WO2018010593A1 - Egr冷却器 - Google Patents

Egr冷却器 Download PDF

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Publication number
WO2018010593A1
WO2018010593A1 PCT/CN2017/092075 CN2017092075W WO2018010593A1 WO 2018010593 A1 WO2018010593 A1 WO 2018010593A1 CN 2017092075 W CN2017092075 W CN 2017092075W WO 2018010593 A1 WO2018010593 A1 WO 2018010593A1
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WO
WIPO (PCT)
Prior art keywords
coolant
branch
egr cooler
main pipe
inlet
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PCT/CN2017/092075
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English (en)
French (fr)
Inventor
陈宇清
李君�
薛亮
尹兆雷
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联合汽车电子有限公司
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Application filed by 联合汽车电子有限公司 filed Critical 联合汽车电子有限公司
Publication of WO2018010593A1 publication Critical patent/WO2018010593A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/29—Constructional details of the coolers, e.g. pipes, plates, ribs, insulation or materials
    • F02M26/32—Liquid-cooled heat exchangers

Definitions

  • This invention relates to the field of automotive applications, and more particularly to an EGR cooler.
  • EGR Exhaust Gas Recirculation
  • High-load knocking has attracted the attention of OEMs (Original Equipment Manufacturers).
  • the EGR system mainly includes components such as an EGR valve, an EGR cooler, and an EGR line, wherein the EGR cooler cools the high temperature exhaust gas and introduces it into the intake line, and mixes with the fresh air to enter the combustion chamber. If the EGR exhaust gas is not sufficiently cooled, it will not only reduce the intake air charge, but also may not achieve the purpose of suppressing knocking.
  • the present invention provides an EGR cooler comprising: a housing and a coolant main pipe distributed in the casing, the inlet and the outlet of the coolant main pipe are respectively located at two ends of the casing, and further includes at least one coolant branch, the at least one coolant branch The inlet is connected to the coolant main pipe, and the coolant flows out through a part of the coolant main pipe and at least one coolant branch or completely through the coolant main pipe.
  • an outlet of the at least one coolant branch is connected to an outlet of the coolant main line.
  • the outlet of the at least one coolant branch is connected to the outlet of the coolant main pipe through a valve.
  • the number of the coolant branches is plural, and the inlets of the plurality of coolant branches are connected to different positions of the coolant main path.
  • connection of the inlet of the coolant branch to the coolant main line divides the coolant main line equally.
  • the inlet of the at least one coolant branch is connected to the inlet of the coolant main line.
  • the inlet of the at least one coolant branch is connected to the inlet of the coolant main pipe through a valve.
  • the number of the coolant branches is plural, and the outlets of the plurality of coolant branches are connected to different positions of the coolant main path.
  • the coolant main pipe is equally divided at the junction of the outlet of the coolant branch and the coolant main pipe.
  • the coolant main pipe is bent and distributed in the casing.
  • each of the bent sections of the coolant main path is arranged along the axial direction of the casing.
  • the plurality of bent sections of the coolant main path are arranged in the radial direction of the casing.
  • the method further includes: an exhaust gas inlet and an exhaust gas outlet, the exhaust gas inlet is located at one end of the casing, and the exhaust gas outlet is located at the other end of the casing .
  • an inlet of the coolant main pipe is disposed near the exhaust gas inlet, and an outlet of the coolant main pipe is disposed near the exhaust gas outlet.
  • the inlet of at least one coolant branch is connected to the coolant main pipe, and the coolant flows through a part of the coolant main pipe and at least one coolant branch or completely through the cooling
  • the liquid main line flows out.
  • some or all of the coolant main pipes may be selected to be in a working state, and the purpose of partially cooling or completely cooling the high-temperature exhaust gas may be achieved, that is, when the engine is in a high load state, all the coolant main pipes are selected. In the working state, the coolant flows out through all the coolant main pipes, and the exhaust gas in the casing is sufficiently cooled.
  • a portion of the coolant main pipe is selected to be in an operating state, and the coolant flows through a portion of the coolant main pipe and at least one coolant branch to flow out, and exhaust gas in the casing Partial cooling is carried out to give full play to the advantages of EGR technology, thereby improving the fuel economy of the engine.
