Intercooler, engine assembly and vehicle

Abstract

The utility model discloses an intercooler, engine assembly and vehicle, the intercooler includes: at least two intercooling modules, each intercooling module includes air inlet chamber, heat exchange chamber and air outlet chamber that are connected in order, air inlet chamber is provided with air inlet pipe orifice, air outlet chamber is provided with air outlet pipe orifice, the heat exchange chamber is internally provided with a cooling unit; the air outlet chamber is provided with pressure difference balance pipe openings and a carbon tank desorption pipe opening, all the pressure difference balance pipe openings are jointly connected with a communication pipe, and the intercooling module provides positive pressure for the carbon tank module through the carbon tank desorption pipe opening. The intercooler is provided with a plurality of intercooling modules in a parallel connection mode, all the intercooling modules balance the pressure of all the air outlet chambers through the communicating pipes so as to meet the high heat dissipation requirement and the air resistance requirement of air inlet of a large-displacement engine, and due to the fact that the intercooler integrates the carbon tank desorption function, the intercooler can serve as a starting device of a carbon tank module, and the carbon tank desorption function is achieved. The structure of the carbon tank module is simplified, the assembly efficiency is improved, and the cost is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle manufacturing, and particularly relates to an intercooler, an engine assembly and a vehicle. Background Art

[0002] In the automotive field, the main function of an intercooler is to cool the high-temperature air after being supercharged by a supercharger. The air is first supercharged by the supercharger to generate high-temperature and high-pressure gas, and then enters the engine after being cooled by the intercooler, increasing the engine intake air volume to achieve the effect of improving the engine power and enhancing the power performance.

[0003] Intercoolers are generally divided into air-cooled intercoolers and water-cooled intercoolers. Most of the current water-cooled intercoolers only have basic heat exchange functions and are only suitable for scenarios with small displacements and low heat dissipation requirements. For engines with large displacements and high intake air heat dissipation requirements, the existing water-cooled intercoolers cannot meet the heat dissipation requirements. Summary of the Utility Model

[0004] The utility model aims to provide an intercooler to solve one or more technical problems existing in the prior art, and at least provide a beneficial choice or create conditions.

[0005] The intercooler according to the first aspect embodiment of the utility model includes:

[0006] An intercooling module, at least two of which are provided. All the intercooling modules include an intake chamber, a heat exchange chamber and an outlet chamber connected in sequence. The intake chamber is provided with an intake pipe orifice, the outlet chamber is provided with an outlet pipe orifice, and a cooling unit is arranged in the heat exchange chamber; the outlet chamber is provided with a differential pressure balance pipe orifice and a carbon canister desorption pipe orifice. All the differential pressure balance pipe orifices are commonly connected with a conduction pipe, and the intercooling module provides positive pressure for the carbon canister module through the carbon canister desorption pipe orifice.

[0007] The intercooler according to the embodiment of the utility model has at least the following beneficial effects: The intercooler is arranged with multiple intercooling modules in a parallel form. All the intercooling modules balance the pressures of each outlet chamber through the conduction pipe to meet the high heat dissipation requirements and air resistance requirements of the intake air of large-displacement engines. And the intercooler is integrated with a carbon canister desorption function. The intercooler provides positive pressure for the venturi tube of the carbon canister module through the carbon canister desorption pipe orifice, so as to desorb the fuel vapor in the carbon canister module to the intake end of the engine assembly. Since the intercooler is integrated with a carbon canister desorption function, the intercooler can be used as a starting device of the carbon canister module, so as to simplify the structure of the carbon canister module, improve the assembly efficiency and reduce the cost.

[0008] According to some embodiments of the present utility model, the flow area of the carbon canister desorption pipe orifice is smaller than that of the outlet pipe orifice, such that the gas flow rate of the outlet pipe orifice is greater than that of the carbon canister desorption pipe orifice. Through the above arrangement, most of the pressurized gas in the outlet chamber flows out through the outlet pipe orifice, and a small part of the pressurized gas flows out through the carbon canister desorption pipe orifice. Although the gas flowing through the carbon canister desorption pipe orifice is less, its gas flow rate is greater than that of the outlet pipe orifice, which is more conducive to conducting the venturi tube of the carbon canister module.

[0009] According to some embodiments of the present utility model, the intake chamber is provided with an air outlet passage communicating with the heat exchange chamber, and the path of the air flow from the air inlet pipe orifice to the air outlet passage has at least one bending section. By reasonably designing the shape of the intake chamber, the air flow dead zone can be effectively reduced, such that the unevenness of the flow rate distribution of the pressurized gas entering the heat exchange chamber reaches within 6%, thereby improving the heat exchange efficiency.

[0010] According to some embodiments of the present utility model, the outlet chamber is provided with an air inlet passage communicating with the heat exchange chamber, and the path of the air flow from the air inlet passage to the air outlet pipe orifice has at least one bending section. By reasonably designing the shape of the outlet chamber, the air flow dead zone can be effectively reduced, making the gas flow smoother.

[0011] According to some embodiments of the present utility model, the cooling unit is provided with an inlet water pipe and an outlet water pipe extending outward. The inlet water pipe is close to the outlet chamber, and the outlet water pipe is close to the intake chamber. The cooling unit has a water flow direction from the inlet water pipe to the outlet water pipe. Since the temperature of the heat exchange chamber is higher closer to the intake chamber, the setting of the cooling unit enables the cooling water to be immediately discharged after passing through the area with the largest temperature difference, without affecting the downstream heat exchange.

[0012] According to some embodiments of the present utility model, the outlet chamber is provided with a temperature sensor, and the temperature sensor is configured to provide temperature feedback to the controller. The controller controls the heat exchange amount of the cooling unit based on the temperature feedback of the temperature sensor. When the temperature sensor detects that the temperature of the outlet chamber is outside the preset range, the temperature sensor provides temperature feedback to the controller, and the controller controls the heat exchange amount of the cooling unit based on the temperature feedback of the temperature sensor, thereby maintaining the temperature of the outlet chamber within the preset range.

[0013] According to some embodiments of the present utility model, in order to reduce the transmission of vibration and improve the service life of components, the intercooler module is provided with at least one mounting suspension, and the mounting suspension is provided with a vibration damping portion extending outward.

[0014] According to some embodiments of the present utility model, the intake chamber is communicated with a pressure relief passage. One end of the pressure relief passage away from the intake chamber is provided with a pressure relief pipe orifice, and the pressure relief passage is provided with a pressure relief valve, so that the intercooler is integrated with a pressure relief function.

