A dual-stage cooling device for electrically controlled intake air of a turbocharged engine.

Abstract

This utility model relates to the technical field of engine intake air cooling devices, specifically a two-stage electrically controlled temperature-controlled cooling device for turbocharged engine intake air. It includes a primary cooler and a secondary cooler, which are connected and fixedly connected. The secondary cooler includes a tube body, on both sides of the middle section of which several heat dissipation fins are evenly arranged and fixedly installed. Fins are fixedly installed above and below the middle section of the tube body, with a gas channel forming between the middle of two fins. Independent coolant channels are formed between the two fins and the tube body. A double-ended liquid guide pipe and a double-ended liquid return pipe are fixedly connected to both ends of the tube body, with a return pipe fixedly connected to one end of each double-ended liquid guide pipe. This utility model solves the problem that traditional engine intake air cooling devices, which mostly use single-stage air-cooled or single-stage water-cooled intercoolers for single-pass heat exchange and cooling, have many shortcomings in practical use.

Description

Technical Field

[0001] This utility model relates to the technical field of engine intake air cooling devices, specifically a dual-stage cooling device for engine turbocharged intake air with electric temperature control. Background Technology

[0002] When an engine uses turbocharging technology, the turbine compresses the intake air using exhaust energy. This compression process causes the intake air temperature to rise sharply, typically reaching 120-200°C or even higher. Excessively high temperatures can lead to a decrease in intake air density, meaning that the oxygen content in the same volume is reduced. This directly weakens the efficiency improvement effect of turbocharging and may also cause knocking, where high-temperature intake air is prone to premature ignition of the air-fuel mixture, damaging the engine. Therefore, it is necessary to control the temperature of these gases.

[0003] Traditional engine intake air cooling systems typically employ single-stage air-cooled or single-stage water-cooled intercoolers for single-pass heat exchange and cooling, which has several shortcomings in practical use. For example, with single-stage air cooling, in high ambient temperatures, the intake air temperature can only be reduced from 150-200℃ to 80-100℃, failing to reach the optimal intake air temperature of 40-60℃. This results in limited improvement in intake air density and weakened power enhancement. Furthermore, with single-stage water cooling, directly cooling the 200℃ high-temperature intake air with low-temperature coolant can easily lead to excessive heat exchange at the front end and reduced heat exchange at the rear end due to excessive temperature difference. There may even be instances where some intake air enters the cylinder without being fully cooled, resulting in localized temperature differences of 20-30℃ and potentially causing knocking. Therefore, we propose a two-stage, electrically controlled, temperature-controlled intake air cooling system for turbocharged engines. Utility Model Content

[0004] One of the technical problems that this application aims to solve is that traditional engine intake cooling devices mostly use single-stage air-cooled intercoolers or single-stage water-cooled intercoolers for single-pass heat exchange and cooling, which has many shortcomings in actual use.

[0005] To solve the above-mentioned technical problems, this application provides a dual-stage cooling device for engine turbocharged intake air with electric temperature control, including a primary cooler and a secondary cooler, which are connected and fixed. The secondary cooler includes a tube body, on which several heat dissipation fins are evenly arranged and fixedly installed on both sides of the middle section. Fins are fixedly installed above and below the middle section of the tube body, and a gas channel is formed in the middle of two fins. An independent coolant channel is formed between the two fins and the tube body. A double-ended liquid guide pipe and a double-ended liquid return pipe are respectively connected and fixedly installed at both ends of the tube body. A return pipe is connected and fixedly installed at one end of the double-ended liquid guide pipe, and a heat exchange liquid tank is connected and fixedly installed at one end of the return pipe. The primary and secondary coolers are mainly used to cool the gas. The heat sink and fins can assist in the passive cooling of the gas inside the tube body. The gas channel is the flow channel for the internal hot air intake. The independent coolant channel is the flow channel for the coolant. The internal coolant can actively cool the hot air intake inside the tube body. The coolant can flow back into the heat exchange tank through the return pipe.

[0006] In some embodiments, the primary cooler includes a pipe body one, one end of which is connected and fixedly connected to a connecting pipe, and the other end of which is connected and fixedly connected to an intake pipe. The other end of the connecting pipe is connected and fixedly connected to a gas passage two of a pipe body two. The connecting pipe connects pipe body one and pipe body two, and the intake pipe is the inlet for engine gas.

