Engine compartment heat damage adjusting mechanism and control adjusting method

Abstract

The application provides an engine compartment heat damage adjusting mechanism and a control adjusting method, and belongs to the technical field of engine and gearbox control. The adjusting mechanism comprises an engine fan and a wind guide cover. The wind guide cover comprises a center disc, a driving mechanism, a plurality of support rods and a plurality of groups of adjusting wind guide pieces. The center disc is installed in the middle part of the engine fan. The plurality of support rods are arranged along the radial direction of the center disc and are connected to the center disc at one end. The plurality of groups of adjusting wind guide pieces are arranged one by one between adjacent two support rods. The main body of the wind guide piece is rotationally connected to the support rod through the wind guide piece shaft arranged at both ends. The driving mechanism comprises a control motor and a plurality of transmission belts. The control motor is in transmission connection with the plurality of transmission belts and the wind guide piece shaft arranged in the support rod through a transmission shaft. The structure is simple in assembly and high in integration. On the basis of reducing the design and installation cost, the heat of the parts with heat damage risk in the engine compartment can be effectively dissipated, and heat accumulation can be avoided.

Description

Technical Field

[0001] This invention relates to the field of engine and transmission control technology, and in particular to an engine compartment thermal hazard regulation mechanism and control method. Background Technology

[0002] With the development of the times and technological innovation, engines with higher efficiency, such as turbochargers and direct injection, have emerged, not only improving performance indicators such as power and economy, but also reducing vehicle fuel consumption and emissions. However, a problem arises: turbocharging technology generates more heat, which increases the risk of engine compartment thermal management issues.

[0003] To avoid thermal aging and thermal failure of non-metallic components around the turbocharger, related technologies generally use the addition of heat insulation devices or the improvement of the temperature resistance rating of materials to solve the problem.

[0004] The existing solutions using related technologies are problematic because the engine compartment contains a large number of components and has a compact layout. Adding a heat insulation device involves many parts, making design and layout difficult, and increasing both component and labor costs. Improving the temperature resistance of materials also significantly increases component costs. Furthermore, due to limitations in material temperature resistance characteristics, it is impossible to find materials that meet sufficient temperature resistance requirements for some components. Existing engine compartment heat damage treatment structures are complex in design and installation, time-consuming, labor-intensive, and costly to implement. Summary of the Invention

[0005] This invention provides an engine compartment heat hazard regulation mechanism and control method. The structure is simple to assemble and highly integrated, effectively dissipating heat from components in the engine compartment that pose a heat hazard risk, while reducing design and installation costs, thus preventing heat buildup. The technical solution is as follows:

[0006] In a first aspect, embodiments of the present invention provide an engine compartment heat hazard regulation mechanism, comprising: an engine fan and an air duct, wherein the engine fan is positioned directly opposite the vehicle's turbocharger.

[0007] The air guide shroud is integrated into the side of the engine fan near the turbocharger. The air guide shroud includes a central disc, a drive mechanism, multiple support rods, and multiple sets of adjustable air guide vanes. The central disc is mounted in the middle of the engine fan and coaxial with the engine fan's shaft. The radius of the central disc is equal to the inner radius of the engine fan. The multiple support rods are arranged radially along the central disc and connected at one end to the central disc. The multiple support rods are arranged at equal angular intervals around the circumference of the central disc. Multiple sets of adjustable air guide vanes are correspondingly positioned between adjacent support rods. Each set of adjustable air guide vanes... The air guide vane is composed of multiple air guide vane bodies with progressively increasing lengths. These multiple air guide vane bodies are arranged radially at intervals along the central disk. Each air guide vane body has an air guide vane shaft at both ends in the length direction. The air guide vane shaft is rotatably inserted into adjacent support rods. The drive mechanism includes a control motor and multiple transmission belts. The control motor is disposed within the central disk. The drive shaft of the control motor is connected to one end of each of the multiple transmission belts. The multiple transmission belts are correspondingly disposed inside the multiple support rods and are wound around the multiple air guide vane shafts located within the support rods.

[0008] Optionally, the air guide shaft is arranged at an obtuse angle to the air guide body, and the air guide shaft is perpendicular to the adjacent support rod.

