An engine, a hybrid vehicle and a cooling method

Abstract

This application relates to the technical field of engine cooling, and particularly relates to an engine, a hybrid vehicle, and a cooling method. The engine includes an intake backpressure regulating valve, a compressor, an intercooler, a throttle body, a body, a recirculation unit, a turbine, and a catalytic converter. The intercooler has a first valve, a cooling channel, and an intake channel. The cooling channel is used to cool the intake channel. Among them, the first valve is communicated with the cooling channel, and the first valve is used to control the flow rate of the cooling channel. The intake channel is communicated with the compressor and the intake end of the body. The recirculation unit is communicated with the turbine and the compressor. The turbine is communicated with the exhaust end of the body. This application can improve the thermal efficiency of the engine.

Description

Technical Field

[0001] This application relates to the technical field of engine cooling, and particularly to an engine, a hybrid vehicle, and a cooling method. Background Art

[0002] A hybrid vehicle is a means of transportation with multiple power sources and can be driven by users.

[0003] A hybrid vehicle includes an engine and an electric motor, and both the engine and the electric motor can drive the vehicle to travel.

[0004] In related technologies, the fuel consumption of hybrid vehicles is relatively high, which increases the usage cost. Summary of the Invention

[0005] In view of this, this application provides an engine, a hybrid vehicle, and a cooling method to improve their thermal efficiency.

[0006] Specifically, the following technical solutions are included:

[0007] In a first aspect of this application, an engine is provided. The engine includes a first valve, a compressor, a body, a recirculation unit, a turbine, and an intercooler. The intercooler has a cooling channel and an intake channel, and the cooling channel is used to cool the intake channel. Among them,

[0008] The first valve is communicated with the cooling channel, and the first valve is used to control the flow rate of the cooling channel.

[0009] The intake channel is communicated with the compressor and the intake end of the body.

[0010] The recirculation unit is communicated with the turbine and the compressor.

[0011] The turbine is communicated with the exhaust end of the body.

[0012] Optionally, the recirculation unit includes a cooler and a second valve, and the turbine, the cooler, the second valve, and the compressor are sequentially communicated.

[0013] Optionally, the engine further includes a catalytic converter, and the catalytic converter and the cooler are respectively communicated with the outlet of the turbine.

[0014] Optionally, the engine further includes an intake back pressure regulating valve, and the intake back pressure regulating valve and the second valve are respectively communicated with the intake port of the compressor.

[0015] Optionally, the engine includes a piston, the body has a cylinder, the piston can reciprocate within the cylinder, the total volume of the cylinder is 402.3 ml, and the combustion chamber volume of the cylinder is 27.2 ml.

[0016] Optionally, the engine further includes an injector, the injector communicates with the cylinder, and the injection pressure of the injector is greater than or equal to 350 bar.

[0017] The second aspect of the present application provides a hybrid vehicle, the hybrid vehicle includes a generator and an engine as described in the above technical solution, and the engine is used to drive the generator.

[0018] The third aspect of the present application provides a cooling method, the cooling method is applied to a hybrid vehicle as described in the above technical solution, and the cooling method includes:

[0019] Obtain the operating parameters and environmental parameters of the body;

[0020] Obtain the EGR rate (Exhaust Gas Recirculation) of the recirculation unit;

[0021] Obtain the dew point temperature of the intake passage according to the operating parameters of the body, the environmental parameters of the body, and the EGR rate;

[0022] Control the opening degree of the first valve according to the dew point temperature, so that the temperature in the intake passage is greater than the dew point temperature.

[0023] Optionally, the operating parameters of the body include at least one of rotational speed and torque.

[0024] Optionally, the environmental parameters of the body include at least one of the temperature and humidity at the intake end.

[0025] The beneficial effects of the technical solutions provided by the embodiments of the present application at least include: The turbine can increase the intake pressure at the intake end of the air entering the body, reduce the pumping loss, and improve the thermal efficiency. The intercooler can cool the supercharged gas, reducing the occurrence of knocking in the engine of the present application. By controlling the flow rate of the cooling channel, the first valve can make the cooling effect of the intercooler adapt to the requirements of the intake passage, thereby improving the combustion stability of the engine of the present application and improving its thermal efficiency. Description of the Drawings

[0026] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the accompanying drawings required for the description of the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0027] Figure 1 It is a schematic structural diagram of an engine provided by an embodiment of the present application;

[0028] Figure 2 It is a schematic flowchart of a cooling method provided by an embodiment of the present application.

