Engine integrated thermal management system and control method

Abstract

The application relates to an engine integrated thermal management system and a control method, and belongs to the technical field of engine thermal management. The engine integrated thermal management system comprises an engine, an exhaust manifold, a turbine, an intercooler, a main air compressor, an air intake manifold, a fan clutch, a main cooling fan connected with the fan clutch, the exhaust manifold is communicated with the turbine, the main air compressor is coaxially connected with the turbine, the main air compressor is communicated with the intercooler, and the engine integrated thermal management system further comprises an electronic control unit, an auxiliary air compressor coaxially connected with the turbine and a vortex tube communicated with the auxiliary air compressor through a cooling pipeline, a flow control valve is arranged on the cooling pipeline; a temperature sensor for detecting the temperature of the engine is arranged on the engine, and the electronic control unit is electrically connected with the fan clutch, the temperature sensor and the flow control valve. Compressed air is separated into cold air flow and hot air flow through the vortex tube, the cold air flow directly air-cools high-temperature components of the engine, and the hot air flow simultaneously preheats fuel and coolant.

Description

Technical Field

[0001] This invention relates to the field of engine thermal management technology, and in particular to an integrated engine thermal management system and control method. Background Technology

[0002] Engine thermal management is a key technology affecting engine performance, fuel economy, emissions, and reliability. Traditional engine thermal management systems have the following problems: First, the surface temperature of high-temperature components in the engine can reach over 600°C under high-temperature operating conditions. They are usually cooled by the circulation of coolant and the engine's main cooling fan. The coolant system has high thermal inertia, slow response, and cannot precisely cool local hot spots.

[0003] Second, diesel engines are difficult to start in low-temperature environments, and usually require auxiliary means such as intake air preheating, glow plugs or fuel heaters, which increases additional energy consumption and system complexity.

[0004] Third, there have been reports on schemes that utilize exhaust gas energy to drive cooling or heating devices. For example, existing patent US6247460B1 discloses a scheme that fixes a vortex tube to a turbocharger and uses compressed air from the turbocharger outlet to drive the vortex tube, but it has the following shortcomings: the compressed air comes from the main compressor and shares the air source with the engine intake system, resulting in poor air source independence; the cold airflow is only used to cool the intake air and does not involve direct heat dissipation of high-temperature engine components; the hot airflow is only used for fuel preheating and does not involve coolant preheating.

[0005] Fourth, existing patent CN116464549A discloses a dual-compressor engine turbocharger, in which the booster air from the auxiliary compressor enters a storage and cooling structure, and after cooling, enters the engine cylinder to optimize combustion performance. However, this solution does not involve swirl tubes, nor does it involve using compressed air for direct heat dissipation of high-temperature engine components or preheating of fuel / coolant. Summary of the Invention

[0006] In view of this, the purpose of the present invention is to provide an integrated thermal management system and control method for an engine, so as to solve the problems of high power consumption, high noise and insufficient utilization of exhaust gas energy caused by simply relying on adjusting the fan speed in the prior art.

[0007] The technical solution adopted by the present invention to solve the above-mentioned technical problems is: an integrated thermal management system for an engine, including an engine having an exhaust manifold, a turbine, an intercooler, a main compressor, an intake manifold, a fan clutch, and a main cooling fan connected to the fan clutch. The exhaust manifold is connected to the turbine, the main compressor is coaxially connected to the turbine, and the main compressor is connected to the intercooler. The intercooler is used to cool the compressed air from the main compressor before inputting it into the intake manifold. The system also includes an electronic control unit, an auxiliary compressor coaxially connected to the turbine, and a vortex tube connected to the auxiliary compressor through a cooling pipe. A flow control valve is provided on the cooling pipe. The vortex tube inputs compressed air from the auxiliary compressor and forms hot and cold air streams. The vortex tube includes a cold end outlet and a hot end outlet. The cold end outlet is connected to a cooling air stream distribution device, which is installed on the high-temperature components of the engine. The cold end outlet is used to input the cold air stream into the cooling air stream distribution device to achieve air cooling of the high-temperature components of the engine. The hot end outlet is connected to a first heat exchanger and a second heat exchanger respectively. The first heat exchanger is thermally coupled to the engine fuel line, and the second heat exchanger is thermally coupled to the engine coolant circulation line. The hot end outlet is used to input hot airflow into the first heat exchanger and the second heat exchanger respectively to preheat the fuel in the engine fuel line and the coolant in the engine coolant circulation line. The engine is equipped with a temperature sensor for detecting engine temperature, and the electronic control unit is electrically connected to the fan clutch, the temperature sensor and the flow control valve.

