Air inlet refrigerating device of electric auxiliary supercharger

Abstract

The invention aims to provide an air inlet refrigerating device of an electric auxiliary supercharger, and belongs to the field of air inlet devices of diesel engines. Comprising a TEC thermoelectric cooling device, and the TEC thermoelectric cooling device comprises a TEC and a TEC heat dissipation system. The air inlet pipeline is coated with a heat conduction sleeve, the space between the heat conduction sleeve and the air inlet pipeline is filled with heat conduction silica gel, the TEC is installed on the heat conduction sleeve, the cold end of the TEC is in contact with the air inlet pipeline, and the hot end of the TEC is connected with a TEC heat dissipation system; the TEC heat dissipation system comprises a TIM, a heat dissipation substrate and a heat dissipation sheet, the TIM is tightly connected with a TEC hot end, and the heat dissipation substrate is respectively connected with the TIM and the heat dissipation sheet. The device has the characteristics of active cooling, no limitation of environment temperature, dynamic adjustment of cooling intensity, simple structure and easy integration. The power performance and the fuel economy of the engine under the high supercharge ratio are remarkably improved, and meanwhile the complexity and the maintenance requirement of a cooling system are reduced.

Description

Technical Field

[0001] The present invention relates to a diesel engine device, in particular to an intake air refrigeration device. Background Art

[0002] Superchargers are widely used to improve engine efficiency and power output, especially in modern automobiles, ships and special vehicles. Traditional superchargers increase the density of engine intake air by compressing air, thereby improving combustion efficiency and power output. However, the compression process causes the air temperature to increase significantly. The low density of high-temperature air reduces combustion efficiency and may even have adverse effects on engine components. The increase in intake air temperature leads to a decrease in air density, which reduces the engine's charging efficiency and cannot fully utilize the supercharging effect. This not only reduces the engine's power output, but also may increase fuel consumption. Long-term high temperature environment will cause additional heat loads on engine components and increase wear on cylinder walls and piston rings. In addition, high-temperature intake air may increase the risk of engine knock and pose a threat to engine reliability and life. Therefore, intake air cooling technology is a key component of modern supercharger systems and directly affects the performance and reliability of superchargers. In order to deal with the problem of excessively high intake air temperature, the existing technology has proposed a series of solutions, mainly including intercoolers, fan cooling and solid refrigerants.

[0003] Intercoolers usually use coolant circulation to reduce the temperature of the charge air, which can significantly improve the combustion efficiency of the engine. However, their complex structure and large size increase the difficulty of system design and overall weight. At the same time, the intercooler's dependence on the coolant circulation system makes it unsuitable for miniaturized and compact supercharger systems. In addition, the cooling effect of the intercooler depends on the coolant temperature. In high-temperature environments or conditions with large heat loads, the cooling efficiency will drop significantly. Fan cooling is a simple and low-cost cooling method that removes heat by accelerating air flow. However, its cooling effect is restricted by the ambient temperature, especially in high-temperature conditions. It is difficult to significantly reduce the charge air temperature. In addition, the fan is highly dependent on the intake air flow rate and space, making it difficult to achieve the ideal effect in a compact space, and is not suitable for high-performance supercharged systems. Solid refrigerants can quickly cool down, but they are consumables and need to be replaced frequently after use, resulting in high maintenance costs. Its cooling intensity is also difficult to adjust in real time, and it cannot meet the needs of different engine conditions.

[0004] These traditional cooling methods have limitations in terms of performance and complexity: such as the intercooler's high dependence on the coolant circulation system, the fan cooling's inability to break through the ambient temperature limit, and the lack of controllability of solid refrigerants. The limitations of traditional cooling methods are particularly evident in compact or electrically assisted supercharger systems. Summary of the invention

[0005] The object of the present invention is to provide an electrically assisted supercharger intake air cooling device which can significantly improve air density and engine performance.

