Vehicle intake cooling control method, system, and storage medium

Abstract

The application provides a vehicle air intake cooling control method, system and storage medium. The vehicle comprises an engine, an intercooler, a first pipeline, a second pipeline and a first control valve. The method comprises the following steps: acquiring an ambient temperature of the vehicle, a treatment temperature of gas after passing through the intercooler and a dew point temperature; if the ambient temperature is less than or equal to a freezing point temperature threshold, the treatment temperature is less than or equal to the freezing point temperature threshold and the treatment temperature is less than or equal to a condensation threshold, and the condensation threshold is greater than or equal to the dew point temperature, then the first control valve is controlled to close the first pipeline and open the second pipeline, so that the gas directly enters the engine from the second pipeline without passing through the condenser to reduce the gas temperature, the gas temperature entering the engine is improved, the condensation risk of the gas is reduced, the probability of water accumulation or icing near the outlet of the intercooler is reduced, the probability of throttle sticking is reduced, and the driving safety of the vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and in particular to a method, system and storage medium for controlling vehicle intake air cooling. Background Technology

[0002] With the rapid development of current social technology, vehicle technology is also advancing rapidly. Vehicles typically use engines to provide forward propulsion. To improve engine performance, intercoolers are usually installed in the gas supply lines to the engine. The main function of the intercooler is to cool down the high-temperature, pressurized air, increase the density of intake air entering the engine for combustion, improve charging efficiency, and simultaneously reduce knocking during combustion. Currently, intercoolers mainly include gas-charged air coolers (GCAC) that directly cool the airflow, and water-charged air coolers (WCAC) that exchange heat through a coolant medium. The latter, due to its high cooling efficiency, insensitivity to vehicle speed and engine operating conditions, and fast response, has gradually become the mainstream intercooler in the market.

[0003] Vehicles are currently used in a wide range of scenarios, including some low-temperature environments. In these scenarios, water often accumulates or even freezes in the pipes from the intercooler outlet to the throttle valve, causing the throttle valve to stick and thus affecting the vehicle's driving safety. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a vehicle intake air cooling control method, system and storage medium that can reduce the probability of water accumulation or icing near the intercooler outlet, reduce the probability of throttle valve sticking and improve vehicle driving safety.

[0005] This application provides a vehicle intake air cooling control method, the vehicle including an engine, an intercooler, a first pipeline, a second pipeline and a first control valve, the engine and the intercooler are connected, the first pipeline is connected to the intercooler, the second pipeline is connected to the engine, and the first control valve is connected to the first pipeline and the second pipeline;

[0006] The method includes:

[0007] The system acquires the ambient temperature around the vehicle, the temperature at which the gas is processed after passing through the intercooler, and the dew point temperature.

[0008] If the ambient temperature is less than or equal to the freezing point temperature threshold, the processing temperature is less than or equal to the freezing point temperature threshold and the processing temperature is less than or equal to the condensation threshold, and the condensation threshold is greater than or equal to the dew point temperature, then the first control valve is controlled to close the first pipeline and open the second pipeline so that gas is introduced into the engine from the second pipeline to increase the temperature of the gas entering the engine.

[0009] Optionally, the condensation threshold is the sum of the dew point temperature and the buffer temperature, and the buffer temperature is determined according to the switching frequency of the first control valve switching the first pipeline and the second pipeline, wherein the switching frequency is less than or equal to the switching threshold.

[0010] Optionally, the method further includes:

[0011] If the processing temperature is greater than the condensation threshold, the first control valve is controlled to keep the first pipeline open and the second pipeline closed, so that gas can be introduced into the engine through the first pipeline and the intercooler.

[0012] Optionally, the vehicle further includes a supercharger connected to the first control valve;

[0013] The method further includes:

[0014] If the processing temperature is greater than or equal to the heat damage threshold and the turbocharger duty cycle change rate is greater than or equal to the change threshold, or the processing temperature is greater than or equal to the overheat threshold, then the first control valve is controlled to close the second pipeline and open the first pipeline so that gas is introduced into the engine from the first pipeline and the intercooler, and the intercooler is used to reduce the temperature of the gas entering the engine.

[0015] Optionally, the vehicle further includes a second control valve, an exhaust gas passage, and a first heat exchanger, wherein the first heat exchanger and the exhaust gas passage are connected via the second control valve;

[0016] The method further includes:

[0017] The second control valve is controlled to open the exhaust gas passage so that the exhaust gas in the exhaust gas passage is introduced into the first heat exchanger, and the first heat exchanger is used to heat the gas in the second pipeline.

[0018] Optionally, the vehicle further includes a supercharger connected to the first control valve;

[0019] The method further includes:

[0020] If the processing temperature is greater than or equal to the secondary cooling threshold, or the duty cycle change rate of the turbocharger is greater than or equal to the change threshold and the processing temperature is less than the heat damage threshold, or the processing temperature is greater than or equal to the heat damage threshold and the duty cycle change rate of the turbocharger gradually decreases and the processing temperature is less than the overheating threshold, the second control valve is controlled to close the exhaust gas passage.

[0021] Optionally, the vehicle further includes a supercharger connected to the first control valve;

[0022] The control of the second control valve to open the exhaust gas passage includes:

[0023] The duty cycle change rate of the turbocharger is greater than the change threshold, the processing temperature is greater than or equal to the first-level cooling threshold and the processing temperature is less than the second-level cooling threshold, and the duty cycle change rate of the turbocharger gradually increases. The opening of the second control valve is controlled to reduce the amount of exhaust gas introduced from the exhaust gas passage. The first-level cooling threshold is less than the second-level cooling threshold.

[0024] Optionally, the vehicle further includes a supercharger connected to the first control valve;

[0025] The control of the second control valve to open the exhaust gas passage includes:

[0026] The duty cycle change rate of the turbocharger is greater than or equal to the change threshold, the processing temperature is less than the first-level cooling threshold, or the processing temperature is greater than or equal to the first-level cooling threshold and the processing temperature is less than the second-level cooling threshold, and the duty cycle change rate of the turbocharger gradually decreases. The opening of the second control valve is adjusted in real time according to the processing temperature to maintain the processing temperature within the target temperature range, and the first-level cooling threshold is less than the second-level cooling threshold.

[0027] Optionally, the vehicle also includes an active grille shutter;

[0028] The method further includes:

[0029] When the first control valve is opened to open the second pipeline, the active air intake grille is closed.

[0030] When the first control valve is opened to open the first pipeline, the opening angle of the blades of the active air intake grille is adjusted in real time according to the processing temperature.