[0007] In some embodiments, a thin-walled metal partition is fixedly installed above the middle of the tube body. An engine coolant passage is formed between the upper part of the thin-walled metal partition and the tube body, and a gas passage is formed between the lower part of the thin-walled metal partition and the tube body. The thin-walled metal partition is used to divide the interior of the tube body into an engine coolant passage and a gas passage.

[0008] In some embodiments, a plurality of guide vanes are uniformly fixedly installed in the middle of the gas channel, and the adjacent guide vanes on both sides have notches in opposite directions. The notches of the guide vanes are used for gas flow, and the multiple guide vanes can guide the gas and extend its heat exchange time within a fixed length.

[0009] In some embodiments, an inlet pipe is fixedly connected to one side of the upper end of the pipe body, and a return pipe is fixedly connected to the other side of the upper end of the pipe body. The inlet pipe and the return pipe are respectively connected to the engine coolant passage. Engine coolant enters the engine coolant passage inside the pipe body through the inlet pipe, and the engine coolant returns through the return pipe after heat exchange.

[0010] In some embodiments, a plurality of heat dissipation fins are uniformly fixedly installed on the outer surface of the lower end of the tube body, and an exhaust pipe is fixedly connected to the other end of the tube body. A flange is fixedly installed at one end of both the exhaust pipe and the intake pipe. The heat dissipation fins assist in the passive cooling of the tube body, and the gas after heat exchange is discharged through the flange-connected exhaust pipe so that it can enter subsequent stages.

[0011] In some embodiments, a fan is fixedly installed at the upper end of the heat exchange tank, a drive pump is provided on one side of the heat exchange tank, and guide grooves are evenly formed on the surfaces of the two fins. The double-ended liquid guide pipe and the double-ended liquid return pipe are respectively connected to two independent coolant channels. One end of the heat exchange tank is connected and fixedly connected to the input end of the drive pump, and the output end of the drive pump is connected and fixedly connected to one end of the return pipe. The fan can accelerate the cooling of the coolant in the heat exchange tank, and the drive pump is used to drive the coolant to circulate and pump it back into the heat exchange tank.

[0012] In some embodiments, the liquid and gas flows in opposite directions in the engine coolant passage, gas passage one, and independent coolant and gas passage two. This counter-current flow of liquid and gas maximizes the temperature difference, ensuring engine power output while preventing knocking caused by high temperatures.

[0013] This utility model has at least the following beneficial effects:

[0014] 1. In use, this utility model achieves deep and uniform cooling of the boosted intake air through a combination of dual-stage series cooling, counterflow, and heat dissipation structure. On the one hand, the first-stage cooler uses the engine's high-temperature coolant for initial cooling, while the second-stage cooler relies on an independent low-temperature circulation for deep cooling. This gradient process avoids the waste of temperature difference and the risk of condensation associated with single-stage cooling. On the other hand, multiple heat dissipation structures can significantly increase the heat exchange area, and the gas-liquid counterflow can maximize the temperature difference, ensuring engine power output while avoiding knocking caused by high temperatures.

[0015] 2. When this utility model is in use, the redundant design of the dual independent coolant channels of the secondary cooler can ensure that the overall operation is not affected even if a single channel is blocked, which greatly reduces the risk of failure. With the coolant reserve in the heat exchange tank and the fan to assist in heat dissipation, it can still operate stably even in extreme environments, extending the service life of the device and the engine. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the first appearance structure of the present utility model;

[0017] Figure 2 This is a schematic diagram of the second appearance structure of the present utility model;

[0018] Figure 3This is a schematic cross-sectional view of the primary cooler of this utility model;

[0019] Figure 4 This is a schematic cross-sectional view of the two-stage cooler of this utility model;

[0020] Figure 5 This is a schematic diagram of the two-section structure of the tube body of this utility model.

