Engine supercharging system for adjusting air inlet pressure and vehicle

Abstract

The invention belongs to the field of engines, and provides an engine supercharging system for adjusting air inlet pressure and a vehicle. The system includes a dual flow passage turbocharger, an intake manifold, a first pressure sensor, a second pressure sensor, and a controller. The double-flow-channel turbocharger comprises a first exhaust channel, a second exhaust channel, a first deflation valve and a second deflation valve, the first exhaust channel is communicated with an exhaust port of the first air cylinder set, and the second exhaust channel is communicated with an exhaust port of the second air cylinder set. The first deflation valve and the second deflation valve are respectively arranged at exhaust ports of the first cylinder group and the second cylinder group; the first pressure sensor and the second pressure sensor are arranged at the ends, away from the throttle valve and close to the throttle valve, of the intake manifold correspondingly. The controller is used for controlling the opening degree of the first deflation valve and the second deflation valve so as to adjust the air inlet pressure of the first air cylinder set and the second air cylinder set. According to the scheme, the problem that air intake is not uniform when the end-arranged air intake engine is in an idling state or in a low load state is solved.

Description

Technical Field

[0001] The present application relates to the field of engines, and in particular, to an engine supercharging system for adjusting intake air pressure, a method for adjusting the intake air pressure of an engine, and a vehicle. Background Technique

[0002] For an end-mounted intake natural gas engine, especially under idle or low-load conditions, the main problem faced by the engine is uneven intake air pressure distribution. The design of the intake system causes the gas pressure in the intake manifold to vary among cylinders, and this difference is particularly significant at the front and rear ends of the engine. The front cylinders, being closer to the intake manifold, usually receive a higher intake air pressure, while the rear cylinders may experience a drop in intake air pressure due to the long intake pipe and large intake resistance, leading to unstable combustion. In some extreme cases, the rear cylinders may even flame out or experience incomplete combustion, affecting the operational stability of the engine.

[0003] In the prior art, a variable control mechanism is used to adjust the intake air pressure, but this increases the complexity of the system and does not fundamentally solve the problem of uneven intake air. Summary of the Invention

[0004] The main objective of the present application is to provide an engine supercharging system for adjusting intake air pressure, a method for adjusting the intake air pressure of an engine, and a vehicle, so as to at least solve the problem of uneven intake air in an end-mounted intake engine during idle or low load in the prior art.

[0005] To achieve the above object, according to one aspect of the present application, an engine supercharging system for adjusting intake pressure is provided, including: a dual-flow turbocharger, including a first exhaust passage, a second exhaust passage, a first wastegate valve and a second wastegate valve, the first exhaust passage is communicated with the exhaust port of the first cylinder bank of the engine, the second exhaust passage is communicated with the exhaust port of the second cylinder bank of the engine, the first wastegate valve is arranged at the exhaust port of the first cylinder bank, and the second wastegate valve is arranged at the exhaust port of the second cylinder bank; an intake manifold, including a first group of branch passages and a second group of branch passages, the first group of branch passages is communicated with the intake port of the first cylinder bank, and the second group of branch passages is communicated with the intake port of the second cylinder bank; a first pressure sensor, arranged at one end of the intake manifold away from the throttle valve, for detecting the intake pressure of the first cylinder bank; a second pressure sensor, arranged at one end of the intake manifold close to the throttle valve, for detecting the intake pressure of the second cylinder bank; a controller, communicatively connected with the first pressure sensor, the second pressure sensor, the first wastegate valve and the second wastegate valve, for receiving the pressure signals of the first pressure sensor and the second pressure sensor, and controlling the opening degrees of the first wastegate valve and the second wastegate valve according to the pressure signals to adjust the intake pressures of the first cylinder bank and the second cylinder bank.

[0006] Optionally, the first group of branch passages and the second group of branch passages each include a plurality of branch passages, and the number of branch passages in the first group of branch passages is the same as the number of branch passages in the second group of branch passages.

[0007] Optionally, the first cylinder bank and the second cylinder bank each include a plurality of cylinders, and the number of cylinders in the first cylinder bank is the same as the number of cylinders in the second cylinder bank. The branch passages of the first group of branch passages are in one-to-one correspondence and communication with the intake ports of the cylinders in the first cylinder bank, and the branch passages of the second group of branch passages are in one-to-one correspondence and communication with the intake ports of the cylinders in the second cylinder bank.

[0008] Optionally, both the first wastegate valve and the second wastegate valve are equipped with independent actuators, and the actuators allow the controller to achieve the opening degree control of the first wastegate valve and the second wastegate valve.