[0031] This application provides a vehicle intake cooling control system. The vehicle includes an engine, an intercooler, and a first pipeline; the engine and the intercooler are connected, and the first pipeline is connected to the intercooler.

[0032] The system includes: a controller, a second pipeline, and a first control valve, wherein the first control valve is connected to the first pipeline and the second pipeline, and the second pipeline is connected to the engine;

[0033] The controller is used to acquire the ambient temperature around the vehicle, the treated temperature of the gas after passing through the intercooler, and the dew point temperature.

[0034] If the ambient temperature is less than or equal to the freezing point temperature threshold, the processing temperature is less than or equal to the freezing point temperature threshold and the processing temperature is less than or equal to the condensation threshold, and the condensation threshold is greater than or equal to the dew point temperature, then the controller is used to control the first control valve to close the first pipeline and open the second pipeline so that gas is introduced into the engine from the second pipeline to increase the temperature of the gas entering the engine.

[0035] Optionally, the vehicle further includes an exhaust gas passage, and the system further includes a second control valve and a first heat exchanger, the first heat exchanger and the exhaust gas passage being connected via the second control valve;

[0036] The controller is used to control the second control valve to open the exhaust gas passage so that the exhaust gas in the exhaust gas passage is introduced into the first heat exchanger, and the first heat exchanger is used to heat the gas in the second pipeline.

[0037] Optionally, the system also includes an active grille shutter;

[0038] When the first control valve is controlled to open the second pipeline, the controller is used to control the active air intake grille to close.

[0039] When the first control valve is controlled to open the first pipeline, the controller is used to adjust the opening angle of the blades of the active air intake grille in real time according to the processing temperature.

[0040] This application provides a computer-readable storage medium including instructions that, when executed on a computer, cause the computer to perform the method as described in any of the above embodiments.

[0041] This application provides a vehicle intake air cooling control method. The vehicle includes an engine, an intercooler, a first pipe, a second pipe, and a first control valve. The engine and the intercooler are connected, and the first pipe is also connected to the intercooler, meaning that gas in the first pipe passes through the intercooler before entering the engine. The second pipe is connected to the engine, meaning that gas in the second pipe enters the engine directly without needing to pass through the intercooler. The first control valve is connected to both the first and second pipes, meaning that the first control valve can control the opening and closing of both the first and second pipes. The method includes: acquiring the ambient temperature around the vehicle, the processing temperature of the gas after passing through the intercooler, and the dew point temperature. If the ambient temperature is less than or equal to the freezing point threshold, the processing temperature is less than or equal to the freezing point threshold, and the processing temperature is less than or equal to the condensation threshold, where the condensation threshold is greater than or equal to the dew point temperature, this indicates a risk of condensation near the intercooler, which may lead to water accumulation or ice formation. In this case, the first control valve is controlled to close the first pipeline and open the second pipeline so that the gas can be directly introduced into the engine from the second pipeline without passing through the condenser to reduce the gas temperature. This increases the temperature of the gas entering the engine, thereby reducing the risk of gas condensation, which in turn reduces the probability of water accumulation or ice formation near the intercooler outlet, reduces the probability of throttle valve sticking, and improves vehicle driving safety. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 A schematic flowchart of a vehicle intake air cooling control method provided in an embodiment of this application is shown;

[0044] Figure 2 This paper shows a schematic diagram of the structure of a vehicle intake cooling control system according to an embodiment of the present application;

[0045] Figure 3 This invention provides a schematic diagram of another vehicle intake cooling control system according to an embodiment of the present application.

[0046] Figure 4 This illustration shows a schematic diagram of a vehicle intake cooling control logic provided in an embodiment of this application. Detailed Implementation

[0047] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0048] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0049] With the rapid development of current social technology, vehicle technology is also advancing rapidly. Vehicles typically use engines to provide forward propulsion. To improve engine performance, intercoolers are usually installed in the gas supply lines to the engine. The main function of the intercooler is to cool down the high-temperature, pressurized air, increase the density of intake air entering the engine for combustion, improve charging efficiency, and simultaneously reduce knocking during combustion. Currently, intercoolers mainly include gas-charged air coolers (GCAC) that directly cool the airflow, and water-charged air coolers (WCAC) that exchange heat through a coolant medium. The latter, due to its high cooling efficiency, insensitivity to vehicle speed and engine operating conditions, and fast response, has gradually become the mainstream intercooler in the market.

[0050] Vehicles are currently used in a wide range of scenarios, including some low-temperature environments. In these scenarios, water often accumulates or even freezes in the pipes from the intercooler outlet to the throttle valve, causing the throttle valve to stick and thus affecting the vehicle's driving safety.

[0051] In cold winters, especially in northern regions at higher latitudes, temperatures can reach extreme lows of -20 to -50 degrees Celsius, lasting for 1 to 3 months. When vehicles travel at high speeds in low temperatures, the crankcase ventilation system frequently exhausts air from the full-load breather pipe. This increases humidity in the intake manifold, and the significant temperature difference as the airflow passes through the intercooler causes the highly humid, low-temperature gas to reach its dew point and accumulate on the surface of the intercooler or its outlet pipe as ice. In other words, some of the moisture produced by engine combustion under low-temperature conditions enters the crankcase, forming highly humid fuel vapor. At high speeds, this moisture is repeatedly released into the intake manifold through the crankcase ventilation system's full-load breather pipe, leading to water accumulation or ice formation near the intercooler.

[0052] In addition, vehicles equipped with exhaust gas recirculation (EGR) systems, especially low-pressure EGR systems that pass through the turbocharger (compressor) inlet, are more prone to engine operation in partial load scenarios with EGR because the exhaust gas after combustion contains a certain amount of water vapor.

[0053] In both of the aforementioned scenarios, the high-temperature gases, upon encountering the cold air in the environment before the turbocharger, cause moisture in the wet oil vapor or EGR exhaust gas to condense into liquid water, increasing intake air humidity. After being pressurized by the turbocharger, the gas temperature drops significantly after being cooled by the intercooler. When the high-humidity, low-temperature gas reaches its dew point, it condenses into water droplets, which accumulate repeatedly at the lowest point or dead zone of the intercooler outlet pipe, gradually forming frost or even ice. This increases intake resistance, reduces engine charging efficiency and power, and adversely affects the intercooler and its downstream components, posing potential risks. The alternating intake conditions during vehicle operation also cause condensation, frost, and ice formation to accumulate continuously. Studies have found that the higher the proportion of air exiting through the full-load breather pipe in the vehicle's crankcase ventilation system, the greater the probability of condensation and ice formation. During vehicle acceleration, the sudden increase in airflow pushes ice towards the throttle body, eventually causing throttle body jamming, preventing the engine from operating normally, and leading to insufficient power or even limpness.

