Air inlet assembly, control method of air inlet assembly, engine and vehicle

Abstract

The invention discloses an air inlet assembly, a control method of the air inlet assembly, an engine and a vehicle, and relates to the technical field of vehicle manufacturing, the air inlet assembly comprises a front protective grille and an active air inlet grille, the front protective grille is located in front of the active air inlet grille, and the front protective grille and the active air inlet grille jointly define an air inlet space; the active air inlet grille is used for selectively communicating the air inlet space with the cabin space; and the air outlet end of the engine air inlet pipeline communicates with the engine, and the air inlet end of the engine air inlet pipeline is suitable for selectively communicating with at least one of the air inlet space and the cabin space. According to the air inlet assembly, the problem that air cannot be fed into the engine due to the fact that the active air inlet grille is closed is solved, the air inlet temperature of the engine can be flexibly adjusted, the air inlet temperature of the engine can be kept in an efficient temperature interval, and the combustion efficiency of the engine is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle manufacturing, and in particular to an air intake assembly, a control method applicable to the air intake assembly, an engine having the air intake assembly, and a vehicle having the engine. Background Art

[0002] The active grille is a device that adjusts the amount of air entering the front cabin based on the vehicle's state, reducing overall wind resistance. When closed, it reduces air flow into the front cabin, thereby reducing overall wind resistance. When open, cooling air from the front of the vehicle enters the front cabin, meeting fuel combustion in the internal combustion engine and heat dissipation in the heat exchanger.

[0003] However, if the active grille is completely closed for extended periods, the internal combustion engine's air intake may be insufficient, leading to incomplete fuel combustion, reduced engine efficiency, or insufficient power. This can reduce vehicle performance and driving experience, and in severe cases, even affect engine operation. Furthermore, in front fender designs where only the lower grille is ventilated, air enters the front compartment, passes through the cooling module, and reaches the engine intake, causing the engine intake temperature to rise, affecting combustion efficiency.

[0004] In the related art, a separate air intake passage is set up to supply air to the engine. That is, when the main air intake grille is closed, the air intake demand of the engine can be met by independently opening the air intake passage, thereby reducing wind resistance and reducing the impact on power performance, and avoiding the engine air intake being affected by the closure of the active air intake grille. However, the air intake temperature of the air intake passage in the existing art is easily affected by the hot air in the front cabin, and the air intake temperature cannot be adjusted, which affects the engine combustion efficiency. Summary of the Invention

[0005] The present invention aims to address at least one of the technical problems existing in the prior art. To this end, the present invention provides an air intake assembly that resolves the problem of engine air intake failure caused by a closed active air intake grille. The assembly also enables flexible regulation of the engine intake air temperature, maintaining it within an efficient temperature range and improving engine combustion efficiency.

[0006] According to an embodiment of the present invention, the air intake assembly includes: a front guard grille and an active air intake grille, the front guard grille is located in front of the active air intake grille and jointly defines an air intake space, the active air intake grille is used to selectively connect the air intake space with the cabin space; an engine air intake duct, the air outlet end of the engine air intake duct is connected to the engine, and the air inlet end of the engine air intake duct is suitable for selectively connecting with at least one of the air intake space and the cabin space.

[0007] According to the air intake assembly of the embodiment of the present invention, an independent engine air intake duct is provided so that the air intake end of the engine air intake duct is selectively connected to at least one of the air intake space and the cabin space, so that the engine air intake is not affected by the opening of the active air intake grille, solving the problem of the engine being unable to take in air due to the closing of the active air intake grille, and realizing flexible adjustment of the engine air intake temperature, so that the engine air intake temperature can be maintained in an efficient temperature range, thereby improving the combustion efficiency of the engine, and also minimizing the opening frequency of the active air intake grille itself, thereby achieving the optimal wind resistance reduction effect.

[0008] According to some embodiments of the present invention, the air intake assembly further includes a regulating mechanism for regulating the degree of communication between the engine air intake duct and the air intake space and the cabin space, respectively.

[0009] According to some embodiments of the air intake assembly of the present invention, the adjustment mechanism includes a baffle, the air intake end of the engine air intake duct is provided with a first air intake port and a second air intake port, the first air intake port is connected to the air intake space, and the second air intake port is connected to the cabin space, and the baffle is configured to be rotatable to adjust the opening of the first air intake port and the second air intake port.

[0010] According to the air intake assembly of some embodiments of the present invention, the first air intake port is provided on the end face of the air intake end of the engine air intake duct, and / or the second air intake port is provided on the peripheral wall of the air intake end of the engine air intake duct.

[0011] According to the intake assembly of some embodiments of the present invention, the baffle is rotatably mounted on the engine intake duct via a rotating shaft, and the intake directions of the first air intake port and the second air intake port are both perpendicular to the axis of the rotating shaft.

[0012] According to the air intake assembly of some embodiments of the present invention, the first air intake port is connected to the top of the air intake space; and / or the second air intake port is connected to a portion of the cabin space located above the air intake space.

[0013] According to the air intake assembly of some embodiments of the present invention, the regulating mechanism further includes a driving structure, and the driving structure is dynamically connected to the baffle to selectively drive the baffle to rotate.

[0014] According to some embodiments of the air intake assembly of the present invention, the driving structure includes a first driving member and a transmission assembly, and the first driving member is dynamically connected to the baffle through the transmission assembly.

[0015] According to some embodiments of the air intake assembly of the present invention, the transmission assembly includes a driving gear and a driven gear, the output shaft of the first driving member is connected to the driving gear, the driving gear is engaged with the driven gear, and the driven gear is connected to the rotating shaft of the baffle.

[0016] According to the air intake assembly of some embodiments of the present invention, the active air intake grille includes at least two active air intake grille blades, and the at least two active air intake grille blades are respectively configured to be rotatable around a second rotation axis.

[0017] According to some embodiments of the present invention, the air intake assembly further includes a second driving member, which is dynamically connected to the active air intake grille blades to drive the active air intake grille blades to rotate.

[0018] According to the air intake assembly of some embodiments of the present invention, there are two active air intake grille blades, and the two active air intake grille blades are arranged in a linkage manner, and the second driving member is dynamically connected to one of the two active air intake grille blades to drive the other to rotate.

[0019] The present invention also provides a control method for the air intake assembly.

[0020] According to an embodiment of the present invention, a control method for an air intake assembly is applicable to the air intake assembly described in any one of the above embodiments. The air intake assembly has a fully open mode, a mixed air mode, and a fully closed mode. In the fully open mode, the engine air intake duct is connected to the air intake space. In the mixed air mode, the engine air intake duct is connected to both the air intake space and the cabin space. In the fully closed mode, the engine air intake duct is connected to the cabin space. The control method includes:

[0021] Get the vehicle's operating status;

[0022] selectively obtaining an ambient temperature according to the operating state;

[0023] According to the operating state and the ambient temperature, the air intake assembly is controlled to operate in one of the fully open mode, the mixed air mode and the fully closed mode.

[0024] According to some embodiments of the present invention, the control method of the air intake assembly, wherein the control method of the air intake assembly to operate in one of the fully open mode, the mixed air mode, and the fully closed mode according to the operating state and the ambient temperature includes:

[0025] When the operating state is that the vehicle is in a pure electric drive mode and the engine is running, and the ambient temperature is lower than a first set temperature, controlling the air intake assembly to operate in the mixed air mode;

[0026] Furthermore, when the operating state is that the vehicle is in the engine drive mode and the vehicle speed is less than the set vehicle speed, and the ambient temperature is less than the first set temperature, the intake assembly is controlled to operate in the mixed air mode.

[0027] According to some embodiments of the present invention, the control method of the air intake assembly includes: obtaining the intake temperature of the engine after controlling the engine intake duct to be connected to the intake space and the cabin space at the same time; and adjusting the connection opening of the engine intake duct with the air space and the cabin space according to the intake temperature.

[0028] According to some embodiments of the present invention, the control method of the air intake assembly, adjusting the degree of connection between the engine air intake duct and the air intake space and the cabin space according to the intake air temperature includes: when the intake air temperature is greater than a second set temperature, controlling the degree of connection between the engine air intake duct and the air intake space to increase and the degree of connection with the cabin space to decrease; and, when the intake air temperature is less than the second set temperature, controlling the degree of connection between the engine air intake duct and the air intake space to decrease and the degree of connection with the cabin space to increase.