[0009] Optionally, the air guide vane shaft is provided with meshing teeth on the section inside the support rod, and the transmission belt is wound around the meshing teeth.

[0010] Optionally, the engine compartment heat regulation mechanism further includes an arc-shaped outer ring, which is coaxial with the central disk, and the other end of the plurality of support rods is connected to the arc-shaped outer ring. The radius of the arc-shaped outer ring is the same as the radius of the outer ring of the engine fan.

[0011] Optionally, the drive mechanism includes a plurality of drive shafts, each drive shaft corresponding to a plurality of drive belts, one of the plurality of drive shafts being connected to the control motor, the plurality of drive shafts being arranged at equal angular intervals around the central disk, adjacent drive shafts being connected by a bevel gear pair disposed at the end of the drive shaft, and the drive belts being wound around the corresponding drive shafts.

[0012] Optionally, the air guide cover includes five support rods, and the included angle between two adjacent support rods ranges from 25° to 30°.

[0013] Optionally, the support rod includes a rod body and a mounting cover. The rod body is provided with a strip-shaped mounting groove arranged along the length direction of the support rod. The strip-shaped mounting groove communicates with the interior of the central disk. The air guide shaft and the transmission belt are both disposed in the strip-shaped mounting groove. The mounting cover is detachably installed at the opening of the strip-shaped mounting groove.

[0014] In a second aspect, embodiments of the present invention provide a control and adjustment method, implemented based on the engine compartment heat hazard adjustment mechanism described in the first aspect above, the control and adjustment method comprising:

[0015] The air deflector is integrated and installed on the side of the engine fan facing the vehicle's turbocharger;

[0016] Start the engine and use the engine fan to cool the turbocharger;

[0017] The control motor drives the multiple transmission belts to rotate, thereby adjusting the opening and closing angles of the multiple sets of adjusting air guide vanes, and obtaining the accessory temperature of the turbocharger at different opening and closing angles. Based on the accessory temperature value, the optimal opening and closing angle of the multiple sets of adjusting air guide vanes is determined.

[0018] The beneficial effects of the technical solutions provided in the embodiments of the present invention include at least the following:

[0019] The air shroud, integrated into the engine fan within the vehicle's engine compartment, is mounted on the side of the engine fan closest to the turbocharger. Its central disc structure is installed in the center of the engine fan, coaxially aligned with the fan's motor shaft. The radius of the central disc matches the inner radius of the engine fan, ensuring no obstruction of the fan's airflow. After installation, the central disc's internal control motor drives the drive shaft, which in turn rotates multiple drive belts wound around the shaft. This power supplies the air guide vanes, which are threaded through multiple support rods, ultimately controlling the rotation and opening / closing angle of multiple adjustable air guide vanes. When the engine fan is operating, it controls the airflow direction, accurately cooling the heat-generating components in the turbocharger. Its structure is highly integrated and robust, eliminating the need for additional heat insulation for heat-generating components. The simple assembly and installation design effectively dissipates heat from heat-prone components in the engine compartment, preventing heat buildup, while reducing design and installation costs. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the engine compartment heat hazard regulation mechanism provided in an embodiment of the present invention;

[0022] Figure 2 This is a three-dimensional structural schematic diagram of the air guide shroud provided in an embodiment of the present invention;

[0023] Figure 3 This is a schematic diagram of the internal structure of the air guide shroud provided in an embodiment of the present invention;

[0024] Figure 4 This is a three-dimensional structural schematic diagram of the adjustable air guide vane provided in an embodiment of the present invention;

[0025] Figure 5 This is a flowchart of the control and adjustment method provided in the embodiments of the present invention.

[0026] In the diagram: 1-Engine fan; 2-Air guide shroud; 21-Center disc; 22-Drive mechanism; 23-Support rod; 24-Adjustable air guide vane; 25-Arc-shaped outer ring; 221-Control motor; 222-Transmission belt; 223-Transmission shaft; 231-Rod body; 232-Mounting cover; 241-Air guide vane body; 242-Air guide vane shaft; 2231-Bevel gear pair; 2311-Strip mounting groove; 2421-Meshing teeth. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0028] To avoid thermal aging and thermal failure of non-metallic components around the turbocharger, related technologies generally use the addition of heat insulation devices or the improvement of the temperature resistance rating of materials to solve the problem.

