Integrated intercooler and vehicle

Abstract

The utility model belongs to the automobile technical field discloses an integrated intercooler and vehicle, this integrated intercooler includes heat dissipation core body, integrated intake structure and integrated exhaust structure, is equipped with heat dissipation air passage in heat dissipation core body, integrated intake structure includes integrated intake main part and air inlet connecting portion, and intake main part is connected in one end of heat dissipation core body, and is equipped with first air chamber, and air inlet connecting portion is connected with the air outlet end of supercharger, and is equipped with air inlet channel, integrated exhaust structure includes integrated exhaust main part and exhaust connecting portion, and exhaust main part is connected in the other end of heat dissipation core body, and is equipped with second air chamber, and exhaust connecting portion is connected with the air inlet end of engine, and is equipped with exhaust passage. Through abandoning traditional manifold and air chamber split mode, shorten gas path, reduce resistance and pressure loss, improve intake efficiency, integrated structure simplifies overall structure, reduces connecting procedure and leakage point, shortens manufacturing cycle, reduces leakage risk.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, and in particular to an integrated intercooler and vehicle. Background Technology

[0002] An intercooler is a gas radiator installed between the turbocharger and the engine. It is a key component of a turbocharged system and is commonly found in vehicles equipped with turbochargers. For turbocharged engines, the intercooler is located after the turbocharger and before the engine intake manifold. The intercooler works by addressing the high temperature of the engine exhaust gas. Heat conduction through the turbocharger raises the intake air temperature, and the air also heats up during compression, leading to a decrease in oxygen density and affecting charging efficiency. The intercooler effectively lowers the intake air temperature, thereby increasing engine power. Simultaneously, the increased oxygen content in a given volume of cooled air allows for more complete fuel combustion, enhancing power output. It also prevents uncooled compressed air from entering the combustion chamber, reducing overheating and knocking, lowering nitrogen oxide levels in the exhaust gas, reducing fuel consumption, improving engine adaptability to altitudes, and enhancing turbocharger matching and adaptability.

[0003] Currently, traditional intercoolers mainly consist of a core responsible for heat dissipation and air chambers installed on both sides of the core. The core, as the core heat dissipation component of the intercooler, typically has a complex internal structure of pipes and cooling fins. By increasing the contact area between air and coolant or outside air, it effectively cools the high-temperature, pressurized air. The air chambers, on the other hand, act as a transition and distribution point for the gas, allowing the pressurized air to enter the engine more evenly. In actual intercooler assembly, strict operating procedures must be followed. First, the core and air chambers are securely connected using welding, riveting, or sealant. After ensuring a tight, leak-free connection, the manifold connecting the air chambers and the engine is then installed on the intercooler.

[0004] In traditional intercooler designs, gas flows along a predetermined path, passing through the manifold and chamber sequentially. The manifold causes the gas to traverse a circuitous route before entering the chamber, and the internal structure of the chamber further obstructs gas flow. This significantly increases the actual distance the gas travels and generates more resistance due to friction between the gas and the pipe and chamber walls, as well as frequent changes in flow direction. This additional resistance consumes the gas's energy, resulting in a noticeable loss of gas pressure, which in turn reduces the intercooler's efficiency and the engine's intake performance. More importantly, the chamber and manifold are independent components of the core. This separate design requires ensuring both a tight seal and strong connection between the chamber and the core to prevent gas leakage at the joint, and a secure connection between the chamber and the manifold to prevent leaks. This not only increases the number of connection steps in the production process and extends the manufacturing cycle, but also, because the connection point is a potential risk point for gas leakage, the presence of two connection steps exponentially increases the possibility of leakage. Utility Model Content

[0005] The purpose of this invention is to provide an integrated intercooler and vehicle, which not only improves the working efficiency of the intercooler and enhances intake performance, but also reduces connection processes, shortens the manufacturing cycle, and reduces the risk of leakage.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] On one hand, an integrated intercooler is provided, the integrated intercooler comprising:

[0008] A heat dissipation core, wherein the heat dissipation core is provided with multiple heat dissipation channels for gas flow;

[0009] An integrated intake structure includes an integrally formed intake body and an intake connection part. The intake body has a first air chamber that communicates with multiple heat dissipation air ducts and is connected to one end of the heat dissipation core. The intake connection part is connected to the outlet end of the turbocharger and has an intake channel for communicating with the turbocharger and the first air chamber.

