KR20190107363A - Method for controlling Inter cooler for automobile and cooling system thereof - Google Patents

Abstract

The present invention relates to a method for controlling an intercooler of a vehicle including a bypass valve. The bypass valve is installed between an inlet and an outlet connected to an end of a U-shaped cooling unit. The bypass valve can be opened and closed for compressed air to be bypassed from the inlet to the outlet without passing a cooling unit. The method for controlling an intercooler of a vehicle includes: a step of determining whether the compressed air injected into the intercooler is bypassed by measuring a load and a speed of an engine; a step of closing the bypass valve to prevent the flow between the inlet and the outlet when bypassing of the compressed air is necessary; and a step of opening the bypass valve for the compressed air to directly flow between the inlet and the outlet when the compressed air is less than a cooling reference value when the bypassing of the compressed air is unnecessary. The method for controlling an intercooler of a vehicle controls the flow of the compressed air of a turbocharger injected into the intercooler and improves cooling efficiency of the whole vehicle by intensively cooling a part which needs to be cooled in relation with a radiator.

Description

Method for controlling Inter cooler for automobile and cooling system

The present invention relates to a control method of an intercooler for a vehicle, and more particularly, to control the flow of pressurized air of a turbocharger injected into an intercooler, and to increase the cooling efficiency in relation to a radiator. It relates to a cooling system.

In general, in a vehicle equipped with a turbocharger, an intercooler for cooling the compressed air in the turbocharger is used.

    The turbocharger compresses the intake air (outside air) by using the pressure of the exhaust gas discharged through the exhaust manifold of the engine and supplies it to the intercooler. The intercooler receives the intake air whose temperature rises while the turbocharger compresses the outside air. By effectively cooling the running wind and supplying it to the intake manifold of the engine, the engine output and fuel economy are improved, and exhaust gas is reduced and engine noise is reduced.

    In addition, the radiator (radiator) is a device for cooling the cooling water heated in the engine, it is usually composed of an upper tank, a lower tank and a radiator core. When the coolant whose temperature has risen passes through the radiator core, the radiator cools the coolant using the driving wind introduced as the vehicle travels or the outside air introduced by the driving of the cooling fan.

     That is, both the radiator and the intercooler are modules for cooling the vehicle by using the driving wind. In general, the intercooler is disposed in front of the hood and the radiator and cooling fan are located at the rear side.

    FIG. 1 is a schematic diagram illustrating such an intercooler 3 and a radiator 4, and FIG. 2 is a view illustrating the interior of the intercooler 3 of FIG. 1.

    Typically, the air pressurized in the turbocharger is introduced into the intercooler 3 through the intake hose 1, and the air is introduced back into the engine through the discharge hose 2 after being cooled in the intercooler 3.

     As shown in FIG. 2, a bypass route 7 is formed in the lower portion of the cooling tube of the existing intercooler 3, and the air flows through the bypass valve 5 to the intercooler cooling tube 6 or the bypass route ( 7) to selectively flow.

     However, the conventional intercooler 3 shown in FIG. 2 should have a structure having a separate space between a path through which air passes when the air is cooled and a path through which air passes when the air is not cooled. . Only one of the two routes is used at any given time, resulting in reduced efficiency, cost and weight.

     In addition, since the running wind is supplied to the radiator 4 after passing through the intercooler 3, when the running wind absorbs a lot of heat from the intercooler 3, there is a problem that the cooling efficiency of the radiator 4 is lowered. You can't control it.

     In order to solve this problem, when the size of the intercooler 3 and the radiator 4 is increased so that heat exchange can be made while contacting the driving wind with a large area, a decrease in efficiency, a cost, and a weight increase occur.

       SUMMARY OF THE INVENTION An object of the present invention is to provide a method for controlling an intercooler for a vehicle that can control a flow of pressurized air of a turbocharger injected into an intercooler, thereby improving cooling efficiency in relation to a radiator.