[0054] Some current patents also propose solutions to the problem of condensation or icing in the pipes near the intercooler. For example, patent CN213235286U directly bypasses the pressurized fresh air into the existing EGR pipe. However, the high-temperature exhaust gas in the EGR system itself has a relatively high water content, which increases the probability of condensation when it encounters cold air. Patent CN216811971U heats the low-temperature intake air with a heating device before mixing it with the exhaust gas cooled by the EGR cooler, thus avoiding the problem of water in the EGR condensing into liquid and icing in the engine pipes. The heating device is a heating strip covering the outside of the pipe or a heating grille installed inside the pipe. It can be powered by the vehicle battery, which requires additional energy and is therefore more expensive. Patent CN111502872B primarily targets vehicles equipped with EGR systems. It uses refined dew point temperature control to precisely determine whether activating the EGR system will cause icing in the intake system, thus maximizing EGR usage while preventing icing in the intake pipes. This improves overall vehicle performance and fuel economy, avoiding the current inaccurate or conservative control logic regarding EGR activation / deactivation. Therefore, vehicles without an EGR system cannot address the issue of water accumulation or icing in the pipes near the intercooler. Patent CN212985336U uses a water vapor filter connected in series between the oil separator and the turbocharger to filter the gas separated by the oil separator, removing water vapor before the turbocharger. However, this filter requires frequent replacement of the filter paper or desiccant, increasing maintenance costs for the user.

[0055] Therefore, there is an urgent need for a method that can effectively reduce the probability of condensation or icing in the pipes near the intercooler and minimize the user's maintenance costs.

[0056] Based on this, this application provides a vehicle intake air cooling control method. The vehicle includes an engine, an intercooler, a first pipe, a second pipe, and a first control valve. The engine and the intercooler are connected, and the first pipe is also connected to the intercooler, meaning that the gas in the first pipe passes through the intercooler before entering the engine. The second pipe is connected to the engine, meaning that the gas in the second pipe enters the engine directly without needing to pass through the intercooler. The first control valve is connected to both the first and second pipes, meaning that the first control valve can control the opening and closing of both the first and second pipes. The method includes: acquiring the ambient temperature around the vehicle, the processing temperature of the gas after passing through the intercooler, and the dew point temperature. If the ambient temperature is less than or equal to the freezing point threshold, the processing temperature is less than or equal to the freezing point threshold, and the processing temperature is less than or equal to the condensation threshold, where the condensation threshold is greater than or equal to the dew point temperature, this indicates a risk of condensation near the intercooler, which may lead to water accumulation or ice formation. In this case, the first control valve is controlled to close the first pipeline and open the second pipeline so that the gas can be directly introduced into the engine from the second pipeline without passing through the condenser to reduce the gas temperature. This increases the temperature of the gas entering the engine, thereby reducing the risk of gas condensation, which in turn reduces the probability of water accumulation or ice formation near the intercooler outlet, reduces the probability of throttle valve sticking, and improves vehicle driving safety.

[0057] See Figure 1 This figure is a flowchart of a vehicle intake air cooling control method provided in an embodiment of this application. The vehicle intake air cooling control method provided in this embodiment can be applied to a controller, which can be integrated into the engine. The controller can be, for example, an Electronic Control Unit (ECU).

[0058] Before introducing the vehicle intake cooling control method provided in the embodiments of this application, we will first introduce a vehicle intake cooling control system provided in the embodiments of this application, referring to... Figure 2 or Figure 3 As shown.

[0059] In practical applications, the vehicle includes an intake manifold 1, an intake air temperature sensor 2, an air filter 3, a full-load breather 4, a turbocharger 5, a first piping 7, an intercooler 8, a post-intercooler piping 9, a throttle body 14, an engine 16, a turbocharger 17, a catalytic converter 18, a muffler 22, and an exhaust manifold 23. The engine 16 can be a turbocharged gasoline engine or a turbocharged diesel engine. The piping between the throttle body 14 and the engine 16 can be called a manifold. The turbocharger 17, catalytic converter 18, muffler 22, and exhaust manifold 23 can be called the exhaust gas passage.

[0060] Under normal circumstances, fresh air flows through intake pipe 1 to air filter 3, turbocharger 5, first pipe 7, intercooler 8, intercooler rear pipe 9, throttle valve 14, and enters engine 16 for combustion. The exhaust gas after combustion flows to turbine 17, catalytic converter 18, muffler 22, and is finally discharged into the atmosphere through exhaust pipe 23.

[0061] The vehicle intake cooling control system provided in this embodiment includes a first control valve 6, a second pipeline 10, a first heat exchanger 11, a first check valve 12, a humidity sensor 13, a temperature and pressure (TMAP) sensor 15, a second control valve 19, a second heat exchanger 20, a second check valve 21, a controller 24, and an active air intake grille (AGS) 25. The temperature and pressure sensor 15 can be located on the manifold, and the humidity sensor 13 can be integrated into the temperature and pressure sensor 15.

[0062] The first control valve 6 is connected to both the first pipeline 7 and the second pipeline 10. The first control valve 6 is also connected to the turbocharger 5, and the second pipeline 10 is connected to the engine 16. The first heat exchanger 11 and the exhaust gas passage are connected via the second control valve 19. A second heat exchanger 20 is disposed between the first heat exchanger 11 and the second control valve 19. The controller 24 is used to control the second control valve 19, the active intake grille 25, and the first control valve 6. The controller 24 is used to receive signals transmitted from the humidity sensor 13, the temperature and pressure sensor 15, and the intake air temperature sensor 2.

[0063] In other words, the vehicle intake cooling control system provided in this application embodiment adds an extra ventilation pipe leading to the engine 16, namely the second pipe 10, which does not need to pass through the intercooler 8. The first control valve 6 is a switch-type three-way valve, which controls the opening and closing of the first pipe 7 and the second pipe 10, that is, it controls the switching between the first pipe 7 and the second pipe 10, and the first one-way valve 12 prevents gas in the second pipe 10 from flowing back into the first pipe 7.