  • FIG. 1 is a schematic structural view of an EGR cooler according to an embodiment of the present invention.
  • FIG. 2 is a schematic structural view of an EGR cooler according to still another embodiment of the present invention.
  • FIG. 3 is a schematic structural view of an EGR cooler according to another embodiment of the present invention.
  • FIG. 4 is a schematic structural view of an EGR coolant according to still another embodiment of the present invention.
  • 101-shell 101-shell; 102-coolant main line; 1021-coolant main line inlet; 1022-coolant main line exit; 103-coolant branch; 1031-coolant branch inlet; 1032 - outlet of the coolant branch; 104-multiple-pass valve; 105-exhaust gas inlet; 106-exhaust gas outlet;
  • 201-coolant main line 202-first coolant branch; 203-second coolant branch; 204-multi-way valve;
  • the present invention provides an EGR cooler, as shown in FIG. 1, comprising: a housing 101, a coolant main line 102, and at least one coolant branch 103, the coolant main line 102 and a coolant branch 103 is located within the housing 101.
  • the coolant main line 102 is provided with an inlet 1021 and an outlet 1022, and the inlet 1021 and the outlet 1022 are separated from the two ends of the casing 101.
  • the EGR cooler further includes an exhaust gas inlet 105 and an exhaust gas outlet 106, the exhaust gas inlet 105 is located at one end of the housing 101, and the exhaust gas outlet 106 is located at the housing
  • the inlet 1021 of the coolant main pipe is disposed near the exhaust gas inlet 105
  • the outlet 1022 of the coolant main pipe is disposed close to the exhaust gas outlet 106 to avoid the casing 101.
  • the exhaust gas and the coolant in the coolant main pipe 102 are convected, and the cooling effect of the coolant in the coolant main pipe 102 on the exhaust gas in the casing 101 is increased.
  • the inlet 1031 of the coolant branch 103 is connected to the coolant main line 102, and the outlet 1032 is connected to the outlet 1022 of the coolant main line through a valve 104. Further, the coolant main pipe 102 is equally divided at the junction of the inlet 1031 of the coolant branch and the coolant main pipe 102.
  • the valve is an at least three-way multi-way valve.
  • the inlet 1031 of the coolant branch is connected to an intermediate position of the coolant main pipe 102, as shown in FIG.
  • the junction of the inlet 1031 of the coolant branch and the coolant main line 102 divides the coolant main line 102 equally into two parts.
  • the coolant in the coolant main pipe 102 can be fully operated, and the exhaust gas entering the casing 101 can be sufficiently cooled, or The portion of the coolant in the coolant main line 102 is brought into an operating state to partially cool the exhaust gas entering the casing 101.
  • the outlet 1032 of the coolant branch is electrically connected to the outlet 1022 of the coolant main pipe, so that the coolant entering from the inlet 1021 of the coolant main pipe flows through
  • the coolant branch 103 flows to the outlet 1022 of the coolant main pipe, at which time the coolant flows through only half of the coolant main pipe 102, and then flows out through the coolant branch 103.
  • the outlet of the liquid main pipe is 1022, and the coolant in the other half of the coolant main pipe 102 is not flowing, so that only half of the coolant main pipe 102 cools the exhaust gas so that only the casing 101 is
  • the exhaust gas in the interior is partially cooled, and the temperature of the exhaust gas is increased relative to the complete cooling.
  • the EGR rate is low, the condensation of water vapor in the exhaust gas is avoided, thereby avoiding problems such as clogging and corrosion caused by condensation of water vapor.
  • Improve the service life of related components At the same time, it is also conducive to improving the stability of combustion, reducing emissions of exhaust gases, specifically, reducing HC and CO emissions, and protecting the environment. It also fully exploits the advantages of EGR technology to further improve the fuel economy of the engine.
  • the exhaust gas needs to be sufficiently cooled.
  • the outlet 1032 of the coolant branch and the outlet 1022 of the coolant main pipe are closed, so that the coolant flow entering from the inlet 1021 of the coolant main pipe is made.
  • Flowing directly through the coolant main line 102 to the outlet 1022 of the coolant main pipe, at which time the coolant does not flow through the coolant branch 103, and the coolant flows through the entire coolant The main line 102 allows the exhaust gas entering the housing 101 to be sufficiently cooled to accommodate the high load operation of the engine.
