Engine, hybrid electric vehicle and cooling method

Abstract

Disclosed are an engine, a hybrid electric vehicle and a cooling method. The engine comprises a compressor (2), an intercooler (6), a throttling valve body (10), an engine body (3), a recirculation unit (4), a turbine (5) and a catalyst (7), the intercooler (6) is provided with a first valve (1), a cooling channel (601) and an air inlet channel (602), and the cooling channel (601) is used for cooling the air inlet channel (602). The first valve (1) is in communication with the cooling channel (601), and the first valve (1) is used for controlling the flow of the cooling channel (601). The air inlet channel (602) is in communication with the air compressor (2) and an air inlet end of the engine body (3). The recirculation unit (4) is in communication with the turbine (5) and the compressor (2). The turbine (5) is in communication with an exhaust end of the engine body (3). The engine can improve the thermal efficiency.

Description

Engine, hybrid vehicle and cooling method

[0001] The present application claims priority from the Chinese patent application No. 202410660869.2 filed on May 24, 2024 and entitled "Engine, hybrid vehicle and cooling method", the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0002] The present application relates to the technical field of engine cooling, and in particular to an engine, a hybrid vehicle and a cooling method. BACKGROUND

[0003] A hybrid vehicle is a kind of vehicle with multiple power sources, which can be driven by a user.

[0004] The hybrid vehicle includes an engine and a motor, both of which can drive the vehicle to travel.

[0005] In the related art, the hybrid vehicle has a high fuel consumption due to low thermal efficiency, thereby increasing the use cost.

[0006] SUMMARY

[0007] The embodiments of the present application provide an engine, a hybrid vehicle and a cooling method, which can be used to solve the problem of low thermal efficiency of the hybrid vehicle. The technical solutions are as follows:

[0008] The first aspect of the present application provides an engine, which includes a first valve, a compressor, a body, a recirculation unit, a turbine and an intercooler, the intercooler has a cooling channel and an intake channel, the cooling channel is used to cool the intake channel. Wherein,

[0009] The first valve is in communication with the cooling channel, and the first valve is used to control the flow of the cooling channel.

[0010] The intake channel is in communication with the intake end of the body and the compressor.

[0011] The recirculation unit is in communication with the turbine and the compressor.

[0012] The turbine is in communication with the exhaust end of the body.

[0013] Optionally, the recirculation unit includes a cooler and a second valve, the turbine, the cooler, the second valve and the compressor are sequentially in communication.

[0014] Optionally, the engine further includes a catalyst, the catalyst and the cooler are in communication with the exhaust port of the turbine, respectively.

[0015] Optionally, the engine further comprises a regulating valve, the regulating valve and the second valve being in communication with an air inlet of the compressor respectively.

[0016] Optionally, the engine comprises a piston, the body has a cylinder, the piston being capable of reciprocating in the cylinder, a total volume of the cylinder being 402.3ml, a combustion chamber volume of the cylinder being 27.2ml.

[0017] Optionally, the engine further comprises an oil injector, the oil injector being in communication with the cylinder, an oil injection pressure of the oil injector being greater than or equal to 350bar.

[0018] The second aspect of the present application provides a hybrid vehicle, the hybrid vehicle comprising a generator and the engine as described above, the engine being used to drive the generator.

[0019] The third aspect of the present application provides a cooling method, the cooling method being applied to the hybrid vehicle as described above, the cooling method comprising:

[0020] obtaining a working parameter and an environmental parameter of the body;

[0021] obtaining an EGR rate (Exhaust Gas Recirculation) of the recirculation unit;

[0022] obtaining a dew point temperature of the intake passage according to the working parameter of the body, the environmental parameter of the body and the EGR rate;

[0023] controlling an opening degree of the first valve according to the dew point temperature, so that a temperature in the intake passage is greater than the dew point temperature.

[0024] Optionally, the working parameter of the body comprises at least one of a rotating speed and a torque.

[0025] Optionally, the environmental parameter of the body comprises at least one of a temperature and a humidity of an air inlet.

