A partition-cooled engine water-side manifold and a control method thereof

Abstract

The present application relates to the technical field of vehicle thermal management, and discloses a partition-cooled engine water-side manifold and a control method thereof, the partition-cooled engine water-side manifold comprising a manifold body made of plastic material, the manifold body being divided into an upper shell and a lower shell, the inside of the manifold body being separated by a partition to form independent high-temperature loop flow channels and low-temperature loop flow channels, and the top of the manifold body being provided with an exhaust structure, the present application physically isolates the high-temperature loop flow channels and the low-temperature loop flow channels inside the manifold body, and independently sets exhaust ports for the first low-temperature branch and the second low-temperature branch, thereby solving the problem of uneven exhaust caused by flow resistance differences and different pipeline routes when the double low-temperature loops are connected in parallel, enabling the gas accumulated at the high point of the branch to be exhausted, avoiding the occurrence of gas resistance, and ensuring the heat dissipation reliability of key components such as the supercharged air cooler and the motor controller.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and in particular to a zoned cooling engine water-side manifold and its control method. Background Technology

[0002] With increasing demands for engine thermal efficiency and the widespread adoption of hybrid systems, the thermal management systems of modern vehicles have become increasingly complex. In addition to traditional engine block / cylinder head cooling, independent cooling is required for the boosted air, exhaust gas turbocharger, and hybrid system motor / battery. Current technologies typically employ multiple independent expansion tanks and manifolds to manage these circuits, or a simple parallel structure.

[0003] An existing patent (publication number: CN223511007U) discloses an integrated water-side modular manifold that combines high-flow-rate cooling pipes and low-flow-rate cooling pipes together. It has a high degree of integration, occupies less space, is easy to use and install, and is highly practical. It includes a mounting frame with vehicle mounting points. It also includes a high-flow-rate cooling pipe mechanism and a low-flow-rate cooling pipe mechanism, both of which are installed at the front end of the mounting frame.

[0004] Although this application integrates high-flow-rate and low-flow-rate cooling pipes together, resulting in a high degree of integration, small footprint, ease of use, convenient installation, and high practicality, it also presents risks of uneven exhaust and air lock. In the case of parallel dual cryogenic circuits, due to the different flow resistance and pipe routing heights of the two branches, if a single exhaust port or expansion tank is shared, the air inside the branch with higher flow resistance or slightly lower position often cannot be completely exhausted, forming air lock and causing localized overheating and damage to components. Summary of the Invention

[0005] The purpose of this invention is to provide a partitioned cooling engine water-side manifold and its control method to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a partitioned cooling engine water-side manifold, comprising a manifold body made of plastic material, the manifold body being divided into an upper shell and a lower shell, the interior of the manifold body being separated by a partition to form independent high-temperature circuit flow channels and low-temperature circuit flow channels, the top of the manifold body being provided with an exhaust structure, and the manifold body also being integrally formed with a low-temperature circuit inlet and a low-temperature circuit outlet, the low-temperature circuit inlet and the low-temperature circuit outlet being located on opposite sides of the manifold body to form a low-temperature coolant circulation path that runs through the manifold body; The exhaust structure includes a high-temperature circuit exhaust port connected to the high-temperature circuit channel, a first low-temperature branch exhaust port connected to the channel where the first low-temperature branch interface is located, and a second low-temperature branch exhaust port connected to the channel where the second low-temperature branch interface is located; the first low-temperature branch exhaust port is located upstream of the fluid at the first low-temperature branch interface, and the second low-temperature branch exhaust port is located upstream of the fluid at the second low-temperature branch interface.

[0007] Preferably, the manifold body is further provided with a sensor interface, which is connected to the cryogenic circuit flow channel and is used to install a temperature sensor to monitor the coolant temperature. The sensor interface is located in the middle area of ​​the manifold body, and its mounting axis is perpendicular to the mounting plane of the manifold body to facilitate the insertion and removal of the sensor.

[0008] Preferably, the manifold body is also integrally formed with a positioning structure for connecting to the vehicle body or engine mount. The positioning structure includes a first positioning hole and a second positioning hole. The first positioning hole and the second positioning hole cooperate with the corresponding mounting points on the vehicle body or engine mount to realize the positioning and fixation of the manifold body.