[0010] An integrated exhaust structure includes an integrally formed exhaust body and an exhaust connection. The exhaust body has a second air chamber that communicates with multiple cooling air passages and is connected to the other end of the cooling core. The exhaust connection is connected to the intake end of the engine and has multiple exhaust channels that correspond one-to-one with the number of engine cylinders. The exhaust channels communicate with the second air chambers.

[0011] Optionally, the longitudinal section of the air intake body is triangular, and the flow area of ​​the air intake body gradually decreases along the air intake connection portion towards the end of the air intake body that is away from the air intake connection portion.

[0012] Optionally, the longitudinal section of the exhaust body is trapezoidal, and the flow area of ​​the exhaust body gradually decreases along the heat dissipation core towards the exhaust connection.

[0013] Optionally, the end of the heat dissipation core connected to the air intake body is provided with a plurality of first connecting flanges, each of which is provided with a plurality of first insertion through holes, and the end of the air intake body connected to the heat dissipation core is provided with a plurality of first insertion protrusions corresponding one-to-one with the first insertion through holes.

[0014] Optionally, the end of the heat dissipation core connected to the exhaust body is provided with a plurality of second connecting flanges, each of the second connecting flanges being provided with a plurality of second insertion through holes, and the end of the exhaust body connected to the heat dissipation core being provided with a plurality of second insertion protrusions corresponding one-to-one with the second insertion through holes.

[0015] Optionally, the integrated intercooler further includes a first seal, and a first mounting groove is provided on the end face of the air intake body facing the heat dissipation core, and the first seal is placed in the first mounting groove.

[0016] Optionally, the integrated intercooler further includes a second seal, and a second mounting groove is provided on the end face of the exhaust body facing the heat dissipation core, and the second seal is placed in the second mounting groove.

[0017] Optionally, the integrated intercooler further includes a fan, the intake connection includes a first shaft section and a second shaft section, the first shaft section is located between the second shaft section and the intake body, the aperture of the first shaft section is smaller than the aperture of the second shaft section, the fan is located inside the second shaft section and connected to the first shaft section, and the second shaft section is connected to the outlet end of the turbocharger.

[0018] Optionally, the exhaust connection includes an intermediate section and a connecting section. The intermediate section is located between the connecting section and the exhaust body. The connecting section is inclined relative to the exhaust body and is connected to the intake end of the engine.

[0019] On the other hand, a vehicle is provided, the vehicle including an engine, a turbocharger and an integrated intercooler as described in any of the preceding claims, the engine being connected to the integrated exhaust structure, the turbocharger being connected to the integrated intake structure, and the cooling core being used to cool the gas supplied by the turbocharger into the integrated intake structure.

[0020] The beneficial effects of this utility model are:

[0021] This invention provides an integrated intercooler, comprising a heat dissipation core and integrated intake and exhaust structures connected to the heat dissipation core. The integrated intake structure is formed by a single-piece molded intake body and intake connection, and the integrated exhaust structure is formed by a single-piece molded exhaust body and exhaust connection. This eliminates the traditional separate manifold and chamber design in intercoolers. Firstly, it eliminates the need for gas to pass through separate manifolds and chambers as in traditional structures, reducing resistance caused by path bends and wall friction, effectively reducing gas pressure loss, thereby improving intake efficiency and engine intake performance. Secondly, it greatly simplifies the overall structure of the intercooler, requiring only the integrated intake and exhaust structures to be connected to the heat dissipation core, reducing connection steps and shortening the manufacturing cycle. Simultaneously, reducing the number of connection points lowers the risk of leakage.