  • the EGR cooler may further include a plurality of coolant branches, and inlets of the plurality of coolant branches are connected to different positions of the coolant main road And the junction of the inlets of the plurality of coolant branches and the coolant main road divides the coolant main road, and the outlets of the plurality of coolant branches are connected by the multi-way valve At the outlet of the coolant main line.
  • the degree of cooling of the exhaust gas by the EGR cooler is adjusted according to operating conditions of the engine.
  • first coolant branch 202 and a second coolant branch 203 the first coolant branch
  • the road 202 and the second coolant branch 203 are respectively connected to different positions of the coolant main pipe, and the connection between the inlet of the first coolant branch and the coolant main pipe 201 and the second
  • the coolant main pipe 201 is equally divided into three sections at the junction of the inlet of the coolant branch and the coolant main pipe 201.
  • connection between the inlet of the first coolant branch and the coolant main road is located at 1/3 of the coolant main road, the inlet of the second coolant branch and the cooling
  • the junction of the liquid main line is located at 2/3 of the coolant main road, thereby more fully realizing the fuel economy potential of the EGR technology.
  • the cooling process of the EGR cooler to the exhaust gas is the same as in the previous example when the engine is in a high load state, that is, when the actual output torque of the engine is greater than or equal to 70% of its maximum output torque. And when the engine is in a warm-up state and a low-load state, that is, when the actual output torque of the engine is less than or equal to 30% of its maximum output torque, the multi-way valve may be further adjusted according to the operating condition of the engine. To select the degree of cooling of the exhaust gas by the EGR cooler. That is, the coolant that is selected to enter the inlet of the coolant main pipe through the multi-way valve flows through the first coolant branch or through the second coolant branch to the casing. The exhaust gas is cooled.
  • a plurality of multi-way valves may be provided to select different coolant branches according to the plurality of multi-way valves.
  • the housing has a column shape, and specifically, a rectangular parallelepiped. Further, the cooling main pipe bend is evenly distributed in the casing. And each of the bent sections of the coolant main line is arranged along the axial direction of the casing, as shown in FIG. In this embodiment, when the multi-way valve communicates the outlet of the coolant branch with the outlet of the coolant main line, only the left half The coolant in the main flow path of the coolant cools the exhaust gas, and after cooling, the temperature distribution of the exhaust gas in the casing is uniform, and then the cooled exhaust gas flows out of the exhaust gas outlet of the casing.
  • each of the bent sections of the coolant main path is arranged along the radial image of the housing, as shown in FIG.
  • the multi-way valve 303 communicates the outlet of the coolant branch 302 with the outlet of the coolant main line 301, only the coolant pair in the upper half of the coolant main line
  • the exhaust gas is cooled, and the exhaust gas in the upper half of the casing and the exhaust gas in the lower half have a certain temperature difference.
  • the mixture is uniformly mixed and flows into the next component.
  • the outlet of the at least one coolant branch may be directly connected to the housing such that coolant flows through a portion of the coolant main line and the at least one coolant branch Thereafter, it flows out through the outlet of the at least one coolant branch. It is also possible to provide a valve at the outlet of each coolant branch and the outlet of the coolant main pipe, and control the flow path of the coolant by controlling the valve.
  • the inlet of the at least one coolant branch is connected to the inlet of the coolant main pipe through a valve, and the coolant can flow by adjusting the valve.
  • the entire coolant main pipe directly flows out from the outlet of the coolant main pipe, and the coolant may also flow out through the at least one coolant branch and a part of the coolant main pipe.
  • the outlets of the plurality of coolant branches are connected to different positions of the coolant main pipe, and the outlets of the plurality of coolant branches and the coolant The junction of the main lines divides the coolant mains.
  • the EGR cooler includes two coolant branches, which are a first coolant branch 402 and a second coolant branch 403, respectively, of the first coolant branch 402. Both the inlet and the inlet of the second coolant branch 403 are connected to the inlet of the coolant main line 401 via a valve.
  • the outlet of the first coolant branch 402 and the second coolant branch 403 are respectively connected to different positions of the coolant main road, and the first coolant branch 402 and the coolant main pipe a junction of the road and the second coolant branch 403 and the coolant main road 401
  • the junction of the coolant main line 401 is equally divided.
