Heater with self-adjusting structure and control method thereof

Abstract

The invention relates to the technical field of engine air inlet heating, and discloses a self-adjusting structure heater arranged on an engine air inlet pipe and a control method thereof.The self-adjusting structure heater comprises a shell, positive and negative binding posts, a snakelike heating piece, a driving part and a control connector, and an electric control switch is arranged in a heating loop in series. The shell is enclosed by a peripheral wall to form an accommodating space, a front opening and a rear opening of the shell are matched with an air inlet channel of an engine, and the shell is fixed on an air inlet pipe through a cathode binding post and is electrically communicated with a vehicle frame bond strap at the same time. The positive terminal is isolated from the metal shell through the insulating part, so that short circuit is effectively avoided. One end of the heating piece is electrically connected with the positive terminal, the other end of the heating piece is conductively fixed with a metal rotating shaft of the driving part, the control connector receives an ECU control signal, rotation of the driving part and on-off of the electric control switch are respectively regulated, the heating piece is driven to adjust the contact area with inlet air flow, air inlet resistance is reduced under a non-heating working condition, and heat exchange efficiency is improved under a heating working condition; and different temperature working conditions of the engine are adapted.

Description

Technical Field

[0001] This invention relates to the field of engine intake air heating technology, and in particular to a self-adjusting heater and its control method. Background Technology

[0002] During the operation of a car engine, intake air temperature has a crucial impact on the engine's cold start performance, combustion efficiency, and emissions. Especially in low-temperature environments, when cold outside air enters the engine's intake manifold, it is highly susceptible to icing due to the low temperature. This not only blocks the intake passage but also reduces the atomization of the air-fuel mixture, leading to difficulty starting the engine, reduced power output, and increased fuel consumption and harmful gas emissions. To address this issue, intake heaters are widely used in engine intake systems. Their core function is to preheat the air before it enters the cylinders using heating elements, increasing the intake air temperature, preventing icing in the intake manifold, and ensuring stable engine operation under low-temperature conditions. Currently, intake heaters have become an important component in internal combustion engine vehicles and some new energy hybrid vehicles, and their performance directly affects the engine's low-temperature adaptability and the overall vehicle's operational reliability.

[0003] However, traditional intake heaters typically use fixed-mount heating elements, whose installation angle and position cannot be adjusted after leaving the factory. This makes it difficult to balance the dual requirements of heating efficiency and intake resistance. While a larger frontal area of ​​the heating element increases the contact area with cold air and improves heating efficiency, it also significantly increases intake resistance, hindering smooth airflow into the cylinders and resulting in insufficient engine intake, thus affecting power performance. Conversely, reducing the frontal area of ​​the heating element to lower intake resistance weakens heat exchange efficiency, making it difficult to quickly raise the intake air temperature to a reasonable range in extremely cold environments and effectively prevent intake air icing. Furthermore, when the ambient temperature is above freezing, the fixed-mounted heating element continues to create resistance to the intake airflow, increasing engine pumping losses and negatively impacting overall fuel economy. This design flaw of a fixed structure makes it difficult for traditional intake heaters to achieve a performance balance under different temperature conditions, failing to meet the engine's requirements for efficient and energy-saving intake systems.

[0004] The above background information is provided only to aid in understanding the concept and technical solution of this invention. It does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above information was disclosed on the filing date of this patent application, the above background information should not be used to evaluate the novelty and inventiveness of this application. Summary of the Invention

[0005] The purpose of this invention is to propose a self-adjusting structure heater and its control method to solve the technical problems existing in the prior art, such as the inability of fixed heating elements to balance heating efficiency and intake resistance, the inability to start and stop heating as needed, and poor cold start performance of engines at low temperatures.

[0006] Therefore, this invention proposes a self-regulating structure heater and its control method.

[0007] Preferably, the present invention may also have the following technical features:

[0008] A self-adjusting heater, which is disposed on the engine intake manifold, includes a housing, a positive terminal, a negative terminal, a heating element, a drive component, and a control connector.