[0022] This utility model provides a vehicle that improves engine intake efficiency, ensures complete fuel combustion, enhances power performance, and improves adaptability to complex road conditions by applying the aforementioned integrated intercooler. The one-piece molding and simplified connection structure reduce the risk of leakage and improve vehicle operational reliability. At the same time, it reduces maintenance frequency and difficulty, and saves maintenance costs. Its compact structure also optimizes the engine compartment space layout, creating conditions for the arrangement and upgrading of other vehicle components. Attached Figure Description

[0023] Figure 1 This is an assembly drawing of the integrated intercooler provided by this utility model;

[0024] Figure 2 This is an exploded view of the integrated intercooler provided by this utility model;

[0025] Figure 3 This is a schematic diagram of the heat dissipation core in the integrated intercooler provided by this utility model;

[0026] Figure 4 This is a schematic diagram of the integrated intake structure in the integrated intercooler provided by this utility model;

[0027] Figure 5 This is a cross-sectional view of the integrated intake structure in the integrated intercooler provided by this utility model.

[0028] Figure 6 yes Figure 5 Enlarged view of the structure of section A;

[0029] Figure 7This is a schematic diagram of the integrated exhaust structure in the integrated intercooler provided by this utility model;

[0030] Figure 8 This is a cross-sectional view of the integrated exhaust structure in the integrated intercooler provided by this utility model;

[0031] Figure 9 yes Figure 8 Enlarged view of the structure of part B.

[0032] In the picture:

[0033] 1. Heat dissipation core; 11. First connecting flange; 12. First insertion through hole; 13. Second connecting flange; 14. Second insertion through hole;

[0034] 2. Integrated intake structure; 21. Intake body; 211. First air chamber; 212. First insertion protrusion; 213. First mounting groove; 22. Intake connection part; 221. Intake passage; 222. First shaft section; 223. Second shaft section;

[0035] 3. Integrated exhaust structure; 31. Exhaust main body; 311. Second air chamber; 312. Second insertion protrusion; 313. Second mounting groove; 32. Exhaust connection part; 321. Exhaust passage; 322. Intermediate section; 323. Connecting section;

[0036] 4. First sealing element;

[0037] 5. Second sealing element;

[0038] 6. Fan. Detailed Implementation

[0039] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0040] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0041] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0042] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, 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. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0043] An intercooler is a gas radiator installed between the turbocharger and the engine. It is a key component of a turbocharged system and is commonly found in vehicles equipped with turbochargers. For turbocharged engines, the intercooler is located after the turbocharger and before the engine intake manifold. The intercooler works by addressing the high temperature of the engine exhaust gas. Heat conduction through the turbocharger raises the intake air temperature, and the air also heats up during compression, leading to a decrease in oxygen density and affecting charging efficiency. The intercooler effectively lowers the intake air temperature, thereby increasing engine power. Simultaneously, the increased oxygen content in a given volume of cooled air allows for more complete fuel combustion, enhancing power output. It also prevents uncooled compressed air from entering the combustion chamber, reducing overheating and knocking, lowering nitrogen oxide levels in the exhaust gas, reducing fuel consumption, improving engine adaptability to altitudes, and enhancing turbocharger matching and adaptability.

[0044] Currently, traditional intercoolers mainly consist of a core responsible for heat dissipation and air chambers installed on both sides of the core. The core, as the core heat dissipation component of the intercooler, typically has a complex internal structure of pipes and cooling fins. By increasing the contact area between air and coolant or outside air, it effectively cools the high-temperature, pressurized air. The air chambers, on the other hand, act as a transition and distribution point for the gas, allowing the pressurized air to enter the engine more evenly. In actual intercooler assembly, strict operating procedures must be followed. First, the core and air chambers are securely connected using welding, riveting, or sealant. After ensuring a tight, leak-free connection, the manifold connecting the air chambers and the engine is then installed on the intercooler.

[0045] In traditional intercooler designs, gas flows along a predetermined path, passing through the manifold and chamber sequentially. The manifold causes the gas to traverse a circuitous route before entering the chamber, and the internal structure of the chamber further obstructs gas flow. This significantly increases the actual distance the gas travels and generates more resistance due to friction between the gas and the pipe and chamber walls, as well as frequent changes in flow direction. This additional resistance consumes the gas's energy, resulting in a noticeable loss of gas pressure, which in turn reduces the intercooler's efficiency and the engine's intake performance. More importantly, the chamber and manifold are independent components of the core. This separate design requires ensuring both a tight seal and strong connection between the chamber and the core to prevent gas leakage at the joint, and a secure connection between the chamber and the manifold to prevent leaks. This not only increases the number of connection steps in the production process and extends the manufacturing cycle, but also, because the connection point is a potential risk point for gas leakage, the presence of two connection steps exponentially increases the possibility of leakage.