[0026] Optionally, the obtaining of the dew point temperature of the intake passage according to the working parameter of the body, the environmental parameter of the body and the EGR rate specifically comprises:

[0027] establishing a three-dimensional coordinate system, an X axis of the three-dimensional coordinate system being a reference working parameter, a Y axis of the three-dimensional coordinate system being a reference environmental parameter, a Z axis of the three-dimensional coordinate system being a reference EGR rate, a coordinate point of the three-dimensional coordinate system recording a reference dew point temperature;

[0028] According to the working parameter of the engine body, the environmental parameter of the engine body and the EGR rate, a coordinate point is obtained; and a reference dew point temperature recorded by the coordinate point is taken as the dew point temperature of the intake passage.

[0029] Optionally, the dew point temperature of the intake passage is obtained according to the working parameter of the engine body, the environmental parameter of the engine body and the EGR rate, and specifically includes:

[0030] The working parameter of the engine body, the environmental parameter of the engine body and the EGR rate are input into a dew point temperature obtaining model, and a dew point temperature output by the dew point temperature obtaining model is taken as the dew point temperature of the intake passage, wherein the dew point temperature obtaining model is trained by taking the working parameter of the engine body, the environmental parameter of the engine body and the EGR rate as samples and taking the corresponding dew point temperature as a label.

[0031] The technical scheme provided by the embodiments of the present application has at least the following beneficial effects: the turbine can increase the intake pressure of the intake end of the engine body, reduce the pumping loss and improve the thermal efficiency. The intercooler can cool the pressurized gas, reducing the possibility of knock of the engine. The first valve controls the flow of the cooling passage, so that the cooling effect of the intercooler can be adapted to the demand of the intake passage, thereby improving the combustion stability of the engine and improving the thermal efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed in the embodiment description. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0033] Fig. 1 is a structural schematic diagram of an engine provided by an embodiment of the present application;

[0034] Fig. 2 is a flow schematic diagram of a cooling method provided by an embodiment of the present application.

[0035] The reference signs in the drawings are as follows: 1, first valve; 2, compressor; 3, engine body; 4, recirculation unit; 41, cooler; 42, second valve; 5, turbine; 6, intercooler; 601, cooling passage; 602, intake passage; 7, catalytic converter; 8, regulating valve; 9, air cleaner; 10, throttle body.

[0036] The specific embodiments of the present application have been shown by the above drawings, and will be described in more detail hereinafter. These drawings and detailed description are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical solutions and advantages of the present application more clear, the embodiments of the present application will be described in more detail hereinafter with reference to the drawings.

[0038] The first aspect of the present application provides an engine, as shown in FIG. 1, which comprises a first valve 1, a compressor 2, an engine 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, the cooling passage 601 is used to cool the intake passage 602. Wherein,

[0039] The first valve 1 is in communication with the cooling passage 601, and the first valve 1 is used to control the flow of the cooling passage 601.

[0040] The intake passage 602 is in communication with the intake end of the engine body 3 and the compressor 2.

[0041] The recirculation unit 4 is in communication with the turbine 5 and the compressor 2.

[0042] The turbine 5 is in communication with the exhaust end of the engine body 3.

[0043] It can be understood that the turbine 5 can increase the intake pressure of the intake end of the engine body 3, reduce the pumping loss, and improve the thermal efficiency. The intercooler 6 can cool the pressurized gas, reducing the possibility of knock of the engine of the present application. The first valve 1 can adapt the cooling effect of the intercooler 6 to the demand of the intake passage 602 by controlling the flow of the cooling passage 601, thereby improving the combustion stability of the engine of the present application to improve its thermal efficiency.

[0044] In the embodiments of the present application, the gas entering the inside of the engine body 3 can be ignited and burned, and the internal energy generated by the burning can be converted into mechanical energy, and then the exhaust gas generated after the burning is discharged, so that the engine completes a work. The engine generates power by circulating the above work.

