Engines, hybrid vehicles, and cooling methods

Abstract

This application relates to the technical field of engine cooling, and more particularly to engines, hybrid vehicles, and cooling methods, wherein the engine includes an air compressor, an intercooler, a throttle valve body, a motor body, a recirculation unit, a turbine, and a catalytic converter, the intercooler having a first valve, a cooling passage, and an intake passage, the cooling passage being used to cool the intake passage, the first valve communicating with the cooling passage being used to control the flow rate of the cooling passage, the intake passage communicating the air compressor and the intake end of the motor body, the recirculation unit communicating the turbine and the air compressor, and the turbine communicating with the exhaust end of the motor body. This application can improve the thermal efficiency of the engine.

Description

Technical Field

[0006]

[0001] This application relates to the technical field of engine cooling, and particularly to engines, hybrid vehicles, and cooling methods.

Background Art

[0002] A hybrid vehicle has multiple power sources and is a means of transportation that can be driven by a user.

[0003] A hybrid vehicle includes an engine and a motor, and both the engine and the motor can drive the vehicle to run.

Summary of the Invention

[0004] Embodiments of this application provide an engine, a hybrid vehicle, and a cooling method. The above technical solution is as follows.

[0005] The first aspect of this application provides an engine, which includes a first valve, an air compressor, a body, a recirculation unit, a turbine, and an intercooler. The intercooler has a cooling passage and an intake passage, and the cooling passage is used to cool the intake passage. Among them, <000002l>The first valve communicates with the cooling passage, and the first valve is used to control the flow rate of the cooling passage.

[0006] The intake passage communicates with the air compressor and the intake end of the body.

[0007] The recirculation unit communicates with the turbine and the air compressor.

[0008] <000'030>The turbine communicates with the exhaust end of the body.

[0009] Optionally, the recirculation unit includes a cooler and a second valve, and the turbine, the cooler, the second valve, and the air compressor communicate in sequence.

[0010] Selectively, the engine further includes a catalytic converter, the catalytic converter and the cooler communicating with the exhaust port of the turbine, respectively.

[0011] Selectively, the engine further includes a control valve, the control valve and the second valve communicating with the intake port of the air compressor, respectively.

[0012] Selectively, the engine includes a piston, the body has a cylinder, the piston is reciprocable within the cylinder, the total volume of the cylinder is 402.3 ml, and the combustion chamber volume of the cylinder is 27.2 ml.

[0013] Selectively, the engine further includes an injector, the injector is in communication with the cylinder, and the fuel injection pressure of the injector is 350 bar or more.

[0014] A second aspect of the present application provides a hybrid vehicle, the hybrid vehicle comprising a generator and the engine of the present invention, the engine being used to drive the generator.

[0015] A third aspect of the present application provides a cooling method which is applied to the hybrid vehicle of the present invention, and the cooling method is The steps include obtaining the operating parameters and environmental parameters of the above-mentioned aircraft, The steps include obtaining the EGR rate (Exhaust Gas recirculation) of the above recirculation unit, A step of obtaining the dew point temperature of the intake passage based on the operating parameters of the above-mentioned aircraft, the environmental parameters of the above-mentioned aircraft, and the EGR rate, The method includes the step of controlling the opening degree of the first valve based on the dew point temperature so that the temperature in the intake passage is higher than the dew point temperature.

[0016] Selectively, the operating parameters of the above-mentioned aircraft include at least one of rotational speed and torque.

[0017] Selectively, the environmental parameters of the above-mentioned aircraft include at least one of the temperature and humidity at the intake end.

[0018] The step of selectively obtaining the dew point temperature of the intake passage based on the operating parameters of the aircraft, the environmental parameters of the aircraft, and the EGR rate, specifically, A step of establishing a three-dimensional coordinate system, wherein the X-axis of the three-dimensional coordinate system is a reference operating parameter, the Y-axis of the three-dimensional coordinate system is a reference environmental parameter, the Z-axis of the three-dimensional coordinate system is a reference EGR rate, and the reference dew point temperature is recorded at a coordinate point of the three-dimensional coordinate system. The method includes the steps of: acquiring coordinate points based on the operating parameters of the aircraft, the environmental parameters of the aircraft, and the EGR rate; and setting the reference dew point temperature recorded at the coordinate points as the dew point temperature of the intake passage.