  • connection between the outlet of the first coolant branch 402 and the coolant main line 401 is located at 1/3 of the coolant main road 401, and the outlet of the second coolant branch 403 is The junction of the coolant main pipe 401 is located at 2/3 of the coolant main pipe 401, thereby more fully realizing the fuel economy potential of the EGR technology.
  • the inlet of the at least one coolant branch may also be directly connected to the housing such that coolant flows directly through the inlet of the at least one coolant branch through the inlet After a coolant branch, it flows through a part of the coolant main line and then flows out. It is also possible to connect the inlets of the respective coolant branches and the inlets of the coolant main pipes to the housing through a valve, and the flow path of the coolant can be controlled by controlling the valves.
  • the cooling liquid includes cooling water and other liquids capable of cooling.
  • All of the multi-way valves in the embodiments of the present invention are multi-way valves having at least three connections.
  • the inlet of at least one coolant branch is connected to the coolant main pipe, and the coolant flows through a part of the coolant main pipe and at least one coolant branch to flow or Flowing out through the coolant main line.
  • Some or all of the coolant main pipes may be selected to be in an operating state according to operating conditions of the engine, that is, when the engine is in a high load state, all of the coolant main pipes are selected to be in operation, and the coolant is passed through all the coolant mains.
  • the road flows out and the exhaust gas in the casing is sufficiently cooled.
  • a portion of the coolant main pipe is selected to be in an operating state, and the coolant flows through a portion of the coolant main pipe and at least one coolant branch to flow out, and exhaust gas in the casing Partial cooling is carried out to give full play to the advantages of EGR technology, thereby improving the fuel economy of the engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