[0029] The reference numerals in the drawings are respectively represented as:

[0030] 1, First valve;

[0031] 2, Compressor;

[0032] 3, Body;

[0033] 4, Recirculation unit; 41, Cooler; 42, Second valve;

[0034] 5, Turbine;

[0035] 6, Intercooler; 601, Cooling channel; 602, Intake channel;

[0036] 7, Catalytic converter;

[0037] 8, Intake back pressure regulating valve;

[0038] 9, Air filter;

[0039] 10, Throttle body.

[0040] Through the above accompanying drawings, the clear embodiments of the present application have been shown, and there will be more detailed descriptions in the following text. These accompanying drawings and text descriptions are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. Detailed implementation manners

[0041] The following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, rather than all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts fall within the scope of protection of the present application.

[0042] For the orientation terms involved in the embodiments of the present application, such as "upper", "lower", "side", etc., generallyFigure 1 Based on the relative relationships of the orientations shown, and these orientation terms are used only to more clearly describe the relationships between structures and structures, rather than to describe absolute orientations. When the product is placed in different postures, the orientations may change. For example, "up" and "down" may be interchanged.

[0043] Unless otherwise defined, all technical terms used in the embodiments of this application have the same meanings as those commonly understood by those of ordinary skill in the art. Some technical terms that appear in the embodiments of this application are described below.

[0044] To make the technical solutions and advantages of this application clearer, the embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0045] The first aspect of this application provides an engine, as Figure 1 shown, the engine includes a first valve 1, a compressor 2, a body 3, a recirculation unit 4, a turbine 5, and an intercooler 6. The intercooler 6 has a cooling channel 601 and an intake channel 602, and the cooling channel 601 is used to cool the intake channel 602. Among them,

[0046] The first valve 1 is communicated with the cooling channel 601, and the first valve 1 is used to control the flow rate of the cooling channel 601.

[0047] The intake channel 602 is communicated with the compressor 2 and the intake end of the body 3.

[0048] The recirculation unit 4 is communicated with the turbine 5 and the compressor 2.

[0049] The turbine 5 is communicated with the exhaust end of the body 3.

[0050] It can be understood that the turbine 5 can increase the intake pressure of the air entering the intake end of the body 3, reduce the pumping loss, and improve the thermal efficiency. The intercooler 6 can cool the supercharged gas, reducing the occurrence of knocking in the engine of this application. By controlling the flow rate of the cooling channel 601, the first valve 1 can make the cooling effect of the intercooler 6 adapt to the requirements of the intake channel 602, thereby improving the combustion stability of the engine of this application and improving its thermal efficiency.

[0051] In the embodiments of this application, the gas entering the interior of the body 3 can be ignited and burned, the internal energy generated by the combustion can be converted into mechanical energy, and then the exhaust gas generated after combustion is discharged, so that the engine completes one work cycle. The engine generates power by repeating the above work.

[0052] In the embodiment of the present application, the turbine 5 is communicated with the exhaust end of the body 3. In this way, on the one hand, the heat and pressure of the waste gas generated by the operation of the body 3 can be reused. By guiding the pressurized gas back into the body 3, pumping loss can be reduced. On the other hand, the beneficial components in the waste gas can be utilized to participate in the next operation.

[0053] In the embodiment of the present application, the intake passage 602 can allow air and the gas from the recirculation unit to pass through and enter the body 3. The gas entering the body 3 provides oxygen and other relevant conditions for the internal combustion, thereby realizing the normal operation of the engine of the present application.

