Intake system with an integrated intercooler

Abstract

Inlet arrangement (140) in an engine (102) comprising the following: a compressor (114); a plenum (118) which is in flow communication with the compressor (114), wherein the plenum (118) has an integrated charge air cooler (120), which includes a coolant inlet (122) and a coolant outlet (124) in flow connection with a coolant channel (126) and cooling plates (402), which extend in a plenum casing (121) and are coupled to the coolant channel (126); and a throttling body (130) coupled to the plenum (118); characterized by the fact that the throttle body (130) contains several throttles (132, 416), each throttle (132, 416) being positioned in an inlet pipe (134, 408), each inlet pipe (134, 408) being in flow communication with a cylinder (110). and The cooling plates (402) contain coolant lines.

Description

TECHNICAL AREA

[0001] The present application relates to an intake system with an integrated charge air cooler in an intake system. BACKGROUND AND SUMMARY

[0002] Many engines use superchargers in the intake system to provide boost, increasing pressure in the combustion chamber and thus increasing engine power output. Some engines also use an exhaust gas recirculation (EGR) system to reduce engine emissions and / or improve fuel economy. The EGR system can be either high-pressure (HP), where the EGR is extracted before the turbine and injected after the supercharger, or low-pressure (LP), where the EGR is extracted after the turbine and injected before the supercharger. In both scenarios, the supercharger and the EGR system increase the temperature of the intake air supplied to the cylinders, thereby reducing the density of the air entering the cylinders. As a result, combustion efficiency is reduced. Intercoolers may be positioned in the intake system to further reduce the temperature of the intake air.In some engines, the intercooler can be positioned in a duct downstream of the compressor and upstream of an expansion valve as part of the front cooling module, since the intercooler is typically air-cooled. In other applications, the intercooler may be water-cooled and mounted in the engine compartment.

[0003] DE 10 2007 009 354 A1 relates to a fresh gas module for a fresh gas system for supplying an internal combustion engine with fresh gas, particularly in a motor vehicle, with a fresh gas distributor having at least one fresh gas inlet and at least one fresh gas outlet. To achieve a space advantage in a turbocharged internal combustion engine, the fresh gas module also includes a fresh gas cooler, which is integrated on one side into a fresh gas path leading from the at least one fresh gas inlet to the at least one fresh gas outlet and on the other side into a cooling circuit carrying a cooling medium.

[0004] DE 10 2008 014 168 A1 discloses a charge fluid intake module for an internal combustion engine with a housing that forms a flow path for a gaseous charge fluid, in particular air, a gas and / or an air-gas mixture; wherein a heat exchanger for the gaseous charge fluid is arranged in the housing. In order to enable improved exhaust gas recirculation, the concept of the invention provides that the housing has an inlet channel for exhaust gas and that the inlet channel opens into the flow path downstream of the heat exchanger for the gaseous charge fluid.

[0005] DE 101 26 063 A1 discloses a flap device for influencing the flow cross-section in a fluid-carrying pipe. The flap device comprises a control element arranged in the fluid-carrying pipe and a shaft section rotatably mounted relative to the fluid-carrying pipe. The shaft section and the control element are torsionally rigidly connected to each other. The flap device is characterized by the fact that the shaft section is cranked.

[0006] A heat exchanger according to EP 2 302 183 A2, in particular an exhaust gas or charge air heat exchanger, comprising a housing, a first and / or a second bottom with openings, pipes as a first flow channel for the passage of a first fluid, in particular exhaust gas, the ends of which are preferably arranged in the openings of the first and second bottom, wherein the pipes and the first and / or second bottom are arranged inside the housing, so that a second flow channel for the passage of a second fluid, in particular a cooling liquid, is formed between the housing and the pipes, and is intended to be simple and cost-effective to manufacture.This problem is solved by providing at least one expansion gap between the first and / or second base and the housing to compensate for different expansions between the housing and the tubes, and / or by providing that the housing is at least partially, and in particular completely, made of plastic, and preferably has at least one inlet and outlet opening for the first fluid and at least one inlet and outlet opening for the second fluid, and / or by providing that the tubes and the first and second base are at least partially, and in particular completely, made of metal, especially aluminum, and preferably by providing that the tubes and the first and second base are joined together by a material bond, for example by soldering.