[0015] According to some embodiments of the present utility model, the outlet chamber is provided with a pressure sensor, and the pressure sensor is configured to provide pressure feedback to a controller. The controller controls the on-off of the pressure relief valve through the pressure feedback of the pressure sensor. When the pressure sensor detects that the pressure in the outlet chamber is higher than a preset pressure, the pressure sensor provides pressure feedback to the controller, and the controller controls the on-off of the pressure relief valve through the pressure feedback of the pressure sensor, so as to keep the pressure in the outlet chamber below the preset pressure.

[0016] An engine assembly according to an embodiment of the second aspect of the present utility model includes:

[0017] The intercooler as described above;

[0018] Turbochargers, the number of which is equal to the number of the intercooler modules. The outlet ends of the turbochargers are connected with supercharged outlet pipes, and all the supercharged outlet pipes are respectively connected to all the intake pipe orifices in a one-to-one correspondence;

[0019] A carbon canister module, which is provided with venturi tubes. The number of the venturi tubes is equal to the number of the intercooler modules. A check valve is arranged inside each venturi tube. All the venturi tubes are respectively connected to all the carbon canister desorption pipe orifices in a one-to-one correspondence. The intercooler module provides positive pressure for the corresponding venturi tubes through the carbon canister desorption pipe orifices to open the check valve;

[0020] An engine, which is provided with an intake manifold, and the intake manifold is respectively communicated with all the outlet pipe orifices.

[0021] The engine assembly according to the embodiment of the present utility model has at least the following beneficial effects: Since the intercooler is arranged with a plurality of intercooler modules in a parallel form, the engine assembly can be selectively provided with a plurality of turbochargers to meet the intake requirements of a large-displacement V-type engine. This technology makes full use of the positive pressure provided by the intercooler to desorb the fuel vapor in the carbon canister module, so as to simplify the structure of the carbon canister module, improve the assembly efficiency and reduce the cost.

[0022] According to some embodiments of the present utility model, the intake chamber is communicated with a pressure relief passage. One end of the pressure relief passage away from the intake chamber is provided with a pressure relief pipe orifice, and the pressure relief passage is provided with a pressure relief valve; the intake ends of the turbochargers are connected with low-pressure intake pipes, and all the low-pressure intake pipes are respectively communicated with all the pressure relief pipe orifices in a one-to-one correspondence, so as to realize the circulation of air flow and effectively reduce the load of the turbochargers.

[0023] A vehicle according to an embodiment of the third aspect of the present utility model includes:

[0024] Engine compartment;

[0025] The engine assembly as described above is installed in the engine compartment.

[0026] The vehicle according to the embodiment of the present invention has at least the following beneficial effects: Since the vehicle is internally provided with the above-mentioned engine assembly, the power of the vehicle is more sufficient and the manufacturing cost is also lower.

[0027] The additional aspects and advantages of the present invention will be partly given in the following description, partly become obvious from the following description, or be understood through the practice of the present invention. Description of the Drawings

[0028] Figure 1 is a three-dimensional structural schematic diagram of an intercooler according to an embodiment of the present invention;

[0029] Figure 2 is Figure 1 a front view of the intercooler shown;

[0030] Figure 3 is a three-dimensional structural schematic diagram of two intake chambers according to an embodiment of the present invention;

[0031] Figure 4 is a three-dimensional structural schematic diagram of two outlet chambers according to an embodiment of the present invention;

[0032] Figure 5 is an exploded view of a first intercooler module according to an embodiment of the present invention.

[0033] In the accompanying drawings: 10 - first intercooling module, 20 - second intercooling module, 100 - first intake chamber, 200 - first heat exchange chamber, 300 - first outlet chamber, 110 - first intake pipe orifice, 310 - first outlet pipe orifice, 120 - first outlet gas passage, 320 - first intake gas passage, 210 - first water inlet pipe, 220 - first water outlet pipe, 130 - first pressure relief passage, 131 - first pressure relief pipe orifice, 132 - first pressure relief valve mounting seat, 330 - first temperature and pressure sensor mounting seat, 340 - first carbon canister desorption pipe orifice, 410 - first fixed suspension, 420 - first movable suspension, 411 - first metal bushing, 412 - first rubber cushion, 140 - C-shaped orifice, 421 - first metal strut, 422 - first rubber block, 500 - second intake chamber, 600 - second heat exchange chamber, 700 - second outlet chamber, 510 - second intake pipe orifice, 710 - second outlet pipe orifice, 520 - second outlet gas passage, 720 - second intake gas passage, 610 - second water inlet pipe, 620 - second water outlet pipe, 530 - second pressure relief passage, 531 - second pressure relief pipe orifice, 532 - second pressure relief valve mounting seat, 730 - second temperature and pressure sensor mounting seat, 740 - second carbon canister desorption pipe orifice, 810 - second fixed suspension, 820 - second movable suspension, 350 - first differential pressure balance pipe orifice, 750 - second differential pressure balance pipe orifice. Detailed implementation manners

[0034] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the accompanying drawings, in which the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary only for explaining the present invention and should not be construed as limiting the present invention.

[0035] In the description of the present invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.

[0036] In the description of the present invention, the meaning of "a number of" is one or more, the meaning of "a plurality of" is two or more, "greater than", "less than", "exceeding", etc. are understood as not including the present number, and "above", "below", "within", etc. are understood as including the present number. If the first and second are described only for the purpose of distinguishing technical features, they should not be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features or the sequence of the indicated technical features.

[0037] In the description of the present utility model, unless otherwise clearly defined, terms such as "arrangement", "installation", and "connection" should be understood in a broad sense, and those skilled in the relevant technical field can reasonably determine the specific meanings of the above terms in the present utility model in combination with the specific content of the technical solution.

[0038] As Figure 1 and Figure 2 shown, the intercooler according to the first aspect embodiment of the present utility model includes a first intercooling module 10 and a second intercooling module 20. The first intercooling module 10 and the second intercooling module 20 are distributed in a parallel double-row form, and each of them provides a cooling function for the gas pressurized by the corresponding supercharger. The above-mentioned supercharger refers to the intake supercharger of a vehicle engine, and its forms generally can be divided into an exhaust gas turbocharger, a mechanical turbocharger, and an electric auxiliary turbocharger. By compressing air through the supercharger, the intake density of the engine is increased, thereby increasing the liter power of the engine. At the same time, since the mixture combustion regulation of the engine is improved, the combustion efficiency of the engine is increased, and it can also achieve the effects of saving fuel and reducing emissions.