[0054] In the embodiment of the present application, by using the heat of the waste gas through the turbine 5, although it is beneficial to increase the temperature of the intake air in the present application, due to the uncontrollable temperature of the waste gas, the temperature in the body 3 will be too high, resulting in engine knocking and other situations. This situation will instead reduce the power of the engine of the present application and increase fuel consumption, which is not conducive to improving the thermal efficiency. Therefore, the gas in the intake passage 602 is cooled through the cooling passage 601 of the intercooler 6, and the working performance of the engine is improved. The cooling passage 601 can be attached to the outside of the intake passage 602 for the coolant to pass through and absorb the heat of the gas from the intake passage 602, thereby realizing the cooling effect on the intake passage 602. Among them, the head and tail of the cooling passage 601 can be connected to form a recyclable structure, and the coolant can reciprocate through the position of the cooling passage 601 attached to the intake passage 602, which is beneficial for the coolant to continuously cool the intake passage 602.

[0055] In the embodiment of the present application, under the action of the cooling passage 601, part of the heat of the gas passing through the intake passage 602 will be lost, and the temperature will decrease accordingly. The decrease in temperature will cause the gas in the intake passage 602 to precipitate condensed water. When the condensed water enters the body 3 to participate in the operation, it will reduce the working stability of the engine of the present application. The first valve 1 is communicated with the cooling passage 601 and can be located outside the housing of the intercooler 6. In this way, the flow rate of the coolant entering the cooling passage 601 can be controlled, and thus the cooling effect of the cooling passage 601 can be changed. Since the working condition of the engine is not constant during operation but changes over time. Therefore, by controlling the flow rate of the coolant in the cooling passage 601 through the first valve 1, the situation of the gas in the intake passage 602 precipitating condensed water is reduced, which is beneficial to improving the working stability of the engine of the present application. Among them, the first valve 1 can control the flow rate of the cooling passage 601 by controlling its opening degree. Optionally, the first valve 1 can be a pneumatic regulating valve or an electric regulating valve.

[0056] In the embodiment of the present application, the intake passage 602 communicates with the compressor 2 and the intake end of the engine body 3. The compressor 2 can increase the pressure of the gas entering the engine body 3, which is beneficial to improving the sufficiency of the gas during combustion and thus enhancing its thermal efficiency.

[0057] In the embodiment of the present application, the recirculation unit 4 communicates with the turbine 5 and the compressor 2. The turbine 5 can collect the exhaust gas generated by the operation of the engine body 3. It introduces an appropriate amount of exhaust gas into the compressor 2 through the recirculation unit 4, mixes it with other gases in the compressor 2, and participates in the operation. Since the exhaust gas contains gases such as carbon dioxide, these gases cannot burn but can absorb heat. Therefore, when participating in combustion, it can reduce the maximum temperature in the engine body 3 and reduce the generation of nitrogen oxides.

[0058] In the embodiment of the present application, the turbine 5 can also be used to drive the compressor 2 to make it work properly. In this way, while maintaining the normal operation of the engine of the present application, its structural compactness can be improved.

[0059] In the embodiment of the present application, the engine of the present application is dedicated to providing power for the motor. It makes the motor generate electrical energy by directly driving the rotation of the rotor of the motor.

[0060] In the embodiment of the present application, a throttle valve body 10 can also be provided between the intake passage 602 and the intake end of the engine body 3.

[0061] In some embodiments of the present application, as Figure 1 shown, the recirculation unit 4 includes a cooler 41 and a second valve 42. The turbine 5, the cooler 41, the second valve 42, and the compressor 2 are connected in sequence.

[0062] It can be understood that the exhaust gas discharged from the turbine 5 can pass through the cooler 41 and the second valve 42 in sequence and reach the compressor 2 to participate in the next operation of the engine body 3. The second valve 42 can be used to control the amount of exhaust gas entering the compressor 2. In this way, it is beneficial for the exhaust gas to mix with other gases entering the compressor 2 and participate in the next combustion of the engine. The cooler 41 can reduce the temperature of the gas passing through the second valve 42 and reduce the situation where the second valve 42 is damaged due to absorbing too much heat.

[0063] In the embodiment of the present application, the cooler 41 can be a heat exchanger.

[0064] In the embodiment of the present application, the second valve 42 can be an electronically controlled valve.