[0029] According to some embodiments of the present invention, the control method of the air intake assembly, controlling the air intake assembly to operate in one of the fully open mode, the mixed air mode and the fully closed mode according to the operating state and the ambient temperature includes: when the operating state is that the vehicle is in a pure electric drive mode and the engine is not working, controlling the air intake assembly to operate in the fully closed mode.

[0030] According to some embodiments of the present invention, the control method of the intake assembly, according to the operating state and the ambient temperature, controlling the intake assembly to operate in one of the fully open mode, the mixed air mode and the fully closed mode includes: when the operating state is that the vehicle is in the engine drive mode and the vehicle speed is greater than or equal to the set vehicle speed, controlling the intake assembly to operate in the fully open mode; and, when the operating state is that the vehicle is in the engine drive mode and the vehicle speed is less than the set vehicle speed, and the ambient temperature is greater than or equal to the first set temperature, controlling the intake assembly to operate in the fully open mode.

[0031] According to the control method of the intake assembly of some embodiments of the present invention, selectively obtaining the ambient temperature according to the operating state includes: obtaining the ambient temperature when the operating state is that the vehicle is in a pure electric drive mode and the engine is working; and obtaining the ambient temperature when the operating state is that the vehicle is in an engine drive mode and the vehicle speed is less than a set vehicle speed.

[0032] The invention also provides an engine.

[0033] An engine according to an embodiment of the present invention includes the intake assembly described in any one of the above embodiments.

[0034] The present invention also provides a vehicle.

[0035] A vehicle according to an embodiment of the present invention includes the engine described in any one of the above embodiments.

[0036] The control method of the air intake assembly, the engine, the vehicle, and the advantages of the air intake assembly described above relative to the prior art are the same and will not be described in detail here.

[0037] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0039] Figure 1 This is a schematic diagram of the structure of the air intake assembly according to an embodiment of the present invention. Figure 1 (in full-open mode);

[0040] Figure 2 This is a schematic diagram of the structure of the air intake assembly according to an embodiment of the present invention. Figure 2 (in full-open mode);

[0041] Figure 3 This is a schematic diagram of the structure of the air intake assembly according to an embodiment of the present invention. Figure 3 (in mixed air mode);

[0042] Figure 4 This is a schematic diagram of the structure of the air intake assembly according to an embodiment of the present invention. Figure 3 (in fully closed mode);

[0043] Figure 5 Schematic diagram of the structure of the engine intake duct and baffle according to an embodiment of the present invention (positions of the baffle in various modes);

[0044] Figure 6 is a schematic structural diagram of an adjustment mechanism according to an embodiment of the present invention. Figure 1 (The position of the baffle in each mode);

[0045] Figure 7 is a schematic structural diagram of an adjustment mechanism according to an embodiment of the present invention. Figure 2 (The position of the baffle in each mode);

[0046] Figure 8This is the logic flow of the control method of the intake assembly according to an embodiment of the present invention. Figure 1 ;

[0047] Figure 9 This is the logic flow of the control method of the intake assembly according to an embodiment of the present invention. Figure 2 .

[0048] Reference numerals:

[0049] Intake assembly 100,

[0050] Active air intake grille 1, active air intake grille blades 11, air intake space 2,

[0051] Engine air intake pipe 4, air intake end 41, first air intake port 411, second air intake port 412,

[0052] Adjustment mechanism 5, baffle 51, driving structure 52, first driving member 521, transmission assembly 522, driving gear 5221, driven gear 5222, housing 523,

[0053] Mounting frame 6, mounting box 7, air filter 8, engine intake manifold 9, cooling module 10, front end module 11. DETAILED DESCRIPTION

[0054] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0055] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, features defined as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0056] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0057] Unless otherwise specified, the front-to-back direction in this application is the longitudinal direction of the vehicle, that is, the X direction; the left-right direction is the lateral direction of the vehicle, that is, the Y direction; and the up-down direction is the vertical direction of the vehicle, that is, the Z direction.

[0058] Reference below Figures 1-9 An intake assembly 100 according to an embodiment of the present invention is described. The intake assembly 100 solves the problem of the engine being unable to take in air due to the closure of the active air intake grille 1, and also achieves flexible adjustment of the engine intake temperature, so that the engine intake temperature can be maintained in an efficient temperature range, thereby improving the combustion efficiency of the engine.

[0059] like Figures 1-9 As shown, an air intake assembly 100 according to one embodiment of the present invention includes: a front grille, an active air intake grille 1 and an engine air intake duct 4.

[0060] First, it's important to note that in current closed front grille designs (only the lower grille is ventilated), the active air intake grille typically covers the entire grille area. The most common installation method is to secure it to the front grille with clips, and a sponge strip is used to seal the connection. The rear end is usually connected to a fully or semi-sealed deflector. Due to the characteristics of this structure, when the active air intake grille blades are fully closed, outside air is almost impossible to enter the front cabin, preventing backflow and air blockage in the front cabin, resulting in a low drag coefficient for the entire vehicle. However, if the active air intake grille is fully closed for a long time, it will cause insufficient air intake to the internal combustion engine, resulting in incomplete fuel combustion, reduced engine efficiency, or insufficient power, which will reduce vehicle performance and driving experience, and in severe cases, even affect engine operation. Furthermore, in front grille designs with only the lower grille ventilated, air entering the front cabin passes through the cooling module before reaching the engine air intake, which can increase engine intake temperature and affect combustion efficiency.

[0061] The air intake passage in the prior art can only supply air to the engine, but cannot adjust the air intake temperature so as to maintain the engine air intake temperature within the optimal temperature range.

[0062] The front grille is the grille part on the front bumper of the vehicle. The front grille has openings that can guide external fresh air into the engine compartment, thereby taking away a large amount of heat generated by the engine during operation, reducing the engine temperature, and preventing the engine from overheating, performance degradation or damage.

[0063] The Active Grille 1 (AGS) is a device that adjusts the amount of air entering the engine compartment based on the vehicle's state, reducing overall vehicle drag. When the active grille 1 closes, cooling air from the front of the vehicle passes through the front grille, reducing or even preventing air from entering the engine compartment, thereby reducing overall vehicle drag. When the active grille 1 opens, cooling air from the front of the vehicle enters the engine compartment, meeting fuel combustion requirements and heat dissipation in the heat exchanger.

[0064] The front grille is located in front of the active air intake grille 1 and together they define an air intake space 2 . The active air intake grille 1 is used to selectively connect the air intake space 2 with the cabin space.

[0065] That is, the front grille and the active air intake grille 1 are spaced a certain distance apart in the front-to-rear direction of the vehicle to jointly define an air intake space 2. Thus, cool air from the front of the vehicle passes through the front grille and enters the air intake space 2. The active air intake grille 1 is used to selectively connect the air intake space 2 with the cabin space. That is, the active air intake grille 1 can be opened to connect the air intake space 2 with the cabin space, or closed to disconnect the air intake space 2 from the cabin space.

[0066] Specifically, when the active air intake grille 1 is completely closed, since the air intake space 2 is not connected to the cabin space, the cold air in the air intake space 2 cannot continue to flow to the engine compartment through the active air intake grille 1, which will cause insufficient air intake for the engine; when the active air intake grille 1 is opened, since the air intake space 2 is connected to the cabin space, the cold air in the air intake space 2 can continue to flow to the engine compartment through the active air intake grille 1 to meet the needs of engine fuel combustion and heat dissipation of the heat exchanger.

[0067] Furthermore, the air outlet end of the air intake duct 4 is in communication with the engine, and the air intake end 41 of the engine air intake duct 4 is adapted to selectively communicate with at least one of the air intake space 2 and the cabin space.

[0068] Specifically, the engine air intake duct 4 is used to supply air to the engine to meet the engine's fuel requirements. Fresh, cold air can be drawn in through the inlet end 41 of the engine air intake duct 4 and then flow out through the outlet end of the engine air intake duct 4 to enter the engine. The air intake end 41 of the engine air intake duct 4 is adapted to selectively communicate with at least one of the air intake space 2 and the cabin space. That is, the engine air intake end 41 can be communicated with the air intake space 2, or the engine air intake end 41 can be communicated with the cabin space, or the engine air intake end 41 can be communicated with both the air intake space 2 and the cabin space.