[0008] As a preferred embodiment, the cooling airflow distribution device includes at least one exhaust nozzle, which is mounted on the outer surface of a high-temperature component of the engine.

[0009] As a preferred embodiment, the high-temperature components of the engine include at least one of the cylinder head, exhaust manifold, and turbine housing.

[0010] As a preferred embodiment, there are two temperature sensors, namely a first temperature sensor and a second temperature sensor. The first temperature sensor is installed on the exhaust manifold, and the second temperature sensor is installed on the engine coolant circulation line. The first temperature sensor and the second temperature sensor are electrically connected to the electronic control unit.

[0011] As a preferred embodiment, the engine is further provided with an exhaust pipe connected to the exhaust manifold and an intake pipe connected to the intake manifold. The exhaust pipe is connected to the turbine, and the intake pipe is connected to the intercooler. Both the main compressor and the auxiliary compressor are centrifugal compressors.

[0012] As a preferred embodiment, the cold end outlet is connected to the air outlet nozzle through a first pipeline, and a first flow regulating valve is provided on the first pipeline.

[0013] As a preferred embodiment, the hot end outlet is connected to the preheating pipeline, the first heat exchanger is connected to the preheating pipeline through the second pipeline, the second heat exchanger is connected to the preheating pipeline through the third pipeline, the preheating pipeline is equipped with a main flow regulating valve, the second pipeline is equipped with a second flow regulating valve, and the third pipeline is equipped with a third flow regulating valve. The main flow regulating valve, the first flow regulating valve, the second flow regulating valve, and the third flow regulating valve are electrically connected to the electrical control unit.

[0014] As a preferred embodiment, the main cooling fan is an electronically controlled silicone oil clutch fan or an electronically controlled electromagnetic clutch fan, and the electronic control unit controls the speed of the main cooling fan through the fan clutch.

[0015] As a preferred embodiment, the vortex tube further includes an air inlet connected to the cooling pipeline, wherein the central axis of the air inlet and the central axis of the vortex tube form a certain angle, which is an acute angle.

[0016] As a preferred embodiment, the cooling pipeline includes a first sub-pipeline and a second sub-pipeline. The auxiliary compressor is connected to the inlet end of the air storage tank through the first sub-pipeline, and the vortex tube is connected to the outlet end of the air storage tank through the second sub-pipeline. A pressure regulating valve is provided at the outlet of the air storage tank. The pressure regulating valve is used to provide compressed air with a constant pressure to the vortex tube, and a flow control valve is set on the second sub-pipeline.