[0021] In the diagram: 1. Primary cooler; 10. Thin-walled metal partition; 11. Intake pipe; 12. Connecting pipe; 13. Exhaust pipe; 14. Flange; 15. Pipe body one; 16. Engine coolant passage; 17. Gas passage one; 18. Baffle plate; 19. Water inlet pipe; 20. Water return pipe; 201. Radiator fins; 2. Secondary cooler; 21. Pipe body two; 22. Radiator fins; 23. Fins; 24. Flow channel; 25. Gas passage two; 26. Independent coolant passage; 27. Double-ended liquid guide pipe; 28. Double-ended liquid return pipe; 29. ​​Return pipe; 30. Heat exchanger tank; 31. Drive pump; 32. Fan. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0023] Example 1: Please refer to Figure 1 - Figure 5This utility model provides a technical solution: a dual-stage cooling device for engine turbocharged intake air with electric temperature control, comprising a primary cooler 1 and a secondary cooler 2, which are connected and fixedly connected. The secondary cooler 2 includes a tube body 21, on both sides of the middle of the tube body 21, a plurality of heat dissipation fins 22 are evenly arranged and fixedly installed, and fins 23 are fixedly installed above and below the middle of the tube body 21. A gas channel 25 is formed in the middle of two fins 23, and an independent coolant channel 26 is formed between the two fins 23 and the tube body 21. A double-ended liquid guide pipe 27 and a double-ended liquid return pipe 28 are respectively connected and fixedly connected to both ends of the tube body 21. One end of 27 is connected to and fixed with a return pipe 29, and one end of the return pipe 29 is connected to and fixed with a heat exchanger tank 30. A fan 32 is fixedly installed on the upper end of the heat exchanger tank 30. A drive pump 31 is provided on one side of the heat exchanger tank 30. Guide grooves 24 are evenly opened on the surface of the two fins 23. The double-headed liquid guide pipe 27 and the double-headed liquid return pipe 28 are respectively connected to two independent coolant channels 26. One end of the heat exchanger tank 30 is connected to and fixed with the input end of the drive pump 31. The output end of the drive pump 31 is connected to and fixed with one end of the return pipe 29. The liquid and gas flows in opposite directions in the engine coolant channel 16, gas channel one 17 and independent coolant channel 26 and gas channel two 25.

[0024] In this embodiment, the primary cooler 1 and the secondary cooler 2 are connected in series to achieve gradient cooling and avoid heat exchange waste. The heat dissipation fins 22 evenly arranged on both sides of the tube body 21 of the secondary cooler 2 can directly increase the contact area between the tube body 21 and the air, accelerating the heat dissipation of the coolant inside the tube body 21. The secondary cooler 2 is separated into two independent coolant channels 26 and a gas channel 25 by two fins 23 at the top and bottom of the middle. The gas channel 25 is located in the middle of the two independent coolant channels 26. At the same time, multiple guide grooves 24 are opened on the surface of the gas channel 25, which can effectively increase the heat exchange area between the hot air in the middle of the gas channel 25 and the coolant flowing in the independent coolant channels 26. The two independent coolant channels 26 of the secondary cooler 2 are isolated from each other. If one channel is blocked, the other channel can still work normally, avoiding the risk of overall cooling failure due to blockage of a single channel. The double-ended liquid guide pipe 27 of the secondary cooler 2 is connected to the heat exchange liquid tank 30 through the return pipe 29, and together with the drive pump 31, forms a complete system. The coolant circulation path is designed so that the heat exchanger tank 30 can store a sufficient amount of low-temperature coolant to avoid temperature control interruption due to insufficient coolant. The drive pump 31 can actively adjust the coolant flow rate. When the intake air temperature is too high, the drive pump 31 increases the flow rate to enhance heat dissipation; when the temperature is too low, it slows down and reduces the flow rate to avoid overcooling. The return pipe 29 realizes a closed-loop circulation of coolant to ensure a continuous supply of low-temperature coolant. When the vehicle is traveling at low speed or the ambient temperature is too high and the natural wind cooling is insufficient, the fan 32 can be actively started to accelerate the cooling of the coolant in the heat exchanger tank 30, ensuring that the coolant flowing into the secondary cooler 2 always remains at a low temperature. Throughout the process, since the liquid and gas flow in opposite directions in the engine coolant passage 16, gas passage 17, independent coolant passage 26, and gas passage 25, when the coolant and intake air flow in opposite directions, the temperature difference between the two in the entire passage is always kept at its maximum. This can effectively avoid the heat exchange attenuation problem of large temperature difference at the front end and small temperature difference at the back end in the forward flow, and can make the intake air temperature drop to the target range more evenly to avoid local overheating.