[0007] The inventors of the present application identified a problem with such previously known solutions. To accommodate the charge air cooler in the position upstream of the throttle, the volume of the intake system is first increased, thereby reducing the compactness of the intake system and negatively impacting torque response, packaging, and EGR control. This is particularly true when the charge air cooler is positioned in the front cooling module, as is typical for charge air coolers to allow for ambient air cooling. Furthermore, losses in such an intake system increase when the system dimensions are enlarged. In addition, the large throttled volume negatively affects EGR control. Low-pressure EGR is subject to significant transport delays, which negatively impact its control and its ability to improve fuel economy and reduce engine emissions.Since HD-EGR is usually introduced in the intake manifold, the preceding arrangement does not allow the HD-EGR to pass through the charge air cooler, thereby reducing its cooling level and ability to improve fuel economy and emissions without negatively affecting combustion efficiency.

[0008] Accordingly, in one example, some of the problems mentioned above can be addressed by an intake arrangement in an engine. The intake arrangement includes a compressor and a plenum that is in flow communication with the compressor, the plenum having an integrated charge air cooler. The charge air cooler can have a coolant inlet and outlet in flow communication with a coolant channel and cooling plates. The cooling plates extend within a plenum casing, contain coolant lines, and are coupled to the coolant channel. Thus, the charge air cooler can be water-cooled. The intake arrangement further includes a throttle body positioned downstream of the integrated charge air cooler, which is coupled to the plenum. The throttle body, in turn, contains several throttles, each of which is positioned in an intake pipe in flow communication with a cylinder.Such an arrangement allows for the advantages of an integrated charge air cooler without an undue increase in the "throttled volume," which would negatively impact drivability and engine responsiveness. When the charge air cooler is integrated into an intake plenum, the throttled volume is reduced compared to an intake system with the charge air cooler positioned in a separate housing. Furthermore, integrating the charge air cooler into the plenum allows for greater overall compactness of the intake system while providing charge air cooling, thus avoiding charge air heating from the operation of a compressor or EGR gas fed into the intake system. Consequently, the density of the air supplied to the engine's cylinders is increased, thereby improving combustion efficiency without increasing the overall size of the intake assembly.Part of the charge air cooler can be positioned within a plenum shroud, reducing the increase in the intake assembly's overall size when the charge air cooler is integrated. Furthermore, a reduction in the charged volume allows for better low-pressure EGR control, improved cooling of the high-pressure EGR (since it now passes through the charge air cooler), and improved throttle response because the throttle is now positioned downstream of the main intake plenum and the throttled volume is reduced.

[0009] It is understood that the above summary is intended to present, in simplified form, a selection of concepts that are described in more detail in the full description. It is not intended to reveal any key or essential features of the claimed invention, the scope of which is defined solely by the claims following the full description. Furthermore, the claimed invention is not limited to implementations that address any disadvantages mentioned above or in any other part of this disclosure. BRIEF DESCRIPTION OF THE FIGURES Fig. Figure 1 shows a schematic representation of an exemplary vehicle containing an engine, an intake system and an exhaust system. Fig. Figures 2-5 show an exemplary inlet arrangement, which is used in the Fig. The inlet system shown in point 1 is included. Fig. Figures 2-5 are drawn approximately to scale. DETAILED DESCRIPTION

[0010] This document describes embodiments of an intake arrangement with an intercooler integrated into a plenum. The intake arrangement includes a plenum coupled to a throttle body, the plenum having a housing that defines a plenum jacket. Cooling plates in the intercooler extend through the plenum jacket. When the intercooler is integrated into the plenum, the intake system is more compact, while the intake air is subjected to intercooling, which can be heated by operating a compressor or by EGR gas supplied upstream of the plenum to the intake system. Thus, the intercooler allows for a reduction in the charged volume supplied to the engine. Reducing the charged volume increases combustion efficiency. Furthermore, reducing the charged volume allows for better control of low-pressure (LP) exhaust gas recirculation (EGR), if desired.