[0009] Preferably, the manifold body is further provided with a mounting bracket interface group, which includes a first mounting bracket interface, a second mounting bracket interface and a third mounting bracket interface. The mounting bracket interface is used to fix external pipelines and wire harness brackets. Through the multi-point distributed support design, the external load is effectively distributed, avoiding shell deformation or sealing failure caused by stress concentration at a single fixing point.

[0010] Preferably, the inner walls of the upper and lower shells are fixed with crisscrossing reinforcing ribs, which together with the partition and the inner wall of the shell form a grid-like support structure to improve the structural strength and deformation resistance of the manifold body under the high temperature and vibration environment of the engine compartment; and the roots of the reinforcing ribs are provided with transition fillets to avoid stress concentration.

[0011] Preferably, the first low-temperature branch exhaust port is detachably fitted with a first sealing cap, the second low-temperature branch exhaust port is detachably fitted with a second sealing cap, and the high-temperature circuit exhaust port is detachably fitted with a third sealing cap. The first and second sealing caps are atmospheric pressure sealing caps, which have a labyrinth-type gas-liquid separation channel inside. This allows the gas accumulated inside the branch to be discharged into the external container of the manifold body while preventing coolant from overflowing due to gravity. The third sealing cap is a pressure sealing cap, which integrates a pressure relief valve assembly with a preset opening pressure. This assembly opens when the pressure in the high-temperature circuit flow channel exceeds a set threshold to release high-pressure coolant and gas, and closes when the pressure is below the set threshold to maintain the system back pressure in the high-temperature circuit flow channel. The manifold body is also provided with a high-temperature circuit connection port, which is connected to the high-temperature circuit flow channel.

[0012] Preferably, the manifold body is integrally molded from glass fiber reinforced nylon material using an injection molding process. The high-temperature circuit flow channel and the low-temperature circuit flow channel are not interconnected inside the manifold body, and each interface is provided with a sealing groove for installing a sealing ring. The excellent heat resistance, chemical corrosion resistance, and mechanical strength of the glass fiber reinforced nylon material enable the manifold body to operate reliably for a long time in the harsh environment of the engine compartment. At the same time, the plastic material has a significant lightweight advantage compared to traditional metal manifolds, which helps to reduce the overall vehicle weight and improve fuel economy.

[0013] A method for controlling an engine water-side manifold includes the following steps: S1. During the engine start-up phase, the control system receives water temperature and operating status signals. When it determines that the engine is cold and the coolant temperature is below the first threshold, it controls the high-temperature circuit water pump to run at low speed and the low-temperature circuit water pump to shut down, so that the coolant circulates only in the high-temperature circuit, quickly raising the cylinder head and cylinder block temperature to the optimal operating range. S2. When the high-temperature circuit coolant temperature reaches the second threshold and the engine is under low to medium load, the low-temperature circuit water pump is started to run at low speed, the high-temperature circuit water pump is adjusted to medium speed, the low-temperature coolant flows through the oil cooler and the turbocharger intercooler, and initially regulates the oil and intake air temperature. The first solenoid valve is closed, and the second and third solenoid valves are opened to the first and second opening degrees, respectively. S3. When the engine is under high load or the temperature of the high-temperature circuit exceeds the third threshold, the water pumps of the high-temperature and low-temperature circuits will run at high speed. The first solenoid valve will open to the third degree. Some of the low-temperature coolant will exchange heat with the high-temperature circuit through the heat exchanger. The second and third solenoid valves will be dynamically adjusted according to the oil and intake air temperatures to maintain the target temperature of each object. S4. When the engine stops or idles and the load is reduced, delayed cooling is performed. The high and low temperature circuit water pump runs for a preset time and then slows down. Temperature changes are monitored. If the cooling rate of the high temperature circuit is low, the first solenoid valve is briefly opened to the fourth degree to use the residual cold energy of the low temperature circuit to accelerate heat dissipation until the temperature drops to the safe threshold. S5. During full-condition operation, continuously collect pressure signals from each exhaust port. When gas accumulation in the first and second sealing covers causes abnormal flow resistance, a maintenance prompt is triggered. When the pressure of the third sealing cover exceeds the preset value of the pressure relief valve, the pressure relief event is recorded and the risk of gas blockage or overheating in the high-temperature circuit is diagnosed.