[0017] This application also provides a control method for an integrated thermal management system for an engine, including: The exhaust manifold temperature signal collected by the first temperature sensor and the coolant temperature signal collected by the second temperature sensor are fed back to the electronic control unit. The electronic control unit determines the current operating condition of the engine based on the exhaust manifold temperature signal and the coolant temperature signal. The operating condition types include cold start condition, warm-up condition, normal condition and high heat load condition. When the condition is determined to be a cold start, the main flow regulating valve is kept at 100% opening, the first flow regulating valve is kept at 10% opening, the second flow regulating valve is kept at 60%-80% opening, and the third flow regulating valve is kept at 20%-40% opening. The hot airflow from the hot end outlet of the vortex tube is preferentially distributed to the first and second heat exchangers to preheat the fuel and coolant. When the system is in warm-up condition, the main flow regulating valve is kept at 100% opening, the first flow regulating valve is kept at 10% opening, the second flow regulating valve is kept at 20% opening, and the third flow regulating valve is kept at 80% opening. The hot airflow from the hot end outlet of the vortex tube is preferentially distributed to the second heat exchanger to accelerate the warm-up. When the condition is determined to be normal, the main flow regulating valve is kept at 100% opening, the opening of the first flow regulating valve is dynamically adjusted, the second flow regulating valve is kept at 50% opening, and the third flow regulating valve is kept at 50% opening. When the operating condition is determined to be high heat load, the main flow regulating valve is kept at 100% opening, the first flow regulating valve is kept at more than 70% opening, the second flow regulating valve is kept at 60% opening, and the third flow regulating valve is kept at 40% opening.

[0018] Furthermore, methods for determining the type of operating condition include: When the coolant temperature is below -10 degrees Celsius, it is considered a cold start condition; When the coolant temperature is greater than or equal to -10 degrees Celsius and less than 80 degrees Celsius, it is judged to be in warm-up condition; When the coolant temperature is greater than or equal to 80 degrees Celsius and less than or equal to 105 degrees Celsius, and the exhaust manifold temperature is not greater than 550 degrees Celsius, it is considered to be a normal operating condition. When the exhaust manifold temperature exceeds 550 degrees Celsius, it is considered a high heat load condition.

[0019] Furthermore, when the outlet pressure of the auxiliary compressor is lower than 0.15 MPa, the electronic control unit controls the flow control valve to close and controls the main cooling fan to run.

[0020] The beneficial effects of this application are as follows: 1. By setting up a secondary compressor, the exhaust gas discharged from the engine exhaust manifold drives the turbine, thereby driving the secondary compressor to work and generate compressed air. The compressed air is separated into cold air and hot air through a vortex tube. The cold air directly cools the high-temperature components of the engine, while the hot air preheats the fuel and coolant at the same time, effectively recovering the energy of the exhaust gas, reducing the load on the main cooling fan, reducing the power consumption of engine accessories, and improving the fuel economy of the engine.

[0021] 2. By setting up an air storage tank and a pressure regulating valve, the compressed air generated by the auxiliary compressor first enters the air storage tank and is then supplied to the vortex tube at a constant pressure, thus ensuring the stability of the vortex tube under different working conditions.

[0022] 3. This application receives signals from the first and second temperature sensors via the electronic control unit to determine different operating conditions of the engine, such as cold start, warm-up, normal operation, and high heat load. Based on this, it adjusts the openings of the main flow control valve, the first flow control valve, the second flow control valve, and the third flow control valve to achieve on-demand distribution of hot and cold airflow between different branches. For example, during a cold start, hot airflow is preferentially distributed to preheat the fuel and coolant; during warm-up, hot airflow is preferentially distributed to preheat the coolant to accelerate warm-up; and during high heat load, cold airflow is preferentially distributed to cool the engine's high-temperature components for cooling and heat dissipation, thus achieving efficient utilization and precise management of thermal energy. Furthermore, it significantly reduces the power consumption of the cooling fan, reduces noise generated during high-speed fan rotation, lowers engine fuel consumption, and greatly shortens the engine's cold start time.

[0023] 4. The hot end outlet of this application inputs hot airflow into the first heat exchanger and the second heat exchanger respectively to achieve simultaneous preheating of fuel and coolant. The preheated fuel and coolant enable the engine to start quickly in low-temperature environments. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the structure of the present invention.

[0025] Figure 2 This is a schematic diagram of the vortex tube structure in this invention.