[0029] The existing solutions using related technologies are problematic because the engine compartment contains a large number of components and has a compact layout. Adding a heat insulation device involves many parts, making design and layout difficult, and increasing both component and labor costs. Improving the temperature resistance of materials also significantly increases component costs. Furthermore, due to limitations in material temperature resistance characteristics, it is impossible to find materials that meet sufficient temperature resistance requirements for some components. Existing engine compartment heat damage treatment structures are complex in design and installation, time-consuming, labor-intensive, and costly to implement.

[0030] Figure 1This is a schematic diagram of the engine compartment heat hazard regulation mechanism provided in an embodiment of the present invention. Figure 2 This is a three-dimensional structural diagram of the air guide shroud provided in an embodiment of the present invention. Figure 3 This is a schematic diagram of the internal structure of the air guide shroud provided in an embodiment of the present invention. Figure 4 This is a three-dimensional structural schematic diagram of the adjustable air guide vane provided in an embodiment of the present invention. Figures 1 to 4 As shown, through practice, the applicant provides an engine compartment heat hazard regulation mechanism, including: an engine fan 1 and a shroud 2, wherein the engine fan 1 is positioned directly opposite the vehicle's turbocharger.

[0031] The air guide shroud 2 is integrated into the side of the engine fan 1 near the turbocharger. The air guide shroud 2 includes a central disk 21, a drive mechanism 22, multiple support rods 23, and multiple sets of adjustable air guide vanes 24. The central disk 21 is mounted in the middle of the engine fan 1 and is coaxial with the rotation shaft of the engine fan 1. The radius of the central disk 21 is equal to the inner radius of the engine fan 1. The multiple support rods 23 are arranged radially along the central disk 21 and connected at one end to the central disk 21. The multiple support rods 23 are arranged at equal angular intervals around the circumference of the central disk 21. Multiple sets of adjustable air guide vanes 24 are correspondingly arranged between two adjacent support rods 23. Each set of adjustable air guide vanes 24 consists of multiple air guide vane bodies 241 with progressively increasing lengths. The multiple air guide vane bodies 241 are arranged radially at intervals along the central disk 21. Air guide vane shafts 242 are provided at both ends of the air guide vane body 241 in the length direction, and the air guide vane shafts 242 are rotatably inserted into adjacent support rods 23. The drive mechanism 22 includes a control motor 221 and multiple transmission belts 222. The control motor 221 is located inside the central disk 21. The transmission shaft 223 of the control motor 221 is connected to one end of the multiple transmission belts 222. The multiple transmission belts 222 are arranged one-to-one inside the multiple support rods 23 and are wound around the multiple air guide shafts 242 located inside the support rods 23.

[0032] In this embodiment of the invention, the engine compartment heat hazard regulation mechanism is integrated into the engine fan 1 within the vehicle's engine compartment. Its air guide shroud 2 is installed on the side of the engine fan 1 closest to the turbocharger. A central disc 21 is installed in the center of the engine fan 1, coaxially arranged with the motor shaft of the engine fan 1. The radius of the central disc 21 matches the inner radius of the engine fan 1, without obstructing the airflow duct of the engine fan 1 itself. After installation, the control motor 221 inside the central disc 21 drives the transmission shaft 223 to rotate, thereby rotating multiple transmission belts 222 wound around the transmission shaft 223. This provides power to the air guide vane shafts 242 passing through multiple support rods 23, ultimately controlling the rotation of multiple sets of adjustable air guide vanes 24 and adjusting their opening angle. When the engine fan 1 is operating, it controls the airflow direction, accurately dissipating and cooling the heat-generating components in the turbocharger. Its structure is highly integrated and robust; through its installation in conjunction with the engine fan 1, no additional heat insulation structure is required for the heat-generating components. The structure is simple to assemble and set up, and can effectively dissipate heat from components in the engine compartment that are at risk of heat damage, thus avoiding heat buildup, while reducing design and installation costs.