[0011] Furthermore, compared to intake systems with an intercooler in a housing separated from the plenum, integrating the intercooler into the plenum reduces the throttle volume of the intake system. Therefore, using an integrated intercooler in the intake system reduces the throttle volume, thereby improving throttle response.

[0012] Furthermore, losses in the intake system are also reduced due to the shortened intake air path when the charge air cooler is integrated into the plenum, thereby increasing the efficiency of the intake system. An outlet of the high-pressure (HP) EGR circuit can be positioned upstream of the plenum and downstream of a compressor in the intake system. In some examples, the charge air cooler can be water-cooled, enabling more effective and predictable cooling of the intake air.

[0013] Furthermore, the throttle body can be coupled to the plenum downstream of the intercooler. Throttle response is improved when the throttle body is positioned downstream of the plenum and the throttle volume is reduced. Additionally, the plenum housing can incorporate reinforcing ribs extending across its width. This enhances the structural integrity of the plenum to accommodate the integration of the intercooler.

[0014] Fig. Figure 1 shows a schematic representation of a vehicle 100, which includes an engine 102, an intake system 104, an exhaust system 106 and an exhaust gas recirculation (EGR) system 108.

[0015] The intake system 104 is configured to supply intake air to the cylinders 110 in the engine 102. In the illustration, the engine has four cylinders arranged in an in-line configuration. However, it is understood that the number of cylinders and / or the cylinder configuration can be changed in other embodiments. For example, the engine 102 can contain six cylinders arranged in a V configuration. The intake system 104 is configured to direct intake air to the cylinders, and the exhaust system 106 is configured to receive exhaust gas from the cylinders. Furthermore, each of the cylinders 110 can contain an ignition device 112 configured to ignite an air-fuel mixture in the cylinders 110. Additionally, or alternatively, compression ignition can be used to ignite the air-fuel mixture in the cylinders 110.Furthermore, the engine 102 contains at least one intake and one exhaust valve per cylinder.

[0016] The intake system contains a compressor 114. The compressor 114 can be integrated into a turbocharger with a turbine 116 in the exhaust system 106. The compressor 114 and the turbine 116 are rotaryally coupled. In other examples, however, the compressor 114 can be rotaryally coupled to a transmission in the vehicle, providing what is known as supercharging.

[0017] The intake system 104 further includes a plenum 118 with an integrated charge air cooler 120. The charge air cooler 120 provides charge air cooling to the intake air, which may be heated by the operation of the compressor 114 and the EGR gas supplied to the intake system 104 upstream of the plenum 118. In this way, the charged volume supplied to the engine 102 is reduced. The reduction in charged volume allows for an increase in the combustion efficiency in the engine. Furthermore, the reduction in charged volume allows for better control of the low-pressure (LP) exhaust gas recirculation (EGR), which will be discussed in more detail later. When the charge air cooler 120 is integrated into the plenum 118, the throttle volume is also reduced compared to an intake system with a charge air cooler located away from the plenum. As a result, the throttle response is improved.The plenum 118 contains an inlet 119, which is in flow communication with the compressor 114. Furthermore, the plenum 118 contains a plenum casing 121. The cross-sectional area of ​​the plenum casing 121, perpendicular to the general airflow direction, increases in the downstream direction. Thus, the plenum casing 121 includes an extension, and the volume of a plenum casing expands in the downstream direction. The specific geometric features of the plenum 118 are described here with reference to the... Fig. 2-5 discussed in more detail. The charge air cooler 120 includes a coolant inlet 122 configured to receive coolant and a coolant outlet 124 configured to expel coolant. Thus, in the example shown, the charge air cooler 120 is water-cooled. However, in other examples, the charge air cooler 120 may also be air-cooled. Arrow 123 indicates the coolant flow into the charge air cooler 120, and arrow 125 indicates the coolant flow out of the charge air cooler 120. The coolant in the charge air cooler 120 may circulate in a coolant channel 126, which is generally represented as a box. However, it is understood that the coolant channel 126 has geometric features, which are described here with reference to the Fig. 2-5 will be discussed in more detail. The coolant inlet and outlet (122 and 124) are in flow communication with a heat exchanger 127 and a pump 128. In the embodiment shown, the pump 128 is positioned downstream of the heat exchanger 127. However, other embodiments are also possible. For example, the heat exchanger 127 can be positioned downstream of the pump 128. The heat exchanger 127 is configured to extract heat from the coolant. In this way, heat can be extracted from the intake system 104 via the charge air cooler 120. This reduces the temperature of the intake air supplied to the cylinders 110, thereby increasing the air pressure and thus improving combustion efficiency. The coolant channel 126, the heat exchanger 127, the pump 128 and the channels that allow a flow connection between the above-mentioned components can be referred to as the coolant circuit 195.In some examples, the coolant inlet 122 and the coolant outlet 124 can be in flow communication with a cooling circuit separate from the main engine cooling system, which is configured to circulate coolant through the engine. This cooling circuit can be used to operate other heat exchangers, such as fuel, oil, air conditioning condenser, and / or EGR coolers, which may require lower coolant temperatures than the main engine cooling system. In the example shown, the coolant circuit 195 is in flow communication with an EGR cooler 196, which is positioned in the low-pressure EGR circuit 172. The EGR cooler 196 is configured to transfer heat from the EGR gas flowing through the low-pressure EGR circuit 172 to the coolant. The arrows 198 indicate the coolant flow into and out of the EGR cooler 196.A parallel flow configuration is shown; however, in other examples, the EGR cooler 196 can also be connected in series with the coolant circuit 195. Additionally or alternatively, the coolant circuit 195 can be in flow connection with an EGR cooler 197 in the high-pressure EGR circuit 170. Furthermore, in another example, the coolant circuit 195 may not be coupled to the EGR cooler 196, and / or the EGR coolers (196 and / or 197) may not be included in the vehicle 100. A pressure sensor 127 can be positioned in a pressure sensor port in the plenum 118.