[0045] In the embodiments of the present application, the turbine 5 is in communication with the exhaust end of the engine body 3, so that on the one hand the heat and pressure of the exhaust gas generated by the work of the engine body 3 can be reused, by guiding the gas with pressure to re-enter the engine body 3, the pumping can be reduced, and on the other hand the beneficial components in the exhaust gas can be used to participate in the next work.

[0046] In the embodiment of the present application, the air inlet channel 602 can supply air and gas from the circulating unit to enter the engine body 3, and the gas entering the engine body 3 provides oxygen and other related conditions for internal combustion, thereby realizing the normal work of the engine of the present application.

[0047] In the embodiment of the present application, the turbine 5 utilizes the heat of the exhaust gas, and the present application is beneficial to increase the temperature of the intake air, but due to the uncontrollable temperature of the exhaust gas, the temperature in the engine body 3 can be too high, which can cause the engine to knock and other conditions. This condition can reduce the power of the engine of the present application and increase the fuel consumption, which is not conducive to improving the thermal efficiency. Therefore, the gas in the air inlet channel 602 is cooled by the cooling channel 601 of the intercooler 6, and the working performance of the engine is improved. The cooling channel 601 can be attached to the outside of the air inlet channel 602, and the cooling liquid can pass through it to absorb the heat of the gas from the air inlet channel 602, thereby realizing the cooling effect of the air inlet channel 602. Among them, the head and tail of the cooling channel 601 can be connected to form a circulating structure, and the cooling liquid can reciprocate through the position of the cooling channel 601 attached to the air inlet channel 602. This is conducive to the continuous cooling of the cooling liquid to the air inlet channel 602.

[0048] In the embodiment of the present application, the gas in the air inlet channel 602 loses part of the heat under the action of the cooling channel 601, and the temperature decreases. The decrease in temperature can cause the gas in the air inlet channel 602 to precipitate condensed water, and the condensed water entering the engine body 3 can participate in work, which can reduce the working stability of the engine of the present application and cause the thermal efficiency to decrease. The first valve 1 is in communication with the cooling channel 601 and can be located outside the shell of the intercooler 6. In this way, the flow of the cooling liquid entering the cooling channel 601 can be controlled, and the cooling effect of the cooling channel 601 can be changed.

[0049] Since the engine is working, its working condition is not constant, but changes over time. Therefore, by controlling the flow of the cooling liquid in the cooling channel 601 through the first valve 1, the situation that the gas in the air inlet channel 602 precipitates condensed water can be reduced, which is conducive to improving the working stability of the engine of the present application. Among them, the first valve 1 can control the flow of the cooling channel 601 by controlling the opening degree. Alternatively, the first valve 1 can be a pneumatic regulating valve or an electric regulating valve.

[0050] In the embodiment of the present application, the air inlet channel 602 is in communication with the air inlet end of the compressor 2 and the engine body 3. The compressor 2 can increase the pressure of the gas entering the engine body 3, which is conducive to improving the combustion completeness of the gas and improving the thermal efficiency.

[0051] In the embodiment of the application, the recirculation unit 4 is connected to the turbine 5 and the compressor 2. The turbine 5 can collect the exhaust gas generated by the operation of the engine body 3, and introduce a proper amount of the exhaust gas into the compressor 2 through the recirculation unit 4, mix with other gas in the compressor 2, and participate in the operation. Since the exhaust gas contains gas such as carbon dioxide, which does not participate in the combustion and can absorb heat, when participating in the combustion, the highest temperature in the engine body 3 can be reduced, and the generation of nitrogen oxides can be reduced.

[0052] In the embodiment of the application, the turbine 5 can also be used to drive the compressor 2 to operate normally, so that the compactness of the engine of the application can be improved while maintaining the normal operation of the engine.

[0053] In the embodiment of the application, the engine of the application is specially used to provide power for the motor, and the motor generates electric energy by directly driving the rotor of the motor to rotate.

[0054] In the embodiment of the application, the throttle valve 10 can be further arranged between the air inlet channel 602 and the air inlet end of the engine body 3.

[0055] In some embodiments of the application, as shown in FIG. 1, 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 compressor 2 are sequentially connected.