[0009] Optionally, the controller includes a delay module for controlling the opening degree adjustment instruction to start execution after a preset time period when the opening degree adjustment instructions of the first wastegate valve and the second wastegate valve are triggered.

[0010] According to another aspect of the present application, a method for adjusting the intake pressure of an engine is provided. The method is applied to any one of the engine supercharging systems for adjusting the intake pressure, and includes: a first acquisition step: acquiring the intake pressure of the first cylinder bank of the engine detected by a first pressure sensor to obtain a first intake pressure; a second acquisition step: acquiring the intake pressure of the second cylinder bank of the engine detected by a second pressure sensor to obtain a second intake pressure; a calculation step: calculating the difference between the first intake pressure and the second intake pressure to obtain an intake pressure difference; an adjustment step: controlling the opening degrees of a first bleed valve and a second bleed valve according to the intake pressure difference to adjust the intake pressures of the first cylinder bank and the second cylinder bank.

[0011] Optionally, the adjustment step: controlling the opening degrees of the first bleed valve and the second bleed valve according to the intake pressure difference to adjust the intake pressures of the first cylinder bank and the second cylinder bank includes: when the intake pressure difference is less than a first pressure difference threshold, controlling the opening degrees of the first bleed valve and the second bleed valve to be a first opening degree; when the intake pressure difference is greater than or equal to the first pressure difference threshold and less than a second pressure difference threshold, controlling the opening degree of the first bleed valve to be a second opening degree, and keeping the second bleed valve at the first opening degree; when the intake pressure difference is greater than or equal to the second pressure difference threshold and less than or equal to a third pressure difference threshold, controlling the opening degree of the first bleed valve to be a third opening degree, and keeping the second bleed valve at the first opening degree; when the intake pressure difference is greater than the third pressure difference threshold, controlling the opening degree of the first bleed valve to be a fourth opening degree, and keeping the second bleed valve at the first opening degree, where the first opening degree is greater than the second opening degree, the second opening degree is greater than the third opening degree, and the third opening degree is greater than the fourth opening degree.

[0012] Optionally, before the adjustment step: controlling the opening degrees of the first bleed valve and the second bleed valve according to the intake pressure difference to adjust the intake pressures of the first cylinder bank and the second cylinder bank, the method further includes: processing the intake pressure difference by using a filtering algorithm to obtain a processed intake pressure difference; obtaining an opening degree adjustment instruction for the first bleed valve and the second bleed valve according to the processed intake pressure difference; and starting to execute the opening degree adjustment instruction after a preset time period from obtaining the opening degree adjustment instruction.

[0013] Optionally, the first pressure difference threshold, the second pressure difference threshold, and the third pressure difference threshold are set according to the performance of the engine and actual operation data.

[0014] According to still another aspect of the present application, a vehicle is provided, including any one of the engine supercharging systems for adjusting the intake pressure.

[0015] Applying the technical solution of the present application, the dual-flow turbocharger includes a first exhaust passage, a second exhaust passage, a first wastegate valve and a second wastegate valve. The first exhaust passage is communicated with the exhaust port of the first cylinder bank of the engine, the second exhaust passage is communicated with the exhaust port of the second cylinder bank of the engine, the first wastegate valve is arranged at the exhaust port of the first cylinder bank, and the second wastegate valve is arranged at the exhaust port of the second cylinder bank; the intake manifold includes a first group of branch passages and a second group of branch passages, the first group of branch passages is communicated with the intake port of the first cylinder bank, and the second group of branch passages is communicated with the intake port of the second cylinder bank; the first pressure sensor is arranged at one end of the intake manifold away from the throttle valve for detecting the intake pressure of the first cylinder bank; the second pressure sensor is arranged at one end of the intake manifold close to the throttle valve for detecting the intake pressure of the second cylinder bank; the controller is communicatively connected with the first pressure sensor, the second pressure sensor, the first wastegate valve and the second wastegate valve, and is configured to receive the pressure signals of the first pressure sensor and the second pressure sensor, and control the opening degrees of the first wastegate valve and the second wastegate valve according to the pressure signals so as to adjust the intake pressures of the first cylinder bank and the second cylinder bank. In this solution, by adopting the combination of the dual-flow turbocharger and the dual intake pressure sensors, the opening degrees of the first wastegate valve and the second wastegate valve are controlled according to the pressure difference between the first cylinder bank and the second cylinder bank, and further the intake pressures of the first cylinder bank and the second cylinder bank are adjusted, effectively optimizing the gradient distribution of the intake pressure, thereby solving the problem of uneven intake at idle or low load of the in-line intake engine in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings forming a part of this application are used to provide a further understanding of the application. The schematic embodiments and descriptions thereof of the application are used to explain the application and do not constitute an improper limitation to the application. In the drawings:

[0017] Figure 1 FIG. 1 shows a schematic structural diagram of an engine supercharging system for adjusting intake pressure according to an embodiment of the application;

[0018] Figure 2 FIG. 2 shows a schematic flow diagram of a method for adjusting the intake pressure of an engine according to an embodiment of the application.