[0039] In the present technology, the first intercooling module 10 and the second intercooling module 20 are independently arranged. If the first intercooling module 10 and the second intercooling module 20 have the same design parameters, then the two superchargers respectively connected to them also have the same design parameters to meet the intake requirements of a V-type engine; if the first intercooling module 10 and the second intercooling module 20 have different design parameters, then the two superchargers respectively connected to them also have different design parameters to meet the intake requirements of different engines.

[0040] Since large-displacement engines generally adopt a V-type architecture, the first intercooling module 10 and the second intercooling module 20 of this embodiment are preferably designed with the same parameters, that is, the first intercooling module 10 and the second intercooling module 20 have the same structure. Although the first intercooling module 10 and the second intercooling module 20 have the same structure, it does not mean that they have the same appearance. Even if the first intercooling module 10 and the second intercooling module 20 have the same function, their appearance designs still need to be designed according to the spatial position of the vehicle. That is to say, even if the first intercooling module 10 and the second intercooling module 20 have obvious differences in appearance, the functions they achieve are the same.

[0041] Exemplarily, for a vehicle with sufficient space position, the first intercooling module 10 and the second intercooling module 20 can be selected to have the same structure and appearance, and the two share the same set of molds for processing, thereby saving a large amount of manufacturing costs.

[0042] Specifically, the first intercooling module 10 includes a first intake chamber 100, a first heat exchange chamber 200, and a first outlet chamber 300. The first intake chamber 100, the first heat exchange chamber 200, and the first outlet chamber 300 are sequentially connected by means such as welding, screwing, or riveting. Since the first intercooling module 10 has relatively high requirements for airtightness, in this embodiment, the first intake chamber 100, the first heat exchange chamber 200, and the first outlet chamber 300 are preferably sequentially connected by welding. The first intake chamber 100 is provided with a first intake pipe opening 110 for connecting to the supercharged outlet pipe of the supercharger, and the first outlet chamber 300 is provided with a first outlet pipe opening 310 for connecting to the intake manifold of the engine. After the supercharger outputs the supercharged gas through the supercharged outlet pipe to the first intake chamber 100, the supercharged gas flows along the directions of the first intake chamber 100, the first heat exchange chamber 200, and the first outlet chamber 300, and finally is discharged from the first outlet pipe opening 310 into the intake manifold of the engine.

[0043] As Figure 3 and Figure 4 shown, the first intake chamber 100 is provided with a first outlet passage 120 communicating with the first heat exchange chamber 200. The path of the supercharged air flow from the first intake pipe opening 110 to the first outlet passage 120 has at least one bending section, and at this time, the first intake chamber 100 is arranged in an arc shape. In addition, the first outlet chamber 300 is provided with a first intake passage 320 communicating with the first heat exchange chamber 200. The path of the supercharged air flow from the first intake passage 320 to the first outlet pipe opening 310 has at least one bending section, and at this time, the first outlet chamber 300 is arranged in a U shape. By reasonably designing the shape of the first intake chamber 100, the air flow dead zone of the first intake chamber 100 can be effectively reduced, so that the unevenness of the flow rate of the gas entering the first heat exchange chamber 200 is within 6%, thereby improving the heat exchange efficiency; by reasonably designing the shape of the first outlet chamber 300, the air flow dead zone of the first outlet chamber 300 can be effectively reduced, making the gas flow smoother.

[0044] As Figure 1 and Figure 2As shown, since the main function of the first intercooling module 10 is to cool the high-temperature air supercharged by the supercharger, a first cooling unit is disposed inside the first heat exchange chamber 200. The first cooling unit can be an air-cooled cooling unit or a water-cooled cooling unit. In the automotive industry, an intercooler with an air-cooled cooling unit is called an air-cooled intercooler, and an intercooler with a water-cooled cooling unit is called a water-cooled intercooler. The air-cooled intercooler is generally arranged in front of the vehicle, and the high-temperature and high-pressure air directly exchanges heat with the air; while the water-cooled intercooler is generally arranged in the engine compartment, with water as the medium, and the high-temperature and high-pressure air exchanges heat with the water. Compared with the air-cooled intercooler, the water-cooled intercooler has the following two advantages: 1. The intake pipe of the water-cooled intercooler does not need to be led to the front of the vehicle, and the pipeline is relatively short, which can reduce the intake resistance; 2. The cooling principle of the water-air intercooler is that the air exchanges heat with the water, and the intake air temperature can be adjusted by controlling the water temperature, making the intake air temperature more stable and the cooling effect better.

[0045] Currently, in order to obtain better vehicle performance, a water-cooled intercooler is generally selected. Therefore, in this embodiment, the first cooling unit is preferably a water-cooled cooling unit, which includes a first mounting bracket and a plurality of first flat tubes. The plurality of first flat tubes are all mounted on the first mounting bracket. Each first flat tube is arranged in the direction from the first intake chamber 100 to the first outlet chamber 300. The first intake chamber 100 and the first outlet chamber 300 are communicated through a plurality of first flat tubes. A first air-side fin is provided inside each first flat tube, and a first water flow channel composed of first liquid-side fins is provided on the outer surface of each first flat tube. The first water inlet pipe 210 and the first water outlet pipe 220 are guided through the first water flow channel, and the water flow power is provided by a circulating water pump. When the supercharged gas in the first intake chamber 100 passes through the first air-side fins of the first flat tube, the first air-side fins transfer heat to the first flat tube through heat exchange. The first flat tube continues to exchange heat with the first liquid-side fins. At this time, the first liquid-side fins transfer heat to the cooling water in the first water flow channel through heat exchange. The circulating flow of the cooling water can continuously take away the heat exchanged, so as to realize the cooling of the supercharged gas.

[0046] It should be noted that the first water flow path has two different water flow directions. The first water flow direction is from the first air outlet chamber 300 to the first air inlet chamber 100, while the second water flow direction is from the first air inlet chamber 100 to the first air outlet chamber 300. In this embodiment, the first water flow path preferably adopts the first water flow direction. At this time, the first water inlet pipe 210 is arranged close to the first air outlet chamber 300, and the first water outlet pipe 220 is arranged close to the first air inlet chamber 100. This is because the closer to the first air inlet chamber 100, the higher the temperature of the first heat exchange chamber 200. Therefore, adopting the first water flow direction can allow the cooling water to be immediately discharged outside the first heat exchange chamber 200 after passing through the area with the largest temperature difference, without affecting the downstream heat exchange. If the first water flow path adopts the second water flow direction, at this time, the first water inlet pipe 210 is arranged close to the first air inlet chamber 100, and the first water outlet pipe 220 is arranged close to the first air outlet chamber 300. Then, the cooling water continues to flow downstream after passing through the area with the largest temperature difference. At this time, the water temperature in the first water flow path is at a relatively high level, thereby suppressing the heat exchange amount with the supercharged gas and having a negative effect.