[0069] When the air intake end 41 of the engine is connected to the air intake space 2, the cold air in the air intake space 2 can enter the engine air intake duct 4 through the air intake end 41 of the engine air intake duct 4, and then enter the engine along the engine air intake duct 4, providing the engine with sufficient and fresh cold air to meet the combustion requirements of the engine.

[0070] When the air intake end 41 of the engine is connected to the cabin space, the cold air in the air intake space 2 can enter the engine air intake duct 4 through the air intake pipe of the engine air intake duct 4, while the hot air in the cabin space can enter the engine air intake duct 4 through the air intake end 41 of the engine air intake duct 4, and then enter the engine along the engine air intake duct 4. At this time, the engine can be in an inoperative state and there is no need to provide the engine with cold air for combustion.

[0071] When the air intake end 41 of the engine can be connected to the air intake space 2 and the cabin space at the same time, the cold air in the air intake space 2 can enter the engine air intake duct 4 through the air intake end 41 of the engine air intake duct 4. At the same time, the hot air in the cabin space can enter the engine air intake duct 4 through the air intake end 41 of the engine air intake duct 4, so that the cold air and the hot air are mixed in the engine air intake duct 4, that is, the mixing of the external cold air and the hot air in the cabin space is realized, thereby realizing flexible adjustment of the engine air intake temperature, so that the engine air intake temperature is maintained in the optimal temperature range, thereby meeting the engine air intake demand, and effectively preventing the engine air intake temperature from rising and affecting the combustion efficiency.

[0072] Therefore, by setting up an independent engine air intake duct 4, the air intake end 41 of the engine air intake duct 4 is selectively connected to the air intake space 2 and at least one of the cabin spaces, so that the engine air intake is not affected by the opening of the active air intake grille 1, solving the problem of the engine being unable to take in air due to the closing of the active air intake grille 1, and realizing flexible adjustment of the engine air intake temperature, so that the engine air intake temperature can be maintained in an efficient temperature range, thereby improving the combustion efficiency of the engine.

[0073] It should also be noted that, in the traditional air intake assembly 100, frequently opening and closing the active air intake grille 1 (AGS) to adjust the air flow entering the cabin space will affect the effect of the active air intake grille 1 (AGS) in reducing wind resistance. The air intake assembly 100 of the present application is provided with an independent adjustable engine air intake duct 4, so that the engine air intake is not affected by the active air intake grille 1, that is, even when the active air intake grille 1 (AGS) is closed, the engine air intake duct 4 can be used to supply air to the engine, thereby increasing the engine's air intake volume. As a result, the opening frequency of the active air intake grille 1 (AGS) itself can be reduced to the greatest extent, thereby achieving the optimal wind resistance reduction effect.

[0074] According to the air intake assembly 100 of the embodiment of the present invention, an independent engine air intake duct 4 is provided so that the air intake end 41 of the engine air intake duct 4 is selectively connected to at least one of the air intake space 2 and the cabin space, so that the engine air intake is not affected by the opening of the active air intake grille 1, solving the problem of the engine being unable to take in air due to the closing of the active air intake grille 1, and realizing flexible adjustment of the engine air intake temperature, so that the engine air intake temperature can be maintained in an efficient temperature range, thereby improving the combustion efficiency of the engine, and also reducing the opening frequency of the active air intake grille 1 itself to the greatest extent, thereby achieving the optimal wind resistance reduction effect.

[0075] In some embodiments, the air intake assembly 100 further includes an adjusting mechanism 5 , which is used to adjust the degree of communication between the engine air intake duct 4 and the air intake space 2 and the cabin space, respectively.

[0076] That is to say, the regulating mechanism 5 can regulate the cross-sectional area of ​​the hot air in the cabin space entering the engine air intake duct 4 and the cross-sectional area of ​​the cold air in the air intake space 2 entering the engine air intake duct 4. It can be understood that the larger the opening of the connection between the air intake duct 4 and the air intake space 2, the larger the cross-sectional area of ​​the flow through which the outside cold air passes, thereby allowing more outside cold air to enter the engine air intake duct 4, increasing the flow rate of the outside cold air entering the engine air intake duct 4 from the air intake space 2. Correspondingly, the smaller the opening of the connection between the engine air intake duct 4 and the air intake space 2, the smaller the cross-sectional area of ​​the flow through which the outside cold air passes, thereby allowing less outside cold air to enter the engine air intake duct 4, reducing the flow rate of the outside cold air entering the engine air intake duct 4 from the air intake space 2. flow rate; and the greater the opening degree of the connection between the engine air intake duct 4 and the cabin space, the larger the flow cross-sectional area through which the cabin hot air passes, thereby allowing more cabin hot air to enter the engine air intake duct 4, thereby increasing the flow rate of the cabin hot air entering the engine air intake duct 4 from the cabin space. Correspondingly, the smaller the opening degree of the connection between the engine air intake duct 4 and the cabin space, the smaller the flow cross-sectional area through which the cabin hot air passes, thereby allowing less cabin hot air to enter the engine air intake duct 4, thereby reducing the flow rate of the cabin hot air entering the engine air intake duct 4 from the cabin space.

[0077] Among them, it should be noted that the adjustment mechanism 5 can be used to make the connection openings of the engine air intake duct 4 and the air intake space 2 and the cabin space affect each other. For example, when the connection opening of the engine air intake duct 4 and the air intake space 2 is zero, the connection opening of the engine air intake duct 4 and the cabin space can be maximized, that is, the engine air intake duct 4 is not connected to the air intake space 2, but is connected to the cabin space, which can isolate the outside cold air from entering the engine. When the opening degree of the connection between the engine intake duct 4 and the cabin space is zero, the opening degree of the connection between the engine intake duct 4 and the intake space 2 can be maximized, that is, the engine intake duct 4 is not connected to the cabin space, which can isolate the cabin hot air from entering the engine, thereby increasing the engine intake air temperature. When the opening degree of the connection between the engine intake duct 4 and the intake space 2 and the opening degree of the connection between the cabin space are both greater than zero, that is, the engine intake duct 4 is connected to the intake space 2 and the cabin space at the same time, the outside cold air and the cabin hot air can enter the intake duct 4 at the same time, thereby adjusting the engine intake air temperature. When the opening degree of the connection with the intake space 2 is larger, the opening degree of the connection with the front cabin space is smaller. When the opening degree of the connection with the intake space 2 is smaller, the opening degree of the connection with the front cabin space is larger, thereby adjusting the ratio of the cabin hot air and the outside cold air entering the engine intake duct 4, the engine intake air temperature can be accurately adjusted, so that the engine intake air temperature is maintained in the optimal temperature range.

[0078] Of course, the degree of connection between the engine air intake duct 4 and the air intake space 2 and the cabin space can also be independently adjusted through the adjustment mechanism 5, so that the degree of connection between the engine air intake duct 4 and the air intake space 2 and the cabin space does not affect each other, and can be flexibly set according to actual needs.

[0079] In practice, if the ambient temperature is high, causing the outside air temperature in the intake space 2 to be high, the flow rate of hot cabin air from the engine room into the engine intake duct 4 can be reduced, or the hot cabin air can be prevented from entering the engine intake duct 4 to prevent the engine intake temperature from being too high. Alternatively, if the ambient temperature is high, causing the outside air temperature in the intake space 2 to be low, the flow rate of hot cabin air from the engine room into the engine intake duct 4 can be increased to raise the engine intake air temperature.

[0080] Therefore, by providing the adjustment mechanism 5, the communication openings of the engine air intake duct 4 with the air intake space 2 and the cabin space can be flexibly adjusted, thereby meeting the air intake requirements of different working states of the engine.

[0081] In some embodiments, as Figure 2-Figure 6 As shown, the regulating mechanism 5 includes a baffle 51, and the intake end 41 of the engine intake pipe 4 is provided with a first air inlet 411 and a second air inlet 412, that is, the gas can enter the intake pipe 4 from the first air inlet 411, and can also enter the intake pipe 4 from the second air inlet 412.

[0082] Furthermore, the first air inlet 411 is in communication with the air inlet space 2 , and the second air inlet 412 is in communication with the cabin space. The baffle 51 is rotatable to adjust the opening of the first air inlet 411 and the second air inlet 412 .

