-air and water-to-air. Air-to-air intercoolers are widely used in automotive diesel engines due to their simple structure and high cost-effectiveness. Water-to-air intercoolers, on the other hand, offer higher heat transfer efficiency and lower resistance than air-to-air intercoolers and are primarily used in high-end passenger cars and specialized vehicles.

[0004] However, with the improvement of engine thermal efficiency and the continuous increase in boost pressure, the intercooler system needs to have higher cooling efficiency and lower intercooling resistance. However, vehicle layout space is limited, which does not allow for further enlargement of the intercooler. This makes air-to-air intercoolers difficult to meet the required charge air cooling requirements. Water-to-air intercoolers are also expensive to use. When used alone, water-to-air coolers require a large cooling water tank, which makes the overall structure complex and difficult to design, and unsuitable for large-scale use. This makes finding the right cooling efficiency and intercooling resistance match in the design of diesel engine charge air systems particularly important.

[0005] In addition, the current intercooling system is complex to match and its working process cannot be adjusted. In the low-pressure ratio and low-load area, the temperature of the charge air is not high, but the charge air still needs to be cooled through the intercooler, which further reduces the engine intake temperature. This is not only not conducive to combustion, but also causes engine heat loss and further increases the after-treatment pressure. In the high-pressure ratio and high-load area, while meeting the requirements of charge air cooling, in order to achieve better fuel economy, it is necessary to further reduce the intake resistance. Reducing the intake resistance is achieved by increasing the size of the cooler, but the vehicle space limits the further increase in the size of the cooler, which brings great challenges to the design of the boost system. Summary of the Invention

[0006] The present application provides an adaptive charge air cooling system and a vehicle to solve the problem that existing cooling systems are difficult to meet the charge air cooling requirements.

[0007] In order to solve the above problems, this application adopts the following technical solutions:

[0008] In one aspect, an embodiment of the present application provides an adaptive charge air cooling system for cooling charge air after being pressurized by a supercharger, comprising:

[0009] a distributor, the air inlet of which is connected to the air outlet of the supercharger;

[0010] An intercooler system comprising an air-to-air intercooler and a water-to-air intercooler, wherein the air inlets of the air-to-air intercooler and the water-to-air intercooler are connected to the air outlet of the distributor to cool the charge air leaving the distributor;

[0011] an electrically controlled valve located between the distributor and the water-to-air intercooler, or between the distributor and the air-to-air intercooler;

[0012] A mixer, the air inlet of which is connected to the air outlet of the air-to-air intercooler and the water-to-air intercooler, so as to mix the cooled charge air and send it into the engine;

[0013] The controller is used to obtain the pre-cooling temperature, pre-cooling pressure and pre-cooling flow of the supercharged air before it enters the intercooling system, and control the electronically controlled valve to adjust the proportion of the supercharged air entering the air-to-air intercooler and the water-to-air intercooler based on the pre-cooling temperature, the pre-cooling pressure and the pre-cooling flow.

[0014] In one possible design, the distributor includes a detection section and a distribution section arranged along the flow direction of the pressurized gas. The cross-sectional size of the detection section gradually increases along the flow direction of the pressurized air. The distribution section includes a first connecting section and a second connecting section. The outlet end of the first connecting section is connected to the inlet end of the water-to-air intercooler, and the outlet end of the second connecting section is connected to the inlet end of the air-to-air intercooler. A first sensor is provided at the inlet of the detection section, and a second sensor is provided at the outlet of the detection section. The controller is specifically configured to:

[0015] obtaining the initial temperature and initial pressure of the pressurized gas through the first sensor;

[0016] acquiring the pre-cooling temperature and the pre-cooling pressure by the second sensor;

[0017] The pre-cooling flow rate is obtained according to the initial pressure and the pre-cooling pressure by utilizing the Venturi effect.

[0018] In a possible design, the electrically controlled valve is located between the first connecting section and the water-to-air intercooler, and the controller is specifically configured to:

[0019] The flow rate of the pressurized air entering the water-to-air intercooler is adjusted by controlling the opening degree of the electronically controlled valve.