[0009] The housing includes a peripheral wall surrounding a central axis, which encloses an accommodating space. The front and rear sides of the housing respectively form openings adapted to the engine intake passage. The housing is made of metal. The housing is fixed to the engine intake pipe via the negative terminal, which also serves as a conductive connector, enabling the housing to be electrically connected to the vehicle frame ground wire connected to the negative terminal of an external power source.

[0010] The positive terminal is disposed through the housing, with one end for connecting to the positive terminal of an external power source and the other end extending into the accommodating space of the housing. An insulating component is provided between the positive terminal and the housing to achieve electrical isolation between the positive terminal and the metal housing.

[0011] The heating element is a resistance heating element with a bent serpentine structure, which is located in the accommodating space of the housing. One end of the heating element is electrically connected to the positive terminal, and the other end is electrically fixedly connected to the metal shaft of the driving component. An electric control switch is connected in series in the heating circuit formed by the heating element and the positive and negative terminals of the external power supply.

[0012] The control connector is electrically connected to the drive component and the electronic control switch. The control connector is used to receive control signals from the ECU to control the rotation of the drive component and the on / off state of the electronic control switch, respectively.

[0013] The drive component's rotating shaft is electrically connected to the housing to form a heating circuit. The rotation of the drive component can drive the heating element to rotate around a preset axis, thereby changing the contact area between the heating element and the airflow in the engine intake pipe. This achieves the functions of reducing intake resistance in non-heating conditions and improving heat exchange efficiency in heating conditions.

[0014] Preferably, the shell is an annular cylindrical structure, and the inner and outer sidewalls of the peripheral wall are both smoothly transitioned arc structures.

[0015] Preferably, the positive terminal extends through the top of the housing, the top of the housing has a first through hole, a first insulating post is provided in the first through hole, and the first insulating post is sleeved on the outside of the positive terminal.

[0016] Preferably, the lower end of the positive terminal extends into the accommodating space, and a second insulating post is sleeved on the lower end of the positive terminal within the accommodating space. The second insulating post is sleeved outside the positive terminal, and the heating element is disposed at the lower end of the second insulating post. A locking member is provided at the lower end of the heating element, and the locking member is used to lock and fix the heating element axially. The heating element can rotate around the preset axis under the drive of the driving component.

[0017] Preferably, the locking element is a nut, the lower end of the positive terminal passes through the heating element, and the nut is threadedly connected to the lower end of the positive terminal.

[0018] Preferably, the locking element is a guide sleeve, the second insulating post is sleeved outside the guide sleeve and is interference-fitted with the guide sleeve; the lower end of the guide sleeve is provided with a flange, and the flange supports and fixes the heating element from the bottom of the heating element.

[0019] Preferably, the driving component further includes a drive motor, the output shaft of which transmits power to the rotating shaft through a gear pair.

[0020] Preferably, the heating element includes a first heating element and a second heating element arranged side by side, with the two ends of the first heating element and the second heating element welded and fixed together.

[0021] Preferably, the control connector includes at least a power pin, a ground pin, and a control signal pin, which are used to supply power to the drive component, ground it, and transmit control signals from the ECU, respectively.

[0022] A control method for a self-regulating intake heater is also provided, comprising the following steps:

[0023] Step S1. Signal Acquisition: The temperature signal of the engine's environment is acquired in real time through the vehicle ambient temperature sensor and transmitted to the vehicle ECU;

[0024] Step S2. Control Judgment and Execution: The ECU judges the operating condition based on the received temperature signal and outputs corresponding control signals through the control connector to regulate the operating state of the drive component and the on / off state of the heating circuit electronic control switch respectively; the drive component drives the heating element to rotate, changing the contact area between the heating element and the intake airflow.

[0025] Step S3. Cyclic Monitoring and Dynamic Adaptation: The ambient temperature signal is continuously collected. Based on the real-time temperature data, the ECU repeatedly executes the control logic of Step 2 to dynamically switch the rotation position of the heating element and the on / off state of the heating circuit to adapt to the intake working requirements of the engine.