[0083] That is to say, the cold air in the intake space 2 can enter the engine air intake duct 4 through the first air intake port 411, and the hot air in the cabin space can enter the engine air intake duct 4 through the second air intake port 412, and the opening of the first air intake port 411 and the second air intake port 412 can be adjusted by adjusting the rotation angle of the baffle 51, thereby adjusting the flow rate of external cold air and the flow rate of cabin hot air entering the engine air intake duct 4, that is, adjusting the flow rate ratio of external cold air and cabin hot air in the engine air intake duct 4 to adjust the intake temperature of the engine.

[0084] It is understood that when the flow rate ratio of cabin hot air entering the engine intake duct 4 is large, the engine intake temperature will rise, and when the flow rate ratio of outside cold air entering the engine intake duct 4 is large, the engine intake temperature will fall. Therefore, when the engine intake temperature exceeds the optimal temperature, the flow rate ratio of outside cold air entering the engine intake duct 4 can be increased, and the flow rate ratio of cabin hot air entering the engine intake duct 4 can be reduced to appropriately lower the engine intake temperature. When the engine intake temperature is lower than the optimal temperature, the flow rate ratio of cabin hot air entering the engine intake duct 4 can be increased, and the flow rate ratio of outside cold air entering the engine intake duct 4 can be reduced to appropriately raise the engine intake temperature. In this way, the engine intake temperature is ensured to be maintained within the optimal temperature range.

[0085] Therefore, by setting the baffle 51 and adjusting the rotation angle of the baffle 51 to flexibly adjust the opening of the first air inlet 411 and the second air inlet 412, the flow ratio of the external cold air and the cabin hot air entering the engine intake duct 4 can be flexibly adjusted to flexibly adjust the intake temperature of the engine, thereby ensuring that the engine intake temperature is maintained in the optimal temperature range to meet different working conditions of the engine.

[0086] In a specific embodiment, Figure 2-Figure 4 As shown, the first air inlet 411 is connected to the air intake space 2, and the second air inlet 412 is connected to the cabin space. The baffle 51 can rotate in the engine air intake duct 4 to adjust the opening of the first air inlet 411 and the second air inlet 412 when the baffle 51 rotates.

[0087] Among them, Figure 4 As shown, when the baffle 51 rotates downward, the opening of the first air inlet 411 can be reduced, and at the same time, the opening of the second air inlet 412 can be increased, until the baffle 51 rotates to a horizontal position, the baffle 51 completely blocks the first air inlet 411, and at the same time, the opening of the second air inlet 412 reaches the maximum. At this time, the cold air in the intake space 2 is prevented from entering the engine air intake duct 4, while the hot air in the cabin space is allowed to enter the engine air intake duct 4, and the inlet flow rate of the hot air reaches the maximum.

[0088] like Figure 3 As shown, when the baffle 51 rotates upward, the opening of the second air inlet 412 can be reduced, and at the same time, the opening of the first air inlet 411 can be increased, until the baffle 51 rotates to a vertical position, the baffle 51 completely blocks the second air inlet 412, and at the same time, the opening of the first air inlet 411 reaches the maximum. At this time, the hot air in the cabin space is prevented from entering the engine air intake duct 4, while the cold air in the air intake space 2 is allowed to enter the engine air intake duct 4, and the inlet flow rate of the cold air reaches the maximum.

[0089] In some embodiments, the first air inlet 411 is provided on an end surface of the air inlet end 41 of the engine air inlet duct 4 , and / or the second air inlet 412 is provided on a peripheral wall of the air inlet end 41 of the engine air inlet duct 4 .

[0090] Specifically, the first air inlet 411 is arranged on the end face of the air inlet end 41 of the engine air inlet duct 4, and the second air inlet 412 can be arranged on the peripheral wall of the air inlet end 41 of the engine air inlet duct 4, and the air inlet is open toward the front side of the vehicle. In this way, the baffle 51 is facilitated to rotate flexibly in the engine air inlet duct 4 to avoid interference with other structures. Among them, the shape and size of the baffle 51 should be compatible with the shape and size of the first air inlet 411 and the shape and size of the second air inlet 412, so that when the baffle 51 is rotated to the position where the first air inlet 411 is opened at the minimum, that is, when it is rotated to the horizontal position, it can completely block the first air inlet 411, effectively preventing the cold air in the intake space 2 from entering the engine air intake duct 4, and when the baffle 51 is rotated to the position where the second air inlet 412 is opened at the minimum, that is, when it is rotated to the vertical position, it can completely block the second air inlet 412, effectively preventing the hot air in the cabin space from entering the engine air intake duct 4, causing the engine air intake temperature to rise.

[0091] Figure 1-Figure 5 The engine intake duct 4 shown in FIG is a rectangular duct, with the first air inlet 411 and the second air inlet 412 being rectangular. The baffle 51 matches the shape of the first air inlet 411 and the second air inlet 412, and is a rectangular baffle 51. The baffle 51 also matches the size of the first air inlet 411 and the second air inlet 412. Of course, the engine intake duct 4 can also be configured as other shapes, such as a cylinder, and accordingly, the first air inlet 411, the second air inlet 412, and the baffle 51 can also be other shapes, such as a circle, an ellipse, a multi-shaped shape, or other irregular shapes.

[0092] In some embodiments, the baffle 51 is rotatably mounted on the engine air intake duct 4 via a rotating shaft, and the air intake directions of the first air intake port 411 and the second air intake port 412 are both perpendicular to the axis of the rotating shaft.

[0093] That is, the baffle 51 can be mounted on the engine intake duct 4 via a rotating shaft. The baffle 51 can be fixed relative to the rotating shaft so that when the rotating shaft rotates, the baffle 51 can be driven to rotate. Thus, the rotation of the rotating shaft can achieve rotation relative to the engine intake duct 4. The air intake direction of the first air inlet 411 and the air intake direction of the second air inlet 412 are both perpendicular to the axis of the rotating shaft. In this way, the opening of the first air inlet 411 and the opening of the second air inlet 412 can be adjusted simultaneously by rotating the baffle 51, which is flexible and convenient.

[0094] Specifically, if Figure 5 As shown, the baffle 51 is rotatably mounted on the engine intake duct 4 through a rotating shaft. The intake direction of the first air inlet 411 is vertical, i.e., up and down, and the gas flows from bottom to top into the engine intake duct 4. The intake direction of the second air inlet 412 is front to back, and the gas flows from front to back into the engine intake duct 4. The axis of the rotating shaft is left to right, which is perpendicular to the intake direction of the first air inlet 411 and the intake direction of the second air inlet 412.

[0095] In some embodiments, the first air inlet 411 is connected to the top of the air intake space 2 .

[0096] Specifically, if Figure 3 As shown, the first air inlet 411 is connected to the top of the air inlet space 2, so that the external cold space entering the air inlet space 2 can flow upward to enter the engine air inlet pipe 4 through the first air inlet 411, and then flow upward and backward along the engine air inlet pipe 4 to enter the engine. Figure 1 As shown, a portion of the engine air intake duct 4 extends along the height direction of the cooling module 10 and then extends backward to connect with other structures. In this way, the engine air intake duct 4 is avoided from occupying additional space, the structural compactness of the air intake assembly 100 is improved, and the increase in the volume of the air intake assembly 100 is avoided.

[0097] In other embodiments, the second air inlet 412 is connected to a portion of the cabin space above the air intake space 2 .

[0098] Specifically, if Figure 3 As shown, the second air inlet 412 is connected to the part of the cabin space located above the air inlet space 2, so that the hot air in the part of the cabin space located above the air inlet space 2 can flow into the engine air inlet duct 4 from the second air inlet 412, which is flexible and convenient.

[0099] In some embodiments, the adjustment mechanism 5 further includes a driving structure 52 , which is dynamically connected to the baffle 51 to selectively drive the baffle 51 to rotate.

[0100] In other words, the drive structure 52 is used to provide power to the baffle 51 to drive the baffle 51 to rotate. When the drive structure 52 is started, the drive structure 52 begins to move, transmitting power to the baffle 51 to drive the baffle 51 to rotate. The baffle 51 can be rotated at different angles and directions by different driving modes of the drive structure 52.

[0101] In actual design, for example, the drive structure 52 can be a motor drive structure, a hydraulic drive structure, a pneumatic drive structure, a mechanical transmission drive, a gear transmission structure, a worm gear transmission structure, etc., and can be flexibly set according to actual needs, as long as it can drive the baffle 51 to rotate, and is not limited to what is described in this example.