[0056] It can be understood that the exhaust gas discharged from the turbine 5 can sequentially pass through the cooler 41 and the second valve 42 to reach the compressor 2 to participate in the next operation of the engine body 3. The second valve 42 can be used to control the amount of exhaust gas entering the compressor 2, so as to facilitate the mixing of the exhaust gas with other gas entering the compressor 2 and participating in the next combustion of the engine. The cooler 41 can reduce the temperature of the exhaust gas passing through the second valve 42, and reduce the damage of the second valve 42 due to absorbing too much heat.

[0057] In the embodiment of the application, the cooler 41 can be a heat exchanger.

[0058] In the embodiment of the application, the second valve 42 can be an electrically controlled valve.

[0059] In some embodiments of the application, as shown in FIG. 1, the engine further includes a catalyst 7, and the catalyst 7 and the cooler 41 are respectively connected to the exhaust outlet of the turbine 5.

[0060] It can be understood that the exhaust gas discharged from the turbine 5 can enter the next operation after being cooled by the cooler 41 according to actual needs, or can be directly discharged from the engine through the catalytic converter 7, so that the matching degree of the exhaust gas amount of the recirculation unit 4 and the actual demand amount can be improved, and the thermal efficiency of the engine of the present application can be improved. The catalytic converter 7 can catalyze the exhaust gas discharged from the turbine 5, so that the harmful components such as carbon monoxide, hydrocarbons and nitrogen oxides in the exhaust gas can be converted into carbon dioxide, nitrogen, hydrogen and water, and the pollution of the exhaust gas to the environment can be reduced.

[0061] In the embodiment of the present application, the catalytic converter 7 can be a three-way catalytic converter.

[0062] In the embodiment of the present application, the catalytic converter 7 and the turbine 5 and the catalytic converter 7 and the cooler 41 can be communicated through a three-way pipe.

[0063] In some embodiments of the present application, as shown in FIG. 1, the engine further comprises a regulating valve 8, and the regulating valve 8 and the second valve 42 are respectively communicated with the air inlet of the compressor 2.

[0064] It can be understood that under most working conditions, the regulating valve 8 is in a fully open state to reduce the influence on the intake air (the closing of the regulating valve 8 means that the intake resistance increases), and under the condition that the EGR system meets the working conditions, the pressure at the exhaust end is low and is not sufficient to drive the EGR gas into the compressor 2 and perform effective EGR gas flow calculation. At this time, by closing the regulating valve 8, the negative pressure before the compressor 2 is increased, the EGR gas on the exhaust side is sucked into the inlet of the compressor 2 and the effective EGR gas flow calculation condition is met, so that the engine can apply EGR under a larger range of working conditions to reduce fuel consumption. The fuel consumption optimization of the engine of the present application is improved.

[0065] In the embodiment of the present application, the engine obtains sufficient pressure difference to drive the exhaust gas to move to the intake air under as many working conditions as possible, which is beneficial to obtain good consistency of the EGR rate and improve the thermal efficiency.

[0066] In the embodiment of the present application, the end of the regulating valve 8 away from the compressor 2 can be communicated with the air filter 9 to filter the impurities of the air entering the compressor 2.

[0067] In the embodiment of the present application, the second valve 42 and the compressor 2 and the regulating valve 8 and the compressor 2 can be communicated through a three-way pipe.

[0068] In some embodiments of the present application, the engine comprises a piston, the engine body 3 has a cylinder, the piston can reciprocate in the cylinder, and the total volume of the cylinder is 402.3ml and the combustion chamber volume of the cylinder is 27.2ml.

[0069] It can be understood that the gas cylinder can be supplied with gas and gasoline mixed combustion, and the internal energy generated by combustion can drive the piston to move to generate power. The volume of the cylinder changes with the position of the piston in the cylinder, wherein when the piston is at the bottom dead center, the volume of the cylinder at this time is the total volume, which is 402.3ml; when the piston is at the top dead center, the volume of the cylinder at this time is the combustion chamber volume, which is 27.2ml. Because the expansion degree of the cylinder volume during operation is large, on the one hand, the temperature of the exhaust gas can be reduced, and the wasted energy can be reduced, so that the thermal efficiency of the application can be improved.