[0026] The beneficial effects of this invention compared to the prior art include:

[0027] 1. The heater of this invention integrates heating, rotation adjustment, and electronic on / off functions, structurally solving the technical pain point that traditional fixed heating elements cannot balance heating efficiency and intake resistance. Heating can be started and stopped on demand via an electronic switch, reducing power consumption. At the same time, the angle of the heating element can be switched by rotation to adapt to different engine temperature conditions. It improves cold start effect and reduces exhaust emissions at low temperatures, and reduces intake resistance, optimizes power output and fuel economy in non-heating conditions. It is compatible with multiple vehicle models and has strong versatility.

[0028] 2. The present invention uses a circular cylindrical shell and a smooth transition arc surface design. The inner side wall can guide the intake airflow and reduce turbulence, while the outer side wall facilitates assembly and docking with the intake pipe, further reducing intake resistance and improving assembly efficiency.

[0029] 3. This invention achieves all-round insulation protection between the first insulating post at the top of the housing and the positive terminal post, avoiding insulation failure caused by vehicle vibration and enhancing electrical safety and operational reliability.

[0030] 4. The present invention forms double insulation protection through the second insulating post, and together with the locking part, it realizes the axial fixation of the heating element, which avoids the risk of short circuit and does not interfere with the circumferential rotation of the heating element, thereby improving the adjustment accuracy and structural stability.

[0031] 5. The drive component of this invention transmits power through a drive motor and gear pair, which has high transmission accuracy and strong stability. It can precisely control the rotation position and angle of the heating element, adapt to the vibration environment of the engine compartment, and ensure the accuracy of adjustment.

[0032] 6. The parallel welding design of the dual heating elements of the present invention increases the heating and heat exchange area without significantly increasing the air intake resistance, thereby improving the low-temperature heating efficiency. The welded structure ensures long-term working stability. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the first structure of a specific embodiment of the present invention.

[0034] Figure 2 This is a schematic diagram of the second structure of a specific embodiment of the present invention.

[0035] Figure 3This is a schematic diagram of the third structure of a specific embodiment of the present invention (point A is a partial cross-section).

[0036] Figure 4 This is the present invention. Figure 3 Enlarged diagram of point A in the middle.

[0037] Explanation of reference numerals in the attached drawings: 1-Housing; 11-Peripheral wall; 12-Accommodation space; 2-Positive terminal; 3-Negative terminal; 4-Heating element; 41-First heating element; 42-Second heating element; 5-Drive component; 51-Rotating shaft; 6-Control connector; 7-Insulating component; 71-First insulating post; 72-Second insulating post; 8-Locking component; 81-Guide sleeve; 82-Flange. Detailed Implementation

[0038] The present invention will now be described in further detail with reference to specific embodiments and the accompanying drawings. It should be emphasized that the following description is merely exemplary and is not intended to limit the scope or application of the present invention.

[0039] Non-limiting and non-exclusive embodiments will be described with reference to the following figures, wherein the same reference numerals denote the same parts unless otherwise specifically stated.

[0040] Example 1:

[0041] This embodiment specifically discloses a self-adjusting heater, which is integrally assembled on the engine intake manifold, such as... Figures 1-4As shown, the device includes a housing 1, a positive terminal 2, a negative terminal 3, a heating element 4, a drive component 5, and a control connector 6. The housing 1 is enclosed by a peripheral wall 11 surrounding a central axis, forming an accommodating space 12. The size and shape of the openings on the front and rear sides of the housing 1 are adapted to the engine intake passage, ensuring normal airflow. The housing 1 is made of conductive metals such as aluminum alloy and stainless steel. The negative terminal 3 simultaneously achieves mechanical fixation to the engine intake pipe and electrical connection to the frame ground wire of the external power supply. The positive terminal 2 penetrates the housing 1, with one end connected to the positive terminal of the external power supply and the other end extending into the accommodating space 12 of the housing 1. It is completely electrically isolated from the metal housing 1 by an insulating component 7, fundamentally preventing short-circuit faults. The heating element 4 is made of resistance heating material and is processed into a bent serpentine structure. It is placed in the accommodating space 12 of the housing 1. One end is connected to the positive terminal 2 with a stable electrical connection, and the other end is connected to the metal shaft 51 of the drive component 5 with a conductive fixation. This achieves a reliable electrical connection and also allows the shaft 51 to synchronously drive the heating element 4 to rotate through mechanical fixation. In this embodiment, the conductive fixation connection is preferably achieved by interference fit. The heating circuit of the heater is as follows: external power positive terminal → positive terminal 2 → heating element 4 → metal shaft 51 of the drive component 5 → housing 1 → negative terminal 3 → vehicle frame ground wire → external power negative terminal. It can be understood that metal parts such as the engine intake pipe and cylinder head can serve as auxiliary conductive carriers to ensure the reliability of the circuit conduction. The core circuit here does not need to rely on the intake pipe. The connection between the housing 1 and the negative terminal 3 can achieve circuit closure. An electronic control switch is connected in series in the heating circuit. The electronic control switch can be a relay or MOSFET device conventional in the art. It controls the conduction and cutoff of the heating circuit through on and off actions. The control connector 6 is electrically connected to both the drive component 5 and the electronic control switch, serving as the transmission hub for ECU control signals. It can issue independent control commands for the rotation of the drive component 5 and the on / off state of the electronic control switch. The metal shaft 51 of the drive component 5 remains electrically connected to the housing 1, establishing a heating and conductive circuit. After the drive component 5 is started, it can drive the heating element 4 to rotate around a preset axis, which is perpendicular to the direction of the engine intake airflow. The heating element 4 can be set to 0° (e.g., ...). Figure 1 and 3 (as shown) and 90° (as shown) Figure 2 As shown, there are two fixed working positions. At the 0° position, the extension direction of the heating element 4 is consistent with the direction of the air intake airflow, and the heating element 4 does not work at this time. At the 90° position, the heating element 4 is perpendicular to the direction of the air intake airflow, the contact area reaches the maximum, the heating element 4 works, and heats the air that reaches the accommodating space 12. In addition to the above two fixed working positions, the heating element 4 can also be stopped at any intermediate angle between 0° and 90° by precisely controlling the operating stroke of the drive component 5, so as to adapt to the dynamic balance requirements of heating demand and air intake resistance under special working conditions.

[0042] The aforementioned heater integrates heating, rotation adjustment, and electronic on / off functions, structurally solving the problem of traditional fixed heating elements (4) failing to balance heating efficiency and intake resistance, thus adapting to the usage requirements of engines under different temperature conditions. The conductive circuit design, combined with the electronic control switch, enables on-demand start / stop of the heating function, avoiding energy loss caused by continuous power supply to the heating element and improving overall vehicle energy efficiency. The rotatable heating element (4) structure, coupled with a dual-fixed-position design, meets standardized usage requirements under normal operating conditions. In low-temperature environments, it effectively ensures intake preheating, improving engine cold-start difficulties and incomplete combustion, reducing harmful emissions. In non-heating conditions (ambient temperature below the preset heating threshold), it reduces intake resistance, improving engine intake efficiency and optimizing power output and fuel economy. Simultaneously, the solution retains angle adjustment capabilities to adapt to the personalized needs of special vehicle models and specific usage scenarios. The overall structure is compatible with conventional engine intake manifold installation specifications, allowing for intake system modifications and original equipment installations on multiple vehicle models, demonstrating strong adaptability.