[0020] In one possible design, a thermostat is provided at the coolant inlet of the water-to-air intercooler, and the controller is specifically configured to:

[0021] Get the external ambient temperature;

[0022] If the external ambient temperature is lower than a preset ambient temperature threshold, the thermostat is controlled to be closed, and the opening degree of the electronically controlled valve is controlled to be maximum.

[0023] In one possible design, the controller is specifically configured to:

[0024] If the pre-cooling temperature is lower than a preset cooling temperature threshold, the thermostat is controlled to close, and the ratio of the pressurized air entering the water-to-air intercooler and the air-to-air intercooler is adjusted according to a preset target temperature after cooling, the pre-cooling pressure, the pre-cooling temperature, and the pre-cooling flow rate to minimize intercooling resistance;

[0025] If the pre-cooling temperature is greater than or equal to the cooling temperature threshold, the thermostat is controlled to open, and the ratio of the pressurized air entering the water-to-air intercooler and the air-to-air intercooler is adjusted according to the preset target temperature after cooling, as well as the pre-cooling pressure, pre-cooling temperature, and pre-cooling flow rate, so as to minimize the intercooling resistance.

[0026] In a possible design, a third sensor is provided at the air outlet of the mixer, and the controller is specifically configured to:

[0027] obtaining the cooled temperature and cooled pressure of the pressurized gas by the third sensor;

[0028] If the temperature after cooling does not meet the target temperature, the ratio of the charge air entering the water-to-air intercooler and the air-to-air intercooler is adjusted again until the temperature after cooling meets the target temperature and the intercooling resistance is minimized.

[0029] In a possible design, the inner diameter of the mixer gradually decreases along the flow direction of the pressurized gas.

[0030] In one possible design, a guide plate is provided at the air inlet end of the mixer, which separates the mixer into a first cavity and a second cavity. The air inlet end of the first cavity is connected to the air outlet end of the water-to-air intercooler, the air inlet end of the second cavity is connected to the air outlet end of the air-to-air intercooler, and the first cavity is connected to the air outlet end of the second cavity.

[0031] In a possible design, a flow direction of the coolant in the water-to-air intercooler is opposite to a flow direction of the charge air in the water-to-air intercooler.

[0032] A second aspect of an embodiment of the present application provides a vehicle, comprising a supercharger, an engine, and an adaptive charge air cooling system as described in any one of the above, wherein the adaptive charge air cooling system receives the charge air generated by the supercharger, cools the charge air to a target temperature, and then delivers the charge air to the engine.

[0033] Beneficial effects of the present application: The adaptive charge air cooling system and vehicle provided by the present application include a distributor, an electronically controlled valve, an intercooler system, a mixer, and a controller, wherein the intercooler system is composed of an air-to-air intercooler and a water-to-air intercooler arranged in parallel. The volume of a separate air-to-air intercooler and a water-to-air intercooler will not be too bloated. When installed on a vehicle, they can be better arranged according to the conditions of the vehicle to improve adaptability. During use, the controller can control the electronically controlled valve to adjust the distribution ratio of the charge air in the water-to-air intercooler and the air-to-air intercooler according to data such as the pre-cooling temperature and the pre-cooling flow rate, thereby controlling the temperature of the cooled charge air. This can not only meet the needs of high-load operation of the engine, but also prevent the charge air temperature from being too low during low-load operation, thereby achieving effective cooling of the charge air.

[0034] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present application, nor is it intended to limit the scope of the present application. Other features of the present application will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0036] Figure 1 A framework diagram of an adaptive charge air cooling system provided in an embodiment of the present application;

[0037] Figure 2 A schematic diagram of the intercooling system principle of the adaptive charge air cooling system provided in an embodiment of the present application;

[0038] Figure 3 A schematic diagram of the working process of the charge air cooling system provided in an embodiment of the present application. Description of the drawings:

[0040] 1-Engine, 2-Supercharger, 3-Distributor, 4-Water-to-air intercooler, 41-Thermostat, 5-Air-to-air intercooler, 6-Mixer, 61-Deflector, 71-First sensor, 72-Second sensor, 73-Third sensor, 9-Electronic control valve.