[0102] In some embodiments, the driving structure 52 includes a first driving member 521 and a transmission assembly 522 , and the first driving member 521 is dynamically connected to the baffle 51 via the transmission assembly 522 .

[0103] That is to say, the output end of the first driving member 521 is connected to the input end of the transmission component 522, and the output end of the transmission component 522 is connected to the baffle 51. Thus, the power of the first driving member 521 can be transmitted to the transmission component 522 to drive the transmission component 522 to move. When the transmission component 522 moves, it drives the baffle 51 to drive the baffle 51 to rotate, thereby realizing power transmission from the first driving member 521 to the baffle 51 through the transmission component 522.

[0104] In actual design, the transmission component 522 can be set as a gear transmission component 522, a chain transmission component 522, a gear rack transmission component 522, a worm gear transmission component 522, etc., and can be flexibly set according to actual needs, and is not limited to what is described in this embodiment.

[0105] In some embodiments, the transmission assembly 522 includes a driving gear 5221 and a driven gear 5222 , the output shaft of the first driving member 521 is connected to the driving gear 5221 , the driving gear 5221 is meshed with the driven gear 5222 , and the driven gear 5222 is connected to the rotating shaft of the baffle 51 .

[0106] Specifically, if Figure 7 As shown, the transmission assembly 522 includes a driving gear 5221 and a driven gear 5222. The output shaft of the first driving member 521 is connected to the driving gear 5221, the driving gear 5221 is meshed with the driven gear 5222, and the driven gear 5222 is connected to the rotating shaft of the baffle 51. In this way, when the first driving member 521 starts to work, it can transmit power to the driving gear 5221 to drive the driving gear 5221 to rotate. When the driving gear 5221 rotates, it can drive the driven gear 5222 to rotate to transmit power to the driven gear 5222. When the driven gear 5222 rotates, it can drive the rotating shaft of the baffle 51 to rotate, and transmit the power to the rotating shaft of the baffle 51. Then, the rotating shaft of the baffle 51 rotates and drives the baffle 51 to rotate.

[0107] Thus, power is transmitted from the first driving member 521 to the baffle 51 through the driving gear 5221 and the driven gear 5222, thereby driving the baffle 51 to rotate, avoiding occupying too much space, and ensuring smooth transmission and high efficiency.

[0108] In actual design, Figure 7 As shown, the first driving member 521 can be configured as a driving motor, the driving gear 5221 and the driven gear 5222 can be configured as spur gears, and the rotation axis of the driving gear 5221 is parallel to and spaced apart from the rotation axis of the driven gear 5222 .

[0109] As well as Figure 6 As shown, the drive motor and the transmission assembly 522 can be installed in the motor housing 523 to protect the drive motor and the transmission assembly 522, wherein the motor housing 523 can be connected to the outside of the engine air intake duct 4 by bolt connection, screw connection, plug connection and other connection methods, which is conducive to driving the baffle 51 and also realizes the fixation of the motor housing 523.

[0110] In some embodiments, the active air intake grille 1 includes at least two active air intake grille blades 11 , and the at least two active air intake grille blades 11 are respectively configured to be rotatable around a second rotation axis.

[0111] That is to say, the active air intake grille 1 may include two, three or even more active air intake grille blades 11, and at least two active air intake grille blades 11 are respectively arranged to be rotatable around the second rotation axis, that is, each active air intake grille 1 is connected to the second rotation axis and rotates around the second rotation axis, thereby realizing the opening and closing of each active air intake grille blade 11 and the adjustment of the opening degree.

[0112] Specifically, if Figure 1 As shown, Figure 1 Taking the setting of two active air intake grille blades 11 as an example, the two active air intake grille blades 11 are distributed in the up and down directions, and the two active air intake grille blades 11 can rotate around their respective second rotation axes. When the two active air intake grille blades 11 rotate to extend vertically, the active air intake grille 1 is closed. When the two active air intake grille blades 11 rotate to extend horizontally, the active air intake grille 1 is opened and opened to the maximum angle.

[0113] In some embodiments, the air intake assembly 100 further includes a second driving member, which is power-connected to the active air intake grille blades 11 to drive the active air intake grille blades 11 to rotate.

[0114] In other words, the second driving member is used to provide power to the active air intake grille blades 11 to drive the active air intake grille blades 11 to rotate. When the second driving member is activated, the second driving member begins to move, transmitting power to the active air intake grille blades 11 to drive the active air intake grille blades 11 to rotate. Different driving modes of the second driving member can realize the rotation of the active air intake grille blades 11 at different angles and directions.

[0115] In an actual design, the second driving member can be configured as a second driving motor, which can drive the active air intake grille blades 11 to rotate in different directions through forward and reverse rotation of the second driving motor. For example, when the second driving motor rotates forward, it can drive the active air intake grille blades 11 to rotate upward to open the active air intake grille 1. When the second driving motor rotates reversely, it can drive the active air intake grille blades 11 to rotate downward to close the active air intake grille 1. The output shaft of the second driving motor can be power-connected to the active air intake grille blades 11 via a spline to drive the active air intake grille blades 11 to rotate.

[0116] In some embodiments, there are two active air intake grille blades 11 , and the two active air intake grille blades 11 are arranged in linkage, and the second driving member is dynamically connected to one of the two active air intake grille blades 11 to drive the other to rotate.

[0117] Specifically, if Figure 1 As shown, there are two active air intake grille blades 11, and the two active air intake grille blades 11 are arranged in linkage, that is, when one active air intake grille blade 11 rotates, the other active air intake grille blade 11 will also rotate accordingly, thereby realizing synchronous rotation of the two active air intake grille blades 11.

[0118] The second driving member is connected to one of the two active air intake grille blades 11 with power to drive the other one to rotate, that is, the power of the second driving member is transmitted to one of the active air intake grille blades 11 to drive one of the active air intake grille blades 11 to rotate. When this active air intake grille blade 11 rotates, power can be transmitted to the other active air intake grille blade 11 to drive the other active air intake grille blade 11 to rotate, thereby realizing power transmission from the second driving member to the two active air intake grille blades 11, so that the two active air intake grille blades 11 can rotate synchronously to realize the opening and closing of the active air intake grille 1.

[0119] In actual design, the two active air intake grille blades 11 can be connected by a connecting rod structure, gear transmission, etc. to achieve the linkage setting of the two active air intake grille blades 11, or can be set to other linkage forms. It can be flexibly set according to actual needs and is not limited to what is described in this embodiment.

[0120] In some embodiments, a mounting frame 6 is further included, and the active air intake grille 1 and the front guard grille can be mounted on the mounting frame 6 to achieve fixed installation of the active air intake grille 1 and the front guard grille. Figure 1As shown, the active air intake grille 1 is installed at the rear of the mounting frame 6, the front protective grille is installed at the front of the mounting frame 6, a top cover is provided at the top of the mounting frame 6, and a bottom cover is provided at the bottom of the mounting frame 6. The active air intake grille 1, the front protective grille, the top cover and the bottom cover together form an air intake space 2.

[0121] In actual design, the mounting frame 6 can be connected to the front grille by snap-fitting. That is, a snap-fitting can be provided on the mounting frame 6 and a slot can be provided on the front grille. Alternatively, a slot can be provided on the mounting frame 6 and a snap-fitting can be provided on the front grille, with the snap-fitting and slot matching in shape and size, allowing the snap-fitting to snap into the slot. This achieves a snap-fit ​​connection between the mounting frame 6 and the front grille, facilitating installation and removal and facilitating repair and replacement of the front grille. After the mounting frame 6 is connected to the front grille, the edges of the mounting frame 6 should be aligned with those of the front grille to maintain aesthetics. A sponge strip can also be used for sealing to enhance the seal between the mounting frame 6 and the front grille.

[0122] The rear end face of the mounting frame 6 can be connected to the front end module 11 to ensure the installation stability of the mounting frame 6. The left and right boundaries of the mounting frame 6 can be aligned with the left and right boundaries of the front end module 11, and sealed with a sponge strip to improve the sealing between the mounting frame 6 and the front end module 11.

[0123] In some embodiments, the second driving member can be installed in the mounting box 7 of the mounting frame 6, so that the active air intake grille blade 11 can be driven at the middle position, which is beneficial to improving the rotational stability of the active air intake grille blade 11, and can protect the second driving member to prevent the second driving member from being damaged.