[0065] In some embodiments of the present application, as Figure 1 shown, the engine further includes a catalytic converter 7. The catalytic converter 7 and the cooler 41 are respectively connected to the outlet of the turbine 5.

[0066] It can be understood that the exhaust gas discharged from the turbine 5 can enter the next operation through the cooler 41 according to the actual needs, or can be directly discharged from the engine through the catalytic converter 7. In this way, the matching degree between the exhaust gas volume passing through the recirculation unit 4 and the actual demand can be improved, which is beneficial to improving the thermal efficiency of the engine of the present application. The catalytic converter 7 can catalyze the exhaust gas discharged from the turbine 5, so that harmful components such as carbon monoxide, hydrocarbons and nitrogen oxides in the exhaust gas can be converted into carbon dioxide, nitrogen, hydrogen and water, thus reducing the environmental pollution caused by the exhaust gas.

[0067] In the embodiment of the present application, the catalytic converter 7 can be a three-way catalytic converter 7.

[0068] In the embodiment of the present application, the catalytic converter 7 and the turbine 5, as well as the catalytic converter 7 and the cooler 41, can be connected through a three-way pipe fitting.

[0069] In some embodiments of the present application, as Figure 1 shown, the engine further includes an intake back pressure regulating valve 8, and the intake back pressure regulating valve 8 and the second valve 42 are respectively connected to the intake port of the compressor 2.

[0070] It can be understood that in most working conditions, the intake back pressure regulating valve 8 is in the fully open state to reduce the influence on the intake air (the closing of the intake back pressure regulating valve 8 means an increase in the intake air resistance). When the engine is at medium and low speeds and medium and low loads and meets the working conditions of the EGR system, the exhaust end pressure is low and is not sufficient to drive the EGR gas into the compressor 2 and perform an effective EGR gas flow calculation. At this time, by closing the intake back pressure regulating valve 8, the negative pressure in front of the compressor 2 is increased, and the EGR gas on the exhaust side is sucked into the inlet of the compressor 2 and meets the effective EGR gas flow calculation conditions, so that the engine can apply EGR in a wider range of working conditions to reduce fuel consumption. The fuel consumption optimization of the engine of the present application is improved.

[0071] In the embodiment of the present application, the engine obtains a sufficient pressure difference to drive the exhaust gas to move towards the intake in as many working conditions as possible, which is beneficial to obtaining a good consistency of the EGR rate and improving the thermal efficiency.

[0072] In the embodiment of the present application, the end of the intake back pressure regulating valve 8 far from the compressor 2 can be connected to the air filter to filter the impurities in the air entering the compressor 2.

[0073] In the embodiment of the present application, the second valve 42 and the compressor 2, as well as the intake back pressure regulating valve 8 and the compressor 2, can be connected through a three-way pipe fitting.

[0074] In some embodiments of the present application, the engine includes a piston, and the engine block 3 has a cylinder. The piston can reciprocate within the cylinder. The total volume of the cylinder is 402.3 ml, and the combustion chamber volume of the cylinder is 27.2 ml.

[0075] It can be understood that gas and gasoline can be mixed and burned within the cylinder. The internal energy generated by the combustion can drive the piston to move, thereby generating power. The volume of the cylinder changes with the position of the piston within the cylinder. Among them, when the piston is at the bottom dead center, the volume of the cylinder at this time is the total volume, and its size is 402.3 ml; when the piston is at the top dead center, the volume of the cylinder at this time is the combustion chamber volume, and its size is 27.2 ml. Since the volume of the cylinder expands greatly during operation, on the one hand, the temperature of the exhausted gas can be reduced, and the wasted energy can be reduced. In this way, the thermal efficiency of the present application can be improved.

[0076] In an embodiment of the present application, the cylinder and the piston can be sealed by piston rings to reduce the leakage of the burned gas.

[0077] In some embodiments of the present application, the engine further includes an injector. The injector is in communication with the cylinder, and the injection pressure of the injector is greater than or equal to 350 bar.