[0018] The intake system 104 further includes a throttle body 130. The throttle body 130 is located next to the charge air cooler 120. However, in other examples, the throttle body 130 can be positioned at a distance from the charge air cooler 120. If the throttle body 130 is positioned downstream of the charge air cooler 120, the throttle response can be improved. The throttle body 130 contains several throttles 132, which are positioned in several intake pipes 134. In particular, each of the intake pipes 134 has a single throttle positioned within it. Furthermore, each intake pipe 134 is in flow communication with one of the cylinders 110. In this way, each cylinder has its own individual throttle. Each throttle contains a throttle plate 136. Thus, in the embodiment shown, the throttle body 130 contains a throttle plate in each intake of the engine cylinders. However, in other embodiments, an alternative throttle body configuration can also be used.The throttles 132 are configured to adjust the airflow through each of the tubes 134. It is understood that the throttles 132 can be controlled synchronously. That is, the throttles 132 can be controlled by a single shaft extending through each of the throttle plates. In other examples, however, each throttle can also be controlled separately. A controller 150 contained in the motor 102 can be used to control the operation of the throttles 132.

[0019] The compressor 114, the plenum 118, and the throttle body 130 can be contained in an inlet assembly 140. The aforementioned components can each be directly coupled in series. In other examples, however, only the plenum 118 and the throttle body 130 can be contained in the inlet assembly 140.

[0020] The exhaust system 106 includes several exhaust manifold pipes 142, which are in flow communication with the cylinders 110 and an exhaust manifold 144. The turbine 116 is positioned downstream of the exhaust manifold 144 in the exhaust system 106. Furthermore, an exhaust aftertreatment device 146 is positioned downstream of the turbine 116. The turbine 116 is rotaryally coupled to the compressor 114. A shaft or other suitable component can be used to couple the turbine 116 and the compressor 114. In other examples, however, the turbine 116 can be omitted from the engine, and rotational energy from a transmission in the vehicle 110 can be used to provide rotational energy for the compressor 114. A pressure sensor 147 can be coupled to the exhaust manifold 144. An oxygen sensor 148 can be coupled to a line 149 upstream of the exhaust gas purification device 146.