[0014] The technical effects and advantages of this invention are as follows: This invention solves the problem of uneven exhaust caused by differences in flow resistance and different pipeline directions when two low-temperature circuits are connected in parallel by physically isolating the high-temperature circuit flow channel and the low-temperature circuit flow channel inside the manifold body and setting independent exhaust ports for the first low-temperature branch and the second low-temperature branch respectively. The exhaust ports of the first low-temperature branch and the second low-temperature branch are both set at the upstream position of the fluid at their respective branch interfaces to ensure that the flow direction of the coolant is consistent with the natural upward direction of the bubbles, so that the gas accumulated at the high point of the branch can be discharged, avoiding the occurrence of air resistance phenomenon and ensuring the heat dissipation reliability of key components such as the booster air cooler and motor controller. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of a partitioned cooling engine water-side manifold according to the present invention; Figure 2 This is a diagram illustrating the separation effect of the upper and lower housings of a partitioned cooling engine water-side manifold according to the present invention. Figure 3 This is a bottom view of the lower housing of a partitioned cooling engine water-side manifold according to the present invention. Figure 4 This is a top view of the upper housing of a partitioned cooling engine water-side manifold according to the present invention; Figure 5 This is a top view of a sealing cover for a partitioned cooling engine water-side manifold according to the present invention. Figure 6 This is an overall side view of a partitioned cooling engine water-side manifold according to the present invention.

[0016] In the diagram: 1. Manifold body; 101. Upper shell; 102. Lower shell; 103. High-temperature circuit flow channel; 104. Low-temperature circuit flow channel; 2. Low-temperature circuit inlet; 3. Low-temperature circuit outlet; 4. Exhaust structure; 401. High-temperature circuit exhaust port; 402. First low-temperature branch exhaust port; 403. Second low-temperature branch exhaust port; 404. First sealing cover; 405. Second sealing cover; 406. Third sealing cover; 407. High-temperature circuit connection port; 5. Sensor interface; 6. Positioning structure; 601, First positioning hole; 602, Second positioning hole; 7. Mounting bracket interface group; 701, First mounting bracket interface; 702, Second mounting bracket interface; 703, Third mounting bracket interface; 8. Reinforcing ribs; 9. Partitions. Detailed Implementation

[0017] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0018] This invention provides, for example Figures 1 to 6 The illustrated engine water-side manifold with partitioned cooling includes a manifold body 1 made of plastic. The manifold body 1 is divided into an upper shell 101 and a lower shell 102. The interior of the manifold body 1 is separated by a partition 9 to form an independent high-temperature circuit flow channel 103 and a low-temperature circuit flow channel 104. An exhaust structure 4 is provided at the top of the manifold body 1. The manifold body 1 also has an integrally formed low-temperature circuit inlet 2 and low-temperature circuit outlet 3. The low-temperature circuit inlet 2 and low-temperature circuit outlet 3 are located on opposite sides of the manifold body 1 to form a low-temperature coolant circulation path that runs through the manifold body 1.

[0019] The exhaust structure 4 includes a high-temperature circuit exhaust port 401 connected to the high-temperature circuit flow channel 103, a first low-temperature branch exhaust port 402 connected to the flow channel where the first low-temperature branch interface is located, and a second low-temperature branch exhaust port 403 connected to the flow channel where the second low-temperature branch interface is located; the first low-temperature branch exhaust port 402 is located upstream of the fluid at the first low-temperature branch interface, and the second low-temperature branch exhaust port 403 is located upstream of the fluid at the second low-temperature branch interface.

[0020] The manifold body 1 is also provided with a sensor interface 5, which is connected to the low-temperature circuit flow channel 104 and is used to install a temperature sensor to monitor the coolant temperature. The sensor interface 5 is located in the middle area of ​​the manifold body 1, and its mounting axis is perpendicular to the mounting plane of the manifold body 1 to facilitate the insertion and removal of the sensor. The manifold body 1 is also integrally formed with a positioning structure 6 for connecting with the vehicle body or engine mount. The positioning structure 6 includes a first positioning hole 601 and a second positioning hole 602. The positioning and fixing of the manifold body 1 are achieved by cooperating with the corresponding mounting points on the vehicle body or engine mount through the first positioning hole 601 and the second positioning hole 602.

[0021] The manifold body 1 is also provided with a mounting bracket interface group 7, which includes a first mounting bracket interface 701, a second mounting bracket interface 702, and a third mounting bracket interface 703. The mounting bracket interfaces are used to fix external pipelines and wiring harness brackets. Through multi-point distributed support design, external loads are effectively distributed to avoid shell deformation or sealing failure caused by stress concentration at a single fixing point. The inner walls of the upper shell 101 and the lower shell 102 are fixed with crisscrossing reinforcing ribs 8. The reinforcing ribs 8, together with the partition 9 and the inner wall of the shell, form a grid-like support structure to improve the structural strength and deformation resistance of the manifold body 1 under the high temperature and vibration environment of the engine compartment. The roots of the reinforcing ribs 8 are provided with transition fillets to avoid stress concentration.