[0041] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0042] Exemplary embodiments are described in detail herein, with examples illustrated in the accompanying drawings. When the following description refers to the drawings, identical numerals in different drawings represent identical or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with this application.

[0043] The meanings of some terms involved in this application:

[0044] Water-to-air intercooler: uses water as the cooling medium to exchange heat between the charge air and the cooling water to reduce the temperature of the charge air.

[0045] Air-to-air intercooler: directly uses outside air as the cooling medium to exchange heat with the charge air to reduce the temperature of the charge air.

[0046] Supercharger: Used to increase the density of air entering the engine and increase the intake volume. The air before entering the engine cylinder is first compressed by the supercharger to increase the density of the air, so that more air can be filled into the cylinder, thereby increasing the engine power.

[0047] In the prior art, separate water-to-air intercoolers or air-to-air intercoolers are typically installed to cool the charge air, depending on the vehicle type. For engines using a water-to-air intercooler for cooling, if the engine is operating at low load, the charge air temperature is relatively low. This can lead to excessively low temperatures after cooling through the water-to-air intercooler, potentially affecting engine operation. Air-to-air intercoolers, however, have slightly lower heat exchange efficiency than water-to-air intercoolers. Improving cooling efficiency requires increasing the volume, but limited space makes them difficult to meet the charge air cooling requirements of high-load engine operation.

[0048] In this application, the cooling system includes a distributor, an intercooler system, an electronically controlled valve, a mixer, and a controller. A water-to-air intercooler and an air-to-air intercooler are connected in parallel as an intercooler system, facilitating installation of the intercooler system on a vehicle. During operation, the distributor directs charge air into the water-to-air intercooler and the air-to-air intercooler. The mixer mixes the charge air cooled by the water-to-air intercooler and the air-to-air intercooler before supplying it to the engine. As the distributor directs the charge air into the water-to-air intercooler and the air-to-air intercooler, the controller obtains the pre-cooling temperature, pre-cooling pressure, and pre-cooling flow rate of the charge air. Based on the principle of minimizing the intercooler pressure differential when the charge air is cooled to a target temperature, the controller calculates the flow rates to be distributed between the water-to-air intercooler and the air-to-air intercooler. The controller then controls the electronically controlled valve to distribute the charge air according to the proportions determined. This allows for different cooling strategies to be used for cooling the charge air under different engine operating conditions, improving the system's adaptability to the engine's operating conditions.

[0049] The embodiments of the present application will be described in detail below with reference to the accompanying drawings. It will be understood that the embodiments may be combined arbitrarily, and similar designs in the embodiments may not be described repeatedly.

[0050] Figure 1 For the framework diagram of the adaptive charge air cooling system provided in the embodiment of this application, please refer to Figure 1 As shown, the adaptive charge air cooling system provided by this embodiment includes a distributor 3, an intercooler system, an electronically controlled valve 9, a mixer 6, and a controller.

[0051] Among them, the air inlet end of the distributor 3 is connected to the air outlet end of the supercharger 2, and the air outlet end of the distributor 3 is connected to the air inlet end of the intercooling system to receive the supercharged air and send the supercharged air into the intercooling system for cooling; the intercooling system includes a water-to-air intercooler 4 and an air-to-air intercooler 5 arranged in parallel. The supercharged air entering the distributor 3 is divided into two parts, one part enters the water-to-air intercooler 4 for cooling, and the other part enters the air-to-air intercooler 5 for cooling, and the air inlet end of the mixer 6 is connected to the air outlet ends of the water-to-air intercooler 4 and the air-to-air intercooler 5 to mix the cooled supercharged air and then send it into the engine 1 for use.

[0052] The electrically controlled valve 9, located at the air inlet of the water-to-air intercooler 4 or the air-to-air intercooler 5, regulates the flow ratio of the charge air entering the water-to-air intercooler 4 or the air-to-air intercooler 5. Specifically, after the charge air enters the distributor 3, the controller obtains the pre-cooling temperature, pre-cooling pressure, and pre-cooling flow rate of the charge air. Based on the principle of minimizing the intercooling pressure differential, the controller calculates the appropriate charge air distribution ratio. The controller then controls the electrically controlled valve 9 to adjust the charge air flow rate entering the water-to-air intercooler 4 or the air-to-air intercooler 5 according to this distribution ratio.