[0021] The EGR system 108 can include at least one high-pressure EGR circuit 170 and one low-pressure EGR circuit 172. The charge air cooler 120 allows for better control of the low-pressure EGR circuit 172 and improves the cooling of the high-pressure EGR circuit 172. The high-pressure EGR circuit 170 includes an inlet 176 that leads to the outlet manifold 144 and an outlet 178 that leads to a line 180, which connects the compressor 114 to the plenum 118. In other examples, the line 180 can be the outlet of the compressor 114. A valve 182 can be included in the high-pressure EGR circuit 170. The valve 182 is configured to allow gas flow through the high-pressure EGR circuit 170 when open. Valve 182 is configured so that, in a closed position, it essentially prevents gas from flowing through the high-pressure EGR circuit 170.The low-pressure EGR circuit 172 includes an inlet 184 that opens into line 149 and an outlet 186 that opens into line 188 upstream of the compressor 114 in the inlet system 104. A valve 190 may be included in the low-pressure EGR circuit 172. It is understood that the delay in the low-pressure EGR circuit 172 can be reduced if the charge air cooler 120 is integrated into the plenum 118, since the distance between the outlet of the low-pressure EGR circuit 172 and the throttle body 130 is reduced. A throttle body 192 may also be positioned in line 188. The valve 190 is configured to allow gas flow through the low-pressure EGR circuit 172 in an open position. Valve 190 is configured so that, in a closed position, it essentially prevents gas from flowing through the low-pressure EGR circuit 172.In this way, gas can flow from the exhaust system 106 to the intake system 104 via the high-pressure EGR circuit 170 and the low-pressure EGR circuit 172. Both the high-pressure EGR circuit 170 and the low-pressure EGR circuit 172 may include coolers to provide initial EGR cooling before the mixed air and EGR gases pass through the charge air cooler.

[0022] The 150 controller is used in Fig. Figure 1 shows a conventional microcomputer containing a microprocessor unit 152, input / output ports 164, a read-only memory 156, a random-access memory 158, a retainer 160, and a conventional data bus. The controller 150 receives various signals from sensors 162 coupled to the motor 102, such as a pressure sensor 127, a pressure sensor 147, and an oxygen sensor 148. The controller 150 can be configured to send signals to actuators 164, such as the throttles 132, the valve 182, the valve 190, and the throttle 192.

[0023] Fig. Figure 2 shows an exemplary inlet arrangement 140. The inlet arrangement 140 can include the plenum 118 and the throttle body 130. Furthermore, in other examples, the inlet arrangement 140 can also include the [details omitted]. Fig. The compressor shown contains 114.

[0024] Continue on Fig. 2 Referring to this, the plenary session 118 contains the entrance 119, which is connected to the one in Fig. The compressor 114 shown in Figure 1 is in flow connection with the inlet 119. In some examples, an outlet of the compressor 114 may be flow-coupled with the inlet 119. In other examples, however, a line may separate the compressor 114 and the plenum 118.

[0025] Furthermore, the plenum 118 contains a plenum housing 200, which defines the limit of the in Fig. The plenum casing 121 shown in Figure 4 is defined. Reinforcing ribs 202 may be included in the plenum housing 200. Part of the reinforcing ribs 202 extends longitudinally along the length of the plenum housing 200. A longitudinal axis 203 is provided for reference. Another part of the reinforcing ribs 202 extends transversely across the plenum housing 200. A transverse axis 205 is provided for reference. The plenum 118 includes a first transverse side 210 and a second transverse side 212. The reinforcing ribs 202 ensure increased stiffness of the plenum housing 200 to accommodate additional forces exerted on the plenum housing 200 by the charge air cooler 120.

[0026] The plenum 118 is coupled to the throttle body 130. A suitable fastening technique, such as welding, bolting, etc., can be used to couple the plenum 118 to the throttle body 130. The throttle body 130 contains tubes 134. The throttle body 130 also contains an actuating shaft 204, which is used to actuate the throttles 132, in Fig. The choke body 130 contains a mounting flange 206, which is used to attach downstream components, such as the one shown in Figure 3. Fig. The motor 102 shown in Figure 1 is configured. The mounting flange 206 includes mounting holes 208 configured to receive screws or other fastening devices.

[0027] Furthermore, in Fig. Figure 2 shows the coolant inlet 122 and the coolant outlet 124. As discussed previously, the coolant inlet 122 and the coolant outlet 124 are in flow communication with a coolant channel in the plenum 118. In some examples, the coolant can flow into cooling plates in the charge air cooler and cool the charge air flowing through the plenum 118. The section plane 250 defines the Fig. 4 cross-section shown.