[0026] Diagram markings: 1. Turbine, 2. Main compressor, 3. Auxiliary compressor, 4. Swirl tube, 41. Inlet, 42. Cold end outlet, 43. Hot end outlet, 44. Swirl chamber, 45. Rectifier, 46. Tubular body, 5. First heat exchanger, 6. Second heat exchanger, 7. Main flow control valve, 71. First flow control valve, 72. Second flow control valve, 73. Third flow control valve, 8. Intercooler, 9. Flow control valve, 10. High-temperature engine components, 11. Electronic control unit, 12. Temperature sensor, 13. Fan clutch, 14. Main radiator fan, 15. Intake manifold, 16. Engine fuel line, 17. Engine coolant circulation line, 18. Exhaust nozzle, 19. Exhaust manifold, 20. Air tank. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that, in the description of this invention, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0028] Please see Figure 1-2This invention provides an integrated thermal management system for an engine, including an engine having an exhaust manifold 19, a turbine 1, an intercooler 8, a main compressor 2, an intake manifold 15, a fan clutch 13, and a main cooling fan 14 connected to the fan clutch 13. The exhaust manifold 19 is connected to the turbine 1, the main compressor 2 is coaxially connected to the turbine 1, and the main compressor 2 is connected to the intercooler 8. The intercooler 8 is used to cool the compressed air from the main compressor 2 before it is input into the intake manifold 15. The system also includes an electronic control unit 11, a secondary compressor 3 coaxially connected to the turbine 1, and a vortex tube 4 connected to the secondary compressor 3 via a cooling pipe. A flow control valve 9 is provided on the cooling pipe. The vortex tube 4 receives the compressed air from the secondary compressor 3 and forms a hot airflow and a cold airflow. The vortex tube 4 includes a cold end outlet 42 and a hot end outlet 43. The cold end outlet 42 is connected to the cooling air... A cooling airflow distribution device is installed on the high-temperature component 10 of the engine. The cold end outlet 42 is used to input cold airflow into the cooling airflow distribution device to achieve air cooling of the high-temperature component 10 of the engine. The hot end outlet 43 is connected to the first heat exchanger 5 and the second heat exchanger 6 respectively. The first heat exchanger 5 is thermally coupled to the engine fuel line 16, and the second heat exchanger 6 is thermally coupled to the engine coolant circulation line 17. The hot end outlet 43 is used to input hot airflow into the first heat exchanger 5 and the second heat exchanger 6 respectively to preheat the fuel in the engine fuel line 16 and the coolant in the engine coolant circulation line 17. The engine is equipped with a temperature sensor 12 for detecting engine temperature. The electronic control unit 11 is electrically connected to the fan clutch 13, the temperature sensor 12 and the flow control valve 9 respectively.

[0029] The cooling airflow distribution device includes at least one exhaust nozzle 18, which is mounted on the outer surface of the high-temperature engine component 10. The high-temperature engine component 10 includes at least one of a cylinder head, an exhaust manifold 19, and a turbine housing.

[0030] Specifically, there are two temperature sensors 12, namely a first temperature sensor and a second temperature sensor. The first temperature sensor is installed on the exhaust manifold 19, and the second temperature sensor is installed on the engine coolant circulation line 17. The first temperature sensor and the second temperature sensor are electrically connected to the electronic control unit 11 respectively.