[0033] For example, in this embodiment of the invention, the central disk 21 has a radius of 93 mm, a side shell wall thickness of 15 mm, a bottom shell wall thickness of 2.5 mm, and a width of 22 mm. Four adjustable air guide vanes 24 are arranged between two adjacent support rods 23, with the vane body 241 having a thickness of 2 mm and a width of 17 mm. The air guide vane shaft 242 has a diameter of 2 mm and a length of 11 mm.

[0034] For example, the heat dissipation structure provided in the embodiments of the present invention is also applicable to the battery box of new energy vehicles, corresponding to the air cooling of the battery pack inside the battery box.

[0035] Optionally, the guide vane shaft 242 is arranged at an obtuse angle to the guide vane body 241, and the guide vane shaft 242 is perpendicular to the adjacent support rod 23. Exemplarily, in this embodiment of the invention, since multiple support rods 23 are spaced apart along the axial direction of the central disk 21, the distance between two adjacent support rods 23 gradually increases in the direction away from the central disk 21, and they also have an included angle and are not parallel. By setting the guide vane shafts 242 at both ends of the guide vane body 241 to be arranged at an obtuse angle to the guide vane body 241 and symmetrical to each other, when the guide vane body 241 is installed between two adjacent support rods 23, its guide vane shafts 242 can always pass through the support rods 23 in a vertical posture. For the support rod 23 between two adjacent sets of adjustable air guide vanes 24, the air guide vane shafts 242 extending from both sides will be in a parallel state. Therefore, all air guide vane shafts 242 passing through the same support rod 23 can be synchronously driven by the same transmission belt 222. The structure is ingeniously designed, eliminating the need to drive different sets of air guide vane shafts 242 separately, which can effectively improve transmission efficiency, avoid interference, and reduce overall volume and production costs.

[0036] Optionally, the section of the guide vane shaft 242 located within the support rod 23 is provided with meshing teeth 2421, and the transmission belt 222 is wound around the meshing teeth 2421. Exemplarily, in this embodiment of the invention, by providing meshing teeth 2421 on the guide vane shaft 242 that engage with the transmission belt 222, the winding base area between the transmission belt 222 and the guide vane shaft 242 can be increased, improving static friction during rotation to prevent slippage, ensuring overall drive stability, and improving the accuracy and integrity of wind direction adjustment.

[0037] Optionally, the engine compartment heat hazard adjustment mechanism further includes an arc-shaped outer ring 25, which is coaxial with the central disk 21. The other ends of the plurality of support rods 23 are connected to the arc-shaped outer ring 25, and the radius of the arc-shaped outer ring 25 is the same as the radius of the outer ring of the engine fan 1. Exemplarily, in this embodiment of the invention, by providing an arc-shaped outer ring 25 at the other ends of the plurality of support rods 23, the air guide shroud 2 is made into a fan-shaped closed structure. When assembled onto the engine fan 1, the arc-shaped outer ring 25 fits snugly against the outer ring structure of the engine fan 1, making the assembly more stable, improving its integrity and mechanical strength, and effectively increasing its service life.

[0038] Optionally, the drive mechanism 22 includes multiple drive shafts 223, each corresponding to a multiple drive belt 222. One of the drive shafts 223 is connected to the control motor 221. The drive shafts 223 are arranged at equal angular intervals around the central disk 21. Adjacent drive shafts 223 are connected by a bevel gear pair 2231 located at the end of the drive shaft 223. The drive belt 222 is wound around the corresponding drive shaft 223. For example, in this embodiment, the air guide shroud 2 includes five support rods 23, with an included angle of 27° between adjacent support rods 23. Five drive shafts 223 are arranged circumferentially within the central disk 21, with one drive shaft 223 at one circumferential end connected to the output shaft of the control motor 221. The bevel gear pair 2231 meshes with other adjacent transmission shafts 223 in the circumferential direction to achieve synchronous rotation, ensuring the integrity of the operation. At the same time, the modular cooperation structure of the one-to-one transmission shaft 223 and transmission belt 222 has higher transmission efficiency and is convenient for maintenance and replacement.