[0070] In the embodiment of the application, the gas cylinder and the piston can be sealed by the piston ring to reduce the leakage of the combustion gas.

[0071] In some embodiments of the application, the engine further comprises an oil injector, the oil injector being in communication with the gas cylinder, and the oil injection pressure of the oil injector being greater than or equal to 350bar.

[0072] It can be understood that the oil injector can inject misty gasoline into the gas cylinder. The gasoline mixes with the gas entering the gas cylinder and releases internal energy when ignited and burned. The oil injection pressure is greater than or equal to 350bar, which is conducive to the mixing of gasoline and gas entering the gas cylinder and sufficient combustion, so that the power of the engine of the application can be improved, the fuel consumption can be reduced, and the emission of pollutants can be reduced.

[0073] In the embodiment of the application, the oil injector can be a 5-hole oil injector or a 6-hole oil injector.

[0074] In the embodiment of the application, the orientation of the oil injector is the same as the orientation of the gas cylinder intake port, so that the oil jet sprayed by the oil injector follows the movement direction of the intake tumble flow, thereby further enhancing the intake tumble flow in the gas cylinder, reducing the interference of the oil jet to the intake tumble flow, and making the oil-gas mixture more uniform. The turbulent motion of the mixed gas can maintain high intensity, which can also accelerate the propagation speed of the combustion flame after ignition, and improve the thermal efficiency.

[0075] In the embodiment of the application, the engine further comprises a cam and an intake valve, the cam being used to drive the intake valve to reciprocate to seal the intake port of the cylinder and communicate the intake port of the cylinder with the intake end of the engine body 3. Among them, the lift of the intake valve is 1mm, and the intake lift duration is ≤150°, so that on the basis of realizing deep Miller cycle, the maximum intake valve lift is adjusted ≥9mm to improve the tumble ratio ≥3.7. In the embodiment of the application, the maximum thermal efficiency of the engine is ≥42%, and the specific fuel consumption of 220g / kW·h can be realized in the speed range of 1250rpm to 5250rpm.

[0076] The second aspect of the present application provides a hybrid vehicle, the hybrid vehicle comprising the engine of the above-mentioned embodiment and a generator, the engine being configured to drive the generator.

[0077] It can be understood that, due to the engine of the above-mentioned embodiment, the hybrid vehicle of the present application has the same technical effects as the above-mentioned embodiment, which will not be repeated here.

[0078] In the embodiment of the present application, the engine is configured to drive the motor to generate electricity.

[0079] The third aspect of the present application provides a cooling method, as shown in FIG. 2, the cooling method being applied to the hybrid vehicle of the above-mentioned embodiment, the cooling method comprising:

[0080] 100: obtaining the working parameters and the environmental parameters of the engine block 3;

[0081] 200: obtaining the EGR rate of the recirculation unit 4;

[0082] 300: obtaining the dew point temperature of the intake passage 602 according to the working parameters of the engine block 3, the environmental parameters of the engine block 3 and the EGR rate;

[0083] 400: controlling the opening degree of the first valve 1 according to the dew point temperature, so that the temperature in the intake passage 602 is greater than the dew point temperature.

[0084] Due to the hybrid vehicle of the above-mentioned embodiment, the cooling method of the present application has the same technical effects as the above-mentioned embodiment, which will not be repeated here.

[0085] It can be understood that, when the temperature in the intake passage 602 is less than the dew point temperature, the water vapor in the air will condense into water droplets to form condensed water. When the intake passage 602 has condensed water, it is not conducive to the normal operation of the engine block 3. Therefore, the dew point temperature can evaluate the situation of the condensed water in the intake passage 602. Calculating the dew point temperature of the intake passage 602 according to the related parameters of the engine block 3 and the recirculation unit 4 can improve the reliability of obtaining the dew point temperature.