[0006] The object of the present invention is achieved in that:

[0007] The invention discloses an air intake refrigeration device for an electrically assisted supercharger, comprising a diesel engine, an air intake pipe, a compressor, a turbine, an intercooler, and an exhaust manifold, wherein the compressor and the turbine are coaxial, the air intake pipe is connected to the compressor, the intercooler is respectively connected to the compressor and the diesel engine, and the exhaust manifold is respectively connected to the diesel engine and the turbine, and the invention is characterized in that: a TEC thermoelectric cooling device is also included, and the TEC thermoelectric cooling device comprises a TEC and a TEC heat dissipation system; a heat-conducting sleeve is coated on the outside of the air intake pipe, and heat-conducting silica gel is filled between the heat-conducting sleeve and the air intake pipe, the TEC is mounted on the heat-conducting sleeve, the cold end of the TEC contacts the air intake pipe, and the hot end of the TEC is connected to the TEC heat dissipation system; the TEC heat dissipation system comprises a TIM, a heat dissipation substrate, and a heat sink, the TIM is tightly connected to the hot end of the TEC, and the heat dissipation substrate is respectively connected to the TIM and the heat sink.

[0008] The present invention may also include:

[0009] 1. It also includes a motor, which is connected to the compressor through an electric assist method, the motor is connected to a battery through an inverter, and the battery is connected to a TEC thermoelectric cooling device.

[0010] 2. The heat sinks are arranged side by side with gaps between them.

[0011] 3. The heat sink and the heat dissipation substrate are in contact with each other by being fixed by a fastener.

[0012] The advantages of the present invention are: the present invention achieves multiple advantages of no external energy input, compact design and efficient cooling. Compared with traditional intake air cooling methods (such as water cooling or air cooling), the present invention has the characteristics of active cooling, no limitation of ambient temperature, dynamic adjustment of cooling intensity and simple structure and easy integration. It significantly improves the power performance and fuel economy of the engine under high boost ratio, while reducing the complexity and maintenance requirements of the cooling system. Overall, the present invention is particularly suitable for electric assisted supercharging systems of automobiles, ships and other high-performance internal combustion engines, and has broad application prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a structural schematic diagram of the present invention;

[0014] Figure 2 The schematic diagram of the arrangement of the TEC module in the intake duct of the electric-assisted supercharger;

[0015] Figure 3 It is a schematic diagram of the cross-sectional arrangement of the TEC module in the intake duct of the electric-assisted supercharger;

[0016] Figure 4 This is a schematic diagram of the structure of the TEC hot-end heat dissipation module. DETAILED DESCRIPTION

[0017] The present invention is described in more detail below with reference to the accompanying drawings:

[0018] Combination Figure 1-4 , Figure 1 It is a schematic diagram of the overall structure of the present invention. In this system, the air intake pipe 1 and the TEC thermoelectric cooling device 2 together constitute the air intake system. The air entering the compressor 6 is accurately cooled by the TEC module, which effectively improves the air intake density and provides a better basis for subsequent compression. The motor 3 adopts a front-mounted layout, drives the compressor to operate by electric assistance, provides additional power when the diesel engine 8 is operating at a low speed, makes up for the defect of the traditional turbocharger's delayed response at low speed, and improves the system response speed and boosting efficiency. The compressed air enters the intercooler 7 for further cooling to optimize the temperature and density, and finally enters the diesel engine for combustion. The exhaust gas after combustion is collected in the exhaust manifold 9, and then enters the geometric turbine 10 by adjusting the exhaust flow direction. The exhaust gas energy is recovered to drive the turbine shaft to rotate, forming an efficient energy cycle. In addition, part of the energy recovered by the turbine can be converted into electrical energy and stored in the battery 5. This electrical energy can not only be used to drive the motor to assist in supercharging, but can also be distributed through the intelligent control algorithm PID to power the TEC thermoelectric cooling device 2, thereby ensuring the accuracy and stability of the intake air temperature control and realizing a compact and efficient intake air cooling function.