[0028] The plenum housing 200 of the plenum 118 can be made of a metal, such as aluminum or steel, or a composite material, such as glass-reinforced polymer, etc. Furthermore, the throttle body 130 can be made of a polymer material due to the temperature reduction provided by the charge air cooler 120 within the plenum 118. This reduces the weight of the throttle body 130 compared to throttle bodies made of metal.

[0029] Fig. Figure 3 shows a different view of the in Fig. Inlet arrangement 140 shown in Figure 2. The throttle plates 136, comprising throttles 132, are positioned in the tubes 134 in the illustration. The actuating shaft 204 is in Fig. Figure 3 is also shown. As shown, the actuating shaft 204 is coupled to each of the throttle plates 134. The mounting flange 206, which includes the mounting opening 208, is also shown. The mounting flange 206 can be used for mounting on a cylinder head in the Fig. The engine shown in section 1 is configured as 102.

[0030] It is understood that the throttle response of the throttles 132 in the inlet arrangement 140 may be improved due to the compactness of the arrangement compared to other inlet systems where the throttle is positioned upstream of the plenum in an additional inlet duct, thus lengthening the inlet system and increasing the throttled volume.

[0031] Fig. Figure 4 shows a cross-sectional view of the in Fig. The inlet arrangement 140 shown in Figure 2 is shown. The plenum casing 121, defined by the plenum housing 200 of the plenum 118, is shown. The cross-sectional area of ​​the plenum casing 121 perpendicular to the general airflow direction increases in the downstream direction. Thus, the plenum casing 121 includes an extension. A portion of the charge air cooler 120, containing the cooling plates 402, is shown. Each of the cooling plates 402 can contain a coolant channel that is in flow communication with the coolant inlet 122 and coolant outlet 124. Fig. Figure 4 shows that in some examples, the coolant channels in the cooling plates 402 are connected in series. Therefore, the general coolant flow direction in successive cooling plates can be opposite to each other. However, other flow patterns are also possible. For example, an upper half of the cooling channels can direct coolant through the plenum in a first direction, and a lower half of the cooling channel can direct coolant through the plenum in an opposite direction.

[0032] In the illustrated embodiment, the charge air cooler 120 is positioned downstream of the extension. In other embodiments, however, the charge air cooler 120 can be positioned at least partially within the extension. The cooling plates 402 extend transversely through the plenum 118. The transverse axis 205 is provided for reference. Thus, the cooling plates 402 extend from a Fig. The plates 402 extend from the first transverse side 210 of the plenum 118, as shown in Figure 2, to a second transverse side 212 of the plenum. Thus, the plates 402 span the width of the plenum casing 121. In other examples, however, the plates 402 may not extend across the entire width of the plenum casing 121. Although the cooling plates 402 are planar in the embodiment shown, they may be corrugated in other embodiments. This can increase the heat transfer from the inlet air to the cooling plates 402.

[0033] Furthermore, the charge air side 412 of the charge air cooler can include fins 404 with turbulence-enhancing geometries to increase the heat transfer surface area and efficiency. The fins 404 can be oriented vertically and / or longitudinally. The fins 404 are also positioned on an upstream side of the plates 402. This allows channels in the cooling plates 402 to receive coolant from the coolant inlet 122. Fig. 2 shown, and direct coolant to coolant outlet 124, in Fig. Figure 2 shows that the coolant flow in the channels can therefore be essentially perpendicular to the airflow through the plenum jacket 121. The cooling plates 402 can comprise a metal such as aluminum with high thermal conductivity, etc.

[0034] A pipe 408, contained within the multiple pipes 134, is also shown. As shown, the pipe 408 changes the direction of the airflow through it. In particular, the outlet 410 of the pipe 408 is arranged at an angle 414 of less than 90 degrees with respect to the inlet 412 of the pipe 408. However, other geometric configurations are also possible. A throttle 416, containing a throttle plate 418, which is contained within the multiple throttles 132, is also shown. The actuating shaft 204 extends through the throttle plate 418 in the illustration. When the pipe 408 is positioned in this way, the probability of condensation from the charge air cooler 120 entering the pipe 408 is reduced.