[0047] Although the supercharger can provide high-pressure intake air for the engine, when the vehicle brakes or suddenly idles during driving, the pressure in the intake pipe of the engine assembly suddenly increases. In order to protect the engine and ensure the reliability of the operation of the entire engine intake pipe, a pressure relief function needs to be set in the intake pipe of the engine assembly. For this reason, the first air inlet chamber 100 is connected to a first pressure relief channel 130. One end of the first pressure relief channel 130 away from the first air inlet chamber 100 is provided with a first pressure relief pipe orifice 131. The first pressure relief channel 130 is provided with a first pressure relief valve mounting seat 132, and the first pressure relief valve mounting seat 132 is used to mount the first pressure relief valve. The structure of the first pressure relief valve mounting seat 132 should be determined according to the type of the selected first pressure relief valve. In this embodiment, the first pressure relief valve mounting seat 132 has three threaded holes and is connected to the first pressure relief valve by bolts. It can be understood that the first pressure relief valve and the first pressure relief valve mounting seat 132 can also be connected in other ways, including but not limited to clamping, riveting and other methods.

[0048] When the vehicle brakes or suddenly idles during driving, the pressure in the first air inlet chamber 100 suddenly increases, and its pressure is higher than the preset pressure of the first pressure relief valve. Under the action of the first pressure relief valve, the high-pressure gas in the first air inlet chamber 100 is continuously discharged from the first pressure relief pipe orifice 131 until the air pressure in the first air inlet chamber 100 drops below the preset pressure of the first pressure relief valve. The gas discharged from the first pressure relief pipe orifice 131 is transported to the low-pressure end, or directly discharged to the external environment.

[0049] For the first air outlet chamber 300, in addition to the first air outlet pipe port 310, it is also provided with a first temperature and pressure sensor mounting seat 330 and a first carbon canister desorption pipe port 340. The first temperature and pressure sensor is used to mount the first temperature and pressure sensor, and the structure of the first temperature and pressure sensor mounting seat 330 should be determined according to the type of the selected first temperature and pressure sensor. In this embodiment, the first temperature and pressure sensor mounting seat 330 has a threaded hole and is connected to the first temperature and pressure sensor by a bolt. It can be understood that the first temperature and pressure sensor and the first temperature and pressure sensor mounting seat 330 can also be connected in other ways, including but not limited to clamping, riveting and other methods.

[0050] The first temperature and pressure sensor is used to detect the temperature and pressure of the pressurized gas in the first air outlet chamber 300. Since the pressurized gas needs to be cooled by the first cooling unit before being transported to the first air outlet chamber 300, the circulating water pump can adjust the flow rate of the coolant entering the first water flow channel according to the temperature of the pressurized gas in the first air outlet chamber 300, so as to ensure that the temperature of the pressurized gas in the first air outlet chamber 300 is always within a preset range. When the temperature monitored by the first temperature and pressure sensor rises, it provides temperature feedback to the controller. The controller increases the power of the circulating water pump through the temperature feedback of the first temperature and pressure sensor to appropriately increase the flow rate of the coolant entering the first water flow channel and increase the rotation speed of the automotive electric fan, thereby increasing the heat exchange amount of the first cooling unit; when winter comes, since the intake temperature is relatively low, the flow rate of the coolant entering the first water flow channel can be reduced to a minimum value or zero value to ensure that the temperature of the pressurized gas in the first air outlet chamber 300 is always within a preset range and improve the power performance and fuel economy.

[0051] At the same time, when the vehicle brakes or suddenly idles during driving, the pressure of the intake pipe of the engine assembly suddenly increases at this time. Therefore, the pressure of the first air outlet chamber 300 detected by the first temperature and pressure sensor can be used as the start switch of the first pressure relief valve. When the pressure monitored by the first temperature and pressure sensor exceeds the set value, it provides pressure feedback to the controller. The controller opens the first pressure relief valve through the pressure feedback of the first temperature and pressure sensor, and the high-pressure gas flows out from the first pressure relief pipe port 131 to the low-pressure end, thereby ensuring the reliability of the operation of the entire engine intake pipe.

[0052] Since gasoline is a volatile fuel, the fuel in the fuel tank will quickly evaporate and increase the pressure inside the fuel tank. When the pressure in the fuel tank becomes too high, it will pose certain risks. Therefore, a system that can reduce the fuel tank pressure needs to be designed. Initially, vehicle engineers designed the fuel tank cap as a pressure relief valve. When the pressure is higher than a certain value, the pressure relief valve opens, discharging gasoline vapor into the atmosphere. However, this working method will artificially create pollution. From the perspectives of fuel conservation and environmental protection, vehicles meeting the green environmental protection standards are equipped with carbon cans, which are filled with highly adsorbent activated carbon inside. When the vehicle is turned off, the excess fuel vapor in the fuel tank is introduced into the carbon can through a carbon tube, and the activated carbon in the carbon can adsorbs the fuel vapor. When the vehicle is in motion, the solenoid valve of the carbon can opens in due course, reintroducing the adsorbed fuel vapor into the intake pipe of the engine assembly to achieve the purpose of fuel conservation and environmental protection.

[0053] In the prior art, the carbon can is only connected to the intake manifold of the engine assembly. However, in this technology, the first gas outlet chamber 300 is provided with a first carbon can desorption pipe orifice 340, and the first carbon can desorption pipe orifice 340 is connected to the first venturi tube of the carbon can module, providing positive pressure for the first venturi tube to open the check valve of the first venturi tube, thereby conducting the first desorption pipe of the carbon can module. Compared with the prior art, since the first intercooling module 10 integrates the carbon can desorption function, the first intercooling module 10 can be used as a starting device for the carbon can module, simplifying the structure of the carbon can module, improving the assembly efficiency, and reducing the cost.

[0054] Furthermore, the flow area of the first carbon can desorption pipe orifice 340 is smaller than that of the first gas outlet pipe orifice 310, such that the gas flow rate of the first gas outlet pipe orifice 310 is greater than that of the first carbon can desorption pipe orifice 340. Through the above arrangement, most of the pressurized gas in the first gas outlet chamber 300 flows out through the first gas outlet pipe orifice 310, and a small part of the pressurized gas flows out through the first carbon can desorption pipe orifice 340. Although the gas flowing through the first carbon can desorption pipe orifice 340 is less, its gas flow velocity is greater than that of the first gas outlet pipe orifice 310, which is more conducive to opening the check valve of the first venturi tube.