[0043] In some examples of this embodiment, such as Figure 1 and 2 As shown, the housing 1 is designed as a circular cylindrical structure, with both the inner and outer sidewalls of the peripheral wall 11 being smoothly transitioned arc structures. The smooth arc surface of the inner sidewall can guide the intake airflow, reducing the generation of eddies and turbulence during airflow; the smooth arc surface of the outer sidewall is compatible with conventional flange and clamp mounting interfaces of the engine intake pipe, reducing the difficulty of assembly and docking. This structure further reduces intake resistance under non-heating conditions, improves engine intake efficiency, and simplifies the vehicle assembly process of the heater, effectively improving assembly efficiency.

[0044] In specific examples, such as Figure 3 and 4 As shown, the positive terminal 2 penetrates the top of the housing 1, and a first through hole is correspondingly provided at the top of the housing 1. A first insulating post 71 is installed in the first through hole, and the first insulating post 71 is fitted over the positive terminal 2. The first insulating post 71 can be made of common insulating materials in the field, such as ceramic or PA66 high-temperature resistant engineering plastic, and completely fills the assembly gap of the first through hole, achieving all-round insulation protection between the positive terminal 2 and the top of the housing 1. This structure enhances the insulation effect between the positive terminal 2 and the housing 1, avoids insulation failure caused by vibration from long-term vehicle operation, and significantly improves the electrical safety and operational reliability of the heater.

[0045] Specifically, such as Figures 2-4As shown, the lower end of the positive terminal 2 extends into the accommodating space 12. A second insulating post 72 is fitted inside the accommodating space 12 at the lower end of the positive terminal 2. In other examples, the second insulating post 72 can also be configured as other forms of insulation, such as an insulating sheet. The heating element 4 is located at the lower end of the second insulating post 72, and a locking member 8 is fitted at the lower end of the heating element 4. The locking member 8 locks and fixes the heating element 4 axially. The second insulating post 72 uses the same high-temperature resistant insulating material as the first insulating post 71, forming double insulation protection. The locking member 8 only achieves axial limiting and fixation, and does not restrict the circumferential rotation of the heating element 4. The rotation of the heating element 4 is driven by the rotating shaft 51 of the driving component 5, rather than rotating around the positive terminal 2. The second insulating post 72 isolates the positive terminal 2 from the heating element 4 and the housing 1, further avoiding the risk of short circuits and ensuring that the heating circuit current flows only along a preset path. The double insulation design further enhances electrical safety performance. The axial locking structure ensures that the heating element 4 is assembled securely without interfering with its rotation adjustment function, thus ensuring the accuracy of the contact area adjustment of the heating element 4.

[0046] This embodiment provides a first example of a locking component, wherein the locking component 8 is a nut, and the lower end of the positive terminal 2 passes through a pre-drilled mounting hole on the heating element 4. The nut and the external thread at the lower end of the positive terminal 2 form a threaded connection. This connection method is a detachable assembly, which facilitates the later inspection, replacement, and maintenance of the heating element 4. The threaded connection assembly process is mature and has low production costs, making it suitable for mass production of heaters. At the same time, the convenient disassembly and assembly method reduces after-sales maintenance costs.

[0047] Here is a second example of a locking mechanism, such as... Figures 2-4 As shown, the locking element 8 is a guide sleeve 81, and the second insulating post 72 is sleeved on the outside of the guide sleeve 81 and is interference-fitted with the guide sleeve 81. The lower end of the guide sleeve 81 is provided with a flange 82, which supports and fixes the heating element 4 from the bottom. It can be understood that the flange 82 is part of the guide sleeve 81, and the two are integrally formed. The interference fit eliminates the need for additional fasteners, and the flange 82 has a larger supporting area, resulting in more uniform force on the heating element 4. The guide sleeve 81 itself acts as the locking element 8, and through the interference fit with the second insulating post 72, it forms a fixed shape, achieving axial locking of the heating element 4. The locking method using the interference fit of the guide sleeve 81 eliminates the need for additional bolts, clips, or other independent fasteners, reducing the number of parts and lowering the risk of assembly failure. The uniform support of the flange 82 can prevent the heating element 4 from deforming due to excessive local force, thus extending the service life of the heating element 4.