[0064] In the embodiments of this application, the first heat exchanger 11 can be used to heat the gas in the second pipeline 10 after it has been pressurized by the turbocharger 5. The heat source is the waste heat from the exhaust gas emitted by the engine 16. The use of the waste heat is controlled by the second control valve 19, which is a fully variable proportional valve with an adjustable opening. That is, when the pressurized gas in the second pipeline 10 needs to be heated, the second control valve 19 opens, and a portion of the high-temperature exhaust gas flows through the second heat exchanger 20 and the first heat exchanger 11. The second heat exchanger 20 can be used to heat the coolant in the engine 16, improving the warm-up capability. The high-temperature exhaust gas is prevented from backflow by the second one-way valve 21 and finally returns to the outlet of the catalytic converter 18, where it passes through the muffler 22 and is discharged into the atmosphere.

[0065] Therefore, the first control valve 6 controls the flow direction of the gas after being pressurized by the turbocharger 5. Under low-temperature conditions, the pressurized gas exchanges heat with the high-temperature exhaust gas through the second pipeline 10, reducing or even avoiding the risk of moisture in the pressurized gas condensing and accumulating ice, which could cause the throttle valve 14 to stick. At the same time, the waste heat from the exhaust gas heats the coolant in the engine 16, improving the vehicle's warm-up capability and power performance under low-temperature conditions, reducing user complaints and after-sales malfunctions, and increasing user satisfaction with the vehicle. Meanwhile, the fully variable adjustment strategy of the second control valve 19 allows the engine 16 to operate at a suitable and relatively stable intake air temperature, thereby achieving better fuel economy and emission performance.

[0066] The strategy for controlling vehicle intake air cooling using the first control valve 6 will be described in detail below:

[0067] The vehicle intake air cooling control method provided in this embodiment includes the following steps:

[0068] S101 acquires the ambient temperature around the vehicle, the temperature of the gas after passing through the intercooler, and the dew point temperature.

[0069] In the embodiments of this application, the controller can acquire the ambient temperature around the vehicle, the processed temperature of the gas after passing through the intercooler, and the dew point temperature. The ambient temperature, also known as the intake air temperature, is designated T1 and can be acquired using an intake air temperature sensor. The processed temperature of the gas after passing through the intercooler is designated T2 and can be acquired using a TMAP sensor. The dew point temperature is designated T3. Dew point temperature refers to the temperature at which air reaches saturation when cooled, without changes in water vapor content or air pressure. In other words, dew point temperature is related to both humidity and pressure. Specifically, it can be calculated using the gas pressure p after passing through the intercooler and the gas humidity RH after passing through the intercooler. The gas pressure p after passing through the intercooler can be acquired using a TMAP sensor, and the gas humidity RH after passing through the intercooler can be acquired using a humidity sensor.

[0070] In practical applications, regardless of whether the intercooler in the vehicle is GCAC or WCAC, the primary cooling source is the gas in the environment. Therefore, the ambient temperature T1 is always higher than the processing temperature T2. The humidity sensor is located between the intercooler and the throttle body, and the TMAP sensor is located between the throttle body and the engine. This means that both the processing temperature and the dew point temperature are located at the temperatures before the gas enters the engine. Therefore, even if the gas does not pass through the intercooler in the first pipeline to reach the engine, the processing temperature and dew point temperature can still be obtained using the humidity sensor and TMAP sensor located before the engine.

[0071] S102, if the ambient temperature is less than or equal to the freezing point temperature threshold, the processing temperature is less than or equal to the freezing point temperature threshold, and the processing temperature is less than or equal to the condensation threshold, then control the first control valve to close the first pipeline and open the second pipeline.

[0072] In the embodiments of this application, typically after vehicle startup, the default gas enters the engine via the first pipeline after being processed by the intercooler. Therefore, the control logic of the controller controlling the first control valve to switch the first pipeline to the second pipeline is based on the prediction of the risk of condensation or ice formation in the gas in the first pipeline by considering the ambient temperature, processing temperature, and dew point temperature. In this case, the first control valve can be controlled to close the first pipeline and open the second pipeline, allowing gas to enter the engine from the second pipeline. This increases the temperature of the gas entering the engine, reduces excessive cooling of the pressurized gas by the intercooler in low-temperature environments, thereby reducing the risk of gas condensation, the probability of water accumulation or ice formation near the intercooler outlet, the probability of throttle valve sticking, and improves vehicle driving safety.

[0073] Specifically, the controller switches the first control valve to the second pipeline under the following conditions: the ambient temperature is less than or equal to the freezing point threshold, the processing temperature is less than or equal to the freezing point threshold, and the processing temperature is less than or equal to the condensation threshold. The condensation threshold is greater than or equal to the dew point temperature, i.e., T1 ≤ 0℃, T2 ≤ 0℃. Here, the conditions of the ambient temperature being less than or equal to the freezing point threshold and the processing temperature being less than or equal to the freezing point threshold indicate that water vapor in the gas has a risk of freezing. The freezing point threshold can be 0℃.

[0074] As one possible implementation, the condensation threshold is equal to the dew point temperature. Thus, when the processing temperature is less than or equal to the dew point temperature, i.e., T2≤T3, it indicates a greater risk of condensation.

[0075] As another possible implementation, the condensation threshold is greater than the dew point temperature. The condensation threshold is the sum of the dew point temperature and the buffer temperature, which can be identified by ΔT. The processing temperature is less than or equal to the condensation threshold, i.e., T2 ≤ T3 + ΔT. (See reference...) Figure 4 As shown. This utilizes buffer temperature as a buffer to improve switching accuracy, reduce frequent switching of the first control valve between the first and second pipelines, and avoid problems such as engine instability and vibration noise caused by a high switching frequency due to the lack of buffer temperature, thus ensuring the stable operation and service life of the first control valve.

[0076] In other words, by adding a buffer temperature to the dew point temperature, the judgment condition for switching from the first pipeline to the second pipeline is T2≤0℃ and T2≤T3+△T. As long as T2 drops to 0℃ or the smaller value of the condensation threshold, it is judged in advance that there is a risk of condensation, and the first control valve is activated to switch to the second pipeline.

[0077] The buffer temperature can be determined based on the switching frequency of the first control valve switching between the first and second pipelines, where the switching frequency is less than or equal to the switching threshold. The initial buffer temperature is set to 5℃, and the switching threshold is a single switching time of less than or equal to 5 minutes. If the switching frequency exceeds the threshold at this buffer temperature, it indicates an abnormal switching frequency, requiring readjustment of the buffer temperature until the switching frequency falls below the threshold. It should be noted that the buffer temperature and switching threshold need to be calibrated based on the actual vehicle control module's status during actual vehicle environment adaptation to improve their accuracy.