一种EGR冷却器，包括：壳体（101）以及分布于壳体（101）内的冷却液主管路（102），冷却液主管路（102）的进口（1021）和出口（1022）分别位于壳体（101）的两端，还包括至少一个冷却液支路（103），至少一个冷却液支路（103）的进口（1031）连接于冷却液主管路（102），冷却液经由部分所述冷却液主管路（102）以及至少一个冷却液支路（103）流出或经由所述冷却液主管路流出。根据发动机的工况选择部分或全部所述冷却液主管路（102）处于工作状态，达到对高温废气部分冷却或完全冷却的目的。当发动机处于低负荷状态时，冷却液流经部分所述冷却液主管路（102）以及至少一个冷却液支路（103）流出，对废气进行部分冷却；当发动机处于高负荷时，冷却液从冷却液主管路（102）流出，对废气完全冷却，以充分发挥EGR技术的优势，从而提高发动机的燃油经济性。

Description

EGR冷却器 技术领域
本发明涉及汽车应用领域，尤其是一种EGR冷却器。
背景技术
提高发动机热效率，降低油耗是汽车工业应对世界范围内能源和环境压力的一个重要课题。
在发动机的整个运行工况范围内，低负荷的泵气损失和高负荷的爆震限制了发动机热效率的进一步提高，废气再循环技术(EGR，Exhaust Gas Recirculation)因能够有效降低泵气损失和抑制高负荷爆震而受到国内外OEM(Original Equipment Manufacturer，原始设备制造商)的重视。EGR系统主要包括EGR阀、EGR冷却器和EGR管路等部件，其中EGR冷却器将高温废气冷却后引入进气管路，与新鲜空气混合后进入燃烧室。EGR废气若冷却不充分，不仅会减小进气充量，而且还可能无法达到抑制爆震的目的。
当前，现有EGR冷却器通常依据最大冷却能力的要求进行设计，以保证对废气充分冷却，而当发动机处于中小负荷时，现有EGR冷却器仍保持同样的冷却能力。这种方式存在以下问题，一方面，EGR率(流经EGR阀的废气质量与进入气缸的总气体质量的比值)较低时可能会使废气过度冷却，使得EGR废气中的水蒸气冷凝，附着在EGR阀、进气管路内表面，造成堵塞、腐蚀等问题，影响相关部件正常工作，降低零部件寿命。另一方面，在发动机暖机或者低负荷工况，充分冷却的废气与新鲜空气混合后不利于提高进气温度，可能会导致燃烧稳定性变差。
发明内容
本发明的目的在于提供一种EGR冷却器，以解决当前EGR冷却器中废气过度冷却的问题。
为了达到上述目的，本发明提供了一种EGR冷却器，包括：一壳体以及 分布于所述壳体内的一冷却液主管路，所述冷却液主管路的进口和出口分别位于所述壳体的两端，还包括至少一个冷却液支路，所述至少一个冷却液支路的进口连接于所述冷却液主管路，冷却液经由部分所述冷却液主管路以及至少一个冷却液支路流出或完全经由所述冷却液主管路流出。
优选的，在上述的EGR冷却器中，所述至少一个冷却液支路的出口连接于所述冷却液主管路的出口。
优选的，在上述的EGR冷却器中，所述至少一个冷却液支路的出口通过一阀门连接于所述冷却液主管路的出口。
优选的，在上述的EGR冷却器中，所述冷却液支路的数量为多个，且多个冷却液支路的进口连接于所述冷却液主管路的不同位置。
优选的，在上述的EGR冷却器中，所述冷却液支路的进口与所述冷却液主管路的连接处将所述冷却液主管路均分。
优选的，在上述的EGR冷却器中，所述至少一个冷却液支路的进口连接于所述冷却液主管路的进口。
优选的，在上述的EGR冷却器中，所述至少一个冷却液支路的进口通过一阀门连接于所述冷却液主管路的进口。
优选的，在上述的EGR冷却器中，所述冷却液支路的数量为多个，且多个冷却液支路的出口连接于所述冷却液主管路的不同位置。
优选的，在上述的EGR冷却器中，所述冷却液支路的出口与所述冷却液主管路的连接处将所述冷却液主管路均分。
优选的，在上述的EGR冷却器中，所述冷却液主管路弯折分布于所述壳体内。
优选的，在上述的EGR冷却器中，所述冷却液主管路的各弯折段沿所述壳体的轴向排布。
优选的，在上述的EGR冷却器中，所述冷却液主管路的多个弯折段沿所述壳体的径向排布。