[0048] In some other examples of this embodiment, the driving component 5 further includes a drive motor, the output shaft of which transmits power to the rotating shaft via a gear pair. The gear pair can be a meshing spur gear or helical gear, offering high transmission precision and allowing for accurate control of the rotating shaft's rotation stroke. This ensures the heating element is precisely positioned at 0° and 90° fixed positions, and also allows for fine-tuning of the angle between 0° and 90°. The drive motor has an independent power supply circuit, connected to the ECU via a control connector. The ECU independently controls the motor's start, stop, direction, and rotation stroke, operating independently of the heating circuit and without interference. The gear pair provides strong transmission stability, adapting to the complex vibration environment of the engine compartment, ensuring precise control of the heating element's rotation angle, and guaranteeing accurate contact area adjustment under different operating conditions.

[0049] In some other examples of this embodiment, such as Figure 1 As shown, the heating element 4 includes a first heating element 41 and a second heating element 42 arranged side by side. The two ends of the first heating element 41 and the second heating element 42 are fixed together by welding. Specifically, through holes can be provided at the bends of the heating element 4 to further reduce the air intake resistance while ensuring the stability of the heating element 4. The welding process can be resistance welding or argon arc welding to ensure the conductivity and structural strength of the welded parts. The two heating elements are connected in parallel to the heating circuit, and the current can flow through the two heating elements simultaneously to ensure that the two heating elements heat up synchronously. The dual heating element design effectively increases the heating area and heat exchange area without significantly increasing the air intake resistance, further improving the heating efficiency under low temperature conditions; the integrated welding structure avoids loosening of the splicing parts and ensures the long-term stability of the heating element.

[0050] Specifically, the control connector 6 includes at least power pins, ground pins, and control signal pins. These three types of pins are used to supply power to the drive components, ground the entire unit, and transmit control signals to the ECU, respectively. The three types of pins are arranged in a staggered pattern within the connector to avoid electromagnetic interference between the power supply lines and signal lines. The power pins are connected to the vehicle's power supply, providing operating power to the drive motor and electronic control switches; the ground pins are connected to the vehicle frame ground wire, achieving overall grounding; and the control signal pins establish a signal path between the ECU and the drive components and electronic control switches, ensuring stable transmission of control commands. This clear division of pin functions improves the stability of control signal transmission, avoids control failures caused by electromagnetic interference, and ensures reliable operation of the heater in complex electronic control environments.

[0051] Example 2:

[0052] This embodiment provides a control method for a self-regulating intake heater, adapted to the self-regulating structure heater described in Embodiment 1 (such as...). Figures 1-4 (As shown), the specific steps are as follows:

[0053] Step S1. Signal Acquisition: The temperature signal of the engine's environment is acquired in real time through the vehicle ambient temperature sensor and transmitted to the vehicle ECU;

[0054] Step S2. Control Judgment and Execution: The ECU judges the operating condition based on the received temperature signal and outputs corresponding control signals through the control connector 6 to regulate the operation state of the drive component 5 and the on / off state of the heating circuit electronic control switch respectively; the drive component 5 drives the heating element 4 to rotate, changing the contact area between the heating element 4 and the intake airflow.

[0055] Step S3. Cyclic monitoring and dynamic adaptation: The ambient temperature signal is continuously collected. Based on the real-time temperature data, the ECU repeatedly executes the control logic of step S2 to dynamically switch the rotation position of the heating element 4 and the on / off state of the heating circuit to adapt to the intake working requirements of the engine.