The intercooler control method for an automobile according to an aspect of the present invention is installed between an inlet and an outlet connected to an end portion of a U-shaped cooling unit, and is opened and closed so that compressed air is bypassed directly from the inlet to the outlet without passing through the cooling unit. An intercooler control method for a vehicle including a bypass valve, the method comprising: determining whether a compressed air injected into an intercooler is bypassed by measuring an engine load and a speed; If bypass of the compressed air is not required, closing the bypass valve to block flow between the inlet and outlet; And when the bypass of the compressed air is necessary, opening the bypass valve to directly flow the compressed air between the inlet and the outlet when the compressed air is smaller than the cooling reference value.

       The control method of the automotive intercooler of the present invention can control the flow of compressed air of the turbocharger injected into the intercooler, thereby increasing the cooling efficiency of the entire vehicle through intensive cooling of the portion requiring cooling in relation to the radiator.

     In addition, the bypass function can be implemented in the intercooler itself, so that it can be omitted without the need for a separate HP ERG cooler bypass valve, thereby simplifying the whole system, reducing the weight of the vehicle and reducing the parts, thereby reducing the cost. have.

1 is a schematic diagram showing an intercooler and a radiator according to the prior art;
FIG. 2 is a view illustrating the interior of the intercooler of FIG. 1. FIG.
3 is a schematic diagram illustrating an automotive cooling system of the present invention.
Figure 4 is a view showing the flow of compressed air when opening the bypass valve according to the intercooler control method for a vehicle of the present invention.
5 is a view showing the flow of compressed air at the closing of the bypass valve according to the intercooler control method for a vehicle of the present invention.
6 is a vehicle intercooler control method according to an embodiment of the present invention.
7 is a vehicle intercooler control method according to another embodiment of the present invention.

      Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. In this process, the size or shape of the components shown in the drawings may be exaggerated for clarity and convenience of description. In addition, terms that are specifically defined in consideration of the configuration and operation of the present invention may vary depending on the intention or custom of the user or operator. Definitions of these terms should be made based on the contents throughout the specification.

Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings.

3, the radiator 20 and the intercooler 10 are illustrated with reference to FIG. 3, which shows the vehicle cooling system of the present invention for efficient vehicle cooling. Before describing the control method of the intercooler 10, the vehicle cooling system shown in FIG. 3 will be described.

The automotive cooling system of the present invention includes an intercooler (10), a radiator (20), and a vehicle of a bypass valve (15) and a U-shaped cooling unit (12) located between an inlet (11) and an outlet (19). The control unit 30 receives the state information and controls the bypass valve 15 of the intercooler.

Radiator 20 is a device for cooling the cooling water heated in the engine, it is usually composed of an upper tank, a lower tank and a radiator core. When the temperature of the cooling water rises through the radiator core, the radiator 20 cools the cooling water by using the driving wind introduced by the driving of the vehicle or the outside air introduced by the driving of the cooling fan.

In the relationship with the intercooler 10, since the vehicle is located behind the vehicle rather than the intercooler 10, the cooling efficiency of the radiator 20 depends on how much the driving wind absorbs heat from the intercooler 10.

The intercooler 10 is composed of an inlet 11, a cooling unit 12, an outlet 19 and a bypass valve 15.

Inlet 11 is connected to the turbocharger for compressing the exhaust gas discharged through the exhaust manifold of the engine, the compressed air is injected into the intercooler 10 through the inlet 11 from the turbocharger. In the cooling unit 12, the compressed air moves along the path and is cooled by running wind and heat exchange. The compressed air, which has passed through the cooling unit 12 at the outlet 19 and has a lower temperature, is discharged to be supplied to the engine again.

As shown in FIG. 3, the cooling unit 12 has a U-shaped flow path. Since it passes through the U-shaped flow path, the cooling path is doubled as compared with the conventional intercooler 3 shown in FIG. The inlet 11 and the outlet 19 are located side by side on the cooling unit 12, the inlet 11 and the outlet 19 is connected to the end of each of the U-shaped cooling unit 12.

4 and 5 are cross-sectional views showing the inside of the inlet 11 and the outlet 19 of the intercooler 10, between the cooling fin 13 of the cooling unit 12 and the outlet 19 of the inlet 11. Shown is a bypass valve 15 located at.