[0019] Wherein, the above-mentioned drawings include the following reference numerals:

[0020] 01. Engine supercharging system for adjusting intake pressure; 10. Twin-scroll turbocharger; 20. Intake manifold; 30. First pressure sensor; 40. Second pressure sensor; 50. Controller; 110. First exhaust passage; 120. Second exhaust passage; 130. First bleed valve; 140. Second bleed valve; 60. First cylinder bank; 70. Second cylinder bank; 210. First group of branch passages; 220. Second group of branch passages; 80. Throttle valve; 90. Intercooler. Detailed implementation manners

[0021] It should be noted that the following detailed description is exemplary and is intended to provide further illustration of the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which the present application belongs.

[0022] It should be noted that the terms used herein are only for describing the specific implementation manners and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular forms are also intended to include the plural forms. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they specify the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0023] It should be understood that when an element (such as a layer, film, region, or substrate) is described as being "on" another element, the element can be directly on the other element, or there can also be an intermediate element. Moreover, in the specification and claims, when an element is described as being "connected" to another element, the element can be "directly connected" to the other element, or "connected" to the other element through a third element.

[0024] As introduced in the background art, the existing end-mounted intake engines have uneven intake at idle or low load. To solve the above problems, the embodiments of the present application provide an engine supercharging system for adjusting intake pressure, a method for adjusting the intake pressure of an engine, and a vehicle.

[0025] As Figure 1As shown, the engine supercharging system 01 for adjusting the intake pressure includes a dual-flow turbocharger 10, an intake manifold 20, a first pressure sensor 30, a second pressure sensor 40, and a controller 50. Among them, the dual-flow turbocharger 10 includes a first exhaust passage 110, a second exhaust passage 120, a first bleed valve 130, and a second bleed valve 140. The first exhaust passage 110 is communicated with the exhaust port of the first cylinder bank 60 of the engine, the second exhaust passage 120 is communicated with the exhaust port of the second cylinder bank 70 of the engine, the first bleed valve 130 is arranged at the exhaust port of the first cylinder bank 60, and the second bleed valve 140 is arranged at the exhaust port of the second cylinder bank 70; the intake manifold 20 includes a first group of branch passages 210 and a second group of branch passages 220. The first group of branch passages 210 is communicated with the intake port of the first cylinder bank 60, and the second group of branch passages 220 is communicated with the intake port of the second cylinder bank 70; the first pressure sensor 30 is arranged at one end of the intake manifold 20 away from the throttle valve 80 for detecting the intake pressure of the first cylinder bank 60; the second pressure sensor 40 is arranged at one end of the intake manifold 20 close to the throttle valve 80 for detecting the intake pressure of the second cylinder bank 70; the controller 50 is communicatively connected to the first pressure sensor 30, the second pressure sensor 40, the first bleed valve 130, and the second bleed valve 140, and is used for receiving the pressure signals of the first pressure sensor 30 and the second pressure sensor 40, and controlling the opening degrees of the first bleed valve 130 and the second bleed valve 140 according to the pressure signals to adjust the intake pressures of the first cylinder bank 60 and the second cylinder bank 70.

[0026] Specifically, for an end-mounted intake natural gas engine, at idle or low load conditions, due to large intake resistance and uneven intake pressure distribution, the combustion in the cylinders far from the intake side becomes unstable or even misfires, affecting the stability, reliability, and emissions of the engine operation. In the engine supercharging system for adjusting the intake pressure of this embodiment, the dual-flow turbocharger is designed with two independent exhaust channels, namely the first exhaust channel and the second exhaust channel, which enables the exhaust gas of the engine to be divided into two flow channels, respectively corresponding to different cylinder groups of the engine. Each flow channel has its own turbine blades, so that the exhaust gas energy can be independently utilized for supercharging. Different from the traditional single-flow turbocharger, this system is provided with independent wastegate valves at the downstream of each flow channel (i.e., at the exhaust ports of the first cylinder group and the second cylinder group), namely the first wastegate valve and the second wastegate valve. The function of the wastegate valve is to adjust the pressure and flow rate of the exhaust gas, thereby affecting the supercharging effect of the turbocharger on the intake air. The independent wastegate valves mean that the intake pressure of each cylinder group can be adjusted separately according to the actual needs of different cylinder groups. The intake manifold includes two sets of branch channels, namely the first set of branch channels and the second set of branch channels, which respectively correspond to the intake ports of the first cylinder group and the second cylinder group. Such a design ensures that the supercharged air can be evenly distributed to all cylinders of the engine. The first pressure sensor is located at the distal end of the intake manifold (i.e., the end far from the throttle valve), responsible for monitoring the intake pressure of the first cylinder group; the second pressure sensor is arranged at the proximal end of the intake manifold (i.e., the end close to the throttle valve), for monitoring the intake pressure of the second cylinder group.