[0056] This method relies on the existing onboard ECU and ambient temperature sensor, eliminating the need for numerous additional sensing and control components. The control logic can be directly programmed into the vehicle's ECU. The operation of the drive component 5 and the on / off state of the electronic switch are independently controlled by the ECU. The rotation of the heating element 4 and the on / off state of the heating circuit can be executed synchronously or in stages. The ambient temperature sensor can be installed in locations such as the engine compartment or outside the air intake, ensuring accurate temperature signal acquisition. This method uses 0° and 90° dual-position control as its core logic. For special operating conditions, the heating element can also be programmed via the ECU to stay at an intermediate angle between 0° and 90°, achieving fine-tuning of heating intensity and intake resistance. This control method achieves fully automatic adaptive adjustment of the heater without manual intervention, aligning with the development trend of intelligent vehicle control. The dual fixed-position core control logic is simple and reliable, meeting the needs of most common vehicle usage scenarios and avoiding the failure risks associated with complex control logic. By dynamically matching the temperature conditions to adjust the heater's operating state, it can balance vehicle power performance and energy utilization, avoiding energy waste. Meanwhile, the solution has the capability to finely adjust the angle, meeting the customized control needs of special scenarios. The control logic is simple and universal, adaptable to different vehicle models and self-adjusting heater structures, and has strong portability and adaptability.

[0057] A specific operating condition example is now provided, in which the ECU uses -15℃ as the operating condition judgment threshold and executes the following differentiated control logic:

[0058] When the ambient temperature is detected to be greater than -15℃ (under normal operating conditions), such as Figure 1 and 3As shown, the ECU outputs a control signal through the control connector 6 to keep the electronic switch of the heating circuit off, and the heating element 4 is in a power-off and non-working state. At this time, the heating element 4 is kept at the 0° normal position (the extension direction of the heating element 4 is consistent with the direction of the intake airflow). At this time, the contact area between the heating element 4 and the intake airflow is minimized, which effectively reduces the intake resistance, ensures the engine intake efficiency, and improves fuel economy.

[0059] When the detected ambient temperature is less than or equal to -15℃, such as Figure 2 As shown, the ECU outputs a control signal through the control connector 6 to control the closing of the electronic switch of the heating circuit, thus turning on the heating circuit and energizing the heating element 4. At the same time, it controls the drive component 5 to rotate, causing the heating element 4 to rotate to a 90° position, where the heating element 4 is perpendicular to the direction of the intake airflow. At this point, the contact area between the heating element 4 and the intake airflow reaches its maximum, significantly improving heat exchange efficiency, rapidly increasing the intake air temperature, improving the problems of difficult cold starts and incomplete combustion in the engine at low temperatures, and reducing harmful exhaust emissions.

[0060] The ECU prioritizes controlling the drive components to rotate the heating element 4 to a designated angle position. Once the rotation is complete, the ECU then controls the electronic switch to close, preventing fluctuations in heating efficiency due to dynamic changes in the contact area of ​​the heating element 4 during rotation. The ECU continuously collects temperature data at the vehicle's standard control frequency (e.g., collecting temperature data every 100ms). Once the ambient temperature crosses the -15℃ threshold, the ECU immediately switches the heater's operating state, achieving seamless adaptation to different operating conditions.

[0061] Those skilled in the art will recognize that numerous variations are possible with respect to the above description, and the embodiments and figures are merely for describing one or more specific implementations.

[0062] Although exemplary embodiments of the invention have been described and illustrated, those skilled in the art will understand that various changes and substitutions can be made thereto without departing from the spirit of the invention. Furthermore, many modifications can be made to adapt specific situations to the doctrine of the invention without departing from the central concepts of the invention described herein. Therefore, the invention is not limited to the specific embodiments disclosed herein, but may include all embodiments and equivalents that fall within the scope of the invention.