[0019] The step of selectively obtaining the dew point temperature of the intake passage based on the operating parameters of the aircraft, the environmental parameters of the aircraft, and the EGR rate is, specifically, The steps include inputting the operating parameters of the aircraft, the environmental parameters of the aircraft, and the EGR rate into a model for acquiring dew point temperature, and using the dew point temperature output from the model for acquiring dew point temperature as the dew point temperature of the intake passage, wherein the model for acquiring dew point temperature is trained using the operating parameters of the aircraft, the environmental parameters of the aircraft, and the EGR rate as samples, and the dew point temperature corresponding to the sample as a label. [Brief explanation of the drawing]

[0020] To more clearly explain the technical solution in the embodiments of the present application, the drawings necessary for the description of the embodiments are briefly introduced below. Clearly, the drawings in the following description are only some embodiments of the present application. For those skilled in the art, based on these drawings, other drawings can be obtained without creative labor. [Figure 1] It is a schematic structural diagram of an engine provided by an embodiment of the present application. [Figure 2] It is a flowchart of a cooling method provided by an embodiment of the present application.

[0021] Through the above drawings, clear embodiments of the present application have already been shown, and a more detailed description will be given below. The description of these drawings and text is not for limiting the scope of the concept of the present application in any form, but for explaining the concept of the present application to those skilled in the art by referring to specific embodiments.

Mode for Carrying Out the Invention

[0022] To make the purpose, technical solution and advantages of the present application clearer, the embodiments of the present application will be further described in detail below in combination with the drawings.

[0023] In the related art, due to the low thermal efficiency of hybrid vehicles, the fuel consumption rate is relatively high, resulting in an increase in usage costs.

[0024] The first aspect of the present application provides an engine. As shown in FIG. 1, the engine includes a first valve 1, an air compressor 2, a body 3, a recirculation unit 4, a turbine 5 and an intercooler 6. The intercooler 6 has a cooling passage 601 and an intake passage 602, and the cooling passage 601 is used to cool the intake passage 602. Among them, The first valve 1 communicates with the cooling passage 601, and the first valve 1 is used to control the flow rate of the cooling passage 601.

[0025] The intake passage 602 communicates the air compressor 2 with the intake end of the body 3.

[0026] The recirculation unit 4 connects the turbine 5 and the air compressor 2.

[0027] Turbine 5 is in communication with the exhaust end of the aircraft body 3.

[0028] To understand this, the turbine 5 can increase the intake pressure entering the intake end of the airframe 3, thereby reducing pumping losses and improving thermal efficiency. The intercooler 6 can cool the pressurized gas, reducing the conditions under which knocking occurs in the engine of the present invention. The first valve 1 can adjust the cooling effect of the intercooler 6 to the needs of the intake passage 602 by controlling the flow rate of the cooling passage 601, further improving the combustion stability of the engine of the present invention and improving its thermal efficiency.

[0029] In the embodiment of the present invention, gas entering the body 3 can be ignited and burned, the internal energy generated by combustion can be converted into mechanical energy, and then exhaust gas generated after combustion is discharged, thereby completing one operation of the engine. The engine generates power by repeating the above operation.

[0030] In the embodiment of the present invention, the turbine 5 communicates with the exhaust end of the machine 3, thereby, on the one hand, the heat and pressure of the exhaust gas generated by the operation of the machine 3 can be repeatedly utilized, reducing pumping gas by guiding the pressurized gas back into the machine 3, and on the other hand, it can utilize the advantageous components in the exhaust gas to participate in subsequent operations.

[0031] In the embodiment of the present invention, the intake passage 602 allows air and gas from the recirculation unit to pass through and enter the body 3, and the gas that enters the body 3 provides oxygen and other relevant conditions for internal combustion, further enabling the normal operation of the engine of the present invention.