[0027] The controller, as the core of the entire system, establishes communication connections with the first pressure sensor, the second pressure sensor, the first wastegate valve, and the second wastegate valve. The controller can receive signals from the first pressure sensor and the second pressure sensor in real time, and send control commands to the first wastegate valve and the second wastegate valve. The core task of the controller is to judge the intake pressure difference between the first cylinder group and the second cylinder group according to the signals received from the first pressure sensor and the second pressure sensor. Then, according to the preset control logic, adjust the opening degrees of the first wastegate valve and the second wastegate valve to achieve the goal of balancing the intake pressure. Especially at idle and low load conditions, this dynamic adjustment is crucial for eliminating uneven intake, improving combustion efficiency, and engine stability.

[0028] In summary, the engine supercharging system for adjusting the intake pressure in this embodiment, by combining a two-channel turbocharger with two independent wastegates and integrating the real-time monitoring and precise control of the intake pressure by the controller, achieves the dynamic balance of the intake pressure of the engine under idle and low-load conditions. This system is particularly suitable for situations where fine control of the intake pressure is required to achieve the best combustion effect, such as under low-load or idle conditions, effectively solving the problem of uneven intake air in the existing in-line intake engines at idle or low load, and significantly improving the operating performance and reliability of the engine.

[0029] Further, the first group of branch channels and the second group of branch channels each include a plurality of branch channels, and the number of branch channels in the first group of branch channels is the same as the number of branch channels in the second group of branch channels.

[0030] Specifically, the first group of branch channels and the second group of branch channels each contain a plurality of branch channels, and the number of branches in the two groups of branch channels is the same. This setting emphasizes the balance of the internal structure of the intake manifold, ensuring that the compressed air coming out of the supercharger can be evenly distributed to each cylinder in each group of cylinder banks, avoiding the problem of uneven intake air volume caused by differences in the number of intake channels. The number of branch channels in the first group of branch channels is the same as the number of branch channels in the second group of branch channels to balance the intake air requirements of the two groups of cylinders (the first cylinder bank and the second cylinder bank) under different operating conditions. This setting helps to maintain the overall balance of the system. Especially when the controller adjusts the opening degree of the wastegate according to the intake pressure difference, it can ensure that the two groups of cylinders receive similar intake pressure regulation, avoiding local overpressure or underpressure phenomena, thereby improving the combustion efficiency and the overall performance of the engine.

[0031] By setting the number of branch channels in the first group of branch channels to be the same as the number of branch channels in the second group of branch channels, the engine can receive a uniform intake pressure under various operating conditions. Whether at idle or under low-load conditions, each cylinder can operate under similar conditions, ensuring that under any operating condition, the first cylinder bank and the second cylinder bank can obtain an appropriate intake pressure, thereby promoting the uniformity of combustion and the consistency of power output, which is crucial for improving the stability of combustion, reducing harmful emissions, and increasing fuel efficiency.

[0032] In some embodiments of the present application, the first cylinder bank and the second cylinder bank each include a plurality of cylinders, and the number of cylinders in the first cylinder bank is the same as the number of cylinders in the second cylinder bank. The branch channels of the first group of branch channels are in one-to-one correspondence and communication with the intake ports of the cylinders in the first cylinder bank, and the branch channels of the second group of branch channels are in one-to-one correspondence and communication with the intake ports of the cylinders in the second cylinder bank.

[0033] Specifically, the first cylinder bank and the second cylinder bank each contain a plurality of cylinders, and the number of cylinders in these two cylinder banks is the same. Refer to Figure 1 , the first cylinder bank 60 includes n cylinders, namely cylinder 1 to cylinder n, and the second cylinder bank 70 also includes n cylinders, namely cylinder n + 1 to cylinder 2n. The branch channels of the first group of branch channels are in one-to-one correspondence and communication with the intake ports of the cylinders in the first cylinder bank. Similarly, the branch channels of the second group of branch channels are also in one-to-one correspondence and communication with the intake ports of the cylinders in the second cylinder bank. This one-to-one communication design ensures that each cylinder can independently receive compressed air from the intake manifold without being affected by other cylinders.