[0055] As Figure 5As shown, in order to reduce the transmission of vibration and improve the service life of components, a number of first mounting mounts are provided in both the first intake chamber 100 and the first outlet chamber 300. In this embodiment, two first mounting mounts are provided in both the first intake chamber 100 and the first outlet chamber 300. Since the first intake chamber 100 of the first intercooling module 10 needs to be fixed to the vehicle body end bracket by means of bolt connection, while the first outlet chamber 300 of the first intercooling module 10 needs to be placed on the vehicle body end bracket in an axis-matching manner, the first mounting mounts are divided into a first fixed mount 410 and a first movable mount 420. The first fixed mount 410 is provided in the first intake chamber 100, and the first movable mount 420 is provided in the first outlet chamber 300. Both the first fixed mount 410 and the first movable mount 420 are provided with first damping portions extending outward.

[0056] Exemplarily, the first fixed mount 410 includes a first metal bushing 411 and a first rubber cushion 412. The cross-sectional shape of the first metal bushing 411 is T-shaped. The first rubber cushion 412 serves as the first damping portion of the first fixed mount 410, and the cross-sectional shape of the first rubber cushion 412 is I-shaped. The first intake chamber 100 is provided with a first C-shaped opening 140 that matches the first rubber cushion 412 to snap the first rubber cushion 412 into the first C-shaped opening 140, thus eliminating the fixed connection structure between the first rubber cushion 412 and the first intake chamber 100. The first metal bushing 411 is pressed into the first rubber cushion 412. The first metal bushing 411 is used to pass through bolts, while the first rubber cushion 412 provides a damping function.

[0057] Exemplarily, the first movable mount 420 includes a first metal strut 421 and a first rubber block 422. The first metal strut 421 is fixedly connected to the first outlet chamber 300. The first rubber block 422 serves as the first damping portion of the first movable mount 420. The first rubber block 422 is sleeved on the outer periphery of the first metal strut 421. The assembly method of the first metal strut 421 and the first rubber block 422 can adopt interference fit or glue bonding. The cross-sectional shape of the first rubber block 422 is T-shaped so that the first rubber block 422 can be embedded into the vehicle body end bracket.

[0058] It can be understood that for some vehicle models, the first intercooling module 10 may not be provided with the first movable mount 420. In this case, the first fixed mount 410 is provided in the first intake chamber 100 or the first outlet chamber 300. That is to say, in some other embodiments, a number of first mounting mounts are provided in the first intake chamber 100 or the first outlet chamber 300.

[0059] Such as Figure 1 and Figure 2As shown in the figure, the second intercooling module 20 includes a second intake chamber 500, a second heat exchange chamber 600, and a second outlet chamber 700. The second intake chamber 500, the second heat exchange chamber 600, and the second outlet chamber 700 are sequentially connected by means such as welding, screwing, or riveting. Since the second intercooling module 20 has relatively high requirements for airtightness, in this embodiment, the second intake chamber 500, the second heat exchange chamber 600, and the second outlet chamber 700 are preferably sequentially connected by welding. The second intake chamber 500 is provided with a second intake pipe port 510, which is used to connect with the supercharged outlet pipe of the supercharger. The second outlet chamber 700 is provided with a second outlet pipe port 710, which is used to connect with the intake manifold. When the supercharger outputs the supercharged gas through the supercharged outlet pipe to the second intake chamber 500, the supercharged gas flows along the directions of the second intake chamber 500, the second heat exchange chamber 600, and the second outlet chamber 700, and is finally discharged from the second outlet pipe port 710 and enters the intake manifold of the engine.

[0060] As Figure 3 and Figure 4 shown in the figure, the second intake chamber 500 is provided with a second outlet passage 520 communicating with the second heat exchange chamber 600. The path of the supercharged air flow from the second intake pipe port 510 to the second outlet passage 520 has at least one bending section, and at this time, the second intake chamber 500 is arranged in an arc shape. In addition, the second outlet chamber 700 is provided with a second intake passage 720 communicating with the second heat exchange chamber 600. The path of the supercharged air flow from the second intake passage 720 to the second outlet pipe port 710 has at least one bending section, and at this time, the second outlet chamber 700 is arranged in a U shape. By reasonably designing the shape of the second intake chamber 500, the air flow dead zone of the second intake chamber 500 can be effectively reduced, so that the unevenness of the flow rate of the gas entering the second heat exchange chamber 600 is within 6%, thereby improving the heat exchange efficiency; by reasonably designing the shape of the second outlet chamber 700, the air flow dead zone of the second outlet chamber 700 can be effectively reduced, making the gas flow smoother.

[0061] As Figure 1 and Figure 2As shown, since the main function of the second intercooling module 20 is to cool the high-temperature air after being supercharged by the supercharger, a second cooling unit is built into the second heat exchange chamber 600. To obtain better vehicle performance, a water-cooled intercooler is generally selected. Therefore, in this embodiment, the second cooling unit is preferably a water-cooled cooling unit, which includes a second mounting bracket and a plurality of second flat tubes. The plurality of second flat tubes are all mounted on the second mounting bracket, and each second flat tube is arranged in the direction from the second intake chamber 500 to the second outlet chamber 700. The second intake chamber 500 and the second outlet chamber 700 are connected through a plurality of second flat tubes. A second gas-side fin is provided inside each second flat tube, and a second water flow channel composed of second liquid-side fins is provided on the outer surface of each second flat tube. The second water inlet pipe 610 and the second water outlet pipe 620 are guided through the second water flow channel, and the water flow power is provided by a circulating water pump. When the supercharged gas in the second intake chamber 500 passes through the second gas-side fins of the second flat tube, the second gas-side fins transfer heat to the second flat tube through heat exchange, and the second flat tube continues to exchange heat with the second liquid-side fins. At this time, the second liquid-side fins transfer heat to the cooling water in the second water flow channel through heat exchange, and the circulating flow of the cooling water can continuously take away the heat exchanged, so as to realize the cooling of the supercharged gas.