[0032] In the embodiment of the present invention, the turbine 5 utilizes the heat energy of the exhaust gas, which is advantageous for improving the intake air temperature. However, because the exhaust gas temperature is uncontrollable, the temperature inside the machine 3 becomes too high, causing situations such as engine knocking. Conversely, this situation reduces the engine power of the present invention, increases fuel consumption, and is unfavorable for improving thermal efficiency. Therefore, the engine's operating performance is improved by cooling the gas in the intake passage 602 with the cooling passage 601 of the intercooler 6. The cooling passage 601 is attached to the outside of the intake passage 602, allowing coolant to pass through, absorbing the heat energy of the gas from the intake passage 602, and further achieving a cooling effect on the intake passage 602. The ends of the cooling passage 601 can be connected to form a circulating structure, allowing the coolant to pass back and forth between the position on the cooling passage 601 attached to the intake passage 602, which is advantageous for the coolant to continuously cool the intake passage 602.

[0033] In the embodiment of the present invention, a portion of the heat is lost due to the action of the gas in the intake passage 602 in the cooling passage 601, and the temperature is reduced accordingly. Due to the reduction in temperature, condensate precipitates from the gas in the intake passage 602, and if this condensate enters the engine body 3 and participates in its operation, it can reduce the operational stability of the engine of the present invention and lead to a reduction in thermal efficiency. The first valve 1 can communicate with the cooling passage 601 and be located outside the housing of the intercooler 6, thereby controlling the flow rate of the coolant entering the cooling passage 601 and further changing the cooling effect of the cooling passage 601.

[0034] During engine operation, the operating conditions are not constant but change over time. Therefore, by controlling the coolant flow rate of the cooling passage 601 with the first valve 1, the situation in which condensed water precipitates from the gas in the intake passage 602 is reduced, which is advantageous in improving the operating stability of the engine of this invention. The first valve 1 can achieve flow rate control to the cooling passage 601 by controlling its opening degree. Selectively, the first valve 1 may be a pneumatic control valve or an electrically controlled control valve.

[0035] In the embodiment of the present invention, the intake passage 602 connects the air compressor 2 and the intake end of the machine body 3, and the air compressor 2 can increase the pressure of the gas entering the machine body 3, which is advantageous in improving the sufficiency of gas combustion and improving its thermal efficiency.

[0036] In the embodiment of the present invention, the recirculation unit 4 connects the turbine 5 and the air compressor 2. The turbine 5 can collect exhaust gas generated by the operation of the machine 3, and the recirculation unit 4 introduces an appropriate amount of exhaust gas into the air compressor 2, where it mixes with other gases and participates in its operation. The exhaust gas contains gases such as carbon dioxide, and these gases do not participate in combustion and can absorb heat at the same time. Therefore, when they do participate in combustion, they can reduce the maximum temperature inside the machine 3 and reduce the generation of nitrogen oxides.

[0037] In the embodiment of the present invention, the turbine 5 can also be used to drive the air compressor 2 to operate normally, thereby maintaining the normal operation of the engine of the present invention while simultaneously improving its structural compactness.

[0038] In the embodiment of the present invention, the engine is dedicated to providing power to the motor, and generates electrical energy in the motor by directly driving and rotating the motor's rotor.

[0039] In the embodiment of the present invention, a throttle valve 10 may be further installed between the intake passage 602 and the intake end of the machine body 3.

[0040] In some embodiments of the present invention, as shown in Figure 1, the recirculation unit 4 includes a cooler 41 and a second valve 42, and the turbine 5, cooler 41, second valve 42, and air compressor 2 are in sequential communication.

[0041] To understand this, the exhaust gas discharged from the turbine 5 passes through the cooler 41 and the second valve 42 in sequence, reaching the air compressor 2, where it can participate in the next operation of the aircraft 3. The second valve 42 can be used to control the amount of exhaust gas entering the air compressor 2, which is advantageous as it allows the exhaust gas to mix with other gases entering the air compressor 2 and participate in the next combustion of the engine. The cooler 41 reduces the temperature passing through the second valve 42, which can reduce the chances of the second valve 42 being damaged by absorbing excessive heat.

[0042] In the embodiments of the present application, the cooler 41 may be a heat exchanger.