优选的，在上述的EGR冷却器中，还包括：一废气进气口和一废气出气口，所述废气进气口位于所述壳体的一端，废气出气口位于所述壳体的另一端。
优选的，在上述的EGR冷却器中，所述冷却液主管路的进口靠近所述废气进气口设置，所述冷却液主管路的出口靠近所述废气出气口设置。
在本发明提供的EGR冷却器中，至少一个冷却液支路的进口连接于冷却液主管路，冷却液流经部分所述冷却液主管路以及至少一个冷却液支路流出或者完全经由所述冷却液主管路流出。可以根据发动机的工况来选择部分或全部所述冷却液主管路处于工作状态，达到对高温废气部分冷却或完全冷却的目的，即当发动机处于高负荷状态时，选择全部所述冷却液主管路处于工作状态，冷却液经由全部的冷却液主管路流出，对壳体内的废气进行充分冷却。当发动机处于暖机或低负荷状态使，选择部分所述冷却液主管路处于工作状态，冷却液流经部分所述冷却液主管路以及至少一个冷却液支路流出，对所述壳体内的废气进行部分冷却，充分发挥EGR技术的优势，从而提高发动机的燃油经济性。
附图说明
图1为本发明一实施例中EGR冷却器的结构示意图；
图2为本发明又一实施例中EGR冷却器的结构示意图；
图3为本发明另一实施例中EGR冷却器的结构示意图；
图4为本发明又一实施例中EGR冷却液的结构示意图；
图中：101-壳体；102-冷却液主管路；1021-冷却液主管路的进口；1022-冷却液主管路的出口；103-冷却液支路；1031-冷却液支路的进口；1032-冷却液支路的出口；104-多通阀；105-废气进气口；106-废气出气口；
201-冷却液主管路；202-第一冷却液支路；203-第二冷却液支路；204-多通阀；
301-冷却液主管路；302-冷却液支路；303-多通阀；
401-冷却液主管路；402-第一冷却液支路；403-第二冷却液支路。
具体实施方式
下面将结合示意图对本发明的具体实施方式进行更详细的描述。根据下列描述和权利要求书，本发明的优点和特征将更清楚。需说明的是，附图均采用非常简化的形式且均使用非精准的比例，仅用以方便、明晰地辅助说明本发明实施例的目的。
本发明提供了一种EGR冷却器，如图1所示，包括：一壳体101、一冷却液主管路102以及至少一个冷却液支路103，所述冷却液主管路102和冷却液支路103位于所述壳体101内。所述冷却液主管路102设置有一进口1021和一出口1022，所述进口1021和出口1022分立于所述壳体101的两端。
进一步的，所述EGR冷却器还包括一废气进气口105和一废气出气口106，所述废气进气口105位于所述壳体101的一端，所述废气出气口106位于所述壳体101的另一端，所述冷却液主管路的进口1021靠近所述废气进气口105设置，所述冷却液主管路的出口1022靠近所述废气出气口106设置，以避免所述壳体101中的废气和所述冷却液主管路102中的冷却液发生对流，提高所述冷却液主管路102中的冷却液对所述壳体101中的废气的冷却效果。
所述冷却液支路103的进口1031连接于所述冷却液主管路102，而出口1032通过一阀门104连接于所述冷却液主管路的出口1022。并且，所述冷却液支路的进口1031与所述冷却液主管路102的连接处将所述冷却液主管路102均分。所述阀门为一至少三通的多通阀。
具体而言，当所述EGR冷却器中只有一个冷却液支路103时，所述冷却液支路的进口1031连接于所述冷却液主管路102的中间位置，如图1所示，所述冷却液支路的进口1031与所述冷却液主管路102的连接处将所述冷却液主管路102平均分为两部分。
根据发动机的工况，通过调节所述多通阀104，可以使所述冷却液主管路102中的冷却液全部处于工作状态，对进入所述壳体101中的废气进行充分冷却，也可以是使得所述冷却液主管路102中的冷却液部分处于工作状态，对进入所述壳体101中的废气进行部分冷却。
具体的，当发动机处于暖机或低负荷状态时，不需要对废气进行充分冷却，只需要部分冷却即可。通过调节所述多通阀104，使得所述冷却液支路的出口1032与所述冷却液主管路的出口1022导通，从而使得从所述冷却液主管路的进口1021进入的冷却液流经所述冷却液支路103并流至所述冷却液主管路的出口1022，此时冷却液仅流过一半的所述冷却液主管路102，然后经过所述冷却液支路103流出所述冷却液主管路的出口1022，而另一半的所述冷却液主管路102中的冷却液是不流动的，因此，只有一半的冷却液主管路102对废气进行冷却，使得只对所述壳体101内的废气进行部分冷却，相对完全冷却而言，提高了废气的温度，当EGR率较低时，避免了废气中的水蒸气冷凝，进而避免了水蒸气冷凝而造成的堵塞、腐蚀等问题，提高了相关零部件的使用寿命。同时，也有利于提高燃烧的稳定性，降低废气的排放，具体的，降低HC、CO排放，起到保护环境的作用。也充分的发挥了EGR技术的优势，进一步提高发动机的燃油经济性。