[0031] More specifically, the engine also includes an exhaust pipe connected to the exhaust manifold 19 and an intake pipe connected to the intake manifold 15. The exhaust pipe is connected to the turbine 1, and the intake pipe is connected to the intercooler 8. Both the main compressor 2 and the auxiliary compressor 3 are centrifugal compressors. The cold end outlet 42 is connected to the exhaust nozzle 18 via a first pipe, and a first flow regulating valve 71 is installed on the first pipe. The hot end outlet 43 is connected to the preheating pipe. The first heat exchanger 5 is connected to the preheating pipe via a second pipe, and the second heat exchanger 6 is connected to the preheating pipe via a third pipe. A main flow regulating valve 7 is installed on the preheating pipe, a second flow regulating valve 72 is installed on the second pipe, and a third flow regulating valve 73 is installed on the third pipe. The main flow regulating valve 7, the first flow regulating valve 71, the second flow regulating valve 72, and the third flow regulating valve 73 are electrically connected to the electronic control unit 11. It should be noted that any parts not detailed in this application are prior art. The main cooling fan 14 is an electronically controlled silicone oil clutch fan or an electronically controlled electromagnetic clutch fan. The electronic control unit 11 controls the speed of the main cooling fan 14 through the fan clutch 13.

[0032] The vortex tube 4 also includes a tubular body 46 and an air inlet 41 connected to the cooling pipe. The central axis of the air inlet 41 and the central axis of the vortex tube 4 form a certain angle θ, which is an acute angle. The angle θ is between 30° and 60°. Preferably, the angle θ is 45°. The tubular body 46 has a vortex chamber 44, a cold end outlet 42 and a hot end outlet 43 are located at the front and rear ends of the tubular body 46, respectively, and a rectifier 45 is provided in the vortex chamber 44 and at the hot end outlet 43.

[0033] The cooling temperature difference ΔT of the vortex tube 4 is defined as:

[0034] in, The temperature of the compressed air at the inlet of the vortex tube is (°C). The outlet air temperature is (°C).

[0035] Define the cold flow rate ε of vortex tube 4 as:

[0036] in, The mass flow rate at the cold end outlet is (kg / s). The inlet mass flow rate of the vortex tube is (kg / s). ε can be continuously varied between 0.2 and 0.8 by adjusting the main flow regulating valve. When the outlet pressure of the auxiliary compressor 3 is 0.3–0.5 MPa, ΔT can reach 30–50℃, and the cold end outlet temperature 42 can reach -20℃ to -5℃.

[0037] In addition, the cooling pipeline includes a first sub-pipeline and a second sub-pipeline. The auxiliary compressor 3 is connected to the inlet end of the air tank 20 through the first sub-pipeline, and the vortex tube 4 is connected to the outlet end of the air tank 20 through the second sub-pipeline. A pressure regulating valve is provided at the outlet of the air tank 20 to provide compressed air at a constant pressure to the vortex tube 4. A flow control valve 9 is provided on the second sub-pipeline. In this embodiment, exhaust nozzles 18 are respectively provided on the exhaust manifold 19 and the turbine housing. Each exhaust nozzle 18 is connected to the cold end outlet 42 of the vortex tube 4 through a pipeline. The air tank 20 is used to store excess compressed air generated by the auxiliary compressor 3 when the engine is under low load and release it when under high load to enhance cooling.

[0038] This application also provides a control method for an integrated thermal management system for an engine, including the following steps: Step S1: Signal Acquisition.

[0039] The exhaust manifold temperature signal collected by the first temperature sensor and the coolant temperature signal collected by the second temperature sensor are fed back to the electronic control unit 11.

[0040] Step S2: Operating condition judgment: The electronic control unit 11 judges the current operating condition of the engine based on the exhaust manifold temperature signal and the coolant temperature signal. The operating condition types include cold start condition, warm-up condition, normal condition and high heat load condition.

[0041] Methods for determining the type of operating condition include: When the coolant temperature T c When the temperature is below -10℃ and the engine is running, it is considered a cold start condition. When -10℃ ≤ coolant temperature T c When the temperature is below 80℃, it is considered to be in warm-up condition; When 80℃≤coolant temperatureT c ≤105℃ and exhaust manifold temperature T e When the temperature is ≤550℃, it is considered a normal operating condition; When the exhaust manifold temperature T e When the temperature is above 550℃, it is considered a high heat load condition.

[0042] Step S3: Operating condition execution.