[0078] It can be understood that the injector can inject atomized gasoline into the cylinder. The gasoline mixes with the gas entering the cylinder and releases internal energy when ignited. The injection pressure being greater than or equal to 350 bar is conducive to the mixing of gasoline and the gas entering the cylinder and for complete combustion. In this way, it can not only enhance the power of the engine of the present application, but also reduce fuel consumption and the emission of pollutants.

[0079] In an embodiment of the present application, the injector can be a 5-hole injector or a 6-hole injector.

[0080] In an embodiment of the present application, the orientation of the injector is the same as the orientation of the intake port of the cylinder. In this way, it is conducive to the fuel spray ejected by the injector to follow the movement direction of the intake tumble, thereby further enhancing the intake tumble within the cylinder, reducing the interference of the fuel spray on the intake tumble, and making the air-fuel mixture more uniform. The turbulent motion of the mixed gas can maintain a high intensity, which can also accelerate the propagation speed of the combustion flame after ignition and improve the thermal efficiency.

[0081] In the embodiment of the present application, the engine further includes a cam and an intake valve. The cam is used to drive the intake valve to reciprocate, so as to seal the intake port of the cylinder and connect the intake port of the cylinder with the intake end of the engine body 3. Among them, the lift of the intake valve is 1 mm, and the intake lift duration ≤ 150°. In this way, on the basis of realizing the deep Miller cycle, the maximum intake valve lift can be adjusted to ≥ 9 mm to increase the tumble ratio ≥ 3.7. In the embodiment of the present application, the maximum thermal efficiency of the engine ≥ 42%, and the specific fuel consumption of 220 g / kW·h can be achieved in the speed range of 1250 rpm to 5250 rpm.

[0082] The second aspect of the present application provides a hybrid vehicle, which includes a generator and the engine of the above embodiment, and the engine is used to drive the generator.

[0083] It can be understood that due to the adoption of the engine of the above embodiment, the hybrid vehicle of the present application has the same technical effects as the above embodiment, which will not be elaborated here.

[0084] In the embodiment of the present application, the engine is only used to drive the motor to operate and generate electricity.

[0085] The third aspect of the present application provides a cooling method, as Figure 2 shown, the cooling method is applied to the hybrid vehicle of the above embodiment, and the cooling method includes:

[0086] 100: Obtain the working parameters and environmental parameters of the engine body 3;

[0087] 200: Obtain the EGR rate of the recirculation unit 4;

[0088] 300: Obtain the dew point temperature of the intake passage 602 according to the working parameters of the engine body 3, the environmental parameters of the engine body 3 and the EGR rate;

[0089] 400: Control the opening degree of the first valve 1 according to the dew point temperature, so that the temperature in the intake passage 602 is greater than the dew point temperature.

[0090] Due to the adoption of the hybrid vehicle of the above embodiment, the cooling method of the present application has the same technical effects as the above embodiment, which will not be elaborated here.

[0091] It can be understood that when the temperature in the intake passage 602 is lower than the dew point temperature, the water vapor in the air will condense into water droplets to form condensate. When there is condensate in the intake passage 602, it is not conducive to the normal operation of the engine body 3. Therefore, the dew point temperature can be related to the occurrence of condensate precipitation in the intake passage 602. Calculating the dew point temperature of the intake passage 602 according to the relevant parameters of the engine body 3 and the recirculation unit 4 can improve the reliability of obtaining the dew point temperature.

[0092] By controlling the opening degree of the first valve 1, the flow rate of the coolant in the cooling channel 601 can be changed. The heat that the coolant with a changed flow rate can take away in the intake passage 602 will also change accordingly. Therefore, the cooling effect on the intake passage 602 can be adjusted. Correspondingly, the temperature in the intake passage 602 will also change accordingly. Therefore, by controlling the opening degree of the first valve 1, the temperature drop situation in the intake passage 602 can be changed.

[0093] Since the temperature in the intake passage 602 is generally higher than the dew point temperature and is affected by the flow rate of the coolant in the cooling channel 601, controlling the opening degree of the first valve 1 can significantly affect the temperature in the intake passage 602. This is beneficial to avoid the condensation water in the intake passage 602 and improve the thermal efficiency.