[0124] In some embodiments, the air intake end 41 of the engine air intake duct 4 is detachably connected to the top of the mounting frame 6 .

[0125] That is to say, the air intake end 41 of the engine air intake pipe 4 and the top of the mounting frame 6 can be connected to the top of the mounting frame 6 by a detachable connection method such as a snap connection, a threaded connection, and a cam connection. In this way, it is convenient to install and disassemble the mounting frame 6 and the engine air intake pipe 4. After the air intake end 41 of the engine air intake pipe 4 is connected to the top of the mounting frame 6, it can also be sealed by sealing members such as sponge strips to improve the sealing between the air intake end 41 of the engine air intake pipe 4 and the mounting frame 6, and prevent the formation of gaps that cause gas leakage and affect the air supply to the engine.

[0126] In some embodiments, an air filter 8 is also included. The air filter 8 is connected between the engine intake manifold 9 and the engine intake pipe 4 to clean and filter the gas in the engine intake pipe 4 to ensure the cleanliness of the gas entering the engine.

[0127] The present invention also provides a control method for the air intake assembly 100 .

[0128] According to the control method of the air intake assembly 100 of an embodiment of the present invention, the control method is applicable to the air intake assembly 100 of any one of the above-mentioned embodiments. The air intake assembly 100 has a fully open mode, a mixed air mode and a fully closed mode. In the fully open mode, the engine air intake duct 4 is connected to the air intake space 2. In the mixed air mode, the engine air intake duct 4 is connected to the air intake space 2 and the cabin space at the same time. In the fully closed mode, the engine air intake duct 4 is connected to the cabin space.

[0129] Among them, it should be noted that during the operation of the whole vehicle, the control system senses vehicle status data such as vehicle speed, engine water temperature, motor electronic control temperature, compressor pressure, ambient temperature, etc. through sensors, and adjusts the opening and closing angle of the active air intake grille blades 11 in real time to adjust the air flow entering the cabin space. At the same time, the control system also adjusts the intake volume and intake temperature of the engine intake duct 4 in real time through control methods.

[0130] Specifically, the control method includes:

[0131] S1: Get the vehicle's operating status.

[0132] Specifically, a vehicle has multiple operating states. The vehicle controller (VCU) transmits the operating state of the vehicle to the vehicle control system. After the control system receives the operating state of the vehicle, it obtains the operating state of the vehicle.

[0133] S2: Selectively obtain the ambient temperature according to the operating status.

[0134] Specifically, after the control system obtains the operating status of the vehicle, it can choose whether to obtain the ambient temperature according to the operating status of the vehicle, that is, it can choose to obtain the ambient temperature or not.

[0135] In practice, a first temperature sensor may be provided to detect the ambient temperature, and the detected ambient temperature may be transmitted to the control system.

[0136] S3: According to the operating state and the ambient temperature, the air intake assembly 100 is controlled to operate in one of the fully open mode, the mixed air mode and the fully closed mode.

[0137] Specifically, after the control system obtains the operating status and ambient temperature of the vehicle, it can analyze and judge the operating status and ambient temperature, and control the intake assembly 100 to operate in one of the fully open mode, mixed air mode and fully closed mode according to the judgment result, thereby achieving the adjustment of the engine intake volume and intake temperature, and avoiding the influence of the active air intake grille 1 on the engine intake volume and intake temperature.

[0138] In some embodiments, controlling the air intake assembly 100 to operate in one of the fully open mode, the mixed air mode, and the fully closed mode according to the operating state and the ambient temperature includes:

[0139] S31a: When the vehicle is in the pure electric drive mode and the engine is running, and the ambient temperature is lower than the first set temperature, the air intake assembly 100 is controlled to operate in the mixed air mode.

[0140] Specifically, after the control system analyzes and judges the operating status and ambient temperature, if it is determined that the operating status of the vehicle is that the vehicle is in pure electric drive mode and the engine is working, that is, the engine has an air intake demand at this time, it is used as a generator to generate electricity for the use of the generator. At the same time, if it is determined that the ambient temperature is lower than the first set temperature, that is, the external ambient temperature is lower at this time, so that the temperature of the external cold air entering the engine intake duct 4 from the intake space 2 is lower. Therefore, at this time, in order to simultaneously meet the engine's air intake demand and maintain the intake temperature in the optimal temperature range, it is necessary to control the intake assembly 100 to operate in mixed air mode.

[0141] In the mixed air mode, the engine air intake duct 4 is connected to the air intake space 2 and the cabin space at the same time, which will cause the hot space in the cabin space and the cold air in the air intake space 2 to enter the engine air intake duct 4 together. Since the ambient temperature is lower than the first set temperature, the ambient temperature is lower, resulting in a lower temperature of the external cold air entering the engine air intake duct 4 from the air intake space 2. Therefore, the hot air in the cabin space can be mixed with the lower temperature cold air in the air intake space 2 to appropriately increase the intake temperature, adjust the engine's intake temperature, and maintain the intake temperature in the optimal temperature range.

[0142] S31b: Also, when the operating state is that the vehicle is in the engine drive mode and the vehicle speed is less than the set vehicle speed, and the ambient temperature is less than the first set temperature, the intake assembly 100 is controlled to operate in the mixed air mode.

[0143] Specifically, after the control system analyzes and judges the operating status and ambient temperature, if it is determined that the vehicle's operating status is that the vehicle is in engine drive mode and the vehicle speed is less than the set speed, that is, the engine at this time has an intake demand and needs to drive the vehicle to travel, but does not require a large intake volume. At the same time, if it is determined that the ambient temperature is less than the first set temperature, that is, the external ambient temperature at this time is low, so that the temperature of the external cold air entering the engine intake duct 4 from the intake space 2 is low. Therefore, at this time, in order to simultaneously meet the engine's intake demand and maintain the intake temperature in the optimal temperature range, it is necessary to control the intake assembly 100 to operate in mixed air mode.

[0144] In the mixed air mode, the engine air intake duct 4 is connected to the air intake space 2 and the cabin space at the same time, which will cause the hot space in the cabin space and the cold air in the air intake space 2 to enter the engine air intake duct 4 together. Since the ambient temperature is lower than the first set temperature, the ambient temperature is lower, resulting in a lower temperature of the external cold air entering the engine air intake duct 4 from the air intake space 2. Therefore, the hot air in the cabin space can be mixed with the lower temperature cold air in the air intake space 2 to appropriately increase the intake temperature, adjust the engine's intake temperature, and maintain the intake temperature in the optimal temperature range.

[0145] In practice, for example, the first set temperature can be 25° C., 30° C., 35° C., 40° C., etc., and can be flexibly set according to actual needs, and is not limited to what is described in this embodiment.

[0146] In some embodiments, controlling the air intake assembly 100 to operate in the mixed air mode includes:

[0147] S311: After controlling the engine air intake duct 4 to be connected to the air intake space 2 and the cabin space at the same time, obtaining the engine air intake temperature.

[0148] Specifically, after the control system controls the engine air intake duct 4 to be connected to the air intake space 2 and the cabin space at the same time, at this time, the cold air in the air intake space 2 will enter the engine air intake duct 4 together with the hot air in the cabin space and mix in the engine air intake duct 4. At this time, the engine air intake temperature is obtained.

[0149] In practice, a second temperature sensor may be provided to detect the intake air temperature of the engine, and transmit the detected intake air temperature to the control system so that the control system acquires the intake air temperature of the engine.

[0150] S312: Adjust the degree of communication between the engine air intake duct 4 and the air intake space 2 and the cabin space according to the intake air temperature.

[0151] Specifically, after obtaining the engine's intake temperature, the engine's intake temperature can be analyzed and judged, and then the degree of connection between the engine's intake duct 4 and the intake space 2 and the cabin space can be adjusted based on the judgment result of the intake temperature, thereby adjusting the flow rate of external cold air and the flow rate of cabin hot air entering the engine's intake duct 4, so as to adjust the mixing ratio of hot air and cold air, thereby realizing flexible adjustment of the engine's intake temperature.

[0152] In some embodiments, adjusting the degree of communication between the engine air intake duct 4 and the air intake space 2 and the cabin space according to the intake air temperature includes:

[0153] S3121a: When the intake air temperature is greater than the second set temperature, the opening degree of the connection between the engine intake duct 4 and the intake space 2 is controlled to increase and the opening degree of the connection with the cabin space is controlled to decrease.