[0046] Therefore, in order to improve the working efficiency of the intercooler, improve intake performance, reduce connection processes, shorten the manufacturing cycle, and reduce the risk of leakage, this embodiment provides an integrated intercooler.

[0047] like Figures 1 to 9 As shown, the integrated intercooler includes a heat dissipation core 1, an integrated intake structure 2, and an integrated exhaust structure 3. The heat dissipation core 1 has multiple heat dissipation channels for gas flow. The integrated intake structure 2 includes an integrally formed intake body 21 and an intake connection part 22. The intake body 21 has a first air chamber 211 that communicates with the multiple heat dissipation channels and is connected to one end of the heat dissipation core 1. The intake connection part 22 is connected to the exhaust end of the turbocharger and has an intake passage 221 that connects the turbocharger and the first air chamber 211. The integrated exhaust structure 3 includes an integrally formed exhaust body 31 and an exhaust connection part 32. The exhaust body 31 has a second air chamber 311 that communicates with the multiple heat dissipation channels and is connected to the other end of the heat dissipation core 1. The exhaust connection part 32 is connected to the intake end of the engine and has multiple exhaust passages 321 that correspond one-to-one with the number of engine cylinders. The exhaust passages 321 communicate with the second air chambers 311.

[0048] By employing an integrated intake body 21 and intake connection 22 to form an integrated intake structure 2, and an integrated exhaust body 31 and exhaust connection 32 to form an integrated exhaust structure 3, the traditional intercooler design of separate manifolds and chambers is abandoned. On one hand, this eliminates the need for gas to pass through separate manifolds and chambers as in traditional structures, reducing resistance caused by path bends and wall friction, effectively reducing gas pressure loss, and thus improving intake efficiency and engine intake performance. On the other hand, it greatly simplifies the overall structure of the intercooler, requiring only the connection of the integrated intake structure 2, integrated exhaust structure 3, and cooling core 1, reducing connection steps and shortening the manufacturing cycle. Simultaneously, by reducing the number of connection points, the risk of leakage is reduced.

[0049] In this embodiment, the heat dissipation core 1 includes a main plate, side plates, cooling plates, and heat dissipation fins. There are two main plates and two side plates, with the two side plates located between the two main plates and connected to them respectively. Multiple cooling plates are disposed between the two side plates, with each cooling plate connected to both ends of the two main plates. Heat dissipation fins are disposed between adjacent cooling plates and between cooling plates and side plates. Regarding material selection, the heat dissipation core 1 of the integrated intercooler typically uses high-pressure resistant and corrosion-resistant aluminum alloy or copper alloy. Aluminum alloy, due to its low density, good thermal conductivity, and ease of welding, is often used in passenger vehicles with high lightweight requirements; while copper alloy, with its stronger corrosion resistance and high-temperature stability, is more suitable for heavy-duty scenarios such as commercial vehicles. The intake body 21 and exhaust body 31 are mostly made of high-strength engineering plastics or die-cast aluminum alloys. The former uses glass fiber reinforcement to improve impact resistance, while the latter uses die-casting technology to achieve integrated molding of complex flow channels, simultaneously meeting the requirements for high-temperature resistance and vibration fatigue resistance. In terms of manufacturing process, the cooling plate and heat dissipation fins of the heat dissipation core 1 are usually vacuum brazed or friction stir welded to ensure the interlayer bonding strength and sealing performance; the variable diameter structure of the air intake connection 22 and the exhaust connection 32 is achieved by CNC cutting or injection molding, among which the injection molding process can precisely control the surface roughness of the flow channel and reduce gas friction resistance. Since the heat dissipation core 1 is a conventional structure in intercoolers, it will not be described in detail again.