[0019] Figure 2 The arrangement of the TEC module in the air intake duct of the electric assisted supercharger is shown. The air intake duct 1 provides an air circulation channel for the supercharger, and is surrounded by a heat-conducting sleeve 11. In the design, the space between the heat-conducting sleeve 11 and the air intake duct 1 is filled with heat-conducting silicone. The heat-conducting silicone is a material with high thermal conductivity. The cold generated by the TEC 12 on the heat-conducting sleeve 11 is transferred to the air in the air intake duct 1 through heat conduction, thereby reducing the intake temperature and providing suitable temperature conditions for the supercharger. The temperature difference between the hot and cold ends of a single TEC can reach 60 to 70°C, and the temperature of the cold end can reach -20 to -10°C. If you want to obtain a larger temperature difference and a lower cold end temperature, you can stack multiple TECs. TECs of various shapes can be purchased on the market based on different usage scenarios and methods. The TEC 12 in this device uses a square TEC. Figure 31 is a cross-sectional schematic diagram of the arrangement, which includes an air intake duct 1, an air intake sleeve 11, a temperature sensor and a TEC thermoelectric cooling device 2. TEC 12 is installed outside the air intake duct 1, and its cold end is connected to the heat-conducting sleeve 11. The cold amount is evenly distributed on the entire surface of the sleeve 11 through the cold-conducting block. The temperature sensor is used to obtain the air temperature in the air intake duct 1 to ensure the maximum cooling effect of the air intake temperature. This arrangement can give full play to the flexibility and convenience of the TEC refrigeration method in local cooling, and can simultaneously perform cooling control at multiple positions, and can fully improve the air intake density. The air inside the air intake duct exchanges heat with the heat-conducting sleeve, thereby significantly reducing the temperature and increasing the air intake density. Since the TEC thermoelectric cooling device 2 is a device based on the Peltier effect, its characteristic is that when a direct current passes through a couple composed of two semiconductor materials, one end (cold end) absorbs heat and the other end (hot end) releases heat. TEC 12 transfers the heat from the cold end to the hot end. During the heat transfer process, TEC 12 itself needs to pass current and voltage, and will also generate heat. Therefore, the hot end (i.e., the heat release end) of TEC 12 must be equipped with an efficient heat dissipation device to dissipate the generated heat to the environment in a timely manner, thereby ensuring the continuous cooling effect of the cold end and the operational stability of the overall system. The hot end of TEC 12 is connected to the heat sink through an integrated heat dissipation system to discharge heat with the ambient air. It can also be combined with a fan to accelerate the dissipation of heat, avoid heat accumulation affecting system efficiency, and ensure the continuous and efficient operation of the TEC module. The overall design is small and compact, which is easy to integrate into the existing structure of the electric auxiliary supercharger, while simplifying assembly and maintenance.

[0020] The heat dissipation system is an important supporting structure of the hot end of the TEC module. A reasonable design can achieve efficient heat dissipation. The TEC heat dissipation system is located at the hot end of the TEC 12 and is directly connected to the air intake cooling module to absorb and discharge the heat from the hot end of the TEC module. Figure 4In the figure, the components of the TEC heat dissipation system (including the heat dissipation substrate 13, TIM 14, TEC 12, heat sink 15 and fan 16) are specifically distributed on the hot end side of the TEC module. The heat sink is tightly connected to the hot end of the TEC module through TIM 14 (Thermal Interface Materials). TIM 14 transfers heat from the hot end of the TEC module to the heat dissipation substrate 13, and then diffuses heat from the heat sink 15 to the air, ensuring that the heat can be efficiently transferred. TIM 14 (Thermal Interface Materials) is a material commonly used in IC packaging and electronic heat dissipation. It is mainly used to fill the tiny gaps or uneven surfaces between the heat sink and the heat source, reduce the impedance of heat transfer, and improve heat dissipation. Common types of TIM 14 include thermal paste, thermal pads and thermal adhesives. Thermal paste is usually used for smaller electronic devices or modules. It has good fluidity and can fill the tiny gap between the hot end and the heat sink; compared with thermal paste, thermal adhesive usually has stronger adhesion and structural support, and is suitable for heat dissipation of high-power equipment; thermal pads are usually pre-formed solid pads with uniform thickness, suitable for occasions requiring a larger contact surface. The heat sink includes a heat sink substrate 13 and a heat sink 15. The heat sink substrate 13 is usually made of a high thermal conductivity material (such as copper or aluminum alloy) to efficiently conduct the heat generated by the hot end of the TEC 12. The main function of the substrate 13 is to quickly conduct the heat generated by the hot end of the TEC 12 to the heat sink 15 for better heat dissipation. High thermal conductivity heat sinks 15 are arranged on the heat sink substrate 13, and the purpose of these heat sinks 15 is to increase the efficiency of heat diffusion by increasing the surface area. The heat sinks 15 are arranged side by side, usually with a certain gap to allow air circulation, thereby increasing the surface area in contact with the air, thereby improving the efficiency of heat conduction and diffusion. Since the thermal conductivity of air is poor, increasing the surface area of ​​the heat sink 15 can effectively improve the ability of heat transfer so as to absorb and diffuse heat. The heat sink 15 and the substrate 13 can be fixed with fasteners to ensure good thermal contact, thereby maximizing the heat conduction efficiency. At the same time, a high-speed fan 16 can be installed outside the heat sink 15 to further accelerate heat discharge through forced air convection, so that the hot end of the TEC module is always maintained at a low temperature. The combined design of the heat dissipation module and the fan not only improves the cooling efficiency of the TEC module, but also significantly extends its service life. The entire heat dissipation system is compactly designed and can be effectively integrated into space-constrained environments such as electric-assisted superchargers without adding excessive volume and weight.