[0086] By controlling the opening degree of the first valve 1, the flow rate of the cooling liquid in the cooling passage 601 can change. When the flow rate of the cooling liquid changes, the heat in the intake passage 602 that can be taken away will also change, so that the cooling effect of the intake passage 602 can be adjusted. Correspondingly, the temperature in the intake passage 602 will also change. Therefore, by controlling the opening degree of the first valve 1, the temperature drop in the intake passage 602 can be changed.

[0087] Since the temperature in the intake passage 602 is generally greater than the dew point temperature and is affected by the flow of the coolant in the cooling passage 601, controlling the opening degree of the first valve 1 can have a significant effect on the temperature in the intake passage 602, thus helping to avoid the situation that the intake passage 602 produces condensed water and improve the thermal efficiency.

[0088] In some embodiments of the present application, the dew point temperature of the intake passage 602 is obtained according to the working parameter of the engine 3, the environmental parameter of the engine 3 and the EGR rate, specifically including:

[0089] A three-dimensional coordinate system is established, the X-axis of the three-dimensional coordinate system is the reference working parameter, the Y-axis of the three-dimensional coordinate system is the reference environmental parameter, the Z-axis of the three-dimensional coordinate system is the reference EGR rate, and the coordinate point of the three-dimensional coordinate system records a reference dew point temperature;

[0090] The coordinate point is obtained according to the working parameter of the engine 3, the environmental parameter of the engine 3 and the EGR rate;

[0091] The reference dew point temperature recorded by the coordinate point is taken as the dew point temperature of the intake passage 602.

[0092] In embodiments of the present application, the working parameter of the engine 3, the environmental parameter of the engine 3 and the EGR rate will change constantly during the working process of the hybrid vehicle of the present application. Therefore, the reference working parameter, the reference environmental parameter and the reference EGR rate can be taken as the X-axis, the Y-axis and the Z-axis of the coordinate system respectively, and for each coordinate point, there is a corresponding dew point temperature. By obtaining the parameters of the above three, the corresponding coordinate point in the coordinate system is obtained, and the dew point temperature corresponding to the working parameter of the engine 3, the environmental parameter of the engine 3 and the EGR rate is obtained.

[0093] In embodiments of the present application, a plurality of reference working parameters are distributed on the X-axis, and each two adjacent reference working parameters have a difference. A plurality of reference environmental parameters are distributed on the Y-axis, and each two adjacent reference environmental parameters have a difference. A plurality of reference EGR rates are distributed on the Z-axis, and each two adjacent reference EGR rates have a difference.

[0094] The coordinate point is obtained according to the working parameter of the engine 3, the environmental parameter of the engine 3 and the EGR rate. When the working parameter of the engine 3 is inconsistent with the reference working parameter, the reference working parameter closest to the working parameter of the engine 3 can be selected; when the environmental parameter of the engine 3 is inconsistent with the reference environmental parameter, the reference environmental parameter closest to the environmental parameter of the engine 3 can be selected; when the EGR rate of the engine 3 is inconsistent with the reference EGR rate, the reference EGR rate closest to the EGR rate of the engine 3 can be selected.

[0095] In some embodiments of the present application, the dew point temperature of the intake passage 602 is obtained according to the working parameter of the engine 3, the environmental parameter of the engine 3, and the EGR rate, specifically including:

[0096] The working parameter of the engine 3, the environmental parameter of the engine 3, and the EGR rate are input into the model for obtaining the dew point temperature, so as to obtain the dew point temperature output by the model for obtaining the dew point temperature as the dew point temperature of the intake passage 602, and the model for obtaining the dew point temperature takes the working parameter of the engine 3, the environmental parameter of the engine 3, and the EGR rate as samples and takes the dew point temperature corresponding to the samples as labels to train and obtain.