[0043] In the embodiment of the present application, the second valve 42 may be an electrically controlled valve.

[0044] In some embodiments of the present invention, as shown in Figure 1, the engine further includes a catalytic converter 7, and the catalytic converter 7 and the cooler 41 are in communication with the exhaust port of the turbine 5, respectively.

[0045] As can be understood, the exhaust gas discharged by the turbine 5 can proceed to the next operation through the cooler 41 as needed in the actual situation, or it can be discharged directly from the engine by the catalytic converter 7. This improves the degree of matching between the amount of exhaust gas passing through the recirculation unit 4 and the actual amount needed, which is advantageous in improving the thermal efficiency of the engine of the present invention. The catalytic converter 7 can perform a catalytic action on the exhaust gas discharged from the turbine 5, thereby converting harmful components such as carbon monoxide, hydrocarbon compounds and nitrogen oxides in the exhaust gas into carbon dioxide, nitrogen gas, hydrogen gas and water, and reducing exhaust gas pollution to the environment.

[0046] In the embodiments of the present invention, the catalytic converter 7 may be a three-way catalytic converter.

[0047] In the embodiment of the present invention, communication can be achieved between the catalytic converter 7 and the turbine 5, and between the catalytic converter 7 and the cooler 41, by a three-way pipe joint.

[0048] In some embodiments of the present invention, as shown in Figure 1, the engine further includes a control valve 8, and the control valve 8 and the second valve 42 are in communication with the intake port of the air compressor 2, respectively.

[0049] To make it clear, under most operating conditions, the control valve 8 is fully open, reducing its impact on the intake (closing the control valve 8 means an increase in intake resistance). At medium to low engine speeds and loads, under conditions consistent with the operation of the EGR system, the exhaust pressure is low enough to drive the EGR gas into the air compressor 2 to perform effective EGR gas flow calculations. At this time, closing the control valve 8 increases the negative pressure in front of the air compressor 2, drawing the exhaust-side EGR gas into the inlet of the air compressor 2 and satisfying the conditions for effective EGR gas flow calculations. This allows the engine to apply EGR under a wider range of operating conditions to reduce fuel consumption. This improves the optimization of the engine's fuel consumption rate.

[0050] In the embodiment of the present invention, the engine is driven to obtain a sufficient differential pressure under as many operating conditions as possible, thereby moving the exhaust gas to the intake, which is advantageous in obtaining a highly consistent EGR rate and improving thermal efficiency.

[0051] In the embodiment of the present invention, one end of the control valve 8 that is not connected to the air compressor 2 may be connected to an air cleaner 9 to filter out impurities from the air entering the air compressor 2.

[0052] In the embodiment of the present invention, communication can be achieved between the second valve 42 and the air compressor 2, and between the control valve 8 and the air compressor 2, by a three-way pipe joint.

[0053] In some embodiments of the present invention, the engine includes a piston, the body 3 has a cylinder, the piston is reciprocable within the cylinder, the total volume of the cylinder is 402.3 ml, and the combustion chamber volume of the cylinder is 27.2 ml.

[0054] To understand this, gas and gasoline can be mixed and burned inside the cylinder, and the internal energy generated by combustion can drive the piston to move, thereby generating power. The volume of the cylinder changes depending on the position of the piston inside the cylinder. When the piston is at bottom dead center, the cylinder volume is the total volume, which is 402.3 ml, and when the piston is at top dead center, the cylinder volume at this time is the combustion chamber volume, which is 27.2 ml. Because the cylinder volume expands considerably during operation, it is possible to reduce the temperature of the exhaust gas and reduce energy waste, thereby improving the thermal efficiency of this invention.

[0055] In the embodiment of the present invention, the space between the cylinder and the piston is sealed by a piston ring, which can reduce the leakage of combustion gases.

[0056] In some embodiments of the present invention, the engine further includes an injector, the injector is in communication with a cylinder, and the fuel injection pressure of the injector is 350 bar or more.