[0034] Through the symmetric cylinder layout and the one-to-one correspondence design of the branch channels, the engine supercharging system for regulating the intake pressure achieves precise distribution of the intake pressure, ensuring that each cylinder operates under the same conditions, thereby significantly optimizing the combustion efficiency and enhancing the coordination and stability of the engine operation. Especially under idle and low-load conditions, it effectively avoids performance problems caused by uneven intake pressure distribution.

[0035] To enhance the operating stability and reliability of the system, both the above-mentioned first bleed valve and the above-mentioned second bleed valve are equipped with independent actuators, and the actuators allow the controller to achieve the opening control of the first bleed valve and the second bleed valve.

[0036] Specifically, both the first bleed valve and the second bleed valve are provided with their own independent actuators, which means that each bleed valve has a dedicated drive component and can independently respond to the instructions of the controller to adjust the valve opening without being affected by the states of other bleed valves. The presence of independent actuators enables the controller to perform separate opening adjustments on each bleed valve, thereby achieving more refined control of the intake pressures of the first cylinder bank and the second cylinder bank. This ability to operate independently is the basis for implementing the dynamic intake pressure adjustment strategy, ensuring that the system can respond quickly and accurately under different operating conditions and maintain the balance of the intake pressure.

[0037] The bleed valve with an independent actuator greatly enhances the flexibility of the entire supercharging system. In various engine operating states such as idle, low load, and high load, the controller can independently adjust the opening degrees of the two groups of bleed valves to meet specific intake pressure requirements and optimize the combustion efficiency and engine performance. The independent actuators ensure that the operations of the two bleed valves do not affect each other, maintaining the stability and accuracy of the intake pressure gradient. Moreover, the configuration of independent actuators improves the response speed of the system to changes in operating conditions. When the intake pressure needs to be adjusted, the controller can directly command the corresponding bleed valve actuator to act without waiting for or synchronizing the states of other bleed valves, which is crucial for maintaining the stable operation of the engine under complex operating conditions.

[0038] In some other embodiments of the present application, the above-mentioned controller includes a delay module, which is used to control the opening adjustment instruction to start execution after a preset time period when triggering the opening adjustment instructions of the above-mentioned first air release valve and the above-mentioned second air release valve.

[0039] Specifically, the controller includes a delay module. The addition of the delay module provides the system with the ability of time buffering, allowing the controller to delay for a period of time before actually executing these instructions after deciding to adjust the openings of the first air release valve and the second air release valve. The existence of the delay module is mainly used to smooth the adjustment process of the intake pressure. Under working conditions such as idling and low load, the change of the intake pressure needs to be carefully handled to avoid sudden pressure changes having an adverse impact on the combustion process and causing unstable engine operation. By delaying the execution of the opening adjustment instruction, the system can adjust the intake pressure more gradually, reduce pressure fluctuations, and improve the smoothness of control. The delay module can also prevent overreactions of control instructions. In some cases, such as when the pressure difference suddenly increases, the controller may immediately issue a strong air release valve adjustment instruction, and this rapid response sometimes leads to over-adjustment of the intake pressure and even causes system oscillation. The delay module ensures the rationality of system adjustment by controlling the actual execution time of the control instruction, avoids unnecessary pressure fluctuations, and enhances the safety and stability of engine operation. By integrating the delay module into the controller, a more optimized response strategy can be adopted when dealing with changes in the intake pressure. For example, the system can use this delay time to collect more real-time data, conduct a more in-depth analysis of the current intake pressure state, and then make a more accurate adjustment decision. This not only improves the control accuracy but also enhances the ability to handle complex working conditions.

[0040] All in all, the application of the delay module significantly enhances the robustness of the system, enabling the system to have sufficient time to adjust its own state when facing sudden working condition changes or pressure fluctuations, and avoiding immediate overreactions that may lead to a decline in system performance or instability. The progressive pressure adjustment method helps to promote gas mixing and combustion optimization in the combustion chamber, avoids affecting the complete combustion of fuel due to sudden pressure changes, reduces unstable combustion phenomena of the engine under idling and low load conditions, and improves the combustion efficiency. The smoother intake pressure adjustment process reduces sudden changes in the engine working state, which directly benefits the driving comfort and performance of the vehicle. The driver can feel a more stable power output and a smooth running state under various working conditions.