[0097] In the embodiments of the present application, a plurality of groups of data can be obtained according to actual conditions, each group of data including one sample and one label, the sample including one working parameter of the engine 3, an environmental parameter corresponding to the working parameter, and an EGR rate corresponding to the working parameter, and the label including the dew point temperature. Each sample of each group of data is taken as input, and the output is obtained through the calculation of the neural network. The output is compared and calculated with the label to obtain a loss function, and the weight matrix of the neural network is updated by using the loss function. The model for obtaining the dew point temperature is obtained through such multiple training. By using the obtained model, the dew point temperature can be obtained according to the working parameter of the engine 3, the environmental parameter of the engine 3, and the EGR rate under each working condition, and the opening degree of the first valve 1 is obtained according to the obtained dew point temperature.

[0098] In the embodiments of the present application, the opening degree of the first valve 1 corresponding to each dew point temperature can be obtained through experiments.

[0099] In some embodiments of the present application, the working parameter of the engine 3 includes the rotating speed.

[0100] It can be understood that the rotating speed of the engine 3 can refer to the rotating speed of the crankshaft on the engine 3, and this parameter can represent the speed of the rotation of the crankshaft. The speed of this parameter will affect the pressure in the intake passage 602, and then affect the dew point temperature.

[0101] In some embodiments of the present application, the working parameter of the engine 3 includes the torque.

[0102] It can be understood that the rotating speed of the engine 3 can refer to the rotating speed of the crankshaft on the engine 3, and this parameter can represent the speed of the rotation of the crankshaft. The speed of this parameter will affect the pressure in the intake passage 602, and then affect the dew point temperature.

[0103] In some embodiments of the present application, the working parameter of the engine 3 includes the rotating speed and the torque.

[0104] It can be understood that the rotating speed of the engine body 3 can refer to the rotating speed of the crankshaft on the engine body 3, which can represent the fast or slow speed of the rotation of the crankshaft, and the fast or slow speed of the parameter will affect the pressure in the intake passage 602, and then affect the dew point temperature. The rotating speed of the engine body 3 can refer to the rotating speed of the crankshaft on the engine body 3, which can represent the fast or slow speed of the rotation of the crankshaft, and the fast or slow speed of the parameter will affect the pressure in the intake passage 602, and then affect the dew point temperature. Thus, the reliability of obtaining the dew point temperature is improved.

[0105] In some embodiments of the present application, the environmental parameter of the engine body 3 includes the temperature of the intake end.

[0106] It can be understood that when the temperature of the intake end increases, the moisture content in the intake passage 602 will generally also increase, resulting in an increase in the dew point temperature; when the temperature of the intake end decreases, the moisture content in the intake passage 602 will generally also decrease, resulting in a decrease in the dew point temperature.

[0107] In some embodiments of the present application, the environmental parameter of the engine body 3 includes the humidity of the intake end.

[0108] It can be understood that when the humidity of the intake end increases, the moisture content in the air will also increase, resulting in an increase in the dew point temperature; when the humidity of the intake end decreases, the moisture content in the air will also decrease, resulting in a decrease in the dew point temperature.

[0109] In some embodiments of the present application, the environmental parameter of the engine body 3 includes the temperature of the intake end and the humidity of the intake end.

[0110] It can be understood that when the amount of EGR gas of the intake end increases, the moisture content in the intake passage 602 will generally also increase, resulting in an increase in the dew point temperature; when the environmental air humidity of the intake end increases, the moisture content in the air will also increase, resulting in an increase in the dew point temperature. Taking the pressure of the intake end and the humidity of the intake end as the conditions for obtaining the dew point temperature, the reliability thereof is improved.

[0111] In the present application, the terms "first" and "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance. The term "a plurality of" refers to two or more, unless otherwise explicitly limited.

[0112] Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. The present application is intended to cover any variations, uses, or adaptations of the application following the general principles thereof and including such departures from the present disclosure as come within known or customary practice in the art to which the application pertains. The specification and examples are to be regarded as illustrative only.

[0113] It is to be understood that the application is not limited to the precise construction herein described and illustrated and that various modifications and changes can be made by those skilled in the art without departing from the scope thereof. The scope of the application is limited only by the claims appended hereto.

[0114] Those skilled in the art can understand that all or part of the steps of the above-mentioned embodiments can be completed by hardware, or by program instructing relevant hardware to complete, and the program can be stored in a computer readable storage medium, such as read-only memory, magnetic disk or optical disk.