[0094] In the embodiment of the present application, during the working process of the hybrid vehicle of the present application, the working parameters of the body 3, the environmental parameters of the body 3, and the EGR rate will continuously change. Therefore, a coordinate system with the working parameters of the body 3, the environmental parameters of the body 3, and the EGR rate as the X-axis, Y-axis, and Z-axis respectively can be established. For each coordinate point, there is a corresponding dew point temperature. By obtaining the above three parameters, the corresponding coordinate point in the coordinate system can be obtained, and the dew point temperature corresponding to the working parameters of the body 3, the environmental parameters of the body 3, and the EGR rate can be obtained.

[0095] In the embodiment of the present application, multiple groups of data can be obtained according to the actual situation. Each group of data includes a sample and a label. A sample includes a working parameter of the body 3, an environmental parameter corresponding to the working parameter, and an EGR rate corresponding to the working parameter. The label includes the dew point temperature. Taking each sample of each group of data as the input, the output is obtained through the calculation of the neural network. The output is compared and calculated with the label to obtain the loss function, and the weight matrix of the neural network is updated using the loss function. After multiple trainings like this, a model for obtaining the dew point temperature is obtained. Using the obtained model, the dew point temperature can be obtained according to the working parameters of the body 3, the environmental parameters of the body 3, and the EGR rate under each working condition, and then the opening degree of the first valve 1 can be obtained according to the obtained dew point temperature.

[0096] In the embodiment of the present application, the opening degree of the first valve 1 corresponding to each dew point temperature can be obtained through experiments.

[0097] In some embodiments of the present application, the working parameter of the body 3 includes the rotational speed.

[0098] It can be understood that the rotational speed of the body 3 can refer to the rotational speed of the crankshaft on the body 3. This parameter can characterize the speed of the crankshaft rotation, and the speed of this parameter will affect the pressure in the intake passage 602, thereby affecting the dew point temperature.

[0099] In some embodiments of the present application, the operating parameters of the body 3 include torque.

[0100] It can be understood that the rotational speed of the body 3 can refer to the rotational speed of the crankshaft on the body 3. This parameter can characterize the speed of the crankshaft's rotation, and the speed of this parameter will affect the pressure in the intake passage 602, thereby affecting the dew point temperature.

[0101] In some embodiments of the present application, the operating parameters of the body 3 include rotational speed and torque.

[0102] It can be understood that the rotational speed of the body 3 can refer to the rotational speed of the crankshaft on the body 3. This parameter can characterize the speed of the crankshaft's rotation, and the speed of this parameter will affect the pressure in the intake passage 602, thereby affecting the dew point temperature. The rotational speed of the body 3 can refer to the rotational speed of the crankshaft on the body 3. This parameter can characterize the speed of the crankshaft's rotation, and the speed of this parameter will affect the pressure in the intake passage 602, thereby affecting the dew point temperature. Such a setting is beneficial to improving the reliability of obtaining the dew point temperature.

[0103] In some embodiments of the present application, the environmental parameters of the body 3 include the temperature at the intake end.

[0104] It can be understood that when the temperature at the intake end increases, the moisture content in the intake passage 602 generally also increases, resulting in an increase in the dew point temperature; when the temperature at the intake end decreases, the moisture content in the intake passage 602 generally also decreases, resulting in a decrease in the dew point temperature.

[0105] In some embodiments of the present application, the environmental parameters of the body 3 include the humidity at the intake end.

[0106] It can be understood that when the humidity at the intake end increases, the moisture content in the air also increases, resulting in an increase in the dew point temperature; when the humidity at the intake end decreases, the moisture content in the air also decreases, resulting in a decrease in the dew point temperature.

[0107] In some embodiments of the present application, the environmental parameters of the body 3 include the temperature at the intake end and the humidity at the intake end.

[0108] It can be understood that when the EGR gas volume at the intake end increases, the moisture content in the intake passage 602 generally also increases, resulting in an increase in the dew point temperature; when the humidity of the ambient air at the intake end increases, the moisture content in the air also increases, resulting in an increase in the dew point temperature. Taking the pressure at the intake end and the humidity at the intake end as the conditions for obtaining the dew point temperature is beneficial to improving its reliability.