当发动机处于高负荷状态时，需要对废气进行充分冷却。此时通过调节所述多通阀104，使得所述冷却液支路的出口1032与所述冷却液主管路的出口1022关闭，从而使得从所述冷却液主管路的进口1021进入的冷却液流经所述冷却液主管路102直接流至所述冷却液主管路的出口1022，此时，所述冷却液不流经所述冷却液支路103，所述冷却液流经整个所述冷却液主管路102，使得进入所述壳体101内的废气得到充分冷却，以适应发动机高负荷运转的要求。
进一步的，在本发明的其他实施例中，所述EGR冷却器还可以包括多个冷却液支路，所述多个冷却液支路的进口连接于所述冷却液主管路的不同位 置，且所述多个冷却液支路的进口与所述冷却液主管路的连接处将所述冷却液主管路均分，所述多个冷却液支路的出口通过所述多通阀连接于所述冷却液主管路的出口。根据发动机的工况来调节所述EGR冷却器对废气的冷却程度。
例如，当所述EGR冷却器中设置有两个冷却器支路时，如图2所示，分别为第一冷却液支路202和第二冷却液支路203，所述第一冷却液支路202和第二冷却液支路203分别连接于所述冷却液主管路的不同位置，且所述第一冷却液支路的进口与所述冷却液主管路201的连接处和所述第二冷却液支路的进口与所述冷却液主管路201的连接处将所述冷却液主管路201平均分为三段。具体的，所述第一冷却液支路的进口与所述冷却液主管路的连接处位于所述冷却液主管路的1/3处，所述第二冷却液支路的进口与所述冷却液主管路的连接处位于所述冷却液主管路的2/3处，从而更加充分的实现EGR技术的节油潜力。
当发动机处于高负荷状态时，即当所述发动机的实际输出扭矩大于等于其最大输出扭矩的70％时，所述EGR冷却器对废气的冷却过程与上例相同。而当发动机处于暖机和低负荷状态时，即当所述发动机的实际输出扭矩小于等于其最大输出扭矩的30％时，还可以进一步的根据所述发动机的工况来调节所述多通阀，以选择所述EGR冷却器对废气的冷却程度。即，通过所述多通阀来选择进入所述冷却液主管路的进口的冷却液是流经所述第一冷却液支路还是流经所述第二冷却液支路来对所述壳体内的废气进行冷却。
当所述EGR冷却器中包括多个冷却液支路时，还可以设置多个多通阀，根据调节所述多个多通阀，以选择不同的冷却液支路。
在本发明实施例中，所述壳体呈柱状，具体的，呈长方体。进一步的，所述冷却液主管路弯折均匀分布于所述壳体内。且所述冷却液主管路的各弯折段沿着所述壳体的轴向排布，如图1所示。在本实施例中，当所述多通阀将所述冷却液支路的出口与所述冷却液主管路的出口连通时，只有左半部的 冷却液主管路中的冷却液对废气进行冷却，经过冷却后，所述壳体中的废气的温度分布均匀，然后冷却后的废气流出所述壳体的废气出气口。
在本发明的又一实施例中，所述冷却液主管路的各弯折段沿着所述壳体的径像排布，如图3所示。在此实施例中，当所述多通阀303将所述冷却液支路302的出口与所述冷却液主管路301的出口连通时，只有上半部的冷却液主管路中的冷却液对废气进行冷却，所述壳体中上半部的废气和下半部的废气具有一定的温度差。在经过所述壳体的废气出气口时混合均匀后流入下一部件中。
在本发明的其他实施例中，所述至少一个冷却液支路的出口可以直接连接于所述壳体，从而使得冷却液流经部分所述冷却液主管路和所述至少一个冷却液支路后经所述至少一个冷却液支路的出口流出。还可以在各冷却液支路的出口以及所述冷却液主管路的出口均设置一阀门，通过控制该阀门来控制冷却液的流经路线。
在本发明的又一实施例中，如图4所示，所述至少一个冷却液支路的进口通过一阀门连接于所述冷却液主管路的进口，通过调节所述阀门，冷却液可以流经全部的所述冷却液主管路直接从所述冷却液主管路的出口流出，冷却液也可以流经所述至少一个冷却液支路和部分所述冷却液主管路后流出。
当所述冷却液支路有多个时，所述多个冷却液支路的出口连接于所述冷却液主管路的不同位置，且所述多个冷却液支路的出口与所述冷却液主管路的连接处将所述冷却液主管路均分。