[0057] To understand this, the injector can inject atomized gasoline into the cylinder. The gasoline mixes with the gas entering the cylinder and releases internal energy upon ignition and combustion. The fuel injection pressure is 350 bar or higher, which is favorable for mixing the gasoline with the gas entering the cylinder and for sufficient combustion. This not only improves the power of the engine of this invention but also reduces fuel consumption and further reduces the emission of pollutants.

[0058] In the embodiments of the present application, the injector may be a 5-hole injector or a 6-hole injector.

[0059] In the embodiment of the present invention, the orientation of the injector is the same as the orientation of the cylinder intake port, which is advantageous as it allows the oil flux injected from the injector to align with the direction of movement of the intake tumble flow. This further enhances the intake tumble flow in the cylinder, reduces interference of the oil flux with the intake tumble flow, and makes the oil mixture more uniform. The turbulent gas motion after mixing can maintain high intensity, which also accelerates the propagation speed of the combustion flame after ignition and improves thermal efficiency.

[0060] In the embodiment of the present invention, the engine further includes a cam and an intake valve for reciprocating the intake valve so as to seal the intake port of the cylinder or to communicate the intake port of the cylinder with the intake end of the engine body 3. The intake valve has a lift of 1 mm and a duration of intake lift of ≤150°, thereby improving the tumble flow ratio by ≥3.7 by adjusting the maximum intake valve lift to ≥9 mm in order to achieve a depth Miller cycle. In the embodiment of the present invention, the maximum thermal efficiency of the engine is ≥42%, and a specific fuel consumption rate of 220 g / kW·h can be achieved in the rotational speed range of 1250 rpm to 5250 rpm.

[0061] A second aspect of the present application provides a hybrid vehicle comprising a generator and the engine of the above embodiment, the engine being used to drive the generator.

[0062] To ensure clarity, the hybrid vehicle of this application employs the engine of the above embodiment, and therefore has the same technical effects as the above embodiment, which will not be explained here.

[0063] In the embodiment of the present invention, the engine is used solely for the purpose of driving the motor to generate electricity.

[0064] A third aspect of the present application provides a cooling method, which, as shown in Figure 2, is applied to the hybrid vehicle of the above embodiment, and the cooling method is Step 100 involves acquiring the operating parameters and environmental parameters of the aircraft 3, Step 200 involves obtaining the EGR rate of the recirculation unit 4, Step 300 involves obtaining the dew point temperature of the intake passage 602 based on the operating parameters of the aircraft 3, the environmental parameters of the aircraft 3, and the EGR rate. The procedure includes step 400, which controls the opening degree of the first valve 1 based on the dew point temperature so that the temperature inside the intake passage 602 is higher than the dew point temperature.

[0065] Since the hybrid vehicle described in the above embodiment is used, the cooling method of the present invention has the same technical effects as described in the above embodiment, and its explanation is omitted here.

[0066] To understand this, if the temperature inside the intake passage 602 is lower than the dew point temperature, water vapor in the air condenses into water droplets, forming condensed water. The presence of condensed water in the intake passage 602 is detrimental to the normal operation of the unit 3. Therefore, the dew point temperature can be used to assess whether condensation will occur in the intake passage 602. Calculating the dew point temperature of the intake passage 602 based on relevant parameters of the unit 3 and the recirculation unit 4 can improve the reliability of obtaining the dew point temperature.

[0067] By controlling the opening degree of the first valve 1, the flow rate of the coolant in the cooling passage 601 can be changed. When the flow rate of the coolant changes, the amount of heat that can be removed from the intake passage 602 also changes accordingly, thus adjusting the cooling effect on the intake passage 602. In turn, the temperature inside the intake passage 602 also changes accordingly. Therefore, by controlling the opening degree of the first valve 1, the degree of temperature reduction inside the intake passage 602 can be changed.

[0068] Since the temperature inside the intake passage 602 is generally higher than the dew point temperature and is affected by the flow rate of the coolant in the cooling passage 601, controlling the opening of the first valve 1 can significantly affect the temperature inside the intake passage 602. This is advantageous in preventing condensation from forming in the intake passage 602 and improving thermal efficiency.