The cooling fin 13 not only serves to guide the movement path of the compressed air passing through the cooling unit 12 but also serves to widen the area in contact with the intercooler 10.

The bypass valve 15 is located between the inlet 11 and the outlet 19 located side by side on one side. In this embodiment, the bypass valve rotating plate 16 is included, and the bypass valve rotating plate 16 is operated to operate the bypass valve 15 to cover or open the passage between the inlet 11 and the outlet 19. do.

4 is a view showing a state in which the bypass valve 15 is opened (a state in which the bypass valve rotating plate 16 does not block the passage between the inlet 11 and the outlet 19), and FIG. 5 is a bypass. It is a figure which shows the state which closed the valve 15 (the state in which the bypass valve rotating plate 16 obstructed the passage | interval between inlet 11 and outlet 19).

When the bypass valve 15 is opened as shown in FIG. 4, the compressed air is bypassed directly from the inlet 11 to the outlet 19 without passing through the cooling unit 12.

On the other hand, when the bypass valve 15 is closed as shown in FIG. 5, since the air flow connection between the inlet 11 and the outlet 19 is possible only through the cooling unit 12, the compressed air 12 is cooled. Will pass).

The control unit 30 receives the information of one or more of the load, speed, engine speed and gear of the engine to determine whether the bypass of the intercooler needs to be based on the information, and the bypass according to the determination result Control opening and closing the valve.

That is, the above-described operation of the bypass valve 15 is controlled based on one or more information of the load, speed, engine rotation speed, and gear of the engine received from the controller 30.

Hereinafter, a method of controlling the intercooler 10 for cooling the vehicle using the vehicle cooling system illustrated in FIGS. 3 to 5 will be described in detail with reference to FIGS. 6 and 7.

6 is a flowchart illustrating a method of controlling the cooling of the vehicle by controlling the intercooler 10 illustrated in FIGS. 3 to 5.

First, it is determined whether the compressed air injected into the intercooler 10 is bypassed (S100). In order to determine whether the bypass is performed, the engine load and the speed are measured (S110) to determine which part of the intercooler 10 and the radiator 20 requires more cooling.

When the towing mode for attracting heavy loads is operated at a low speed of about 30km, the utilization rate of the turbocharger is lowered, but cooling of the radiator 20 is more important than the intercooler 10 because the load on the engine is high. In this case, it is necessary to bypass the compressed air passing through the intercooler 10 so that the running wind does not absorb much heat from the intercooler 10 for cooling the radiator 20.

That is, it is determined whether the low speed high load state (S120), if it is a low speed high load state, it is determined that bypass is necessary (S130), or it is determined that bypass is unnecessary (S140). Next, it is determined whether the bypass valve 15 is closed or open based on the result of determining whether the bypass is necessary in step S100 (S160 and S180).

In the case of the critical cooling mode of the radiator 20, in which the radiator 20 is more important than the intercooler 10 due to the low speed / high load, it is determined that a bypass of the compressed air introduced into the intercooler 10 is necessary (S130). ).

In this case, as shown in FIG. 4, the bypass valve 15 is opened so that compressed air flows directly between the inlet 11 and the outlet 11 (S160). As a result, the traveling wind passing through the intercooler 10 does not need to absorb much heat from the intercooler 10, thus reaching the radiator 20 in a low temperature state to absorb the heat of the cooling water of the radiator 20.

When the bypass valve 15 is opened, the flow of compressed air to the cooling unit 12 may be completely blocked, but if the flow of compressed air to the cooling unit 12 is not blocked, the compression injected into the inlet 11 may be prevented. Some of the air passes through the cooling unit 12 and the compressed air having a lower temperature by passing through the cooling unit 12 is mixed with the high-temperature compressed air introduced into the inlet 11 to come out of the outlet 11.

That is, in this case, unlike the case where the compressed air flow to the cooling unit 12 is completely blocked, the intercooler 10 may partially cool the compressed air. However, by opening the bypass valve 15, most of the compressed air is discharged directly to the outlet 11 rather than the cooling unit 12 having a relatively small size of the flow path.