[0043] When a cold start condition is detected, the electronic control unit 11 controls the main flow regulating valve 7 to maintain a 100% opening, the first flow regulating valve 71 to maintain a 10% opening, the second flow regulating valve 72 to maintain a 60%-80% opening, and the third flow regulating valve 73 to maintain a 20%-40% opening. The hot airflow from the hot end outlet 43 of the vortex tube 4 is preferentially distributed to the first heat exchanger 5 and the second heat exchanger 6 to preheat the fuel and coolant respectively, thereby improving low-temperature start performance. Maintaining the first flow regulating valve 71 at a 10% opening ensures that the cold airflow from the cold end outlet 42 is supplied to the high-temperature components at a relatively low flow rate, preventing over-cooling from affecting the start-up. In this embodiment, preferably, the second flow regulating valve 72 is maintained at an 80% opening, and the third flow regulating valve 73 is maintained at a 40% opening.

[0044] When the engine is determined to be in warm-up mode, the electronic control unit 11 controls the main flow regulating valve 7 to maintain a 100% opening, the first flow regulating valve 71 to maintain a 10% opening, the second flow regulating valve 72 to maintain a 20% opening, and the third flow regulating valve 73 to maintain an 80% opening. The hot airflow from the hot end outlet 43 of the vortex tube 4 is preferentially distributed to the second heat exchanger 6 to heat the coolant, thereby accelerating the warm-up process and shortening the time it takes for the engine to reach normal operating temperature. The cold airflow from the cold end outlet 42 is still supplied to the high-temperature components at a relatively small flow rate.

[0045] When the condition is determined to be normal, the electronic control unit 11 controls the main flow regulating valve 7 to maintain a 100% opening, dynamically adjusts the opening of the first flow regulating valve 71, the second flow regulating valve 72 to maintain a 50% opening, and the third flow regulating valve 73 to maintain a 50% opening. Under normal operating conditions, a PID algorithm is used to dynamically adjust the opening of the first flow regulating valve 71 to maintain the exhaust manifold temperature T. e At 480±10℃, the hot airflow is evenly distributed to preheat the fuel and coolant, while the cold airflow is dynamically adjusted according to the actual temperature of the high-temperature components to maintain the engine operating in its optimal thermal condition.

[0046] When a high heat load condition is detected, the electronic control unit 11 controls the main flow regulating valve 7 to maintain a 100% opening, the first flow regulating valve 71 to maintain an opening of more than 70%, the second flow regulating valve 72 to maintain a 60% opening, and the third flow regulating valve 73 to maintain a 40% opening. At this time, a large flow of cold air is supplied to the high-temperature components 10 of the engine for forced and rapid air cooling to prevent damage to the high-temperature components due to overheating. The distribution of hot air to the coolant preheating branch is relatively reduced to prioritize the cooling needs of the high-temperature components.

[0047] The electronic control unit 11 continuously monitors the exhaust manifold temperature signal and coolant temperature signal. When the operating conditions change, it automatically switches to the corresponding operating condition to achieve autonomous and precise control of engine thermal management.

[0048] It should be noted that the opening degree mentioned here refers to adjusting the flow cross-section of the flow control valve, which can be from 0% to 100%. 0% means the flow control valve is completely closed, 100% means it is fully open, and 50% means it is partially open.

[0049] When the outlet pressure of the auxiliary compressor 3 is lower than 0.15MPa for more than 5 seconds, the electronic control unit 11 determines that the air supply to the vortex tube 4 is insufficient. The electronic control unit 11 controls the flow control valve 9 to close, thereby shutting off the air intake of the vortex tube 4, and controls the main cooling fan 14 to run.

[0050] In addition, in step S1, the electronic control unit 11 also acquires the engine speed and load. When the engine speed is >1500rpm and the load is >80%, it is also judged as a high heat load condition.