[0039] Optionally, the support rod 23 includes a rod body 231 and a mounting cover 232. The rod body 231 has a strip-shaped mounting groove 2311 arranged along the length of the support rod 23. The strip-shaped mounting groove 2311 communicates with the interior of the central disk 21. The air guide shaft 242 and the transmission belt 222 are both disposed in the strip-shaped mounting groove 2311. The mounting cover 232 is detachably installed at the opening of the strip-shaped mounting groove 2311. Exemplarily, in this embodiment of the invention, the hollow thickness of the strip-shaped mounting groove 2311 on the rod body 231 of the support rod 23 is 6mm, the shell wall thickness is 2mm, the overall width is 17mm, and the mounting cover 232 has a thickness of 6mm. By providing a detachable mounting cover 232 and a strip-shaped mounting groove 2311 structure, it is convenient to combine and install the internal through-structure, as well as to perform maintenance and replacement after malfunction or long-term use. During normal operation, the mounting cover 232 is installed at the opening of the strip mounting groove 2311 to achieve sealing protection and effectively improve the overall sealing performance.

[0040] Figure 5 This is a flowchart of the control and adjustment method provided in an embodiment of the present invention. Figure 5 As shown, embodiments of the present invention also provide a control and adjustment method, based on Figures 1 to 4 The aforementioned engine compartment thermal hazard regulation mechanism is implemented, and the control and regulation method includes the following steps:

[0041] S1, integrate the air guide shroud 2 and install it on the side of the engine fan 1 facing the turbocharger of the vehicle.

[0042] S2, start the engine and use engine fan 1 to cool the turbocharger.

[0043] S3, the control motor 221 drives multiple transmission belts 222 to rotate, thereby adjusting the opening and closing angles of multiple sets of adjusting air guide vanes 24, and obtaining the accessory temperature of the turbocharger at different opening and closing angles, and determining the optimal opening and closing angle of multiple sets of adjusting air guide vanes 24 based on the accessory temperature value.

[0044] Specifically, in this embodiment of the invention, the control adjustment method in step S3 can be divided into two modes: open-loop control and closed-loop control. The open-loop control process is as follows: The temperature field information of non-metallic components of the turbocharger accessories in the engine compartment under various engine operating conditions determined by the vehicle TMO test is compared and analyzed to identify components with a risk of heat damage under various operating conditions. Then, through CFD flow field analysis or a real-vehicle TMO test of the engine fan shroud, the optimal opening and closing angle of the air guide vanes under each operating condition is obtained and stored in the computer beforehand to form a control MAP. When the engine is running, the computer determines the engine's operating condition based on the input signals from various sensors in the system, determines the optimal opening and closing angle of the air guide vanes, and thus precisely controls and adjusts the rotation direction of the air guide vanes 24 to dissipate heat from heat-prone components, preventing heat damage. The characteristic of open-loop control is that it is only controlled by changes in engine operating condition parameters and operates according to the control laws preset in the computer. Open-loop control has a simple structure and fast response.

[0045] The closed-loop control process is as follows: temperature sensors are installed on non-metallic parts of the turbocharger. The temperature changes of the parts' surface are compared with the maximum heat resistance temperature setpoint of each part. Based on the comparison result, the opening and closing angle of the air guide vane 24 is controlled and adjusted to ensure that the temperature of each part is kept below the set value. Compared with the open-loop control method, the closed-loop control can achieve higher control accuracy.