[0022] The first low-temperature branch exhaust port 402 is detachably fitted with a first sealing cover 404, the second low-temperature branch exhaust port 403 is detachably fitted with a second sealing cover 405, and the high-temperature circuit exhaust port 401 is detachably fitted with a third sealing cover 406. The first sealing cover 404 and the second sealing cover 405 are atmospheric pressure type sealing covers, which have a labyrinth-type gas-liquid separation channel inside. This allows the gas accumulated inside the branch to be discharged into the external container of the manifold body 1 while preventing coolant overflow by gravity. The third sealing cover 406 is a pressure type sealing cover, which integrates a pressure relief valve assembly with a preset opening pressure. This assembly is used to open when the pressure in the high-temperature circuit flow channel 103 exceeds a set threshold to release high-pressure coolant and gas, and to open when the pressure is below a set threshold. The system closes at a set threshold to maintain the system back pressure within the high-temperature circuit flow channel 103. The manifold body 1 is also provided with a high-temperature circuit connection port 407, which is connected to the high-temperature circuit flow channel 103. The manifold body 1 is integrally molded using glass fiber reinforced nylon material through injection molding. The high-temperature circuit flow channel 103 and the low-temperature circuit flow channel 104 are not interconnected inside the manifold body 1, and each interface is provided with a sealing groove for installing a sealing ring. Due to the excellent heat resistance, chemical corrosion resistance and mechanical strength of the glass fiber reinforced nylon material, the manifold body 1 can operate reliably for a long time in the harsh environment of the engine compartment. At the same time, the plastic material has a significant lightweight advantage compared to traditional metal manifolds, which helps to reduce the overall vehicle weight and improve fuel economy.

[0023] The present invention also provides a control method for an engine water-side manifold, comprising the following steps: S1. During the engine start-up phase, the control system receives water temperature and operating status signals. When it determines that the engine is cold and the coolant temperature is below the first threshold, it controls the high-temperature circuit water pump to run at low speed and the low-temperature circuit water pump to shut down, so that the coolant circulates only in the high-temperature circuit, quickly raising the cylinder head and cylinder block temperature to the optimal operating range. S2. When the high-temperature circuit coolant temperature reaches the second threshold and the engine is under low to medium load, the low-temperature circuit water pump is started to run at low speed, the high-temperature circuit water pump is adjusted to medium speed, the low-temperature coolant flows through the oil cooler and the turbocharger intercooler, and initially regulates the oil and intake air temperature. The first solenoid valve is closed, and the second and third solenoid valves are opened to the first and second opening degrees, respectively. S3. When the engine is under high load or the temperature of the high-temperature circuit exceeds the third threshold, the water pumps of the high-temperature and low-temperature circuits will run at high speed. The first solenoid valve will open to the third degree. Some of the low-temperature coolant will exchange heat with the high-temperature circuit through the heat exchanger. The second and third solenoid valves will be dynamically adjusted according to the oil and intake air temperatures to maintain the target temperature of each object. S4. When the engine stops or idles and the load is reduced, delayed cooling is performed. The high and low temperature circuit water pump runs for a preset time and then slows down. Temperature changes are monitored. If the cooling rate of the high temperature circuit is low, the first solenoid valve is briefly opened to the fourth degree to use the residual cold energy of the low temperature circuit to accelerate heat dissipation until the temperature drops to the safe threshold. S5. During full-condition operation, continuously collect pressure signals from each exhaust port. When gas accumulates in the first sealing cover 404 and the second sealing cover 405, causing abnormal flow resistance, a maintenance prompt is triggered. When the pressure in the third sealing cover 406 exceeds the preset value of the pressure relief valve, record the pressure relief event and diagnose the risk of gas blockage or overheating in the high-temperature circuit.