[0078] In the embodiments of this application, after the vehicle is started, the default gas enters the engine through the first pipeline after being processed by the intercooler. Therefore, in order to maintain the gas flowing into the engine from the first pipeline, it is also necessary to predict, based on the processing temperature and dew point temperature, that the gas in the first pipeline may not have the risk of condensation or ice formation. At this time, the first control valve can be controlled to keep the first pipeline open and the second pipeline closed.

[0079] Specifically, the controller controls the first control valve to keep the first pipeline open, and the second pipeline is closed under the specific condition that the processing temperature is greater than the condensation threshold. At this time, the condensation threshold can be the sum of the dew point temperature and the buffer temperature, that is, T2 > T3 + ΔT. Only when the processing temperature T2 exceeds the sum of the dew point temperature T3 and the buffer temperature ΔT is it considered that there is no risk of condensation. At this time, the controller sends a command to keep the second control valve closed, and the first control valve cools the pressurized hot air through the intercooler after pressurization in the traditional first pipeline.

[0080] In the embodiments of this application, when the first control valve opens the second pipeline and closes the first pipeline, the gas does not need to be cooled by the intercooler and can be directly introduced into the engine. However, as the vehicle continues to accelerate or the vehicle's acceleration increases, there is a risk of instantaneous engine overheating. Typically, if the temperature of the gas entering the manifold after boosting exceeds the heat damage threshold and boosting continues, the engine faces a strong risk of knocking or even abnormal combustion.

[0081] Therefore, when the controller obtains a processing temperature greater than or equal to the thermal hazard threshold, a turbocharger duty cycle change rate greater than or equal to the change threshold, or a processing temperature greater than or equal to the overheat threshold, it controls the first control valve to close the second pipeline and open the first pipeline. This allows gas to be introduced into the engine through the first pipeline and the intercooler, using the intercooler to lower the temperature of the gas entering the engine. In other words, when the processing temperature is greater than or equal to the thermal hazard threshold, a turbocharger duty cycle change rate greater than or equal to the change threshold, or a processing temperature greater than or equal to the overheat threshold, it indicates that the temperature of the pressurized gas is at risk of continuously rising to a safe limit, requiring timely cooling through the intercooler.

[0082] Specifically, the heat damage threshold can be 45℃, the overheating threshold can be 50℃, and the variation threshold is 0. Therefore, if the processing temperature is greater than or equal to the heat damage threshold and the turbocharger duty cycle change rate is greater than or equal to the variation threshold, then T2 ≥ 45℃ and the turbocharger duty cycle change rate ≥ 0. If the processing temperature is greater than or equal to the overheating threshold, then T2 ≥ 50℃.

[0083] In practical applications, refer to Figure 4 As shown, the difference between the heat damage threshold and the condensation threshold is the buffer temperature difference, which can reduce the switching frequency of the first control valve. Specifically, assuming the heat damage threshold is 45℃, the dew point temperature is 0℃, and the buffer temperature is 5℃, then the condensation threshold is 5℃, and the buffer temperature difference is 40℃. The specific logic for using the buffer temperature difference to reduce the switching frequency of the first control valve can be as follows: when the processing temperature T2 of the superheated gas after pressurization is 45℃, the first control valve is controlled to switch from the second pipeline to the first pipeline. At this time, the temperature T2 will drop, but as long as it is not lower than the smaller value between 0℃ and the condensation threshold, i.e., 5℃, the condition T2≤0℃ and T2≤T3+△T will not be triggered for the first pipeline to switch to the second pipeline. Therefore, the first control valve will not trigger the switching action and will remain unchanged, with the first pipeline open and the second pipeline closed, until T1≤0℃, T2≤0℃, and T2≤T3+△T are simultaneously satisfied. Only then will the controller initiate a switching command to control the first control valve to close the first pipeline and open the second pipeline. Correspondingly, when the processing temperature T2 of the pressurized cold air is -5℃, the first control valve is switched from the first pipeline to the second pipeline. At this time, the temperature of T2 will rise. However, as long as the conditions of exceeding 45℃ and the change rate of the booster duty cycle ≥ 0, or T2 exceeding 50℃ are not met, the first control valve will not trigger the switching action, that is, the first pipeline will remain closed and the second pipeline will remain open.

[0084] In the embodiments of this application, when the first control valve controls the first pipeline to close and the second pipeline to open, in order to further reduce the risk of condensation and increase the temperature of the gas entering the engine, the pressurized cold air can be heated by the first heat exchanger. The heat source is the waste heat from the exhaust gas emitted by the engine, and the use of the waste heat is controlled by the second control valve. When the pressurized gas in the second pipeline needs to be heated, the controller controls the second control valve to open the exhaust gas passage, so that the exhaust gas in the exhaust gas passage enters the first heat exchanger, and the first heat exchanger is used to heat the gas in the second pipeline.

[0085] Since the second control valve is a fully variable proportional valve with adjustable opening, the controller can control the degree of heating of the gas in the second pipeline by the first heat exchanger by controlling the opening of the second control valve. This will be explained in detail below:

[0086] In the first scenario, if the processing temperature is greater than or equal to the secondary cooling threshold, or the turbocharger's duty cycle change rate is greater than or equal to the change threshold and the processing temperature is less than the heat damage threshold, or the processing temperature is greater than or equal to the heat damage threshold and the turbocharger's duty cycle change rate gradually decreases and the processing temperature is less than the overheating threshold, the second control valve is controlled to close the exhaust gas passage.

[0087] The secondary cooling threshold is the temperature value with the highest cooling demand. A processing temperature greater than or equal to the secondary cooling threshold indicates that the gas temperature in the current second pipeline is already high, and there is no need to continue using the waste heat from the exhaust gas passage to heat the gas in the second pipeline. If the secondary cooling threshold can be 40℃, then a processing temperature greater than or equal to the secondary cooling threshold can be T2 ≥ 40℃.

[0088] The duty cycle change rate of the turbocharger is greater than or equal to the change threshold and the processing temperature is less than the heat damage threshold, which means the duty cycle change rate of the turbocharger is ≥0 and T2 < 45℃.

[0089] As the duty cycle of the turbocharger gradually decreases, it indicates that the engine's boost demand is decreasing. At this point, even if the processing temperature is greater than or equal to the heat damage threshold and less than the overheat threshold (i.e., 45℃≤T2<50℃), there is still no need to switch to the first pipeline. It is only necessary to control the second control valve to close the exhaust gas passage.