[0021] The power supply scheme of the device fully considers the energy characteristics and operating requirements of the electric-assisted supercharger. The electric-assisted supercharger is usually equipped with an electric motor to drive the turbocharger. Under some operating conditions (such as deceleration or low load), the motor can recover the mechanical energy of the turbine through the power generation mode, convert it into electrical energy and store it in the battery. This embodiment uses the power distribution unit to give priority to the recovered energy to the TEC thermoelectric cooling device 2 to achieve efficient energy utilization. When the motor is in a boost drive state and cannot recover energy, the TEC thermoelectric cooling device 2 can directly obtain electrical energy from the battery system of the electric-assisted supercharger. The power distribution unit dynamically adjusts the current output according to the air temperature during the operation of the supercharger to ensure the stable operation of the TEC thermoelectric cooling device 2. In addition, the power distribution unit can adjust the power supply current of the TEC module in real time according to the engine operating conditions, intake air temperature and cooling requirements, thereby dynamically optimizing the cooling intensity and improving the overall energy efficiency of the system. According to a TEC cooling closed-loop control method, the air temperature and ambient temperature in the intake duct obtained by the temperature sensor are used as feedback signals, and the PID high-precision controller quickly calculates and adjusts the power supply current according to the deviation between the feedback real-time temperature and the preset target temperature, and directly drives the TEC to quickly adjust the cooling capacity. Specifically, the temperature sensor is used as a detection and control signal, and a closed-loop control loop is formed with the TEC thermoelectric cooling device 2 and the high-precision PID controller, so that the intake temperature of the electric auxiliary supercharger is always controlled at an appropriate level to avoid overcooling or insufficient cooling.

[0022] The working principle of this refrigeration device is that when air passes through the intake duct, the cold end of TEC 12 exchanges heat with it, lowering the temperature to increase the air density. The hot end of TEC 12 quickly removes heat through the heat dissipation system to ensure refrigeration efficiency and stability. The power distribution unit can monitor the real-time ambient temperature of the engine and supercharger during operation by detecting sensor signals and dynamically adjust the cooling strategy. When the engine is under high load, the cooling intensity can be increased; when it is under low load or idling, the cooling module can enter low power mode to reduce energy consumption.

Claims

1. An electric-assisted supercharger air intake refrigeration device, comprising a diesel engine, an air intake pipe, a compressor, a turbine, an intercooler, and an exhaust manifold, wherein the compressor and the turbine are coaxial, the air intake pipe is connected to the compressor, the intercooler is respectively connected to the compressor and the diesel engine, and the exhaust manifold is respectively connected to the diesel engine and the turbine, and is characterized in that: It also includes a TEC thermoelectric cooling device, which includes a TEC and a TEC heat dissipation system; the outside of the air intake pipe is coated with a heat-conducting sleeve, and heat-conducting silicone is filled between the heat-conducting sleeve and the air intake pipe. The TEC is installed on the heat-conducting sleeve, the cold end of the TEC contacts the air intake pipe, and the hot end of the TEC is connected to the TEC heat dissipation system; the TEC heat dissipation system includes a TIM, a heat dissipation substrate, and a heat sink, the TIM is tightly connected to the hot end of the TEC, and the heat dissipation substrate is respectively connected to the TIM and the heat sink.

2. The electrically assisted supercharger intake air cooling device according to claim 1 is characterized in that: It also includes an electric motor, which is connected to the compressor through electric assistance, the electric motor is connected to the battery through an inverter, and the battery is connected to the TEC thermoelectric cooling device.

3. The electrically assisted supercharger intake air cooling device according to claim 1, characterized in that: The heat sinks are arranged side by side, with gaps between the heat sinks.

4. The electrically assisted supercharger intake air cooling device according to claim 1, characterized in that: The heat sink and the heat dissipation substrate are in contact with each other by being fixed by a fastener.

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