[0053] Among them, the electric control valve 9 can be an ordinary electric control valve with a flow regulation function, or a butterfly-type electric control valve 9 can be selected. The butterfly-type electric control valve 9 has a simple structure, is easy to adjust the flow, and the pressure drop of the gas passing through the butterfly-type electric control valve 9 is also small.

[0054] During the operation of the engine 1, the supercharger 2 supercharges the air according to the operating requirements of the engine 1, and sends the processed supercharged air into the distributor 3 through the air pipe. At this time, the controller obtains the pre-cooling temperature, pre-cooling pressure and pre-cooling flow of the supercharged air entering the distributor 3, and calculates the supercharged air flow distribution ratio of the water-to-air intercooler 4 and the air-to-air intercooler 5 based on the pre-cooling temperature, pre-cooling pressure and pre-cooling flow. Then, the electronically controlled valve 9 is controlled to adjust the supercharged air flow entering the water-to-air intercooler 4 and the air-to-air intercooler 5 according to the proportion. After the supercharged air enters the water-to-air intercooler 4 and the air-to-air intercooler 5 for cooling, it enters the mixer 6 to be remixed and sent to the engine 1 through the air pipe for use.

[0055] The intercooling system is configured as a parallel system consisting of a water-to-air intercooler 4 and an air-to-air intercooler 5. This facilitates installation of both systems on the vehicle, ensuring effective cooling while addressing the issue of bulky intercooling systems and difficult vehicle installation. Furthermore, during the cooling process, the differing cooling capacities of the water-to-air intercooler 4 and the air-to-air intercooler 5 are fully utilized, distributing the charge air flow according to cooling requirements. This ensures cooling efficiency while preventing overcooling of the charge air.

[0056] Based on the above embodiment, the adaptive charge air cooling system of this embodiment operates as follows:

[0057] Obtain the charge air pre-cooling temperature, pre-cooling pressure, and pre-cooling flow rate.

[0058] Specifically, the pre-cooling temperature and pre-cooling pressure of the charge air can be obtained by installing a temperature sensor and a pressure sensor on the distributor 3 , while the pre-cooling flow rate can be obtained by installing a flow meter separately.

[0059] In order to improve the air intake capacity of the intercooling system, the distributor 3 can include a detection section and a distribution section arranged along the flow direction of the supercharged gas, that is, the supercharged air first enters the detection section, and then flows from the detection section to the distribution section. The cross-sectional size of the detection section gradually increases along the flow direction of the supercharged air. The distribution section includes a first connecting section and a second connecting section. The outlet end of the first connecting section is connected to the inlet end of the water-to-air intercooler 4, and the outlet end of the second connecting section is connected to the inlet end of the air-to-air intercooler 5. A first sensor 71 is provided at the inlet of the detection section, and a second sensor 72 is provided at the outlet of the detection section. It can be understood that the detection section and the distribution section form a Y-shaped structure, and the first connecting section and the second connecting section are two branches of the Y-shaped structure, that is, the first connecting section The cross-sectional area at the inlet of the second connecting section is smaller than the cross-sectional area at the outlet of the detection section, while the cross-sectional area of the cooling area of the water-to-air intercooler 4 and the air-to-air intercooler 5 is larger than the cross-sectional area of the first connecting section and the second connecting section, so that a Venturi tube structure is formed as a whole, so that the gas can be distributed more evenly. At this time, the first sensor 71 obtains the initial temperature and initial pressure of the pressurized gas at the inlet of the distribution section, and the second sensor 72 obtains the pre-cooling temperature and pre-cooling pressure of the pressurized gas at the outlet of the detection section. The first sensor 71 and the second sensor 72 send the collected data to the controller, and the controller can calculate the pre-cooling flow rate according to the initial temperature, initial pressure, pre-cooling temperature, and pre-cooling pressure based on the Venturi tube effect.