[0115] The above only describes the preferred embodiments of the present application, and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An engine wherein, The engine comprises a first valve (1), a compressor (2), an engine body (3), a recirculation unit (4), a turbine (5) and an intercooler (6), the intercooler (6) has a cooling passage (601) and an air inlet passage (602), the cooling passage (601) is used for cooling the air inlet passage (602), wherein, The first valve (1) is in communication with the cooling passage (601), and the first valve (1) is used for controlling the flow of the cooling passage (601); The air inlet passage (602) is in communication with the air inlet end of the compressor (2) and the engine body (3); The recirculation unit (4) is in communication with the turbine (5) and the compressor (2); The turbine (5) is in communication with the exhaust end of the engine body (3).

2. The engine of claim 1, wherein, The recirculation unit (4) comprises a cooler (41) and a second valve (42), and the turbine (5), the cooler (41), the second valve (42) and the compressor (2) are sequentially in communication.

3. The engine of claim 2, wherein, The engine further comprises a catalytic converter (7), and the catalytic converter (7) and the cooler (41) are respectively in communication with the air outlet of the turbine (5).

4. The engine of claim 3, wherein, The engine further comprises a regulating valve (8), and the regulating valve (8) and the second valve (42) are respectively in communication with the air inlet of the compressor (2).

5. The engine of claim 1, wherein, The engine comprises a piston, the engine body has a cylinder, the piston can reciprocate in the cylinder, the total volume of the cylinder is 402.3ml, and the combustion chamber volume of the cylinder is 27.2ml.

6. The engine of claim 5, wherein, The engine further comprises an oil injector, the oil injector is in communication with the cylinder, and the oil injection pressure of the oil injector is greater than or equal to 350bar.

7. A hybrid vehicle, wherein, The hybrid vehicle comprises a generator and the engine according to any one of claims 1 to 6, and the engine is used to drive the generator.

8. A cooling method, wherein, The cooling method is applied to the hybrid vehicle according to claim 7, and the cooling method comprises: Obtaining the working parameters and environmental parameters of the engine body (3); Obtaining the EGR rate of the recirculation unit (4); Obtaining the dew point temperature of the air inlet passage (602) according to the working parameters of the engine body (3), the environmental parameters of the engine body (3) and the EGR rate; Controlling the opening degree of the first valve (1) according to the dew point temperature, so that the temperature in the air inlet passage (602) is greater than the dew point temperature.

9. The cooling method of claim 8, wherein, The working parameters of the engine body (3) comprise at least one of the rotating speed and the torque.

10. The cooling method of claim 8, wherein, The environmental parameters of the engine body (3) comprise at least one of the temperature of the air inlet end and the humidity of the air inlet end.

11. The cooling method of claim 8, wherein, The dew point temperature of the air inlet passage (602) is obtained according to the working parameters of the engine body (3), the environmental parameters of the engine body (3) and the EGR rate, and specifically comprises: A three-dimensional coordinate system is established, the X-axis of the three-dimensional coordinate system is a reference working 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 a coordinate point of the three-dimensional coordinate system records a reference dew point temperature; According to the working parameters of the engine (3), the environmental parameters of the engine (3) and the EGR rate, Obtain coordinate points; Record the reference dew point temperature of the coordinate points as the dew point temperature of the intake passage (602).

12. The cooling method of claim 8, wherein, According to the working parameters of the engine (3), the environmental parameters of the engine (3) and the EGR rate, obtain the dew point temperature of the intake passage (602), specifically comprising: Input the working parameters of the engine (3), the environmental parameters of the engine (3) and the EGR rate into the dew point temperature acquisition model, and take the dew point temperature output by the dew point temperature acquisition model as the dew point temperature of the intake passage (602), wherein the dew point temperature acquisition model takes the working parameters of the engine (3), the environmental parameters of the engine (3) and the EGR rate as samples, and takes the corresponding dew point temperature as a label to train and obtain.

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