[0041] In some embodiments of the present application, such as Figure 1The above-described engine supercharging system 01 for adjusting the intake air pressure further includes an intercooler 90. The intercooler, that is, the intermediate cooler, plays a crucial role in the engine supercharging system. Its core function is to cool the high-temperature air compressed by the turbocharger, thereby increasing the air density and the air charge volume for each cylinder. This ultimately leads to an increase in the energy output during the combustion process and improves the performance of the engine. The working principle of the intercooler is mainly to reduce the air temperature through heat exchange. The cooled air has an increased density, which means that more oxygen can be delivered into the cylinder under the same volume, thereby improving the charging efficiency. This is beneficial for improving the combustion efficiency and the power output of the engine. The reduction of the intake air temperature helps to reduce the heat load inside the engine, protects the engine from overheating damage, and extends the service life of the engine. Due to the improved charging efficiency, the engine can use less fuel under the same power output, thereby improving the fuel economy. In this embodiment, the intercooler works together with the dual-flow turbocharger and two intake air pressure sensors to optimize the intake air pressure gradient and the distribution of the intake air volume. By cooling the supercharged air, the intercooler indirectly supports the staged control strategy of the bleed valve because the cooled air is more conducive to achieving pressure balance between the cylinder banks, thereby enhancing the stability and reliability of the entire engine system.

[0042] This application also provides a method for adjusting the intake air pressure of an engine. The above method is applied to any one of the above-described engine supercharging systems for adjusting the intake air pressure. Figure 2 It is a schematic flow chart of the method for adjusting the intake air pressure of an engine according to an embodiment of the present application. As Figure 2 shown, the method includes the following steps:

[0043] Step S201, the first acquisition step: Acquire the intake air pressure of the first cylinder bank of the engine detected by the first pressure sensor to obtain the first intake air pressure.

[0044] Specifically, acquiring the intake air pressure of the first cylinder bank of the engine detected by the first pressure sensor means acquiring the pressure data from the front end of the intake manifold. This link is the most fundamental and crucial in the entire control system because the real-time monitoring data of the intake air pressure will be used as the main basis for subsequent decision-making and control adjustment. The first pressure sensor is installed at the place on the intake manifold of the engine that is farthest from the intake position, that is, the part of the intake manifold (the first group of branch channels) connected to the first cylinder bank. The first pressure sensor continuously monitors the intake air pressure in this part of the manifold and immediately captures any minute pressure changes. The first pressure sensor continuously collects the pressure information of the gas in the intake manifold of the first cylinder bank. These information reflect the air quality entering the first cylinder bank under the current working conditions and the supercharging effect of the supercharger on this part of the gas.

[0045] The collected pressure data usually exists in the form of analog signals. The electronic device built into the first pressure sensor converts these analog signals into digital signals for the controller to understand and process. The first intake pressure is a key input for the system to calculate the pressure difference and adjust the subsequent control strategy of the bleed valve. Without an accurate value of the first intake pressure, it is impossible to reasonably evaluate the intake pressure gradient and make correct control decisions.

[0046] The first acquisition step ensures that the latest state of the intake pressure of the first cylinder bank can be obtained in real time, which is essential for dynamically adjusting the opening of the bleed valve to adapt to the changing operating conditions of the engine. By continuously monitoring the intake pressure, abnormal situations such as a sudden drop in intake pressure can be detected and addressed in a timely manner. This may indicate a turbocharger failure or other potential problems, and thus measures can be taken to prevent a decline in engine performance or possible damage. In short, the first acquisition step is to continuously monitor and read the intake pressure in the intake manifold of the first cylinder bank through the first pressure sensor, ensuring that timely adjustments can be made based on accurate pressure data. The efficiency and accuracy of this link are directly related to whether the engine can operate stably under various operating conditions and whether the expected intake pressure gradient control target can be achieved.

[0047] Step S202, the second acquisition step: Obtain the intake pressure of the second cylinder bank of the engine detected by the second pressure sensor to obtain the second intake pressure.

[0048] Similarly, obtaining the intake pressure of the second cylinder bank of the engine detected by the second pressure sensor means obtaining the pressure data from the rear end of the intake manifold. The second pressure sensor is installed at the position closest to the intake in the intake manifold of the engine, that is, the part of the intake manifold (the second group of branch channels) connected to the second cylinder bank. The second pressure sensor continuously monitors the intake pressure in this part of the manifold and instantly captures any minor pressure changes. The second pressure sensor continuously collects the pressure information of the gas in the intake manifold of the second cylinder bank, and this information reflects the air quality entering the second cylinder bank under the current operating conditions and the supercharging effect of the turbocharger on this part of the gas. The collected pressure data usually exists in the form of analog signals, and the electronic device built into the second pressure sensor converts these analog signals into digital signals for the controller to understand and process.