[0069] In some embodiments of the present invention, the step of obtaining the dew point temperature of the intake passage 602 based on the operating parameters of the aircraft 3, the environmental parameters of the aircraft 3, and the EGR rate is, specifically, A step of establishing a three-dimensional coordinate system, wherein the X-axis of the three-dimensional coordinate system is a reference operating parameter, the Y-axis of the three-dimensional coordinate system is a reference environmental parameter, the Z-axis of the three-dimensional coordinate system is a reference EGR rate, and the reference dew point temperature is recorded at a coordinate point of the three-dimensional coordinate system. The steps include obtaining coordinate points based on the operating parameters of the above-mentioned aircraft 3, the environmental parameters of the above-mentioned aircraft 3, and the above-mentioned EGR rate, The procedure includes the step of setting the reference dew point temperature recorded at the coordinate point as the dew point temperature of the intake passage 602.

[0070] In the embodiment of the present invention, the operating parameters, environmental parameters, and EGR rate of the aircraft 3 constantly change during the operation of the hybrid vehicle of the present invention. Therefore, the reference operating parameters, reference environmental parameters, and reference EGR rate can be set as the X, Y, and Z coordinate systems, respectively. By distributing the corresponding dew point temperature for each coordinate point and obtaining the parameters of the three, the corresponding coordinate points in the coordinate system can be obtained, and the dew point temperature corresponding to the operating parameters, environmental parameters, and EGR rate of the aircraft 3 can be obtained.

[0071] In the embodiment of the present invention, several reference operating parameters are distributed on the X-axis, with a difference value between every pair of adjacent reference operating parameters. Several reference environmental parameters are distributed on the Y-axis, with a difference value between every pair of adjacent reference environmental parameters. Several reference EGR rates are distributed on the Z-axis, with a difference value between every pair of adjacent reference EGR rates.

[0072] Coordinate points are obtained based on the operating parameters of the aircraft 3, the environmental parameters of the aircraft 3, and the EGR rate. If the operating parameters of the aircraft 3 do not match the reference operating parameters, the reference operating parameters closest to the operating parameters of the aircraft 3 can be selected. If the environmental parameters of the aircraft 3 do not match the reference environmental parameters, the reference environmental parameters closest to the environmental parameters of the aircraft 3 can be selected. If the EGR rate of the aircraft 3 does not match the reference EGR rate, the reference EGR rate closest to the EGR rate of the aircraft 3 can be selected.

[0073] In some embodiments of the present invention, the step of obtaining the dew point temperature of the intake passage 602 based on the operating parameters of the aircraft 3, the environmental parameters of the aircraft 3, and the EGR rate is, specifically, The operating parameters of the aircraft 3, the environmental parameters of the aircraft 3, and the EGR rate are input to a model that acquires the dew point temperature. The dew point temperature output from the model that acquires the dew point temperature is used as the dew point temperature of the intake passage 602. The model that acquires the dew point temperature is obtained by training it using the operating parameters of the aircraft 3, the environmental parameters of the aircraft 3, and the EGR rate as samples, and the corresponding dew point temperature as a label.

[0074] In the embodiment of the present invention, multiple sets of data can be acquired depending on the actual situation. Each set of data includes one sample and one label. The sample includes the operating parameters of one aircraft 3, the environmental parameters corresponding to the operating parameters, and the EGR rate corresponding to the operating parameters. The label includes the dew point temperature. Each sample of each set of data is taken as input, and an output is obtained by computation of a neural network. The output and the label are compared and calculated to obtain a loss function. The weight matrix of the neural network is updated using the loss function, thereby obtaining a model for acquiring the dew point temperature after training multiple times. Using the obtained model, the dew point temperature can be acquired based on the operating parameters of the aircraft 3, the environmental parameters of the aircraft 3, and the EGR rate under each operating condition. Furthermore, the opening degree of the first valve 1 can be obtained based on the acquired dew point temperature.

[0075] In the embodiment of the present invention, the corresponding opening degree of the first valve 1 at each dew point temperature can be obtained by testing.

[0076] In some embodiments of the present invention, the operating parameters of the machine 3 include rotational speed.