[0062] It should be noted that the second water flow channel has two different water flow directions. The first water flow direction is from the second outlet chamber 700 to the second intake chamber 500, and the second water flow direction is from the second intake chamber 500 to the second outlet chamber 700. In this embodiment, the second water flow channel preferably adopts the first water flow direction. At this time, the second water inlet pipe 610 is arranged close to the second outlet chamber 700, and the second water outlet pipe 620 is arranged close to the second intake chamber 500. This is because the closer to the second intake chamber 500, the higher the temperature of the second heat exchange chamber 600. Therefore, adopting the first water flow direction can allow the cooling water to be immediately discharged outside the second heat exchange chamber after passing through the area with the largest temperature difference, without affecting the heat exchange in the downstream. If the second water flow channel adopts the second water flow direction, at this time, the second water inlet pipe 610 is arranged close to the second intake chamber 500, and the second water outlet pipe 620 is arranged close to the second outlet chamber 700, then the cooling water still continues to flow downstream after passing through the area with the largest temperature difference. At this time, the water temperature in the second water flow channel is at a relatively high level, thereby inhibiting the heat exchange amount with the supercharged gas and having a negative effect.

[0063] Although the supercharger can provide high-pressure intake air for the engine, when the vehicle brakes or suddenly idles during driving, the pressure in the intake pipe of the engine assembly suddenly increases. To protect the engine and ensure the reliability of the entire engine intake pipe operation, a pressure relief function needs to be set in the intake pipe of the engine assembly. For this purpose, the second intake chamber 500 is connected to a second pressure relief channel 530. One end of the second pressure relief channel 530 away from the second intake chamber 500 is provided with a second pressure relief pipe orifice 531. The second pressure relief channel 530 is provided with a second pressure relief valve mounting seat 532, and the second pressure relief valve mounting seat 532 is used to mount the second pressure relief valve. The structure of the second pressure relief valve mounting seat 532 should be determined according to the type of the selected second pressure relief valve. In this embodiment, the second pressure relief valve mounting seat 532 has three threaded holes and is connected to the second pressure relief valve by bolts. It can be understood that the second pressure relief valve and the second pressure relief valve mounting seat 532 can also be connected in other ways, including but not limited to clamping, riveting and other methods.

[0064] When the vehicle brakes or suddenly idles during driving, the pressure in the second intake chamber 500 suddenly increases, and its pressure is higher than the preset pressure of the second pressure relief valve. Under the action of the second pressure relief valve, the high-pressure gas in the second intake chamber 500 is continuously discharged from the second pressure relief pipe orifice 531 until the air pressure in the second intake chamber 500 drops below the preset pressure of the second pressure relief valve. The gas discharged from the second pressure relief pipe orifice 531 is transported to the low-pressure end, or directly discharged to the external environment.

[0065] For the second outlet chamber 700, in addition to having a second outlet pipe orifice 710, it is also provided with a second temperature and pressure sensor mounting seat 730 and a second carbon canister desorption pipe orifice 740. The second temperature and pressure sensor mounting seat 730 is used to mount the second temperature and pressure sensor. The structure of the second temperature and pressure sensor mounting seat 730 should be determined according to the type of the selected second temperature and pressure sensor. In this embodiment, the second temperature and pressure sensor mounting seat 730 has a threaded hole and is connected to the second temperature and pressure sensor by bolts. It can be understood that the second temperature and pressure sensor and the second temperature and pressure sensor mounting seat 730 can also be connected in other ways, including but not limited to clamping, riveting and other methods.

[0066] The second temperature and pressure sensor is used to detect the temperature and pressure of the pressurized gas in the second air outlet chamber 700. Since the pressurized gas needs to be cooled by the second cooling unit before being transported to the second air outlet chamber 700, the circulating water pump can adjust the flow rate of the coolant entering the second water flow path according to the temperature of the pressurized gas in the second air outlet chamber 700, so as to ensure that the temperature of the pressurized gas in the second air outlet chamber 700 is always within a preset range. When the temperature monitored by the second temperature and pressure sensor rises, it provides temperature feedback to the controller. The controller increases the power of the circulating water pump through the temperature feedback of the second temperature and pressure sensor to appropriately increase the flow rate of the coolant entering the second water flow path and increase the rotational speed of the automotive electric fan, thereby increasing the heat exchange amount of the second cooling unit; when winter comes, due to the low intake air temperature, the flow rate of the coolant entering the second water flow path can be reduced to a minimum value or zero value to ensure that the temperature of the pressurized gas in the second air outlet chamber 700 is always within a preset range, improving power performance and fuel economy.

[0067] Meanwhile, when the vehicle brakes or suddenly idles during driving, the pressure in the intake pipe of the engine assembly suddenly increases. Therefore, the pressure of the second air outlet chamber 700 detected by the second temperature and pressure sensor can be used as the start switch of the second pressure relief valve. When the pressure monitored by the second temperature and pressure sensor exceeds the set value, it provides pressure feedback to the controller. The controller opens the second pressure relief valve through the pressure feedback of the second temperature and pressure sensor, and the high-pressure gas flows out from the second pressure relief pipe orifice 531 to the low-pressure end, thereby ensuring the reliability of the operation of the entire engine intake pipe.

[0068] In this technology, the second air outlet chamber 700 is provided with a second carbon canister desorption pipe orifice 740. The second carbon canister desorption pipe orifice 740 is connected to the second venturi tube of the carbon canister module to provide positive pressure for the second venturi tube to open the check valve of the second venturi tube, thereby conducting the second desorption pipe of the carbon canister module. Compared with the prior art, since the second intercooling module 20 integrates the carbon canister desorption function, the second intercooling module 20 can be used as the starting device of the carbon canister module to simplify the structure of the carbon canister module, improve the assembly efficiency, and reduce the cost.

[0069] Furthermore, the flow area of the second carbon canister desorption pipe orifice 740 is smaller than the flow area of the second air outlet pipe orifice 710, so that the gas flow rate of the second air outlet pipe orifice 710 is greater than the gas flow rate of the second carbon canister desorption pipe orifice 740. Through the above settings, most of the pressurized gas in the second air outlet chamber 700 flows out through the second air outlet pipe orifice 710, and a small part of the pressurized gas flows out through the second carbon canister desorption pipe orifice 740. Although the gas flowing through the second carbon canister desorption pipe orifice 740 is less, its gas flow velocity is greater than the gas flow velocity of the second air outlet pipe orifice 710, which is more conducive to opening the check valve of the second venturi tube.