[0051] As another embodiment of the control method of the present invention, under cold start conditions, the electronic control unit 11 controls the main flow regulating valve 7 to maintain a 100% opening, the first flow regulating valve 71 to maintain a 10% opening, the second flow regulating valve 72 to maintain a 70% opening, and the third flow regulating valve 73 to maintain a 30% opening. Fuel preheating has a more significant direct effect on cold start, so more hot airflow is allocated to fuel preheating to prioritize ensuring good fuel atomization and ignition performance.

[0052] This invention is applicable to various types of automotive, marine, and industrial diesel and gasoline engines, and is particularly suitable for engines with high thermal management integration, strict cold start performance requirements, and high requirements for fuel economy and noise reduction.

[0053] It should be noted that the above embodiments are only used to illustrate the present invention, but the present invention is not limited to the above embodiments. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. An integrated thermal management system for an engine, comprising an engine having an exhaust manifold (19), a turbine (1), an intercooler (8), a main compressor (2), an intake manifold (15), a fan clutch (13), and a main cooling fan (14) connected to the fan clutch (13), wherein the exhaust manifold (19) is connected to the turbine (1), the main compressor (2) is coaxially connected to the turbine (1), the main compressor (2) is connected to the intercooler (8), and the intercooler (8) is used to cool the compressed air from the main compressor (2) before inputting it into the intake manifold (15), characterized in that, It also includes an electronic control unit (11), an auxiliary compressor (3) coaxially connected to the turbine (1), and a vortex tube (4) connected to the auxiliary compressor (3) through a cooling pipe, with a flow control valve (9) provided on the cooling pipe. The vortex tube (4) includes a cold end outlet (42) and a hot end outlet (43). The cold end outlet (42) is connected to a cooling airflow distribution device, which is installed on the high-temperature component (10) of the engine. The hot end outlet (43) is connected to a first heat exchanger (5) and a second heat exchanger (6), respectively. The first heat exchanger (5) is thermally coupled to the engine fuel line (16), and the second heat exchanger (6) is thermally coupled to the engine coolant circulation line (17). The engine is equipped with a temperature sensor (12) for detecting engine temperature, and the electronic control unit (11) is electrically connected to the fan clutch (13), the temperature sensor (12) and the flow control valve (9). The temperature sensor (12) consists of two sensors, namely the first temperature sensor and the second temperature sensor. The first temperature sensor is installed on the exhaust manifold (19), and the second temperature sensor is installed on the engine coolant circulation pipe (17). The first temperature sensor and the second temperature sensor are electrically connected to the electronic control unit (11). A first flow regulating valve (71) is provided on the first pipeline between the cold end outlet (42) and the cooling airflow distribution device. The hot end outlet (43) is connected to the preheating pipeline. The first heat exchanger (5) is connected to the preheating pipeline through the second pipeline. The second heat exchanger (6) is connected to the preheating pipeline through the third pipeline. The preheating pipeline is equipped with a main flow regulating valve (7), the second pipeline is equipped with a second flow regulating valve (72), and the third pipeline is equipped with a third flow regulating valve (73). The main flow regulating valve (7), the first flow regulating valve (71), the second flow regulating valve (72), and the third flow regulating valve (73) are electrically connected to the electrical control unit (11).

2. The engine integrated thermal management system according to claim 1, characterized in that, The cooling airflow distribution device includes at least one exhaust nozzle (18), which is mounted on the outer surface of the high-temperature component (10) of the engine.

3. The engine integrated thermal management system according to claim 2, characterized in that, The engine high-temperature component (10) includes at least one of the cylinder head, exhaust manifold (19), and turbine housing.

4. The engine integrated thermal management system according to claim 1, characterized in that, The engine is also equipped with an exhaust pipe connected to the exhaust manifold (19) and an intake pipe connected to the intake manifold (15). The exhaust pipe is connected to the turbine (1), and the intake pipe is connected to the intercooler (8). The main compressor (2) and the auxiliary compressor (3) are both centrifugal compressors.