[0050] Optionally, such as Figure 4As shown, the longitudinal section of the intake body 21 is triangular, and the flow area of ​​the intake body 21 gradually decreases along the intake connection 22 towards the end of the intake body 21 away from the intake connection 22. Through the guiding characteristics of the triangular longitudinal section, the flow area is large at the end near the intake connection 22 and small at the end away from the intake connection 22. This gradually decreasing flow area structure creates an acceleration effect on the gas, increasing the gas velocity within the heat dissipation core 1. This not only guides the gas to enter the heat dissipation channel more evenly, but also enhances the heat exchange efficiency by accelerating the gas flow within the heat dissipation core 1.

[0051] Optionally, such as Figure 7 As shown, the longitudinal section of the exhaust body 31 is trapezoidal, and the flow area of ​​the exhaust body 31 gradually decreases along the heat dissipation core 1 towards the exhaust connection 32. By designing the longitudinal section of the exhaust body 31 as trapezoidal, the gas flowing out from the heat dissipation duct can form an orderly guiding effect within the exhaust body 31, reducing the impact loss of airflow at the turning point. At the same time, the gradually decreasing flow area can accelerate the gas, increase the flow velocity of the gas entering the engine intake end, avoid the decrease in intake efficiency caused by gas stagnation, and the pressure gradient formed by the cross-sectional contraction can optimize the gas kinetic energy distribution, further reduce exhaust resistance, and improve the intake continuity of the engine.

[0052] Optionally, such as Figure 3 , Figure 4 As shown, the end of the heat dissipation core 1 connected to the air intake body 21 is provided with a plurality of first connecting flanges 11, and each first connecting flange 11 is provided with a plurality of first insertion through holes 12. The end of the air intake body 21 connected to the heat dissipation core 1 is provided with a plurality of first insertion protrusions 212 corresponding one-to-one with the first insertion through holes 12.

[0053] By providing a first connecting flange 11 on the heat dissipation core 1 and a first insertion protrusion 212 on the air intake body 21, the heat dissipation core 1 and the air intake body 21 can be positioned and assembled through the engagement of the first insertion through hole 12 on the first connecting flange 11 and the first insertion protrusion 212. This not only ensures the positional accuracy of the connection but also increases the contact area of ​​the connection interface through the flange structure, improving the connection strength and sealing performance. The design of the first insertion protrusion 212 inserting into the first insertion through hole 12 can form a mechanical lock during assembly, preventing component misalignment and reducing the risk of leakage due to assembly errors.

[0054] The number and shape of the first insertion protrusions 212 on the air intake body 21 can be freely set according to requirements. In this embodiment, the cross-section of the first insertion protrusions 212 is rectangular.

[0055] Optionally, such as Figure 3, Figure 7 As shown, the end of the heat dissipation core 1 connected to the exhaust body 31 is provided with a plurality of second connecting flanges 13, and each second connecting flange 13 is provided with a plurality of second insertion through holes 14. The end of the exhaust body 31 connected to the heat dissipation core 1 is provided with a plurality of second insertion protrusions 312 corresponding one-to-one with the second insertion through holes 14.

[0056] By providing a second connecting flange 13 on the heat dissipation core 1 and a second insertion protrusion 312 on the exhaust body 31, the heat dissipation core 1 and the exhaust body 31 can be positioned and assembled through the cooperation of the second insertion through hole 14 on the second connecting flange 13 and the second insertion protrusion 312. This not only ensures the positional accuracy of the connection, but also increases the contact area of ​​the connection interface through the flange structure, improving the connection strength and sealing performance. The design of the second insertion protrusion 312 inserting into the second insertion through hole 14 can form a mechanical lock during assembly, preventing component misalignment and reducing the risk of leakage due to assembly errors.

[0057] The number and shape of the second insertion protrusions 312 on the exhaust body 31 can be freely set according to requirements. In this embodiment, the cross-section of the second insertion protrusions 312 is rectangular.

[0058] Optionally, such as Figure 2 , Figure 6 As shown, the integrated intercooler also includes a first seal 4. A first mounting groove 213 is provided on the end face of the air intake body 21 facing the heat dissipation core 1, and the first seal 4 is placed in the first mounting groove 213.