[0070] Such asFigure 5 As shown, in order to reduce the transmission of vibration and improve the service life of components, a number of second mounting mounts are provided in both the second intake chamber 500 and the second outlet chamber 700. In this embodiment, two second mounting mounts are provided in both the second intake chamber 500 and the second outlet chamber 700. Since the second intake chamber 500 of the second intercooling module 20 needs to be fixed to the vehicle body end bracket in a bolted connection manner, and the second outlet chamber 700 of the second intercooling module 20 needs to be placed on the vehicle body end bracket in an axis-matching manner, the second mounting mounts are divided into a second fixed mount 810 and a second movable mount 820. The second fixed mount 810 is provided in the second intake chamber 500, and the second movable mount 820 is provided in the second outlet chamber 700. Both the second fixed mount 810 and the second movable mount 820 are provided with second damping portions extending outward.

[0071] Exemplarily, the second fixed mount 810 includes a second metal bushing and a second rubber cushion. The cross-sectional shape of the second metal bushing is T-shaped, and the cross-sectional shape of the second rubber cushion is I-shaped. The second rubber cushion serves as the second damping portion of the second fixed mount 810. The second intake chamber 500 is provided with a second C-shaped opening matching the second rubber cushion to snap the second rubber cushion into the second C-shaped opening, thus eliminating the fixed connection structure between the second rubber cushion and the second intake chamber 500. The second metal bushing is pressed into the second rubber cushion. The second metal bushing is used for inserting bolts, while the second rubber cushion provides a damping function.

[0072] Exemplarily, the second movable mount 820 includes a second metal pillar and a second rubber block. The second metal pillar is fixedly connected to the second outlet chamber 700. The second rubber block sleeve serves as the second damping portion of the second movable mount 820. The second rubber block sleeve is sleeved on the outer periphery of the second metal pillar. The assembly method of the second metal pillar and the second rubber block can adopt interference fit or glue bonding. The cross-sectional shape of the second rubber block is T-shaped so that the second rubber block can be embedded into the vehicle body end bracket.

[0073] It can be understood that for some vehicle models, the second intercooling module 20 may not be provided with the second movable mount 820. At this time, the second fixed mount 810 is provided in the second intake chamber 500 or the second outlet chamber 700. That is to say, in some other embodiments, a number of second mounting mounts are provided in the second intake chamber 500 or the second outlet chamber 700.

[0074] Such as Figure 2As shown, in addition to the first air outlet pipe port 310 and the first carbon canister desorption pipe port 340, the first air outlet chamber 300 is also provided with a first pressure difference balance pipe port 350. Correspondingly, the second air outlet chamber 700 is also provided with a second pressure difference balance pipe port 750. The first pressure difference balance pipe port 350 and the second pressure difference balance pipe port 750 are connected through a conduction pipe to ensure the pressure balance of the pressurized gas in the two air outlet chambers, so that the intake air volume of the cylinder blocks on both sides of the V-type engine can be kept consistent, thereby maintaining a consistent combustion state. The intercooler is arranged in a parallel double-row form with a first intercooler module 10 and a second intercooler module 20. A conduction pipe is provided between the two to balance the pressure between the two air outlet chambers to meet the high heat dissipation requirements and air resistance requirements of the intake air of the large-displacement engine.

[0075] Exemplarily, in order to further improve the assembly efficiency, the first intake pipe port 110, the first pressure relief pipe port 131, the first water inlet pipe 210, the first water outlet pipe 220, and the first carbon canister desorption pipe port 340 are all provided with a quick-disassembly and assembly structure. Correspondingly, the second intake pipe port 510, the second pressure relief pipe port 531, the second water inlet pipe 610, the second water outlet pipe 620, and the second carbon canister desorption pipe port 740 are all provided with a quick-disassembly and assembly structure. The present utility model does not limit the specific structure of the quick-disassembly and assembly structure. In this embodiment, the quick-disassembly and assembly structure can be selected to have a bulge and a pier at the pipe port, and a notch is provided at the pier. When the pipe port is assembled with the rubber hose, the function of the notch is to keep the angle of the rubber hose in the correct state. Of course, even if not all of the above pipe ports are provided with a quick-disassembly and assembly structure, but only some of the pipe ports are provided with a quick-disassembly and assembly structure, it still falls within the protection scope of the present utility model.

[0076] In some other embodiments, the intercooler further includes three or four intercooler modules distributed in parallel. Each intercooler module has the same structure, and the pressure difference balance pipe ports of each air outlet chamber are commonly connected with a conduction pipe to balance the pressure of each air outlet chamber. Since each intercooler module has the same structure, the structure of the third intercooler module or the fourth intercooler module will not be described in detail herein.

[0077] According to an embodiment of the second aspect of the present utility model, the engine assembly includes an intercooler according to the embodiment of the first aspect of the present utility model above. Taking the example that the intercooler has two intercooling modules, the engine assembly further includes a first supercharger, a second supercharger, a carbon canister module, and an engine. The intake end of the first supercharger is connected with a first low-pressure intake pipe, and the outlet end of the first supercharger is connected with a first supercharged outlet pipe. The intake end of the second supercharger is connected with a second low-pressure intake pipe, and the outlet end of the second supercharger is connected with a second supercharged outlet pipe. Both superchargers can intake air from the intake end and supercharge the gas through the built-in turbocharging structure, so as to output supercharged gas to the outlet end. Correspondingly, the first supercharged outlet pipe of the first supercharger is connected with the first intake pipe orifice 110 of the first intake chamber 100, and the second supercharged outlet pipe of the second supercharger is connected with the second intake pipe orifice 510 of the second intake chamber 500.

[0078] The carbon canister module includes an adsorption tank body, a solenoid valve, a three-way pipe, a first venturi tube, a second venturi tube, a first desorption pipe, and a second desorption pipe. The adsorption tank body, the solenoid valve, and the three-way pipe are connected in sequence. The adsorption tank body is at a positive pressure due to adsorbing fuel vapor. When the solenoid valve is switched to the conducting state, the fuel vapor in the adsorption tank body flows to the three-way pipe. The other two ports of the three-way pipe are respectively connected with the first venturi tube and the second venturi tube, and the first venturi tube is connected with the first carbon canister desorption pipe orifice 340 of the first outlet chamber 300, and the second venturi tube is connected with the second carbon canister desorption pipe orifice 740 of the second outlet chamber 700. Since both the first venturi tube and the second venturi tube are internally provided with check valves, the fuel vapor in the adsorption tank body cannot enter the intercooler, and the two venturi tubes need to be connected to the corresponding two desorption pipes after their check valves are opened. Since the intercooler is at a positive pressure, the supercharged gas inside it can open the check valve in the venturi tube to conduct the desorption pipe, so as to transport the fuel vapor in the adsorption tank body to the low-pressure end to realize the recycling of fuel.