[0060] According to the temperature before cooling, the pressure before cooling and the flow before cooling, the air

[0061] The boost air flow ratio in the air-to-air intercooler 5 is controlled, and the electronically controlled valve 9 is controlled according to the flow ratio to adjust the flow of the boost gas 5 entering the water-to-air intercooler 4 and the air-to-air intercooler 5.

[0062] Specifically, the control valve can be set on the first connecting section, the second connecting section, between the first connecting section and the water-to-air intercooler 4, or between the second connecting section and the air-to-air intercooler 5 to control the flow of the pressurized gas passing through the first connecting section and the second connecting section.

[0063] The flow rate ratio can be calculated according to the following principle: Assume that the heat exchange amount of the supercharged air entering the cooling system during the cooling process is △Q, and the pressure before and after cooling is

[0064] The difference is △P. Taking the minimum △P as the condition, the flow ratio between the water-to-air intercooler and the air-to-air intercooler is determined. The following approximate equation can be listed:

[0065] △P 01 *Q 01 =K3

[0066] △P 02 *Q02 =K4

[0067] 5K1 / (△P 01 )+K2 / (△P 02 )=△P

[0068] Q 01 +Q 02 =△Q

[0069] Combining the actual experimental data and the above equation, the target heat transfer capacity can be calculated. In order to obtain the minimum heat transfer resistance, the heat transfer distribution ratio of the water-to-air intercooler and the air-to-air intercooler can be calculated. Then, according to the heat transfer efficiency,

[0070] The flow distribution ratio of the supercharged air in the water-to-air intercooler 4 and the air-to-air intercooler 5 can be calculated.

[0071] 0 Among them, Q 01 is the heat exchange capacity of the pressurized air in the water-to-air intercooler, △P 01 The heat transfer is Q 01 The pressure difference, Q 02 is the heat exchange capacity of the charge air in the air-to-air intercooler, △P 02 The heat transfer is Q 02 The pressure difference at the time of the heat exchange is shown in Figure 2. K3 is the product of the heat exchange resistance and heat exchange amount of the water-to-air intercooler, and K4 is the product of the heat exchange resistance and heat exchange amount of the air-to-air intercooler (when the cooler is designed and finalized, the product of the heat exchange resistance and heat exchange amount is approximately equal to the constant

[0072] K3 and K4 are constants determined based on the parameters of the water-to-air intercooler and air-to-air intercooler used), K1 is the pressure difference correction coefficient of the water-to-air intercooler, and K2 is the pressure difference correction coefficient of the air-to-air intercooler. The determination method of K1 and K2 is as follows:

[0073] After the system hardware of the adaptive charge air cooling system of the embodiment of the present application is defined, a set of ΔP 01 and △P 02 (Determine multiple △P by experiment 01 and △P 02 ), and a set of corresponding pressure values P1 and P2, are obtained by calculation, a set of data matrices of K1 and K2, and the values of K1 and K2 can be obtained by interpolation of data matrix 0.

[0074] In addition, in the above equation, ΔQ can be determined by the temperature of the supercharged gas before cooling and the preset target temperature after cooling (the target temperature is the temperature that the supercharged air needs to reach after being cooled by the intercooler system).

[0075] Figure 2 This is a schematic diagram of the intercooling system principle of the adaptive charge air cooling system of the embodiment of the present application. Figure 2 As shown, based on the above embodiment, the coolant in the water-to-air intercooler 4 can be

[0076] A thermostat 41 is provided at the outlet to timely adjust the cooling mode according to the operating conditions of the engine 1 and the external environment to meet the use requirements of the engine 1. Of course, at this time, the control valve is provided on the first connecting section, or between the first connecting section and the water-air intercooler 4. The controller controls the opening degree of the electric control valve 9 to adjust the cooling mode according to the operating conditions of the engine 1 and the external environment.

[0077] Adjust the charge air flow rate into the water-to-air intercooler 4. In addition, the coolant flow direction of the water-to-air intercooler 4 can be made opposite to the charge air flow direction in the water-to-air intercooler 4 to improve the water-to-air

[0078] The cooling efficiency of the cooler 4.