[0109] In this application, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. The term "plurality" refers to two or more, unless otherwise specifically defined.

[0110] Other embodiments of the present application will be readily apparent to those skilled in the art after considering the specification and practicing the present application disclosed herein. The present application is intended to cover any variations, uses, or adaptations of the present application that follow the general principles of the present application and include known common knowledge or conventional technical means in the technical field not disclosed in the present application. The specification and examples are to be considered exemplary only.

[0111] It should be understood that the present application is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present application is limited only by the appended claims.

Claims

1. A cooling method, characterized in that: The cooling method is applied to an engine, the engine comprising a first valve (1), a compressor (2), a body (3), a recirculation unit (4), a turbine (5) and an intercooler (6), the intercooler (6) having a cooling channel (601) and an intake channel (602), the cooling channel (601) being used to cool the intake channel (602), wherein: The first valve (1) is in communication with the cooling channel (601), and the first valve (1) is used to control the flow of the cooling channel (601); The air intake passage (602) is connected to the air compressor (2) and the air intake end of the machine body (3); The recirculation unit (4) is connected to the turbine (5) and the compressor (2); The turbine (5) is in communication with the exhaust end of the engine body (3); The cooling method comprises: Obtaining operating parameters and environmental parameters of the machine body (3); Obtaining the EGR rate of the recirculation unit (4); Obtaining the dew point temperature of the intake passage (602) according to the operating parameters of the engine (3), the environmental parameters of the engine (3) and the EGR rate; controlling the opening of the first valve (1) according to the dew point temperature so that the temperature in the air inlet passage (602) is greater than the dew point temperature; Wherein, obtaining the dew point temperature of the intake passage (602) according to the working parameters of the engine (3), the environmental parameters of the engine (3) and the EGR rate specifically includes: Inputting the operating parameters and environmental parameters of the engine body (3) and the EGR rate of the recirculation unit (4) into a model for obtaining the dew point temperature, so that the model for obtaining the dew point temperature outputs the dew point temperature; The model training method for obtaining the dew point temperature specifically includes: Acquire multiple sets of data, each set of data includes a sample and a label, the sample includes an operating parameter of the engine (3), an environmental parameter corresponding to the operating parameter, and an EGR rate corresponding to the operating parameter, and the label includes a dew point temperature; Each sample of each group of data is taken as input, and the output is obtained through calculation of the neural network. The output is compared and calculated with the label to obtain the loss function, and the weight matrix of the neural network is updated using the loss function. After multiple trainings, a model for obtaining the dew point temperature is obtained.

2. The cooling method according to claim 1, characterized in that: The operating parameters of the machine body (3) include at least one of a rotation speed and a torque.

3. The cooling method according to claim 1, characterized in that: The environmental parameter of the machine body (3) includes at least one of the temperature at the air inlet end and the humidity at the air inlet end.

4. An engine, characterized in that: The engine is applied to the cooling method according to any one of claims 1 to 3, the recirculation unit (4) comprises a cooler (41) and a second valve (42), and the turbine (5), the cooler (41), the second valve (42) and the compressor (2) are connected in sequence.

5. The engine according to claim 4, characterized in that The engine further comprises a catalyst (7), wherein the catalyst (7) and the cooler (41) are respectively connected to the air outlet of the turbine (5).

6. The engine according to claim 5, characterized in that The engine further comprises an intake back pressure regulating valve (8), wherein the intake back pressure regulating valve (8) and the second valve (42) are respectively connected to the intake port of the compressor (2).

7. The engine according to claim 4, characterized in that The engine includes a piston, the engine body has a cylinder, the piston can reciprocate in the cylinder, the total volume of the cylinder is 402.3 ml, and the combustion chamber volume of the cylinder is 27.2 ml.

8. The engine according to claim 7, characterized in that The engine further comprises a fuel injector, which is connected to the cylinder and has a fuel injection pressure greater than or equal to 350 bar.

9. A hybrid vehicle, characterized in that: The hybrid vehicle comprises a generator and the engine according to any one of claims 4 to 8, wherein the engine is used to drive the generator.

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