[0077] To make it easier to understand, the rotational speed of the aircraft 3 can refer to the rotational speed of the crankshaft on the aircraft 3, and this parameter can characterize the speed of the crankshaft's rotation, and the speed of this parameter can affect the pressure in the intake passage 602 and further affect the dew point temperature.

[0078] In some embodiments of the present invention, the operating parameters of the machine 3 include torque.

[0079] To make it easier to understand, the rotational speed of the aircraft 3 can refer to the rotational speed of the crankshaft on the aircraft 3, and this parameter can characterize the speed of the crankshaft's rotation, and the speed of this parameter can affect the pressure in the intake passage 602 and further affect the dew point temperature.

[0080] In some embodiments of the present invention, the operating parameters of the machine 3 include rotational speed and torque.

[0081] To make it clear, the rotational speed of the airframe 3 can refer to the rotational speed of the crankshaft on the airframe 3, and this parameter can characterize the speed of the crankshaft's rotation, and this speed can affect the pressure in the intake passage 602 and further affect the dew point temperature. The rotational speed of the airframe 3 can refer to the rotational speed of the crankshaft on the airframe 3, and this parameter can characterize the speed of the crankshaft's rotation, and this speed can affect the pressure in the intake passage 602 and further affect the dew point temperature. Such an installation is advantageous in improving the reliability of obtaining the dew point temperature.

[0082] In some embodiments of the present invention, the environmental parameters of the aircraft 3 include the temperature at the intake end.

[0083] To understand this, when the temperature at the intake end rises, the moisture content in the intake passage 602 generally increases accordingly, which causes the dew point temperature to rise, and when the temperature at the intake end decreases, the moisture content in the intake passage 602 generally decreases accordingly, which causes the dew point temperature to decrease.

[0084] In some embodiments of the present invention, the environmental parameters of the aircraft 3 include the humidity at the intake end.

[0085] To understand this, when the humidity at the intake end increases, the moisture content in the air also increases, which causes the dew point temperature to rise, and when the humidity at the intake end decreases, the moisture content in the air also decreases, which causes the dew point temperature to decrease.

[0086] In some embodiments of the present invention, the environmental parameters of the aircraft 3 include the temperature at the intake end and the humidity at the intake end.

[0087] As can be understood, when the amount of EGR gas at the intake end increases, the moisture content in the intake passage 602 generally increases accordingly, which causes the dew point temperature to rise. Similarly, when the humidity of the ambient air at the intake end increases, the moisture content in the air also increases, which causes the dew point temperature to rise. Using the pressure and humidity at the intake end as conditions for obtaining the dew point temperature is advantageous in improving its reliability.

[0088] In this application, the terms "first" and "second" are merely for the purpose of describing the objective and should not be understood as indicating or implying relative importance. The term "plural" refers to two or more unless otherwise specified.

[0089] Those skilled in the art will readily conceive of other embodiments of the Application after considering the specification and carrying out the Application disclosed herein. The Application is intended to cover any variations, uses, or adaptability changes of the Application, including common or customary technical means known in the Art and not disclosed herein, in accordance with the general principles of the Application. The Specification and Examples are to be considered merely illustrative.

[0090] It should be understood that this application is not limited to the exact structure described above and shown in the drawings, and that various modifications and changes are possible without departing from that scope. The scope of this application is limited only by the attached claims.

[0091] Those skilled in the art will understand that all or some of the steps to implement the above embodiment may be implemented by hardware, or by a program that instructs the relevant hardware, and the program may be stored in a computer-readable storage medium, the storage medium being read-only memory, a magnetic disk, or an optical disk, etc.

[0092] The foregoing is merely a preferred embodiment of the present application and is not intended to limit it. Any modifications, equivalent substitutions, and improvements made without departing from the spirit and principles of the present application should all be included within the scope of the claims. [Explanation of Symbols]

[0093] 1. The first valve, 2. Air compressor, 3. Aircraft, 4. Recirculation unit, 41. Cooler, 42. Second valve, 5. Turbine, 6. Intercooler, 601. Cooling passage, 602. Intake passage, 7. Catalytic converter, 8. Adjustment valve, 9. Air cleaner, 10. Throttle valve body.