[0049] Comparing the second intake pressure with the first intake pressure forms the concept of the intake pressure gradient. This comparison result is the key basis for evaluating whether the intake conditions of the two cylinder banks are balanced and whether the opening of the bleed valve needs to be adjusted. With the specific value of the second intake pressure, the intake condition of the entire engine can be comprehensively evaluated, and thus more reasonable control decisions can be made based on comprehensive information to ensure that the engine can operate stably under idle, low-load, or high-load operating conditions.

[0050] By continuously and accurately collecting the second intake pressure data, the intake state of the second cylinder bank can be grasped in real time, providing the necessary information support for realizing dynamic and hierarchical control of the bleed valves, ultimately contributing to the optimized distribution of the intake pressure and enhancing the performance and reliability of the engine. The second acquisition step and the first acquisition step together provide a solid data foundation for the efficient and stable operation of the engine supercharging system and are an indispensable part of realizing the intake pressure gradient control.

[0051] Step S203, calculation step: Calculate the difference between the above-mentioned first intake pressure and the above-mentioned second intake pressure to obtain the intake pressure difference.

[0052] Specifically, the calculation step aims to quantitatively analyze the difference in the intake pressures of the two cylinder banks, that is, the intake pressure gap between the first cylinder bank and the second cylinder bank. This difference is the intake pressure difference and is the key basis for adjusting the subsequent decision-making control strategy. The magnitude of the intake pressure difference can reflect the equilibrium state of the engine intake system under different operating conditions and affect the combustion efficiency and overall performance.

[0053] Before performing the calculation, it is necessary to ensure that accurate values of the first intake pressure and the second intake pressure have been obtained from the first acquisition step and the second acquisition step. These data are collected by the first pressure sensor and the second pressure sensor respectively located on the intake manifolds of the first cylinder bank and the second cylinder bank, and are transmitted to the controller after digital conversion. After receiving these two sets of intake pressure data, the controller will perform the difference calculation. The specific process is to subtract the second intake pressure value from the first intake pressure value (or vice versa, depending on the reference frame set by the system), and the result obtained is the intake pressure difference.

[0054] By calculating the intake pressure difference, the imbalance of the intake pressures of the cylinder banks on both sides of the engine can be immediately identified and quantitatively evaluated. This is an intuitive and effective diagnostic method that can promptly detect pressure distribution problems that may be caused by design defects, wear, or failures in the intake system. The balanced distribution of the intake pressure is crucial for improving the combustion efficiency of the engine. Calculating the intake pressure difference and making control adjustments based on it can ensure that each cylinder obtains an appropriate intake pressure, thereby optimizing the fuel-air mixture ratio and reducing emissions problems caused by incomplete combustion. The real-time monitoring of the intake pressure difference helps prevent a decline in the engine performance caused by uneven intake pressure. Under sensitive operating conditions such as idling and low load, even a small pressure difference may affect the combustion stability. By making timely adjustments, such problems can be effectively avoided, ensuring that the engine can maintain the best state under various operating conditions.

[0055] Step S204, adjustment step: Control the opening degrees of the first bleed valve and the second bleed valve according to the above-mentioned intake pressure difference to adjust the intake pressures of the above-mentioned first cylinder bank and the above-mentioned second cylinder bank.

[0056] Specifically, the main objective of the adjustment step is to dynamically and evenly adjust the intake pressures of the first cylinder bank and the second cylinder bank by adjusting the opening degrees of the first air release valve and the second air release valve in response to the intake pressure difference obtained from the above calculation step. This step aims to optimize the operating state of the engine, improve combustion stability and efficiency, reduce emissions, and ensure that the system can maintain good performance under various operating conditions. The magnitude of the intake pressure difference not only reflects the balance degree of the intake conditions of the cylinder banks on both sides of the engine, but also is the direct basis for the selection of dynamic adjustment and hierarchical control strategies, and is of great significance for ensuring the stable operation of the engine and optimizing the combustion efficiency. Correctly calculating and timely applying the intake pressure difference data is the key to realizing the efficient and intelligent management of the engine supercharging system.