[0025] Example 2: As Figure 1 - Figure 3As shown, the primary cooler 1 includes a pipe body 15. One end of the pipe body 15 is connected to and fixed with a connecting pipe 12, and the other end of the primary cooler 1 is connected to and fixed with an intake pipe 11. The other end of the connecting pipe 12 is connected to and fixed with a gas passage 25 of the pipe body 21. A thin-walled metal partition 10 is fixedly installed above the middle of the pipe body 15. An engine coolant passage 16 is formed between the upper part of the thin-walled metal partition 10 and the pipe body 15. A gas passage 17 is formed between the lower part of the thin-walled metal partition 10 and the pipe body 15. The middle of the gas passage 17 is... Multiple guide plates 18 are uniformly and fixedly installed. The guide plates 18 on both sides are provided with notches in opposite directions. A water inlet pipe 19 is connected and fixedly installed on one side of the upper end of the pipe body 15. A water return pipe 20 is connected and fixedly installed on the other side of the upper end of the pipe body 15. The water inlet pipe 19 and the water return pipe 20 are respectively connected to the engine coolant passage 16. Several heat dissipation fins 201 are uniformly and fixedly installed on the outer surface of the lower end of the pipe body 15. An exhaust pipe 13 is connected and fixedly installed at the other end of the pipe body 21. A flange 14 is fixedly installed at one end of both the exhaust pipe 13 and the intake pipe 11.

[0026] In this embodiment, the primary function of the first-stage cooler 1 is preliminary cooling. The thin-walled metal partition 10 inside the tube body 15 separates the engine coolant passage 16 and the high-temperature intake air from the turbocharger outlet into two channels, maximizing heat transfer efficiency while strictly isolating the gas and liquid to prevent coolant leakage into the intake system and causing water hammer damage to the engine. Multiple guide vanes 18 are evenly installed in the middle of the gas passage 17 to guide the intake air along a serpentine path, effectively extending the residence time of the gas in the passage and allowing the intake air to fully contact the thin-walled metal partition 10, preventing some gas from flowing through without sufficient cooling. The heat dissipation fins 201 on the outside of the tube body 15 can increase the airflow between the tube body and the external environment. The air contact area allows for the removal of heat transferred to the pipe body via natural wind or engine compartment airflow through the gas passage 17, adding passive heat dissipation redundancy to the primary cooling system. The inlet pipe 19 and return pipe 20 are directly connected to the engine coolant passage 16, allowing for precise introduction of high-temperature circulating coolant from the engine. The coolant flow rate can be initially adjusted through the engine's own circulation system to ensure a stable supply of cooling medium for the primary cooling system. The intake pipe 11 is directly connected to the turbocharger outlet, and the exhaust pipe 13 of the secondary cooler 2 is directly connected to the engine intake manifold, thus forming a continuous air passage without unnecessary branches. Both the intake pipe 11 and the exhaust pipe 13 are sealed to the corresponding pipelines via flanges 14.

[0027] Working principle:

[0028] like Figure 1 - Figure 5As shown, the high-temperature intake air compressed by the turbocharger is typically 120-200℃. It first enters the gas passage 17 of the first-stage cooler 1 through the intake pipe 11. At this point, the intake air has high heat content and low density, requiring initial cooling. The coolant in the engine's high-temperature circulation system is typically 70-90℃. It enters the engine coolant passage 16 through the water inlet pipe 19 and flows in the opposite direction to the intake air. Guided by the deflector 18, the high-temperature intake air flows along a serpentine path, extending its residence time and transferring heat to the engine coolant through the thin-walled metal baffle 10. Simultaneously, the cooling fins 201 on the outside of the pipe 15 assist in heat dissipation through natural wind, enhancing the cooling effect. This process reduces the intake air temperature from 120-200℃ to 80-100℃. The cooled engine coolant returns to the engine's high-temperature circulation system through the return pipe 20, completing the first-stage cooling cycle.

[0029] The intake air, cooled by the first stage, is now 80-100°C. It enters the gas passage 25 of the second stage cooler 2 through the connecting pipe 12, ready for deep cooling. The low-temperature coolant stored in the heat exchange tank 30 is typically 30-50°C. Driven by the pump 31, it enters the independent coolant passage 26 of the second stage cooler 2 through the return pipe 29 and the double-ended guide pipe 27, flowing in the opposite direction to the intake air. During this process, the intake air in the gas passage 25 forms turbulence through the guide groove 24, and exchanges heat fully with the low-temperature coolant in the upper and lower independent coolant passages 26 through the fins 23. At the same time, the heat dissipation fins 22 on both sides of the tube 21 increase the contact area with the outside air, accelerating the dissipation of coolant heat. If the ambient temperature is too high or the vehicle is traveling at low speed, the fan 32 will start to actively cool the low-temperature coolant. During this process, the intake air temperature will drop from 80-100℃ to 40-60℃. The low-temperature coolant after absorbing heat will return to the heat exchange tank 30 through the double-ended return pipe 28, thus completing the secondary cooling cycle.