[0090] In other words, under the above three conditions, there is no need to use the waste heat of the exhaust gas to heat the gas in the second pipeline, so as to avoid the first control valve frequently switching between the first pipeline and the second pipeline.

[0091] The second scenario involves the turbocharger's duty cycle change rate exceeding a threshold value, the processing temperature being greater than or equal to the primary cooling threshold but less than the secondary cooling threshold, and the turbocharger's duty cycle change rate gradually increasing. In this case, the opening of the second control valve is controlled to reduce the amount of exhaust gas entering the exhaust passage. The primary cooling threshold is less than the secondary cooling threshold. Higher-level systems require greater cooling; the primary cooling threshold can be 30°C, and the secondary cooling threshold can be 40°C.

[0092] A gradual increase in the turbocharger's duty cycle rate indicates that the vehicle is continuously accelerating or experiencing increased acceleration, leading to a rise in engine boost demand. Therefore, when the processing temperature is greater than or equal to the first-stage cooling threshold and boosting continues, it is necessary to monitor whether the temperature of the boosted gas continues to rise rapidly; otherwise, there is a risk of instantaneous engine overheating. In this situation, the first control valve can be controlled to maintain the second pipeline open, and the opening degree of the second control valve can be controlled in real time. This reduces the amount of exhaust gas entering from the exhaust passage, thereby reducing the amount of heat supplied to the boosted gas by the first heat exchanger and preventing a rapid increase in the temperature of the boosted gas that could cause instantaneous engine overheating.

[0093] In other words, under the above-mentioned condition, the controller needs to monitor the temperature change in real time and adjust the second control valve to a suitable opening degree accordingly to control the degree of heating of the gas in the second pipeline by the first heat exchanger, thereby avoiding a rapid increase in the gas temperature after pressurization and further avoiding frequent switching of the first pipeline and the second pipeline by the first control valve.

[0094] The third scenario involves a turbocharger duty cycle change rate greater than or equal to a threshold value, a processing temperature less than a primary cooling threshold, or a processing temperature greater than or equal to a primary cooling threshold and less than a secondary cooling threshold, and a gradually decreasing turbocharger duty cycle change rate. In this case, the opening of the second control valve is adjusted in real-time based on the processing temperature to maintain it within the target temperature range. The target temperature range includes the primary cooling threshold, meaning the processing temperature is maintained near the primary cooling threshold. The target temperature range can be 25℃-35℃, or even 28℃-32℃.

[0095] The gradually decreasing duty cycle rate of the turbocharger indicates a decrease in the engine's boost demand. Therefore, although the processing temperature is higher than the primary cooling temperature, the rate at which it reaches the secondary cooling temperature slows down. At this point, the processing temperature can be used as the target for proportional-integral-derivative (PID) regulation, adjusting the opening of the second control valve in real time to maintain the processing temperature within the target temperature range for a fixed period of time.

[0096] In other words, under the above two conditions, by adjusting the opening of the second control valve in real time, the processing temperature can be maintained within the target temperature range. This allows the engine to operate at a suitable and stable processing temperature, which is beneficial for the control of the turbocharger, engine ignition angle, and operating conditions, thereby achieving better fuel economy, power, and emission performance.

[0097] In practical applications, to reduce the controller's decision logic, it can be assumed that when the second pipeline is opened, the second control valve also opens the exhaust gas pipeline, meaning that the waste heat of the exhaust gas is used to heat the gas in the second pipeline by default. (Reference) Figure 4 As shown, when the processing temperature is greater than or equal to the first-level processing threshold and the duty cycle change rate of the turbocharger is greater than or equal to the change threshold, or when the processing temperature is greater than or equal to the second-level processing threshold, the second control valve is also closed to shut off the exhaust gas pipeline.

[0098] In the embodiments of this application, in addition to controlling the degree of heating of the gas in the second pipeline by the first heat exchanger by controlling the opening of the second control valve, thereby reducing the frequent switching of the first control valve between the first pipeline and the second pipeline, this purpose can also be achieved by using an active air intake grille.

[0099] Specifically, when the controller opens the second pipeline by controlling the first control valve, it controls the active air intake grille to close. This ensures that the active air intake grille remains closed throughout the process of air entering the engine from the second pipeline, preventing cold air from the cold environment from entering the front compartment and reducing heat loss between the air in the intake pipeline and the front compartment environment.

[0100] When the controller controls the first control valve to open the first pipeline, the opening angle of the active intake grille blades is adjusted in real time according to the processing temperature. In other words, when the gas passes through the intercooler from the first pipeline, the opening angle of the active intake grille blades can be adjusted in real time according to the processing temperature to actively reduce the intercooling efficiency and cooling rate. This prevents the pressurized gas from dropping below the dew point temperature too quickly in a low-temperature environment, and further buffers the switching of the first control valve, preventing the first control valve from frequently switching back and forth between the first and second pipelines.

[0101] Therefore, the vehicle intake air cooling control method provided in this application embodiment can adapt to intake air temperature requirements under different ambient temperatures, such as utilizing the cooling requirements of the first pipeline or the heating requirements of the second pipeline. Furthermore, it recovers and utilizes the energy from the waste heat of high-temperature exhaust gas, which also helps improve the engine's warm-up capability in cold environments. In particular, it avoids the problem of throttle valve sticking due to water accumulation and freezing after intercooling in low-temperature conditions, thus improving vehicle power. Simultaneously, the fully variable adjustment strategy of the second control valve allows the engine to operate at a suitable and relatively stable intake air temperature, thereby achieving better fuel economy and emission performance. In addition, the strategy design of buffering temperature, buffering temperature difference, and adjusting the opening of the second control valve, combined with an optional active grille shutter linkage control strategy, effectively ensures control robustness and avoids frequent switching between the first and second pipelines.

[0102] Based on the vehicle intake cooling control method provided in the above embodiments, this application also provides a vehicle intake cooling control system, the working principle of which will be described in detail below with reference to the accompanying drawings.

[0103] See Figure 2 or Figure 3 The figure is a structural block diagram of a vehicle intake cooling control system provided in an embodiment of this application.

[0104] The vehicle intake cooling control system provided in this embodiment includes: a first control valve 6, a second pipeline 10, and a controller 24. The vehicle intake cooling control system provided in this embodiment also includes a first heat exchanger 11, a first one-way valve 12, a humidity sensor 13, a temperature and pressure (TMAP) sensor 15, a second control valve 19, a second heat exchanger 20, a second one-way valve 21, and an active air intake grille (AGS) 25.