Claims

1. A self-adjusting heater, disposed on the intake manifold of an engine, characterized in that, It includes a housing, a positive terminal, a negative terminal, a heating element, a drive component, and a control connector; The housing includes a peripheral wall surrounding a central axis, which encloses an accommodating space. The front and rear sides of the housing respectively form openings adapted to the engine intake passage. The housing is made of metal. The housing is fixed to the engine intake pipe via the negative terminal, which also serves as a conductive connector, enabling the housing to be electrically connected to the vehicle frame ground wire connected to the negative terminal of an external power source. The positive terminal is disposed through the housing, with one end for connecting to the positive terminal of an external power source and the other end extending into the accommodating space of the housing. An insulating component is provided between the positive terminal and the housing to achieve electrical isolation between the positive terminal and the metal housing. The heating element is a resistance heating element with a bent serpentine structure, which is located in the accommodating space of the housing. One end of the heating element is electrically connected to the positive terminal, and the other end is electrically fixedly connected to the metal shaft of the driving component. An electric control switch is connected in series in the heating circuit formed by the heating element and the positive and negative terminals of the external power supply. The control connector is electrically connected to the drive component and the electronic control switch. The control connector is used to receive control signals from the ECU to control the rotation of the drive component and the on / off state of the electronic control switch, respectively. The drive component's rotating shaft is electrically connected to the housing to form a heating circuit. The rotation of the drive component can drive the heating element to rotate around a preset axis, thereby changing the contact area between the heating element and the airflow in the engine intake pipe. This achieves the functions of reducing intake resistance in non-heating conditions and improving heat exchange efficiency in heating conditions.

2. The self-adjusting structure heater according to claim 1, characterized in that, The shell is a circular cylindrical structure, and the inner and outer sidewalls of the periphery are both smoothly transitioned arc structures.

3. The self-adjusting structure heater according to claim 1, characterized in that, The positive terminal penetrates the top of the housing, and a first through hole is provided at the top of the housing. A first insulating post is provided in the first through hole and is sleeved on the outside of the positive terminal.

4. The self-adjusting structure heater according to claim 3, characterized in that, The lower end of the positive terminal extends into the accommodating space. Within the accommodating space, a second insulating post is sleeved on the lower end of the positive terminal. The second insulating post is sleeved outside the positive terminal. The heating element is located at the lower end of the second insulating post. A locking member is provided at the lower end of the heating element. The locking member is used to lock and fix the heating element axially. The heating element can rotate around the preset axis under the drive of the driving component.

5. The self-adjusting structure heater according to claim 4, characterized in that, The locking element is a nut, and the lower end of the positive terminal passes through the heating element. The nut is threadedly connected to the lower end of the positive terminal.

6. The self-adjusting structure heater according to claim 4, characterized in that, The locking component is a guide sleeve, and the second insulating post is sleeved outside the guide sleeve and is interference-fitted with the guide sleeve; the lower end of the guide sleeve is provided with a flange, and the flange supports and fixes the heating element from the bottom of the heating element.

7. The self-adjusting structure heater according to claim 1, characterized in that, The driving component also includes a drive motor, the output shaft of which transmits power to the rotating shaft through a gear pair.

8. The self-adjusting structure heater according to claim 1, characterized in that, The heating element includes a first heating element and a second heating element arranged side by side, with the two ends of the first heating element and the second heating element welded and fixed together as one piece.

9. The self-adjusting structure heater according to claim 1, characterized in that, The control connector includes at least a power pin, a ground pin, and a control signal pin, which are used to supply power to the drive components, ground them, and transmit control signals from the ECU, respectively.

10. A control method for a self-regulating intake heater as described in claim 1, characterized in that, Includes the following steps: Step S1. Signal Acquisition: The temperature signal of the engine's environment is acquired in real time through the vehicle ambient temperature sensor and transmitted to the vehicle ECU; Step S2. Control Judgment and Execution: The ECU judges the operating condition based on the received temperature signal and outputs corresponding control signals through the control connector to regulate the operating status of the drive components and the on / off status of the heating circuit electronic control switch. The driving component drives the heating element to rotate, changing the contact area between the heating element and the intake airflow; Step S3. Cyclic Monitoring and Dynamic Adaptation: The ambient temperature signal is continuously collected. Based on the real-time temperature data, the ECU repeatedly executes the control logic of Step 2 to dynamically switch the rotation position of the heating element and the on / off state of the heating circuit to adapt to the intake working requirements of the engine.

Images