[0079] On the basis of the above embodiment, the inner diameter of the mixer 6 can also be gradually reduced along the flow direction of the supercharged gas, that is, after the supercharged air passes through the water-to-air intercooler 4 and the air-to-air intercooler 5, it is directly

[0080] The gases enter the mixer 6 together for mixing, and entering from the large inner diameter end of the mixer 6 can effectively improve the mixing effect of the gases.

[0081] On the basis of the above embodiment, a guide plate 61 can be further provided at the air inlet end of the mixer 6, and the guide plate 61 divides the mixer 6 into a first cavity and a second cavity. The air inlet end of the first cavity is connected to the air outlet end of the water-to-air intercooler 4, and the air inlet end of the second cavity is connected to the air outlet end of the air-to-air intercooler 5, and

[0082] The first cavity is connected to the outlet end of the second cavity, that is, the guide plate 61 is located at the large inner diameter end of the mixer 6, and its length is less than the length of the mixer 6. The existence of the guide plate 61 can prevent the pressurized air from entering the mixer 6.

[0083] The gas is blocked when flowing inside the first cavity to prevent the gas from flowing back into the air-to-air intercooler 5 and the water-to-air intercooler 4, and the gas is allowed to mix quickly when flowing to the position where there is no baffle blocking it (the connection point between the first cavity and the second cavity), and the flow rate of the gas is gradually increased.

[0084] Figure 3 This is a schematic diagram of the working process of the adaptive charge air cooling system of the embodiment of the present application, please refer to 5 Figure 3 As shown, the adaptive charge air cooling system provided in this embodiment is based on the above embodiment.

[0085] Based on the combination of examples, the workflow of the cooling system provided by this example is as follows:

[0086] S301. Obtain the external ambient temperature.

[0087] Specifically, the external ambient temperature can be directly measured by a temperature sensor installed on the vehicle and transmitted to the controller.

[0088] 0S302. Determine whether the external ambient temperature is less than the preset ambient temperature threshold:

[0089] If the external ambient temperature is lower than the preset ambient temperature threshold, the thermostat 41 is controlled to close, and the opening degree of the electronically controlled valve 9 is maximized;

[0090] If the external environment temperature is greater than the preset environment temperature threshold, step S303 is executed.

[0091] Specifically, the ambient temperature threshold is a pre-set threshold value based on the conditions of engine 1. When the ambient temperature is less than the pre-set threshold, indicating that the ambient air temperature is low, closing thermostat 41 minimizes the cooling efficiency of water-to-air intercooler 4. Fully opening electronically controlled valve 9 maximizes the flow of charge air entering water-to-air intercooler 4, reducing the intercooling system's cooling effect on the charge air and thus achieving rapid warm-up of engine 1. When the ambient temperature is greater than the threshold, indicating that the ambient temperature is high and the temperature of the charge air after supercharging is also relatively high, the intercooling system's cooling efficiency needs to be adjusted based on the actual conditions of engine 1. In this case, step S303 is executed.

[0092] S303. Obtain the temperature before cooling, the pressure before cooling, and the flow rate before cooling.

[0093] Specifically, the pre-cooling temperature, pre-cooling pressure, and pre-cooling flow rate can be directly obtained through the second sensor 72, while the pre-cooling flow rate is calculated based on the Venturi effect by combining the initial temperature and initial pressure obtained by the first sensor 71 with the pre-cooling temperature and pre-cooling pressure.

[0094] S304. The thermostat 41 is closed or opened according to the pre-cooling temperature control, and the ratio of the pressurized air entering the water-to-air intercooler 4 and the air-to-air intercooler 5 is adjusted according to the pre-cooling temperature, pre-cooling pressure, and pre-cooling flow rate:

[0095] If the pre-cooling temperature is lower than the preset cooling temperature threshold, the thermostat 41 is controlled to close, and the ratio of the pressurized air entering the water-to-air intercooler 4 and the air-to-air intercooler 5 is adjusted based on the preset post-cooling target temperature, as well as the pre-cooling pressure, pre-cooling temperature, and pre-cooling flow rate to minimize the intercooling resistance.