具体的，在本实施例中，所述EGR冷却器包括两个冷却液支路，分别为第一冷却液支路402和第二冷却液支路403，所述第一冷却液支路402的进口和所述第二冷却液支路403的进口均通过一阀门与所述冷却液主管路401的进口连接。所述第一冷却液支路402的出口和所述第二冷却液支路403分别连接于所述冷却液主管路的不同位置，且所述第一冷却液支路402与所述冷却液主管路的连接处以及所述第二冷却液支路403与所述冷却液主管路401 的连接处将所述冷却液主管路401均分。即所述第一冷却液支路402的出口与所述冷却液主管路401的连接处位于所述冷却液主管路401的1/3处，所述第二冷却液支路403的出口与所述冷却液主管路401的连接处位于所述冷却液主管路401的2/3处，从而更加充分的实现EGR技术的节油潜力。
在本发明的其他实施例中，所述至少一个冷却液支路的进口还可以直接连接于所述壳体，从而使得冷却液直接由所述至少一个冷却液支路的进口流经所述至少一个冷却液支路后，再流经部分所述冷却液主管路后流出。还可以在各冷却液支路的进口以及所述冷却液主管路的进口均各自通过一个阀门控制连接于所述壳体，可以通过控制这些阀门来控制冷却液的流经路线。
在本发明实施例中，所述冷却液包括冷却水以及其他能够起到冷却效果的液体。
在本发明实施例中的所有多通阀均为至少有三通的多通阀。
综上，在本发明实施例提供的EGR冷却器中，至少一个冷却液支路的进口连接于冷却液主管路，冷却液流经部分所述冷却液主管路以及至少一个冷却液支路流出或者经由所述冷却液主管路流出。可以根据发动机的工况来选择部分或全部所述冷却液主管路处于工作状态，即当发动机处于高负荷状态时，选择全部所述冷却液主管路处于工作状态，冷却液经由全部的冷却液主管路流出，对壳体内的废气进行充分冷却。当发动机处于暖机或低负荷状态使，选择部分所述冷却液主管路处于工作状态，冷却液流经部分所述冷却液主管路以及至少一个冷却液支路流出，对所述壳体内的废气进行部分冷却，充分发挥EGR技术的优势，从而提高发动机的燃油经济性。
上述仅为本发明的优选实施例而已，并不对本发明起到任何限制作用。任何所属技术领域的技术人员，在不脱离本发明的技术方案的范围内，对本发明揭露的技术方案和技术内容做任何形式的等同替换或修改等变动，均属未脱离本发明的技术方案的内容，仍属于本发明的保护范围之内。

Claims (14)

  1. 一种EGR冷却器，包括：一壳体以及分布于所述壳体内的一冷却液主管路，所述冷却液主管路的进口和出口分别位于所述壳体的两端，其特征在于，还包括至少一个冷却液支路，所述至少一个冷却液支路的进口连接于所述冷却液主管路，冷却液经由部分所述冷却液主管路以及至少一个冷却液支路流出或完全经由所述冷却液主管路流出。
  2. 如权利要求1所述的EGR冷却器，其特征在于，所述至少一个冷却液支路的出口连接于所述冷却液主管路的出口。
  3. 如权利要求2所述的EGR冷却器，其特征在于，所述至少一个冷却液支路的出口通过一阀门连接于所述冷却液主管路的出口。
  4. 如权利要求2所述的EGR冷却器，其特征在于，所述冷却液支路的数量为多个，且多个冷却液支路的进口连接于所述冷却液主管路的不同位置。
  5. 如权利要求4所述的EGR冷却器，其特征在于，所述冷却液支路的进口与所述冷却液主管路的连接位置将所述冷却液主管路均分。
  6. 如权利要求1所述的EGR冷却器，其特征在于，所述至少一个冷却液支路的进口连接于所述冷却液主管路的进口。
  7. 如权利要求6所述的EGR冷却器，其特征在于，所述至少一个冷却液支路的进口通过一阀门连接于所述冷却液主管路的进口。
  8. 如权利要求6所述的EGR冷却器，其特征在于，所述冷却液支路的数量为多个，且多个冷却液支路的出口连接于所述冷却液主管路的不同位置。
  9. 如权利要求8所述的EGR冷却器，其特征在于，所述冷却液支路的出口与所述冷却液主管路的连接位置将所述冷却液主管路均分。
  10. 如权利要求1所述的EGR冷却器，其特征在于，所述冷却液主管路弯折分布于所述壳体内。
  11. 如权利要求10所述的EGR冷却器，其特征在于，所述冷却液主管 路的各弯折段沿所述壳体的轴向排布。
  12. 如权利要求10所述的EGR冷却器，其特征在于，所述冷却液主管路的多个弯折段沿所述壳体的径向排布。
  13. 如权利要求1所述的EGR冷却器，其特征在于，还包括一废气进气口和一废气出气口，所述废气进气口位于所述壳体的一端，废气出气口位于所述壳体的另一端。
  14. 如权利要求13所述的EGR冷却器，其特征在于，所述冷却液主管路的进口靠近所述废气进气口设置，所述冷却液主管路的出口靠近所述废气出气口设置。
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