[0024] Working principle: After the engine starts, the control system monitors the coolant temperature and engine operating status in real time. When the engine is cold and the coolant temperature is below the first threshold, the high-temperature circuit water pump operates at low speed, while the low-temperature circuit water pump remains closed. The coolant circulates only within the high-temperature circuit flow channel 103. At this time, the cylinder head and cylinder block temperatures rise rapidly, shortening the warm-up time and reducing cold start emissions. As the high-temperature circuit coolant temperature reaches the second threshold and the engine is under medium to low load conditions, the low-temperature circuit water pump starts and operates at low speed, while the high-temperature circuit water pump is adjusted to medium speed. The low-temperature coolant enters the manifold body 1 from the low-temperature circuit inlet 2, flows through the low-temperature circuit flow channel 104, and is delivered to the oil cooler and the turbocharger intercooler through the first and second low-temperature branch interfaces, respectively, to initially regulate the oil temperature and the turbocharged air temperature. During this stage, the first solenoid valve remains closed, while the second and third solenoid valves open to the first and second opening degrees, respectively, to achieve the basic cooling function of the low-temperature circuit.

[0025] When the engine switches to high load conditions or the temperature of the high-temperature circuit exceeds the third threshold, both the high-temperature circuit water pump and the low-temperature circuit water pump switch to high-speed operation mode. The first solenoid valve opens to the third degree, and some of the low-temperature coolant exchanges heat with the high-temperature circuit through the heat exchanger to enhance heat dissipation. At the same time, the second and third solenoid valves are dynamically adjusted according to the real-time feedback of the engine oil temperature and intake air temperature to ensure that each cooling object is maintained within the target temperature range. During the engine shutdown or idling load reduction process, the control system executes a delayed cooling strategy. The high-temperature and low-temperature circuit water pumps continue to run for a preset time and then gradually reduce their speed. If the cooling rate of the high-temperature circuit is detected to be lower than expected, the first solenoid valve is briefly opened to the fourth degree to use the residual cold energy of the low-temperature circuit to accelerate the heat dissipation of the high-temperature circuit until the temperature drops below the safe threshold.

[0026] During full-condition operation, the control system continuously collects pressure signals from each exhaust port. When the first sealing cover 404 and the second sealing cover 405 experience abnormal flow resistance due to gas accumulation, a maintenance prompt is triggered to remind the operator to check the exhaust status. When the third sealing cover 406 detects that the pressure exceeds the preset value of the pressure relief valve, the pressure relief event is recorded and the risk of gas blockage or overheating in the high-temperature circuit is diagnosed, thus achieving predictive maintenance. The high-temperature circuit flow channel 103 and the low-temperature circuit flow channel 104 are completely physically isolated by the partition 9. With the reinforcement rib 8 and the grid-like support structure formed by the inner wall of the shell, the manifold body 1 maintains structural integrity when subjected to internal pressure fluctuations and external vibration loads. The detachable design of each sealing cover facilitates daily maintenance and fault diagnosis. The selection of glass fiber reinforced nylon material ensures heat resistance and mechanical strength while achieving the goal of vehicle lightweighting.

[0027] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A partitioned cooling engine water-side manifold, comprising a manifold body (1) made of plastic material, characterized in that: The manifold body (1) is divided into an upper shell (101) and a lower shell (102). The interior of the manifold body (1) is separated by a partition (9) to form an independent high-temperature circuit flow channel (103) and a low-temperature circuit flow channel (104). The top of the manifold body (1) is provided with an exhaust structure (4). The manifold body (1) is also integrally formed with a low-temperature circuit inlet (2) and a low-temperature circuit outlet (3). The low-temperature circuit inlet (2) and the low-temperature circuit outlet (3) are located on opposite sides of the manifold body (1) to form a low-temperature coolant circulation path that runs through the manifold body (1). The exhaust structure (4) includes a high-temperature circuit exhaust port (401) connected to the high-temperature circuit flow channel (103), a first low-temperature branch exhaust port (402) connected to the flow channel where the first low-temperature branch interface is located, and a second low-temperature branch exhaust port (403) connected to the flow channel where the second low-temperature branch interface is located; the first low-temperature branch exhaust port (402) is located upstream of the fluid at the first low-temperature branch interface, and the second low-temperature branch exhaust port (403) is located upstream of the fluid at the second low-temperature branch interface.

2. The engine water-side manifold with partitioned cooling according to claim 1, characterized in that: The manifold body (1) is also provided with a sensor interface (5), which is connected to the low temperature circuit channel (104) and is used to install a temperature sensor to monitor the coolant temperature. The sensor interface (5) is located in the middle area of ​​the manifold body (1) and its mounting axis is perpendicular to the mounting plane of the manifold body (1) to facilitate the insertion and removal of the sensor.