[0096] If the pre-cooling temperature is greater than or equal to the cooling temperature threshold, the thermostat 41 is controlled to open, and the proportion of the pressurized air entering the water-to-air intercooler 4 and the air-to-air intercooler 5 is adjusted according to the preset target temperature after cooling, as well as the pre-cooling pressure, pre-cooling temperature, and pre-cooling flow rate, so as to minimize the intercooling resistance.

[0097] Specifically, when engine 1 is operating in the partial load range, the temperature of the pressurized air is not high. That is, the pre-cooling temperature is less than a preset cooling temperature threshold (a temperature threshold determined based on engine 1 parameters). In this case, the intercooling system's cooling effect on the charge air needs to be reduced to prevent overcooling of the charge air. Controlling thermostat 41 to close reduces the cooling efficiency of water-to-air intercooler 4. The controller then calculates the charge air flow distribution ratio based on the actual pre-cooling temperature, pre-cooling pressure, target temperature, and the heat exchange efficiencies of water-to-air intercooler 4 and air-to-air intercooler 5. Based on this, the controller controls the opening degree of electronically controlled valve 9 to minimize intercooling resistance while meeting the charge air cooling requirements.

[0098] When engine 1 is operating in a high-load range, the temperature of the supercharged air is high, meaning the pre-cooling temperature is greater than or equal to the cooling temperature threshold. This creates a high cooling power requirement. Opening thermostat 41 effectively improves the cooling efficiency of water-to-air intercooler 4. The controller calculates the charge air flow distribution ratio based on the actual pre-cooling temperature, pre-cooling pressure, target temperature, and the heat exchange efficiencies of water-to-air intercooler 4 and air-to-air intercooler 5. Based on this information, the controller controls the opening of electronically controlled valve 9 to minimize intercooling resistance while meeting the charge air cooling requirements.

[0099] S305. Obtain the cooled temperature and cooled pressure of the pressurized gas.

[0100] Specifically, a third sensor 73 may be provided at the air outlet of the mixer 6 , and the third sensor 73 may measure the cooled temperature and cooled pressure of the charge air leaving the mixer 6 , and send the results to the controller.

[0101] S306 . Based on the post-cooling temperature, select whether to adjust the ratio of the charge air entering the water-to-air intercooler 4 and the air-to-air intercooler 5 again.

[0102] Specifically, if the temperature after cooling meets the target temperature, it indicates that the cooling effect is consistent with the calculation result, and the charge air can continue to be cooled according to this flow distribution ratio.

[0103] If the temperature after cooling does not meet the target temperature, it indicates that the calculated result does not match the actual cooling effect. In this case, step S303 is executed to adjust the flow ratio of the supercharged air in the water-to-air intercooler 4 and the air-to-air intercooler 5 again until the temperature after cooling meets the target temperature and the difference between the pressure before cooling and the pressure after cooling is minimized, that is, the intercooling resistance is minimized.

[0104] Additionally, in a vehicle, the controller can be directly the engine controller to reduce costs. Of course, the controller can also have additional configurations, and it must at least include a memory and a processor. The memory is used to store computer software programs, and the processor is used to execute the computer software programs stored in the memory to control the cooling system to operate according to the above workflow.

[0105] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in this application can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solutions disclosed in this application can be achieved. This is not a limitation herein.

[0106] The above specific embodiments do not constitute a limitation on the scope of protection of this application. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the principles of this application shall be included within the scope of protection of this application.