[0035] The plenum housing 200 of the plenum contains a throttle body mounting surface 430, which is in surface contact with a plenum mounting surface 432. Screws or other suitable fastening devices can be used to couple the aforementioned surfaces together. In this way, the plenum 118 and the charge air cooler 120 are fastened to each other. Furthermore, it shows Fig. 4 the reinforcing ribs 202.

[0036] Fig. 5 shows a cropped view of the Fig. 2 inlet arrangement 140 shown, in which the in Fig. The plenum housing 200 shown is omitted. The multiple cooling plates 402 contained in the charge air cooler 120 are shown. The charge air cooler 120 is used in Fig. Figure 5 also shows vertically and longitudinally oriented plates 500. The vertical axis 502 and the longitudinal axis 203 are provided for reference. As previously described, vertical fins 404 on the gas side can increase the heat transfer area and turbulence, thereby improving heat transfer efficiency, while the charge air and EGR can flow in the layers between the cooling plates. A transverse side 504 of the charge air cooler 120 can be connected to the one shown in Fig. The plenum housing 200 shown in the diagram is in surface contact with the charge air cooler. This surface of the charge air cooler can also provide a coolant channel end tank, which allows the coolant to flow through the coolant channel in the cooling plates 402 in a "U-shaped" pattern, thus providing the coolant inlet and outlet channels at the same end of the charge air cooler core. The perimeter of the wall 506 of the charge air cooler 120 can also be in surface contact with the plenum housing 200. The wall 506 can define a boundary of the plenum casing 121. Fig. Figure 2 shows that the wall 506 directs the intake air through the cooling plates 402 of the charge air cooler 120. The plenum mounting surface 432 is also shown. As illustrated, the plenum mounting surface 432 includes openings 510 configured to receive fastening devices, such as screws.

[0037] It is understood that the configurations and routines disclosed herein are purely exemplary and that these particular embodiments should not be considered limiting, as numerous variations are possible. The above technology can, for example, be applied to V-6, I-4, I-6, V-12, Boxer-4, and other engine types. The subject matter of this disclosure thus includes all new and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

Claims

[1] Inlet arrangement (140) in an engine (102) comprising the following: a compressor (114); a plenum (118) which is in flow communication with the compressor (114), wherein the plenum (118) has an integrated charge air cooler (120), which includes a coolant inlet (122) and a coolant outlet (124) in flow connection with a coolant channel (126) and cooling plates (402), which extend in a plenum casing (121) and are coupled to the coolant channel (126); and a throttling body (130) coupled to the plenum (118); characterized by , that the throttle body (130) contains several throttles (132, 416), each throttle (132, 416) being positioned in an inlet pipe (134, 408), each inlet pipe (134, 408) being in flow communication with a cylinder (110). and The cooling plates (402) contain coolant lines. [2] Inlet arrangement (140) according to claim 1, wherein the plenum (118) includes an inlet (119) in flow communication with the compressor (114) and a cross-sectional area of ​​a plenum casing (121) extends in a downstream direction, wherein a boundary of the plenum casing (121) is defined by a plenum housing. [3] Inlet arrangement (140) according to claim 1, wherein an outlet (178) of a high-pressure exhaust gas recirculation circuit (170) is positioned upstream of the plenum (118) and downstream of the compressor (114). [4] Inlet arrangement (140) according to claim 1, wherein the coolant flows from a first transverse side (210) of the plenum (118) to a second transverse side (212) of the plenum (118). [5] Inlet arrangement (140) according to claim 1, wherein a coolant flow through the coolant lines is substantially perpendicular to an air flow through the plenum (118). [6] Inlet arrangement (140) according to claim 1, further comprising several fins (404) extending upstream of the cooling plates (402), wherein the charge air cooler (120) is located next to the throttle body (130). [7] Inlet arrangement (140) according to claim 1, wherein the plenum (118) includes a housing (200) with reinforcing ribs (202) extending over a width of the housing (200). [8] Inlet arrangement (140) according to claim 1, wherein the compressor (114) is rotary-coupled with a turbine (116) in an outlet system (106) of the motor (102).

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