[0154] Specifically, when the control system determines that the intake air temperature is greater than the second set temperature, that is, the intake air temperature is too high, at this time, the intake air temperature needs to be lowered, and the opening of the connection between the engine intake duct 4 and the intake space 2 can be controlled to increase and the opening of the connection with the cabin space can be controlled to decrease, that is, the flow rate of cold air from the intake space 2 entering the engine intake duct 4 is increased, while the flow rate of hot air from the cabin space entering the engine intake duct 4 is reduced, thereby reducing the proportion of hot air from the cabin entering the engine intake duct 4 and increasing the proportion of cold air from the outside entering the engine intake duct 4, thereby avoiding excessive hot air from the cabin entering the engine intake duct 4 and causing the intake air temperature to be too high, thereby maintaining the engine intake air temperature in the optimal temperature range, that is, maintaining it in the set range of the second set temperature.

[0155] In practice, the second set temperature may be a specific value or a range, and may be flexibly set according to actual needs, and is not limited to that described in this embodiment.

[0156] And the rotation angle of the baffle 51 can be adjusted to increase the opening of the engine intake duct 4 and the intake space 2 and reduce the opening of the engine intake duct 4 and the cabin space, as shown in FIG. Figure 2-Figure 4 As shown, the baffle 51 can be rotated upward relative to the initial position to increase the communication opening between the engine intake duct 4 and the intake space 2, while reducing the communication opening between the engine intake duct 4 and the intake space 2.

[0157] S3121b: When the intake air temperature is lower than the second set temperature, the opening degree of the connection between the engine intake duct 4 and the intake space 2 is controlled to decrease, and the opening degree of the connection between the engine intake duct 4 and the cabin space is controlled to increase.

[0158] Specifically, when the control system determines that the intake air temperature is lower than the second set temperature, that is, the intake air temperature is too low, at this time, the intake air temperature needs to be increased, and the opening of the connection between the engine intake duct 4 and the intake space 2 can be controlled to decrease and the opening of the connection with the cabin space can be controlled to increase, that is, the flow rate of cold air from the intake space 2 entering the engine intake duct 4 is reduced, while the flow rate of hot air from the cabin space entering the engine intake duct 4 is increased, thereby increasing the proportion of hot cabin air entering the engine intake duct 4 and reducing the proportion of cold outside air entering the engine intake duct 4, so that an appropriate amount of hot cabin air can enter the engine intake duct 4, so that the intake air temperature of the engine is increased, thereby maintaining the engine intake air temperature in the optimal temperature range, that is, maintained in the set range of the second set temperature.

[0159] In practice, the rotation angle of the baffle 51 can be adjusted to reduce the opening of the engine intake duct 4 to the intake space 2 and increase the opening of the engine intake duct 4 to the cabin space, such as Figure 2-Figure 4 As shown, the baffle 51 can be rotated downward relative to the initial position to reduce the communication opening between the engine intake duct 4 and the intake space 2, and at the same time, increase the communication opening between the engine intake duct 4 and the intake space 2.

[0160] When operating in mixed air mode, the rotation angle of the baffle 51 can be adjusted in real time through the PID control algorithm. Specifically, the rotation angle R1 of the baffle 51 changes with time and can be expressed as R(t). The ambient temperature collected by the first temperature sensor is Temp1, and the second set temperature is Temp3. ΔT2(Temp1-Temp3) is calculated. The error ΔT2 changes with time and can be expressed as T(t). According to the formula:

[0161] R(t)=K p T(t)+K i ∫T(t)dt+K d dtdT(t)

[0162] The control output is calculated and the output R(t) is sent to the first driving member 521 to drive the first driving member 521 to adjust the rotation angle of the baffle 51, so that the change in the rotation angle can adjust the ratio of cabin air and outside air entering the engine inlet duct in real time according to the wind temperature, and then maintain the engine intake temperature in the optimal temperature range through dynamic adjustment.

[0163] In some embodiments, controlling the air intake assembly 100 to operate in one of the fully open mode, the mixed air mode, and the fully closed mode according to the operating state and the ambient temperature includes:

[0164] S32: When the vehicle is in the pure electric drive mode and the engine is not working, the intake assembly 100 is controlled to operate in the fully closed mode.

[0165] Specifically, after the control system analyzes and judges the operating status and ambient temperature, if it determines that the vehicle's operating status is that the vehicle is in pure electric drive mode and the engine is not working, that is, the engine has no intake demand at this time, therefore, at this time, the intake assembly 100 can be controlled to operate in a fully closed mode.

[0166] In the fully closed mode, the engine air intake duct 4 is connected to the cabin space but not to the air intake space 2 , thereby blocking the outside air in the air intake space 2 and preventing the outside air in the air intake space 2 from entering the engine air intake duct 4 .

[0167] In practice, the baffle 51 can be rotated to a horizontal position to block the first air inlet 411 , thereby blocking the rising airflow and preventing the outside air in the air intake space 2 from entering the engine air intake duct 4 .

[0168] In some embodiments, controlling the air intake assembly 100 to operate in one of the fully open mode, the mixed air mode, and the fully closed mode according to the operating state and the ambient temperature includes:

[0169] S33a: When the vehicle is in the engine drive mode and the vehicle speed is greater than or equal to the set vehicle speed, the intake assembly 100 is controlled to operate in the full-open mode.

[0170] Specifically, after the control system analyzes and judges the operating status and ambient temperature, if it determines that the vehicle's operating status is that the vehicle is in engine drive mode and the vehicle speed is greater than or equal to the set vehicle speed, that is, the engine at this time has an intake demand and the required intake volume is large, and sufficient intake volume is required to drive the vehicle. Therefore, at this time, in order to meet the high intake demand of the engine, it is necessary to control the intake assembly 100 to operate in full-open mode.

[0171] S33b: When the vehicle is in the engine drive mode and the vehicle speed is less than the set speed, and the ambient temperature is greater than or equal to the first set temperature, the intake assembly 100 is controlled to operate in the fully open mode.

[0172] Specifically, after the control system analyzes and judges the operating status and ambient temperature, if it is determined that the operating status of the vehicle is that the vehicle is in engine drive mode and the vehicle speed is less than the set speed, that is, the engine at this time has an intake demand to drive the vehicle, but does not require a large intake volume. At the same time, if it is determined that the ambient temperature is greater than or equal to the first set temperature, that is, the ambient temperature at this time is high, so that the temperature of the external cold air entering the engine air intake duct 4 from the air intake space 2 is high, and it is necessary to isolate the hot air in the cabin from entering the engine air intake duct 4, resulting in overheating of the intake temperature. Therefore, at this time, in order to simultaneously meet the engine's air intake demand and block the hot air in the cabin from entering the engine air intake duct 4, it is necessary to control the intake assembly 100 to operate in a fully open mode.

[0173] In the fully open mode, the engine air intake duct 4 is connected to the air intake space 2 but not to the cabin space, thereby blocking the hot air in the cabin space and preventing the hot air in the cabin space from entering the engine air intake duct 4, thereby avoiding the high temperature cabin air from affecting the intake temperature.

[0174] In some embodiments, selectively obtaining the ambient temperature according to the operating state includes:

[0175] S21a: When the vehicle is in a pure electric drive mode and the engine is running, obtain the ambient temperature.

[0176] Specifically, after the control system analyzes and judges the operating status and ambient temperature, if it is determined that the operating status of the vehicle is that the vehicle is in pure electric drive mode and the engine is working, that is, the engine has an intake demand at this time, and it is used as a generator to generate electricity for the use of the generator. At this time, it is necessary to obtain the ambient temperature to adjust the intake air temperature according to the external cold air temperature in the intake space 2. That is to say, if the ambient temperature is high, the hot air in the cabin is isolated from entering the engine intake duct 4 to avoid the intake air temperature being too high. If the ambient temperature is low, the external cold air can be mixed with the hot air in the cabin to increase the intake air temperature.

[0177] S21b: And, when the operating state is that the vehicle is in the engine drive mode and the vehicle speed is less than the set speed, obtain the ambient temperature.

[0178] Specifically, after the control system analyzes and judges the operating status and ambient temperature, if it is determined that the vehicle's operating status is that the vehicle is in engine drive mode and the vehicle speed is less than the set speed, that is, the engine at this time has an intake demand to drive the vehicle, but does not require a large intake volume. At this time, it is necessary to obtain the ambient temperature to adjust the intake air temperature according to the external cold air temperature in the intake space 2. That is to say, if the ambient temperature is high, the hot air in the cabin is isolated from entering the engine intake duct 4 to avoid the intake air temperature being too high. If the ambient temperature is low, the external cold air can be mixed with the hot air in the cabin to increase the intake air temperature.