5. An integrated thermal management system for an engine according to claim 1, characterized in that, The main cooling fan (14) is an electronically controlled silicone oil clutch fan or an electronically controlled electromagnetic clutch fan. The electronic control unit (11) controls the speed of the main cooling fan (14) through the fan clutch (13).

6. The engine integrated thermal management system according to claim 1, characterized in that, The vortex tube (4) also includes an air inlet (41) connected to the cooling pipe. The central axis of the air inlet (41) and the central axis of the vortex tube (4) form a certain angle, which is an acute angle.

7. An integrated thermal management system for an engine according to claim 1, characterized in that, The cooling pipeline includes a first sub-pipeline and a second sub-pipeline. The auxiliary compressor (3) is connected to the inlet end of the air storage tank (20) through the first sub-pipeline. The vortex tube (4) is connected to the outlet end of the air storage tank (20) through the second sub-pipeline. A pressure regulating valve is provided at the outlet of the air storage tank (20). The pressure regulating valve is used to provide compressed air with constant pressure to the vortex tube (4). The flow control valve (9) is set on the second sub-pipeline.

8. A control method for an integrated thermal management system for an engine according to any one of claims 1-7, characterized in that, include: The exhaust manifold temperature signal collected by the first temperature sensor and the coolant temperature signal collected by the second temperature sensor are fed back to the electronic control unit (11). The electronic control unit (11) determines the current operating condition of the engine based on the exhaust manifold temperature signal and the coolant temperature signal. The operating condition includes cold start condition, warm-up condition, normal condition and high heat load condition. When the condition is determined to be a cold start, the main flow regulating valve (7) is kept at 100% opening, the first flow regulating valve (71) is kept at 10% opening, the second flow regulating valve (72) is kept at 60%-80% opening, and the third flow regulating valve (73) is kept at 20%-40% opening. The hot airflow from the hot end outlet (43) of the vortex tube (4) is preferentially distributed to the first heat exchanger (5) and the second heat exchanger (6) to preheat the fuel and coolant. When the system is in warm-up condition, the main flow regulating valve (7) is kept at 100% opening, the first flow regulating valve (71) is kept at 10% opening, the second flow regulating valve (72) is kept at 20% opening, the third flow regulating valve (73) is kept at 80% opening, and the hot airflow from the hot end outlet (43) of the vortex tube (4) is preferentially distributed to the second heat exchanger (6) to accelerate the warm-up. When the condition is judged to be normal, the main flow regulating valve (7) is controlled to maintain 100% opening, the opening of the first flow regulating valve (71) is dynamically adjusted, the second flow regulating valve (72) is kept at 50% opening, and the third flow regulating valve (73) is kept at 50% opening. When the condition is determined to be a high heat load, the main flow regulating valve (7) is kept at 100% opening, the first flow regulating valve (71) is kept at more than 70% opening, the second flow regulating valve (72) is kept at 60% opening, and the third flow regulating valve (73) is kept at 40% opening.

9. The control method for an integrated thermal management system for an engine according to claim 8, characterized in that, Methods for determining the type of operating condition include: When the coolant temperature is below -10 degrees Celsius, it is considered a cold start condition; When the coolant temperature is greater than or equal to -10 degrees Celsius and less than 80 degrees Celsius, it is judged to be in warm-up condition; When the coolant temperature is greater than or equal to 80 degrees Celsius and less than or equal to 105 degrees Celsius, and the exhaust manifold temperature is not greater than 550 degrees Celsius, it is considered to be a normal operating condition. When the exhaust manifold temperature exceeds 550 degrees Celsius, it is considered a high heat load condition.

10. The control method for an integrated thermal management system for an engine according to claim 8, characterized in that, When the outlet pressure of the auxiliary compressor (3) is lower than 0.15MPa, the electronic control unit (11) controls the flow control valve (9) to close and controls the main cooling fan (14) to run.

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