[0105] The first control valve 6 is connected to both the first pipeline 7 and the second pipeline 10. The first control valve 6 is also connected to the turbocharger 5, and the second pipeline 10 is connected to the engine 16. The first heat exchanger 11 and the exhaust gas passage are connected via the second control valve 19. A second heat exchanger 20 is located between the first heat exchanger 11 and the second control valve 19. The controller 24 controls the second control valve 19, the humidity sensor 13, the temperature and pressure sensor 15, the intake air temperature sensor 2, the active intake grille 25, and the first control valve 6.

[0106] In the embodiments of this application, the controller 24 is used to acquire the ambient temperature around the vehicle, the processing temperature of the gas after being processed by the intercooler 8, and the dew point temperature of the gas after being processed by the intercooler 8.

[0107] If the ambient temperature is less than or equal to the freezing point temperature threshold, the processing temperature is less than or equal to the freezing point temperature threshold, and the processing temperature is less than or equal to the condensation threshold, and the condensation threshold is greater than or equal to the dew point temperature, then the controller 24 controls the first control valve 6 to close the first pipeline 7 and open the second pipeline 10 so that gas is introduced from the second pipeline 10 into the engine 16 to increase the temperature of the gas entering the engine 16.

[0108] Optionally, the controller 24 is used to control the second control valve 19 to open the exhaust gas passage so that the exhaust gas in the exhaust gas passage is introduced into the first heat exchanger 11, and the first heat exchanger 11 is used to heat the gas in the second pipeline 10.

[0109] In embodiments of this application, the second control valve 19 can be installed at any location in the exhaust gas passage; that is, the intake port for the exhaust gas supplying heating energy to the second pipeline 10 can be located at any location in the exhaust gas passage. (See reference...) Figure 2 and Figure 3 The diagram shows the locations of two different air intake ports.

[0110] Figure 2 Gas is drawn from the inlet of the catalytic converter 18, and the exhaust gas after heat exchange returns to the outlet of the catalytic converter 18. This method has a relatively large pressure difference, which is beneficial to the flow process of exhaust waste heat recovery. However, the disadvantage is that the exhaust gas is not purified by the catalytic converter 18, which can easily produce carbon deposits in the second control valve 19, the first heat exchanger 11, and the second heat exchanger 20.

[0111] Figure 3 The exhaust gas is drawn from the outlet of the catalytic converter 18, and after heat exchange, it returns to the outlet of the muffler 22. The exhaust gas in this way is purified by the catalytic converter 18 and is relatively clean, but the disadvantage is that the exhaust back pressure at the outlet of the catalytic converter 18 is low, and the flow capacity of exhaust waste heat recovery will be reduced.

[0112] In practical applications, one of the two solutions mentioned above can be determined based on the exhaust system design of the vehicle, combined with the requirements of the layout space and the tolerance of the heat exchange system.

[0113] Optionally, when the first control valve 6 opens the second pipeline 10, the controller 24 controls the active air intake grille 25 to close. When the first control valve 6 opens the first pipeline 7, the controller 24 adjusts the opening angle of the blades of the active air intake grille 25 in real time according to the processing temperature.

[0114] Optionally, the condensation threshold is the sum of the dew point temperature and the buffer temperature, and the buffer temperature is determined according to the switching frequency of the first control valve 6 switching the first pipeline 7 and the second pipeline 10, wherein the switching frequency is less than or equal to the switching threshold.

[0115] Optionally, if the processing temperature is greater than the condensation threshold, the controller 24 controls the first control valve 6 to keep the first pipeline 7 open and close the second pipeline 10 so that gas can be introduced into the engine 16 through the first pipeline 7 and the intercooler 8.

[0116] Optionally, the booster 5 is connected to the first control valve 6;

[0117] If the processing temperature is greater than or equal to the heat damage threshold and the duty cycle change rate of the turbocharger 5 is greater than or equal to the change threshold, or the processing temperature is greater than or equal to the overheating threshold, then the controller 24 controls the first control valve 6 to close the second pipeline 10 and open the first pipeline 7 so that gas is introduced from the first pipeline 7 and the intercooler 8 to the engine 16, and the intercooler 8 is used to reduce the temperature of the gas entering the engine 16.

[0118] Optionally, if the processing temperature is greater than or equal to the secondary cooling threshold, or the duty cycle change rate of the turbocharger 5 is greater than or equal to the change threshold and the processing temperature is less than the heat damage threshold, or the processing temperature is greater than or equal to the heat damage threshold and the duty cycle change rate of the turbocharger 5 gradually decreases and the processing temperature is less than the overheating threshold, the controller 24 is used to control the second control valve 19 to close the exhaust gas passage.

[0119] Optionally, if the duty cycle change rate of the turbocharger 5 is greater than the change threshold, the processing temperature is greater than or equal to the first-level cooling threshold and the processing temperature is less than the second-level cooling threshold, and the duty cycle change rate of the turbocharger 5 gradually increases, the controller 24 is used to control the opening of the second control valve 19 to reduce the amount of exhaust gas introduced from the exhaust gas passage, and the first-level cooling threshold is less than the second-level cooling threshold.

[0120] Optionally, if the duty cycle change rate of the booster 5 is greater than or equal to a change threshold, the processing temperature is less than a first-level cooling threshold, or the processing temperature is greater than or equal to the first-level cooling threshold and the processing temperature is less than a second-level cooling threshold, and the duty cycle change rate of the booster 5 gradually decreases, the controller 24 is used to adjust the opening of the second control valve 19 in real time according to the processing temperature to maintain the processing temperature within the target temperature range, and the first-level cooling threshold is less than the second-level cooling threshold.

[0121] This application also provides a computer-readable storage medium for storing program code that is used to execute any of the methods in the foregoing embodiments.

[0122] In the context of this application, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0123] It should be noted that the computer-readable medium described above in this application can be a computer-readable signal medium, a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.

[0124] When describing elements of various embodiments of this application, the articles “a,” “an,” “this,” and “described” are all intended to indicate that there are one or more elements. The words “comprising,” “including,” and “having” are inclusive and mean that there may be other elements in addition to those listed.