[0059] By creating a first mounting groove 213 on the end face of the intake body 21 and embedding a first seal 4, a flexible sealing layer can be formed at the connection interface between the heat dissipation core 1 and the intake body 21, compensating for component machining errors and assembly gaps, and effectively preventing high-pressure gas leakage. The limiting design of the first mounting groove 213 ensures precise positioning of the first seal 4, avoiding displacement during assembly. Simultaneously, the elastic deformation capability of the first seal 4 can adapt to vibration and thermal deformation during engine operation, maintaining a long-term sealing effect. In this embodiment, the selection and installation process of the first seal 4 directly affect the system reliability; the first seal 4 is made of high-temperature resistant silicone rubber.

[0060] Optionally, such as Figure 2 , Figure 9 As shown, the integrated intercooler also includes a second seal 5. A second mounting groove 313 is provided on the end face of the exhaust body 31 facing the heat dissipation core 1, and the second seal 5 is placed in the second mounting groove 313.

[0061] By creating a second mounting groove 313 on the end face of the exhaust body 31 and embedding a second seal 5, a flexible sealing layer can be formed at the connection interface between the heat dissipation core 1 and the exhaust body 31, compensating for component machining errors and assembly gaps, and effectively preventing high-pressure gas leakage. The limiting design of the second mounting groove 313 ensures precise positioning of the second seal 5, preventing displacement during assembly. Simultaneously, the elastic deformation capability of the second seal 5 can adapt to vibration and thermal deformation during engine operation, maintaining a long-term sealing effect. In this embodiment, the selection and installation process of the second seal 5 directly affect the system reliability; the second seal 5 is made of high-temperature resistant silicone rubber.

[0062] Optionally, such as Figure 1 , Figure 4 As shown, the integrated intercooler also includes a fan 6. The intake connection part 22 includes a first shaft section 222 and a second shaft section 223. The first shaft section 222 is located between the second shaft section 223 and the intake body part 21. The aperture of the first shaft section 222 is smaller than the aperture of the second shaft section 223. The fan 6 is located inside the second shaft section 223 and connected to the first shaft section 222. The second shaft section 223 is connected to the outlet end of the turbocharger.

[0063] By incorporating a variable-diameter shaft section and a fan 6 at the intake connection 22, the turbocharger output airflow can be further actively boosted, compensating for the turbocharger's response lag under high-speed conditions. The reduced-diameter design of the first shaft section 222 creates a Venturi effect, working in conjunction with the fan 6 to increase airflow velocity and enhance the airflow of the heat dissipation core 1. The fan 6 is installed within the large-diameter second shaft section 223, utilizing the pressure difference at the reduced diameter to optimize intake efficiency. Simultaneously, the variable-diameter structure provides axial restraint for the fan 6, simplifying the installation structure.

[0064] Optionally, such as Figure 7 As shown, the exhaust connection 32 includes an intermediate section 322 and a connecting section 323. The intermediate section 322 is located between the connecting section 323 and the exhaust body 31. The connecting section 323 is inclined relative to the exhaust body 31 and is connected to the intake end of the engine.

[0065] This structure, through the inclined connecting section 323, allows the installation angle of the exhaust connection 32 to be adjusted according to the engine compartment layout, avoiding interference with surrounding components (such as coolant lines and wiring harnesses) and improving the adaptability of the intercooler in different vehicle models. The transition design of the intermediate section 322 allows the gas flow direction to smoothly transition from the exhaust body 31 to the connecting section 323, reducing airflow separation and pressure loss caused by abrupt angle changes. At the same time, the inclined connecting section 323 shortens the straight-line distance to the engine intake end, optimizing the gas flow path.

[0066] In this embodiment, a vehicle is also provided, which includes an engine, a turbocharger and the aforementioned integrated intercooler. The engine is connected to an integrated exhaust structure 3, the turbocharger is connected to an integrated intake structure 2, and the heat dissipation core 1 is used to cool the gas sent by the turbocharger into the integrated intake structure 2.

[0067] By applying the aforementioned integrated intercooler, the vehicle improves engine intake efficiency, ensures complete fuel combustion, enhances power performance, and improves adaptability to complex road conditions. The one-piece molding and simplified connection structure reduce the risk of leakage and improve vehicle operational reliability. At the same time, it reduces maintenance frequency and difficulty, and saves maintenance costs. Its compact structure also optimizes the engine compartment space layout, creating conditions for the arrangement and upgrading of other vehicle components.