[0046] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms “first,” “second,” and similar terms used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “an” or “a” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “comprising” or “including” and similar terms mean that the element or object preceding “comprising” or “including” encompasses all elements or objects listed following “comprising” or “including” and are identical to them, but do not exclude other elements or objects. The terms “connected” or “linked” and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. “Up,” “down,” “left,” “right,” etc., are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0047] The above description is merely an optional embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An engine compartment heat hazard regulation mechanism, characterized in that, include: An engine fan (1) and a shroud (2), wherein the engine fan (1) is positioned directly opposite the vehicle's turbocharger. The air guide shroud (2) is integrated into the side of the engine fan (1) near the turbocharger. The air guide shroud (2) includes a central disk (21), a drive mechanism (22), multiple support rods (23), and multiple sets of adjustable air guide vanes (24). The central disk (21) is installed in the middle of the engine fan (1) and is coaxial with the rotating shaft of the engine fan (1). The radius of the central disk (21) is equal to the inner radius of the engine fan (1). The multiple support rods (23) are arranged radially along the central disk (21) and one end is connected to the central disk (21). The multiple support rods (23) are arranged at equal angular intervals around the circumference of the central disk (21). Multiple sets of adjustable air guide vanes (24) are arranged one-to-one between two adjacent support rods (23). Each set of adjustable air guide vanes (24) consists of multiple long... The system consists of air guide vane bodies (241) with progressively increasing degrees. Multiple air guide vane bodies (241) are arranged radially at intervals along the central disk (21). Each air guide vane body (241) has an air guide vane shaft (242) at both ends in the length direction. The air guide vane shaft (242) is rotatably inserted into the adjacent support rod (23). The drive mechanism (22) includes a control motor (221) and multiple transmission belts (222). The control motor (221) is located inside the central disk (21). The transmission shaft (223) of the control motor (221) is connected to one end of the multiple transmission belts (222). The multiple transmission belts (222) are arranged one-to-one inside the multiple support rods (23) and are wound around the multiple air guide vane shafts (242) located inside the support rods (23).

2. The engine compartment heat hazard regulating mechanism according to claim 1, characterized in that, The air guide shaft (242) is arranged at an obtuse angle to the air guide body (241), and the air guide shaft (242) is perpendicular to the adjacent support rod (23).

3. The engine compartment heat hazard regulating mechanism according to claim 2, characterized in that, The air guide shaft (242) is provided with meshing teeth (2421) on the section inside the support rod (23), and the transmission belt (222) is wound around the meshing teeth (2421).

4. The engine compartment heat hazard regulating mechanism according to claim 3, characterized in that, The engine compartment heat regulation mechanism also includes an arc-shaped outer ring (25), which is coaxial with the central disk (21). The other end of the plurality of support rods (23) is connected to the arc-shaped outer ring (25), and the radius of the arc-shaped outer ring (25) is the same as the radius of the engine fan (1).

5. The engine compartment heat hazard regulating mechanism according to any one of claims 1 to 4, characterized in that, The drive mechanism (22) includes a plurality of drive shafts (223), each of which corresponds to a plurality of drive belts (222). One of the plurality of drive shafts (223) is connected to the control motor (221). The plurality of drive shafts (223) are arranged at equal angular intervals around the central disk (21). Adjacent drive shafts (223) are connected by a bevel gear pair (2231) at the end of the drive shaft (223). The drive belt (222) is wound around the corresponding drive shaft (223).

6. The engine compartment heat hazard regulating mechanism according to claim 5, characterized in that, The air guide cover (2) includes five support rods (23), and the included angle between two adjacent support rods (23) is between 25° and 30°.

7. The engine compartment heat hazard regulating mechanism according to any one of claims 1 to 4, characterized in that, The support rod (23) includes a rod body (231) and a mounting cover (232). The rod body (231) is provided with a strip-shaped mounting groove (2311) arranged along the length direction of the support rod (23). The strip-shaped mounting groove (2311) is connected to the interior of the central disk (21). The air guide shaft (242) and the transmission belt (222) are both disposed in the strip-shaped mounting groove (2311). The mounting cover (232) is detachably installed at the opening of the mounting groove.

8. A method for controlling and regulating thermal hazards in an engine compartment, characterized in that, The control and adjustment method is implemented based on the engine compartment heat hazard control and adjustment mechanism according to any one of claims 1 to 7, and the engine compartment heat hazard control and adjustment method includes: The air guide cover (2) is integrated and installed on the side of the engine fan (1) facing the turbocharger of the vehicle; Start the engine and use the engine fan (1) to cool the turbocharger; The control motor (221) drives the multiple transmission belts (222) to rotate, thereby adjusting the opening and closing angles of the multiple sets of adjusting air guide vanes (24) and obtaining the accessory temperature of the turbocharger at different opening and closing angles. Based on the accessory temperature, the optimal opening and closing angle of the multiple sets of adjusting air guide vanes (24) is determined.

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