On the contrary, in the case of the intercooler critical cooling mode in which the cooling of the compressed air introduced into the intercooler 10 is important, such as a high speed / high load state, it is determined that bypass is unnecessary (S140). As shown in FIG. 5, the bypass valve 15 is closed to block compressed air flowing directly from the inlet 11 toward the outlet 19 (S180).

Compressed air flowing into the inlet 11 passes through the cooling unit 12 and exits to the outlet 19, and the traveling wind absorbs a lot of heat from the compressed air passing through the intercooler 10. At this time, since the speed of the vehicle is high speed, the amount of driving wind is relatively high, so that the driving wind may cool the radiator 20 even if heat is absorbed from the intercooler 10.

7 is a flowchart showing another embodiment of the present invention, in which case the intercooler 10 shown in FIGS. 3 to 5 is used. In this case, however, the above-described embodiment and a criterion for determining whether the bypass is necessary are high and low fuel consumption and gear stages of the engine.

In order to determine whether the compressed air injected into the intercooler 10 (S200) by measuring the fuel consumption of the engine and the gear stage (S210), the intercooler 10 that requires more cooling of the intercooler 10 It is determined whether the critical cooling mode or the radiator 20 critical cooling mode requires further cooling of the radiator 20.

When in towing mode to attract heavy loads, the vehicle moves with a low gear (1st / 2nd gear) to move large weights. At this time, the engine consumes a lot of fuel, but the speed is low, and because the fuel consumption is large, the cooling of the radiator 20 is important.

Therefore, at this time, it is necessary to bypass the compressed air passing through the intercooler 10 to prevent the intercooler 10 from absorbing a large amount of heat.

In other words, it is determined whether the fuel consumption is large and whether the gear is low (S220). If the fuel consumption is high and the low gear, it is determined that bypass is necessary (S230), or it is determined that bypass is unnecessary (S240).

After determining whether the bypass is necessary, the bypass valve opening step S260 and the bar bypass valve closing step S280 are similar to those described above and thus will be omitted.

As described above, the control method of the automotive intercooler of the present invention controls the flow of the compressed air of the turbocharger injected into the intercooler, the cooling efficiency of the entire vehicle through the centralized cooling of the portion that requires cooling in relation to the radiator Can increase.

In addition, it is possible to implement a bypass function in the intercooler itself can be removed separate HP ERG cooler bypass valve can reduce the weight by simplifying the system has the effect of cost reduction.

Although the above has been described with reference to a preferred embodiment of the present invention, those skilled in the art to which the present invention pertains without departing from the spirit and scope of the present invention as set forth in the claims below It will be appreciated that modifications and variations can be made.

10: intercooler 11: inlet
12: cooling unit 13: cooling fins
15: Bypass valve 16: Bypass valve rotating plate
19: outlet

Claims (3)

In the vehicle intercooler control method comprising a bypass valve installed between the inlet and outlet connected to the cooling end of the predetermined shape, the bypass valve can be opened and closed so that the compressed air is bypassed directly from the inlet to the outlet without passing through the cooling unit. ,
Measuring the load, speed, engine speed, or gear of the gear of the engine when the compressed air is injected into the inlet;
The necessity of bypassing the compressed air is determined by at least one of the measured load of the engine, the speed, the engine rotation speed, and the shift gear, and if necessary, the compressed air goes to the outlet without passing through the cooling unit. Opening the bypass valve to exit; And
The necessity of bypassing the compressed air is determined based on the measured load of the engine, the speed, the engine rotation speed, or the shift gear, and if not necessary, some of the compressed air injected into the inlet is cooled. And closing the bypass valve so that the compressed air cooled through the unit and the high temperature compressed air introduced into the inlet are mixed and come out of the outlet. The method of claim 1, wherein the determining of the need for bypassing comprises:
At low speeds and at high engine loads, a bypass is necessary.
A vehicle intercooler control method for determining that no other bypass is required. The method of claim 1, wherein the determining of the need for bypassing comprises:
A method of controlling an intercooler for a vehicle, characterized in that it is determined that a bypass is necessary when operating at a low gear while a large amount of fuel is consumed.

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