3. The engine water-side manifold with partitioned cooling according to claim 2, characterized in that: The manifold body (1) is also integrally formed with a positioning structure (6) for connecting to the vehicle body or engine mount. The positioning structure (6) includes a first positioning hole (601) and a second positioning hole (602).

4. The engine water-side manifold with partitioned cooling according to claim 1, characterized in that: The manifold body (1) is also provided with a mounting bracket interface group (7), which includes a first mounting bracket interface (701), a second mounting bracket interface (702) and a third mounting bracket interface (703). The mounting bracket interface is used to fix external pipelines and wire harness brackets.

5. The engine water-side manifold with partitioned cooling according to claim 4, characterized in that: The inner walls of the upper shell (101) and the lower shell (102) are fixed with intersecting reinforcing ribs (8). The reinforcing ribs (8), the partition (9) and the inner wall of the shell form a grid-like support structure to improve the structural strength and deformation resistance of the manifold body (1) under the high temperature vibration environment of the engine compartment; and the root of the reinforcing ribs (8) is provided with a transition rounded corner to avoid stress concentration.

6. The engine water-side manifold with partitioned cooling according to claim 5, characterized in that: The first low-temperature branch exhaust port (402) is detachably equipped with a first sealing cover (404), the second low-temperature branch exhaust port (403) is detachably equipped with a second sealing cover (405), and the high-temperature circuit exhaust port (401) is detachably equipped with a third sealing cover (406). The first sealing cover (404) and the second sealing cover (405) are atmospheric pressure sealing covers with a labyrinth gas-liquid separation channel inside. The third sealing cover (406) is a pressure sealing cover with a pressure relief valve assembly with a preset opening pressure inside. The manifold body (1) is also equipped with a high-temperature circuit connection port (407), which is connected to the high-temperature circuit flow channel (103).

7. A partitioned cooling engine water-side manifold according to claim 5, characterized in that: The manifold body (1) is integrally formed by injection molding using glass fiber reinforced nylon material. The high-temperature circuit flow channel (103) and the low-temperature circuit flow channel (104) are not connected to each other inside the manifold body (1), and each interface is provided with a sealing groove for installing a sealing ring.

8. A control method for an engine water-side manifold, used in a partitioned cooling engine water-side manifold as described in any one of claims 1-7, characterized in that: Includes the following steps: S1. During the engine start-up phase, the control system receives water temperature and operating status signals. When it determines that the engine is cold and the coolant temperature is below the first threshold, it controls the high-temperature circuit water pump to run at low speed and the low-temperature circuit water pump to shut down, so that the coolant circulates only in the high-temperature circuit, quickly raising the cylinder head and cylinder block temperature to the optimal operating range. S2. When the high-temperature circuit coolant temperature reaches the second threshold and the engine is under low to medium load, the low-temperature circuit water pump is started to run at low speed, the high-temperature circuit water pump is adjusted to medium speed, the low-temperature coolant flows through the oil cooler and the turbocharger intercooler, and initially regulates the oil and intake air temperature. The first solenoid valve is closed, and the second and third solenoid valves are opened to the first and second opening degrees, respectively. S3. When the engine is under high load or the temperature of the high-temperature circuit exceeds the third threshold, the water pumps of the high-temperature and low-temperature circuits will run at high speed. The first solenoid valve will open to the third degree. Some of the low-temperature coolant will exchange heat with the high-temperature circuit through the heat exchanger. The second and third solenoid valves will be dynamically adjusted according to the oil and intake air temperatures to maintain the target temperature of each object. S4. When the engine stops or idles and the load is reduced, delayed cooling is performed. The high and low temperature circuit water pump runs for a preset time and then slows down. Temperature changes are monitored. If the cooling rate of the high temperature circuit is low, the first solenoid valve is briefly opened to the fourth degree to use the residual cold energy of the low temperature circuit to accelerate heat dissipation until the temperature drops to the safe threshold. S5. During full-condition operation, continuously collect pressure signals from each exhaust port. When the gas accumulation in the first sealing cover (404) and the second sealing cover (405) causes abnormal flow resistance, trigger a maintenance prompt. When the pressure of the third sealing cover (406) exceeds the preset value of the pressure relief valve, record the pressure relief event and diagnose the risk of gas blockage or overheating in the high-temperature circuit.

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