[0068] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make various obvious changes, readjustments, and substitutions without departing from the protection scope of this utility model. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. An integrated intercooler, characterized in that, The integrated intercooler includes: Heat dissipation core (1), wherein the heat dissipation core (1) is provided with a plurality of heat dissipation channels for gas flow; An integrated intake structure (2) includes an integrally formed intake body (21) and an intake connection part (22). The intake body (21) is provided with a first air chamber (211) that communicates with multiple heat dissipation air passages and is connected to one end of the heat dissipation core (1). The intake connection part (22) is connected to the outlet end of the turbocharger. The intake connection part (22) is provided with an intake channel (221) for communicating the turbocharger and the first air chamber (211). An integrated exhaust structure (3) includes an integrally formed exhaust body (31) and an exhaust connection part (32). The exhaust body (31) is provided with a second air chamber (311) that communicates with multiple cooling air passages and is connected to the other end of the cooling core (1). The exhaust connection part (32) is connected to the intake end of the engine. The exhaust connection part (32) is provided with multiple exhaust channels (321) that correspond one-to-one with the number of engine cylinders. The exhaust channels (321) communicate with the second air chambers (311).

2. The integrated intercooler according to claim 1, characterized in that, The longitudinal section of the air intake body (21) is triangular, and the flow area of ​​the air intake body (21) gradually decreases along the air intake connection (22) towards the end of the air intake body (21) away from the air intake connection (22).

3. The integrated intercooler according to claim 1, characterized in that, The longitudinal section of the exhaust body (31) is trapezoidal, and the flow area of ​​the exhaust body (31) gradually decreases along the heat dissipation core (1) towards the exhaust connection (32).

4. The integrated intercooler according to claim 1, characterized in that, The end of the heat dissipation core (1) connected to the air intake body (21) is provided with a plurality of first connecting flanges (11), and each first connecting flange (11) is provided with a plurality of first insertion through holes (12). The end of the air intake body (21) connected to the heat dissipation core (1) is provided with a plurality of first insertion protrusions (212) corresponding one-to-one with the first insertion through holes (12).

5. The integrated intercooler according to claim 1, characterized in that, The end of the heat dissipation core (1) connected to the exhaust body (31) is provided with a plurality of second connecting flanges (13), and each second connecting flange (13) is provided with a plurality of second insertion through holes (14). The end of the exhaust body (31) connected to the heat dissipation core (1) is provided with a plurality of second insertion protrusions (312) corresponding one-to-one with the second insertion through holes (14).

6. The integrated intercooler according to claim 1, characterized in that, The integrated intercooler also includes a first sealing element (4), and the intake body (21) has a first mounting groove (213) on the end face facing the heat dissipation core (1), and the first sealing element (4) is placed in the first mounting groove (213).

7. The integrated intercooler according to claim 1, characterized in that, The integrated intercooler also includes a second seal (5), and a second mounting groove (313) is provided on the end face of the exhaust body (31) facing the heat dissipation core (1), and the second seal (5) is placed in the second mounting groove (313).

8. The integrated intercooler according to claim 1, characterized in that, The integrated intercooler also includes a fan (6), and the intake connection part (22) includes a first shaft section (222) and a second shaft section (223). The first shaft section (222) is located between the second shaft section (223) and the intake body part (21). The aperture of the first shaft section (222) is smaller than the aperture of the second shaft section (223). The fan (6) is located inside the second shaft section (223) and connected to the first shaft section (222). The second shaft section (223) is connected to the outlet end of the turbocharger.

9. The integrated intercooler according to claim 1, characterized in that, The exhaust connection part (32) includes an intermediate section (322) and a connecting section (323). The intermediate section (322) is located between the connecting section (323) and the exhaust body part (31). The connecting section (323) is inclined relative to the exhaust body part (31) and is connected to the intake end of the engine.

10. A vehicle, characterized in that, The vehicle includes an engine, a turbocharger, and an integrated intercooler as described in any one of claims 1-9, wherein the engine is connected to the integrated exhaust structure (3), the turbocharger is connected to the integrated intake structure (2), and the heat dissipation core (1) is used to cool the gas supplied by the turbocharger into the integrated intake structure (2).

Images