[0179] The invention also provides an engine.

[0180] An engine according to an embodiment of the present invention includes the intake assembly 100 according to any one of the above embodiments.

[0181] According to the engine of the embodiment of the present invention, by providing the above-mentioned intake assembly 100 that can automatically adjust the intake volume and intake temperature, the operating efficiency of the engine can be improved, the power of the engine can be increased, and the engine efficiency reduction or insufficient power due to insufficient fuel combustion can be avoided. The adaptability of the engine can also be enhanced, so that the engine can maintain good performance under any operating conditions and improve the fuel economy of the engine.

[0182] The present invention also provides a vehicle.

[0183] A vehicle according to an embodiment of the present invention includes the engine of the above embodiment.

[0184] By providing the above-mentioned engine, the vehicle according to the embodiment of the present invention can reduce fuel consumption, improve the fuel economy of the vehicle, enhance vehicle stability and safety, and improve driving comfort.

[0185] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative uses of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0186] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. An air intake assembly, characterized in that: include: A front guard grille and an active air intake grille (1), the front guard grille being located in front of the active air intake grille (1) and jointly defining an air intake space (2), the active air intake grille (1) being used to selectively connect the air intake space (2) with the cabin space; An engine air intake duct (4), wherein an air outlet end (41) of the engine air intake duct (4) is in communication with the engine, and an air intake end (41) of the engine air intake duct (4) is adapted to selectively communicate with at least one of the air intake space (2) and the cabin space.

2. The air intake assembly according to claim 1, characterized in that: It also includes an adjusting mechanism (5), which is used to adjust the communication opening between the engine air intake duct (4) and the air intake space (2) and the cabin space respectively.

3. The air intake assembly according to claim 2, characterized in that: The regulating mechanism (5) comprises a baffle (51); an air intake end (41) of the engine air intake duct (4) is provided with a first air intake port (411) and a second air intake port (412); the first air intake port (411) is in communication with the air intake space (2); the second air intake port (412) is in communication with the cabin space; the baffle (51) is rotatable to adjust the openings of the first air intake port (411) and the second air intake port (412).

4. The air intake assembly according to claim 3, characterized in that: The first air inlet (411) is provided on the end face of the air inlet end (41) of the engine air inlet pipe (4), and / or the second air inlet (412) is provided on the peripheral wall of the air inlet end (41) of the engine air inlet pipe (4).

5. The air intake assembly according to claim 4, characterized in that: The baffle (51) is rotatably mounted on the engine air intake duct (4) via a rotating shaft, and the air intake direction of the first air intake port (411) and the air intake direction of the second air intake port (412) are both perpendicular to the axis of the rotating shaft.

6. The air intake assembly according to claim 3, characterized in that: The first air inlet (411) is connected to the top of the air inlet space (2); And / or, the second air inlet (412) is connected to a portion of the cabin space located above the air inlet space (2).

7. The air intake assembly according to claim 3, characterized in that: The regulating mechanism (5) further comprises a driving structure (52), wherein the driving structure (52) is connected to the baffle (51) in a power-connected manner so as to selectively drive the baffle (51) to rotate.

8. The air intake assembly according to claim 7, characterized in that: The driving structure (52) comprises a first driving member (521) and a transmission assembly (522), and the first driving member (521) is dynamically connected to the baffle (51) via the transmission assembly (522).

9. The air intake assembly according to claim 8, characterized in that: The transmission assembly (522) includes a driving gear (5221) and a driven gear (5222), the output shaft of the first driving member (521) is connected to the driving gear (5221), the driving gear (5221) is meshed with the driven gear (5222), and the driven gear (5222) is connected to the rotating shaft of the baffle (51).

10. The air intake assembly according to claim 1, characterized in that: The active air intake grille (1) comprises at least two active air intake grille blades (11), and the at least two active air intake grille blades (11) are respectively arranged to be rotatable around a second rotation axis.

11. The air intake assembly according to claim 10, characterized in that: It also includes a second driving member, which is dynamically connected to the active air intake grille blades (11) to drive the active air intake grille blades (11) to rotate.

12. The air intake assembly according to claim 11, characterized in that: There are two active air intake grille blades (11), and the two active air intake grille blades (11) are arranged in a linkage manner. The second driving member is dynamically connected to one of the two active air intake grille blades (11) to drive the other to rotate.

13. A method for controlling an air intake assembly, characterized in that: The control method is applicable to the air intake assembly according to claims 1 to 12, wherein the air intake assembly has a fully open mode, a mixed air mode, and a fully closed mode. In the fully open mode, the engine air intake duct (4) is connected to the air intake space (2). In the mixed air mode, the engine air intake duct (4) is simultaneously connected to the air intake space (2) and the cabin space. In the fully closed mode, the engine air intake duct (4) is connected to the cabin space. The control method comprises: Get the vehicle's operating status; selectively obtaining an ambient temperature according to the operating state; According to the operating state and the ambient temperature, the air intake assembly is controlled to operate in one of the fully open mode, the mixed air mode and the fully closed mode.

14. The control method of the air intake assembly according to claim 13, characterized in that: The controlling the air intake assembly to operate in one of the fully open mode, the mixed air mode, and the fully closed mode according to the operating state and the ambient temperature includes: When the operating state is that the vehicle is in a pure electric drive mode and the engine is running, and the ambient temperature is lower than a first set temperature, controlling the air intake assembly to operate in the mixed air mode; Furthermore, when the operating state is that the vehicle is in the engine drive mode and the vehicle speed is less than the set vehicle speed, and the ambient temperature is less than the first set temperature, the intake assembly is controlled to operate in the mixed air mode.

15. The control method of the air intake assembly according to claim 14, characterized in that: The controlling the air intake assembly to operate in the mixed air mode includes: After controlling the engine air intake duct (4) to be simultaneously connected to the air intake space (2) and the cabin space, obtaining the engine air intake temperature; The degree of communication between the engine air intake duct (4), the air intake space (2) and the cabin space is adjusted according to the air intake temperature.

16. The control method of the air intake assembly according to claim 15, characterized in that: The step of adjusting the degree of communication between the engine air intake duct (4), the air intake space (2), and the cabin space according to the air intake temperature comprises: When the intake air temperature is greater than a second set temperature, controlling the opening of the engine intake duct (4) to increase the communication with the intake space (2) and to decrease the communication with the cabin space; Furthermore, when the intake air temperature is lower than a second set temperature, the engine intake duct (4) is controlled to decrease the degree of communication between the intake air space (2) and the engine cabin space and increase the degree of communication between the intake air duct (4) and the engine cabin space.

17. The control method of the air intake assembly according to claim 13, characterized in that: The controlling the air intake assembly to operate in one of the fully open mode, the mixed air mode, and the fully closed mode according to the operating state and the ambient temperature includes: When the operating state is that the vehicle is in a pure electric drive mode and the engine is not working, the intake assembly is controlled to operate in the fully closed mode.

18. The control method of the air intake assembly according to claim 13, characterized in that: The controlling the air intake assembly to operate in one of the fully open mode, the mixed air mode, and the fully closed mode according to the operating state and the ambient temperature includes: When the operating state is that the vehicle is in the engine drive mode and the vehicle speed is greater than or equal to the set vehicle speed, controlling the intake assembly to operate in the fully open mode; Furthermore, when the operating state is that the vehicle is in the engine drive mode and the vehicle speed is less than the set vehicle speed, and the ambient temperature is greater than or equal to the first set temperature, the intake assembly is controlled to operate in the fully open mode.

19. The control method of the air intake assembly according to claim 13, characterized in that: The selectively obtaining the ambient temperature according to the operating state includes: When the operating state is that the vehicle is in a pure electric drive mode and the engine is running, obtaining the ambient temperature; And, when the operating state is that the vehicle is in an engine drive mode and the vehicle speed is less than a set vehicle speed, the ambient temperature is obtained.

20. An engine, characterized in that: The invention comprises the air intake assembly according to any one of claims 1 to 12.

21. A vehicle, characterized in that: Including the engine as claimed in claim 20.

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