[0125] It should be noted that those skilled in the art will understand that all or part of the processes in the above method embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0126] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof. These programming languages ​​include, but are not limited to, object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0127] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on its differences from other embodiments. The system embodiments described above are merely illustrative, and the units and modules described as separate components may or may not be physically separate. Furthermore, some or all of the units and modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0128] The above description is merely a preferred embodiment of this application. Although this application has disclosed preferred embodiments above, it is not intended to limit this application. Any person skilled in the art can make many possible variations and modifications to the technical solutions of this application using the methods and techniques disclosed above, or modify them into equivalent embodiments with equivalent changes, without departing from the scope of the technical solutions of this application. Therefore, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of this application without departing from the content of the technical solutions of this application shall still fall within the protection scope of the technical solutions of this application.

Claims

1. A method for controlling vehicle intake air cooling, characterized in that, The vehicle includes an engine, an intercooler, a first pipeline, a second pipeline, and a first control valve. The engine and the intercooler are connected. The first control valve is connected to the inlet end of the intercooler through the first pipeline, and the first control valve is connected to the engine through the second pipeline. The method includes: The system acquires the ambient temperature around the vehicle, the temperature at which the gas is processed after passing through the intercooler, and the dew point temperature. If the ambient temperature is less than or equal to the freezing point temperature threshold, the processing temperature is less than or equal to the freezing point temperature threshold and the processing temperature is less than or equal to the condensation threshold, and the condensation threshold is greater than or equal to the dew point temperature, then the first control valve is controlled to close the first pipeline and open the second pipeline so that gas is introduced into the engine from the second pipeline to increase the temperature of the gas entering the engine.

2. The method according to claim 1, characterized in that, The condensation threshold is the sum of the dew point temperature and the buffer temperature. The buffer temperature is determined based on the switching frequency of the first control valve between the first pipeline and the second pipeline. The switching frequency is less than or equal to the switching threshold.

3. The method according to claim 2, characterized in that, The method further includes: If the processing temperature is greater than the condensation threshold, the first control valve is controlled to keep the first pipeline open and the second pipeline closed, so that gas can be introduced into the engine through the first pipeline and the intercooler.

4. The method according to claim 1, characterized in that, The vehicle also includes a supercharger connected to the first control valve; The method further includes: If the processing temperature is greater than or equal to the heat damage threshold and the turbocharger duty cycle change rate is greater than or equal to the change threshold, or the processing temperature is greater than or equal to the overheat threshold, then the first control valve is controlled to close the second pipeline and open the first pipeline so that gas is introduced into the engine from the first pipeline and the intercooler, and the intercooler is used to reduce the temperature of the gas entering the engine.

5. The method according to claim 1, characterized in that, The vehicle also includes a second control valve, an exhaust gas passage, and a first heat exchanger, wherein the first heat exchanger and the exhaust gas passage are connected via the second control valve; The method further includes: The second control valve is controlled to open the exhaust gas passage so that the exhaust gas in the exhaust gas passage is introduced into the first heat exchanger, and the first heat exchanger is used to heat the gas in the second pipeline.

6. The method according to claim 5, characterized in that, The vehicle also includes a supercharger connected to the first control valve; The method further includes: If the processing temperature is greater than or equal to the secondary cooling threshold, or the duty cycle change rate of the turbocharger is greater than or equal to the change threshold and the processing temperature is less than the heat damage threshold, or the processing temperature is greater than or equal to the heat damage threshold and the duty cycle change rate of the turbocharger gradually decreases and the processing temperature is less than the overheating threshold, the second control valve is controlled to close the exhaust gas passage.

7. The method according to claim 5, characterized in that, The vehicle also includes a supercharger connected to the first control valve; The control of the second control valve to open the exhaust gas passage includes: The duty cycle change rate of the turbocharger is greater than the change threshold, the processing temperature is greater than or equal to the first-level cooling threshold and the processing temperature is less than the second-level cooling threshold, and the duty cycle change rate of the turbocharger gradually increases. The opening of the second control valve is controlled to reduce the amount of exhaust gas introduced from the exhaust gas passage. The first-level cooling threshold is less than the second-level cooling threshold.

8. The method according to claim 5, characterized in that, The vehicle also includes a supercharger connected to the first control valve; The control of the second control valve to open the exhaust gas passage includes: The duty cycle change rate of the turbocharger is greater than or equal to the change threshold, the processing temperature is less than the first-level cooling threshold, or the processing temperature is greater than or equal to the first-level cooling threshold and the processing temperature is less than the second-level cooling threshold, and the duty cycle change rate of the turbocharger gradually decreases. The opening of the second control valve is adjusted in real time according to the processing temperature to maintain the processing temperature within the target temperature range, and the first-level cooling threshold is less than the second-level cooling threshold.

9. The method according to any one of claims 1-8, characterized in that, The vehicle also includes an active grille shutter; The method further includes: When the first control valve is opened to open the second pipeline, the active air intake grille is closed. When the first control valve is opened to open the first pipeline, the opening angle of the blades of the active air intake grille is adjusted in real time according to the processing temperature.

10. A vehicle intake air cooling control system, characterized in that, The vehicle includes an engine, an intercooler, and a first pipeline; the engine and the intercooler are connected. The system includes: a controller, a second pipeline, and a first control valve, wherein the first control valve is connected to the inlet end of the intercooler through the first pipeline, and the first control valve is connected to the engine through the second pipeline; The controller is used to acquire the ambient temperature around the vehicle, the treated temperature of the gas after passing through the intercooler, and the dew point temperature. If the ambient temperature is less than or equal to the freezing point temperature threshold, the processing temperature is less than or equal to the freezing point temperature threshold and the processing temperature is less than or equal to the condensation threshold, and the condensation threshold is greater than or equal to the dew point temperature, then the controller is used to control the first control valve to close the first pipeline and open the second pipeline so that gas is introduced into the engine from the second pipeline to increase the temperature of the gas entering the engine.

11. The system according to claim 10, characterized in that, The vehicle also includes an exhaust gas passage, and the system also includes a second control valve and a first heat exchanger, the first heat exchanger and the exhaust gas passage being connected via the second control valve; The controller is used to control the second control valve to open the exhaust gas passage so that the exhaust gas in the exhaust gas passage is introduced into the first heat exchanger, and the first heat exchanger is used to heat the gas in the second pipeline.

12. The system according to claim 10, characterized in that, The system also includes an active air intake grille; When the first control valve is controlled to open the second pipeline, the controller is used to control the active air intake grille to close. When the first control valve is controlled to open the first pipeline, the controller is used to adjust the opening angle of the blades of the active air intake grille in real time according to the processing temperature.

13. A computer-readable storage medium comprising instructions that, when executed on a computer, cause the computer to perform the method as described in any one of claims 1-9.

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