[0030] Throughout the process, an intake air temperature sensor, an intake air pressure sensor, and a coolant temperature sensor are used. The intake air temperature sensor is installed at the outlet of gas passage 25 and the front end of exhaust pipe 13, which can collect the final intake air temperature after cooling in real time and directly provide feedback on the temperature control effect. The intake air pressure sensor can monitor the intake air pressure after cooling to help determine the engine load. The coolant temperature sensor is installed at the dual-ended coolant guide pipe 27 to monitor the low-temperature coolant temperature flowing into the independent coolant passage 26, ensuring that it is within the efficient cooling range of 30-50℃. Based on the real-time data collected by the sensors, the corresponding ECU (controller) adjusts the power of the drive pump 31 and the opening of the electric valve, which is usually installed at the inlet of the independent coolant passage 26, thereby achieving dynamic matching of cooling capacity.

[0031] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0032] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention.

Claims

1. An engine supercharged intake electric temperature control two-stage cooling device, comprising a first-stage cooler (1) and a second-stage cooler (2), the first-stage cooler (1) and the second-stage cooler (2) are communicated and fixed, characterized in that: The secondary cooler (2) includes a tube body two (21). Several heat dissipation fins (22) are evenly arranged and fixed on both sides of the middle part of the tube body two (21). Fins (23) are fixedly installed on the upper and lower parts of the middle part of the tube body two (21). A gas channel two (25) is formed in the middle of the two fins (23). An independent cooling liquid channel (26) is formed between the two fins (23) and the tube body two (21). A double-ended liquid guide pipe (27) and a double-ended liquid return pipe (28) are respectively connected and fixed at both ends of the tube body two (21). A return pipe (29) is connected and fixed at one end of the double-ended liquid guide pipe (27). A heat exchange liquid tank (30) is connected and fixed at one end of the return pipe (29).

2. The engine supercharged intake air electrically-controlled temperature two-stage cooling device according to claim 1, characterized in that: The primary cooler (1) includes a tube body (15), one end of which is connected to a connecting pipe (12) and the other end of which is connected to an air inlet pipe (11). The other end of the connecting pipe (12) is connected to and fixed to the gas passage (25) of the tube body (21).

3. The engine supercharged intake air electrically-controlled temperature two-stage cooling device according to claim 2, characterized in that: A thin-walled metal partition (10) is fixedly installed above the middle of the tube body (15). An engine coolant passage (16) is formed between the upper part of the thin-walled metal partition (10) and the tube body (15). A gas passage (17) is formed between the lower part of the thin-walled metal partition (10) and the tube body (15).

4. The engine supercharged intake air electrically-controlled temperature two-stage cooling device according to claim 3, characterized in that: Multiple guide plates (18) are uniformly fixedly installed in the middle of the gas channel (17), and the guide plates (18) on both sides are provided with notches in opposite directions.

5. The electrically controlled temperature two-stage cooling device for supercharged intake air of an engine according to claim 4, characterized in that: One side of the upper end of the pipe body (15) is connected to a water inlet pipe (19), and the other side of the upper end of the pipe body (15) is connected to a water return pipe (20). The water inlet pipe (19) and the water return pipe (20) are respectively connected to the engine coolant passage (16).

6. The electrically controlled temperature two-stage cooling device for supercharging intake air of an engine according to claim 5, characterized in that: Several heat dissipation fins (201) are uniformly fixedly installed on the outer surface of the lower end of the first tube (15). The other end of the second tube (21) is connected to and fixedly connected to an exhaust pipe (13). A flange (14) is fixedly installed at one end of both the exhaust pipe (13) and the intake pipe (11).

7. The engine supercharged intake air electrically-controlled temperature two-stage cooling device according to claim 1, characterized in that: A fan (32) is fixedly installed at the upper end of the heat exchange tank (30). A drive pump (31) is provided on one side of the heat exchange tank (30). Guide grooves (24) are evenly opened on the surface of the two fins (23). The double-headed liquid guide pipe (27) and the double-headed liquid return pipe (28) are respectively connected to two independent cooling liquid channels (26). One end of the heat exchange tank (30) is connected and fixed to the input end of the drive pump (31). The output end of the drive pump (31) is connected and fixed to one end of the return pipe (29).

8. The engine supercharged intake air electrically-controlled temperature two-stage cooling device according to claim 5, characterized in that: The liquid and gas flows in opposite directions in the engine coolant passage (16), gas passage one (17), independent coolant passage (26), and gas passage two (25).

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