Claims

1. An adaptive charge air cooling system for cooling the charge air after supercharging by a supercharger, characterized in that: include: a distributor, the air inlet of which is connected to the air outlet of the supercharger; An intercooler system comprising an air-to-air intercooler and a water-to-air intercooler, wherein the air inlets of the air-to-air intercooler and the water-to-air intercooler are connected to the air outlet of the distributor to cool the charge air leaving the distributor; an electrically controlled valve located between the distributor and the water-to-air intercooler, or between the distributor and the air-to-air intercooler; A mixer, the air inlet of which is connected to the air outlet of the air-to-air intercooler and the water-to-air intercooler, so as to mix the cooled charge air and send it into the engine; a controller for obtaining a pre-cooling temperature, a pre-cooling pressure, and a pre-cooling flow rate of the charge air before it enters the intercooling system, and controlling the electronically controlled valve to adjust a ratio of the charge air entering the air-to-air intercooler and the water-to-air intercooler based on the pre-cooling temperature, the pre-cooling pressure, and the pre-cooling flow rate; The distributor includes a detection section and a distribution section arranged along the flow direction of the pressurized gas. The cross-sectional size of the detection section gradually increases along the flow direction of the pressurized air. A first sensor is provided at the inlet of the detection section, and a second sensor is provided at the outlet of the detection section. A thermostat is provided at the coolant inlet of the water-to-air intercooler, and the controller is specifically used for: obtaining the initial temperature and initial pressure of the pressurized gas through the first sensor; acquiring the pre-cooling temperature and the pre-cooling pressure by the second sensor; Obtaining the pre-cooling flow rate by utilizing a Venturi effect according to the initial pressure and the pre-cooling pressure; If the pre-cooling temperature is lower than a preset cooling temperature threshold, the thermostat is controlled to close, and the ratio of the pressurized air entering the water-to-air intercooler and the air-to-air intercooler is adjusted according to a preset target temperature after cooling, the pre-cooling pressure, the pre-cooling temperature, and the pre-cooling flow rate to minimize intercooling resistance; If the pre-cooling temperature is greater than or equal to the cooling temperature threshold, the thermostat is controlled to open, and the ratio of the pressurized air entering the water-to-air intercooler and the air-to-air intercooler is adjusted according to the preset target temperature after cooling, as well as the pre-cooling pressure, pre-cooling temperature, and pre-cooling flow rate, so as to minimize the intercooling resistance.

2. The adaptive charge air cooling system according to claim 1, characterized in that The distribution section includes a first connecting section and a second connecting section. The air outlet end of the first connecting section is connected to the air inlet end of the water-to-air intercooler, and the air outlet end of the second connecting section is connected to the air inlet end of the air-to-air intercooler.

3. The adaptive charge air cooling system according to claim 2, wherein: The electrically controlled valve is located between the first connecting section and the water-to-air intercooler, and the controller is specifically configured to: The flow rate of the pressurized air entering the water-to-air intercooler is adjusted by controlling the opening degree of the electronically controlled valve.

4. The adaptive charge air cooling system according to claim 3, characterized in that The controller is specifically used for: Get the external ambient temperature; If the external ambient temperature is lower than a preset ambient temperature threshold, the thermostat is controlled to be closed, and the opening degree of the electronically controlled valve is controlled to be maximum.

5. The adaptive charge air cooling system according to claim 4, characterized in that The air outlet of the mixer is provided with a third sensor, and the controller is specifically used for: obtaining the cooled temperature and cooled pressure of the pressurized gas by the third sensor; If the temperature after cooling does not meet the target temperature, the ratio of the charge air entering the water-to-air intercooler and the air-to-air intercooler is adjusted again until the temperature after cooling meets the target temperature and the intercooling resistance is minimized.

6. The adaptive charge air cooling system of claim 1, wherein: The inner diameter of the mixer gradually decreases along the flow direction of the pressurized gas.

7. The adaptive charge air cooling system according to claim 6, wherein: The air inlet end of the mixer is provided with a guide plate, which divides the mixer into a first cavity and a second cavity. The air inlet end of the first cavity is connected to the air outlet end of the water-to-air intercooler, the air inlet end of the second cavity is connected to the air outlet end of the air-to-air intercooler, and the first cavity is connected to the air outlet end of the second cavity.

8. The adaptive charge air cooling system of claim 1, wherein: A coolant flow direction of the water-to-air intercooler is opposite to a charge air flow direction of the water-to-air intercooler.

9. A vehicle, characterized in that: The invention comprises a supercharger, an engine, and the adaptive charge air cooling system according to any one of claims 1 to 8, wherein the adaptive charge air cooling system receives the charge air generated by the supercharger, cools the charge air to a target temperature, and then delivers the charge air to the engine.

Images