Claims

1. An engine comprising a first valve (1), an air compressor (2), a fuselage (3), a recirculation unit (4), a turbine (5), and an intercooler (6), wherein the intercooler (6) has a cooling passage (601) and an intake passage (602), the cooling passage (601) is used to cool the intake passage (602), and of these, The first valve (1) communicates with the cooling passage (601), and the first valve (1) is used to control the flow rate of the cooling passage (601). The intake passage (602) connects the air compressor (2) and the intake end of the machine body (3), The recirculation unit (4) connects the turbine (5) and the air compressor (2), The turbine (5) communicates with the exhaust end of the machine body (3), engine.

2. The recirculation unit (4) includes a cooler (41) and a second valve (42), and the turbine (5), the cooler (41), the second valve (42), and the air compressor (2) are in communication in order. The engine according to claim 1.

3. The engine further includes a catalytic converter (7), and the catalytic converter (7) and the cooler (41) are in communication with the exhaust port of the turbine (5), The engine according to claim 2.

4. The engine further includes a control valve (8), and the control valve (8) and the second valve (42) communicate with the intake port of the air compressor (2), respectively. The engine according to claim 3.

5. The engine includes a piston, the body has a cylinder, the piston is reciprocable within the cylinder, the total volume of the cylinder is 402.3 ml, and the combustion chamber volume of the cylinder is 27.2 ml. The engine according to claim 1.

6. The engine further includes an injector, the injector is in communication with the cylinder, and the fuel injection pressure of the injector is 350 bar or more. The engine according to claim 5.

7. A hybrid vehicle comprising a generator and an engine according to any one of claims 1 to 6, wherein the engine is used to drive the generator. Hybrid car.

8. A cooling method, which is applied to the hybrid vehicle described in claim 7, wherein the cooling method is The steps include acquiring the operating parameters and environmental parameters of the aforementioned aircraft (3), The steps include obtaining the EGR rate of the recirculation unit (4), The steps include obtaining the dew point temperature of the intake passage (602) based on the operating parameters of the aircraft (3), the environmental parameters of the aircraft (3), and the EGR rate, The step of controlling the opening degree of the first valve (1) based on the dew point temperature such that the temperature in the intake passage (602) becomes higher than the dew point temperature, Cooling method.

9. The operating parameters of the aforementioned machine (3) include at least one of rotational speed and torque, The cooling method according to claim 8.

10. The environmental parameters of the aforementioned aircraft (3) include at least one of the intake end temperature and the intake end humidity. The cooling method according to claim 8.

11. The step of obtaining the dew point temperature of the intake passage (602) based on the operating parameters of the aircraft (3), the environmental parameters of the aircraft (3), and the EGR rate specifically involves: A step of establishing a three-dimensional coordinate system, wherein the X-axis of the three-dimensional coordinate system is a reference operating parameter, the Y-axis of the three-dimensional coordinate system is a reference environmental parameter, the Z-axis of the three-dimensional coordinate system is a reference EGR rate, and the reference dew point temperature is recorded at a coordinate point of the three-dimensional coordinate system. The steps include acquiring coordinate points based on the operating parameters of the aircraft (3), the environmental parameters of the aircraft (3), and the EGR rate, The step of setting the reference dew point temperature recorded at the aforementioned coordinate point as the dew point temperature of the intake passage (602), The cooling method according to claim 8.

12. The step of obtaining the dew point temperature of the intake passage (602) based on the operating parameters of the aircraft (3), the environmental parameters of the aircraft (3), and the EGR rate is, specifically, The steps include inputting the operating parameters of the aircraft (3), the environmental parameters of the aircraft (3), and the EGR rate into a model for acquiring dew point temperature, and setting the dew point temperature output from the model for acquiring dew point temperature as the dew point temperature of the intake passage (602), wherein the model for acquiring dew point temperature is trained using the operating parameters of the aircraft (3), the environmental parameters of the aircraft (3), and the EGR rate as samples, and the corresponding dew point temperatures as labels, and is acquired by this training. The cooling method according to claim 8.

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