[0079] The engine can be selected as a V-type engine, such as a V8 engine or a V12 engine, and cylinder blocks are provided on both sides thereof. The engine is provided with an intake manifold, and the intake manifold is respectively communicated with the first outlet pipe orifice 310 of the first outlet chamber 300 and the second outlet pipe orifice 710 of the second outlet chamber 700. In this embodiment, both the first outlet pipe orifice 310 and the second outlet pipe orifice 710 have four threaded holes and are respectively connected with the intake manifold through bolts.

[0080] With the above structure, since the intercooler is arranged in a parallel double-row form with a first intercooling module 10 and a second intercooling module 20, the engine assembly can be optionally provided with two superchargers to meet the intake requirements of a large-displacement V-type engine. This technology makes full use of the positive pressure provided by the intercooler to desorb the fuel vapor in the carbon canister module, so as to simplify the structure of the carbon canister module, improve the assembly efficiency, and reduce the cost.

[0081] In some embodiments of the present utility model, the first low-pressure intake pipe of the first supercharger is connected to the first pressure relief pipe orifice 131 of the first intake chamber 100 through a branch pipe, and the second low-pressure intake pipe of the second supercharger is also connected to the second pressure relief pipe orifice 531 of the second intake chamber 500 through a branch pipe. When the vehicle brakes or suddenly idles during driving, the pressure in the intercooler intake chamber suddenly increases at this time, and its pressure is higher than the preset pressure of the pressure relief valve. Under the action of the pressure relief valve, the high-pressure gas in the air chamber is continuously discharged from the pressure relief pipe orifice until the air pressure in the intake chamber drops below the preset pressure of the pressure relief valve. The gas discharged from the pressure relief pipe orifice is transported to the low-pressure intake pipe of the corresponding supercharger, thereby realizing the circulation of the air flow and effectively reducing the load of the supercharger.

[0082] The vehicle according to the embodiment of the third aspect of the present utility model includes an engine assembly according to the embodiment of the second aspect of the present utility model described above, and further includes an engine compartment, and the engine assembly is installed in the engine compartment. Since the vehicle is internally provided with the above-mentioned engine assembly, the power of the vehicle is more sufficient and the manufacturing cost is also lower.

[0083] It should be noted that the vehicle can be a private car, such as a sedan, an SUV, an MPV or a pickup truck, etc. The vehicle can also be an operating vehicle, such as a minivan, a bus, a small truck or a large trailer, etc. The vehicle needs to have a motor that can output power or store mechanical energy as a generator. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0084] The embodiments of the present utility model have been described in detail above with reference to the drawings, but the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those of ordinary skill in the art in the technical field, various changes can also be made without departing from the gist of the present utility model.

Claims

1. Intercooler, characterized in that: include: There are at least two intercooler modules, all of which include an air inlet chamber, a heat exchange chamber and an air outlet chamber connected in sequence, the air inlet chamber is provided with an air inlet pipe port, the air outlet chamber is provided with an air outlet pipe port, and the heat exchange chamber is provided with a cooling unit; the air outlet chamber is provided with a pressure difference balance pipe port and a carbon canister desorption pipe port, all the pressure difference balance pipe ports are commonly connected to a conducting pipe, and the intercooler module provides positive pressure for the carbon canister module through the carbon canister desorption pipe port.

2. The intercooler according to claim 1, characterized in that: The flow area of ​​the carbon canister desorption pipe opening is smaller than the flow area of ​​the gas outlet pipe opening, so that the gas flow rate of the gas outlet pipe opening is greater than the gas flow rate of the carbon canister desorption pipe opening.

3. The intercooler according to claim 1, characterized in that: The air inlet chamber is provided with an air outlet passage connected to the heat exchange chamber, and the path of the air flow from the air inlet pipe opening to the air outlet passage has at least one bending section.

4. The intercooler according to claim 1, characterized in that: The air outlet chamber is provided with an air inlet passage connected to the heat exchange chamber, and the path of the air flow from the air inlet passage to the air outlet pipe port has at least one bending section.

5. The intercooler according to claim 1, characterized in that: The cooling unit is provided with a water inlet pipe and a water outlet pipe extending outwards, the water inlet pipe is close to the air outlet chamber, the water outlet pipe is close to the air inlet chamber, and the cooling unit has a water flow direction from the water inlet pipe to the water outlet pipe.

6. The intercooler according to claim 1 or 5, characterized in that: The air outlet chamber is provided with a temperature sensor, and the temperature sensor is configured to provide temperature feedback to a controller, and the controller controls the heat exchange amount of the cooling unit through the temperature feedback of the temperature sensor.

7. The intercooler according to claim 1, characterized in that: The intercooler module is provided with at least one mounting suspension, and the mounting suspension is provided with a vibration-damping portion extending outward.

8. The intercooler according to claim 1, characterized in that: The air inlet chamber is connected to a pressure relief channel, an end of the pressure relief channel away from the air inlet chamber is provided with a pressure relief pipe opening, and the pressure relief channel is provided with a pressure relief valve.

9. The intercooler according to claim 8, characterized in that: The air outlet chamber is provided with a pressure sensor, and the pressure sensor is configured to provide pressure feedback to the controller. The controller controls the on-off of the pressure relief valve through the pressure feedback of the pressure sensor.

10. An engine assembly, characterized in that: include: The intercooler according to any one of claims 1 to 7; Superchargers, the number of which is equal to the number of the intercooler modules, the outlet ends of the superchargers are connected to boost outlet pipes, and all the boost outlet pipes are connected to all the inlet pipe ports in a one-to-one correspondence; A carbon canister module, which is provided with a venturi tube, the number of which is equal to the number of the intercooler modules, the venturi tubes are built with a one-way valve, all the venturi tubes are connected to all the carbon canister desorption pipe ports in a one-to-one correspondence, and the intercooler module provides positive pressure for opening the one-way valve to the corresponding venturi tube through the carbon canister desorption pipe port; The engine is provided with an intake manifold, and the intake manifold is respectively connected to all the air outlets.

11. The engine assembly according to claim 10, characterized in that: The air intake chamber is connected to a pressure relief channel, an end of the pressure relief channel away from the air intake chamber is provided with a pressure relief pipe opening, and the pressure relief channel is provided with a pressure relief valve; the air intake end of the supercharger is connected to a low-pressure air intake pipe, and all the low-pressure air intake pipes are connected to all the pressure relief pipe openings in a one-to-one correspondence.

12. A vehicle, characterized in that: include: Engine compartment; The engine assembly according to claim 10 or 11, wherein the engine assembly is installed in the engine compartment.

Images