[0057] The above method effectively solves the problem of uneven intake pressure distribution in the end-mounted intake engine under idle and low-load conditions by real-time monitoring and calculating the intake pressure difference between the first cylinder bank and the second cylinder bank of the engine, and intelligently adjusting the opening degrees of the corresponding first air release valve and the second air release valve, significantly improving combustion stability, reducing system oscillation, optimizing engine performance, achieving a more efficient and environmentally friendly operating state, and enhancing overall economy and reliability.

[0058] In the adjustment step, based on the real-time calculated intake pressure difference, the opening degrees of the first air release valve and the second air release valve are dynamically adjusted according to a pre-set hierarchical control strategy to achieve the purpose of optimizing the intake pressures of the first cylinder bank and the second cylinder bank. This hierarchical control strategy is set based on the following four different pressure difference ranges, and each range corresponds to a specific opening degree state of the air release valve:

[0059] Suppose the intake pressure difference is △P, and three pressure difference thresholds are set, namely the first pressure difference threshold △P1, the second pressure difference threshold △P2, and the third pressure difference threshold △P3, where △P1 < △P2 < △P3. These pressure difference thresholds can be calibrated according to the performance of the engine and actual operating data. Specifically, engines of different models have different design parameters, operating ranges, performance indicators, and sensitivities to the intake pressure gradient. For example, some engines may exhibit unstable combustion at relatively small pressure differences, while others may still maintain stable operation within a larger pressure difference range. Therefore, the setting of the pressure difference thresholds must take into account the specific design characteristics of the engine. During actual operation, the engine is affected by various factors such as ambient temperature, altitude, and load, which will change the engine's demand for intake pressure and the tolerance of the intake pressure gradient. By collecting and analyzing actual operating data, it is possible to more accurately determine at which pressure differences the engine's performance begins to be affected, and thus calibrate the thresholds suitable for the engine. The calibration of the pressure difference thresholds can be carried out through the following steps: First, based on the design parameters of the engine and the structure of the supercharging system, through theoretical analysis and computer simulation, preliminarily predict the combustion stability, efficiency, and emission performance of the engine at different pressure differences. This step can provide a theoretical basis for the setting of the thresholds. Next, conduct actual engine tests, including various operating conditions such as cold start, idle speed, low load, and full load. During these tests, record the engine performance indicators at different pressure differences, such as combustion stability, torque output, fuel consumption, and emissions, to verify the accuracy of the theoretical prediction with actual data. The collected experimental data needs to be analyzed and processed in detail. By comparing the performance of the engine at different pressure differences, determine in which pressure difference ranges the engine's performance begins to decline and in which ranges adjustments can significantly improve performance. Based on these analysis results, optimize the setting of the thresholds to ensure that the control system can respond in a timely manner during actual application and avoid unnecessary overregulation. The initial calibration of the thresholds is often not the final result and needs to be continuously optimized through repeated experiments and adjustments. After each iteration, it is necessary to re-conduct tests and verifications until a set of thresholds that can maximize the engine's performance, stability, and economy is found.

[0060] By calibrating the pressure difference threshold values that match the engine characteristics, it is possible to better adapt to the changing demands of the engine in various operating environments and conditions, ensuring the most appropriate response under different conditions. Precise calibration of the pressure difference threshold values helps reduce unnecessary energy waste. By optimizing the operating states of the supercharger and the bleed valve, it is possible to minimize fuel consumption and improve economy while maintaining the engine performance. A reasonable setting of the pressure difference threshold values can avoid making drastic responses to small fluctuations in the pressure difference, reducing system oscillations, and thus enhancing the stability and long-term reliability of the engine operation. In short, correct calibration of the pressure difference threshold values can not only improve the comprehensive performance of the engine, but also extend its service life and reduce maintenance costs.

[0061] An adaptive mechanism can also be provided in this embodiment to dynamically adjust the pressure difference threshold values △P1, △P2, and △P3 according to the real-time operating conditions of the engine, rather than keeping them fixed. This adaptive mechanism can automatically adapt to the demands of the engine under different operating conditions and optimize the control strategy of the bleed valve. Through the adaptive mechanism, the optimal pressure difference threshold values can be calculated in real time based on parameters such as the current load, speed, and temperature of the engine. For example, in high-load operating conditions, a higher tolerance for changes in the intake pressure difference can be set to allow a larger pressure gradient range, thereby improving the engine's response speed and output power. In idle or low-load operating conditions, a lower pressure difference threshold value is required to ensure combustion stability. Dynamically adjusting the pressure difference threshold values makes the control system more flexible and intelligent, enabling better matching of the engine's demands under different operating conditions, improving combustion efficiency, and reducing control errors caused by improper threshold values, further enhancing the overall performance and economy of the engine.

[0062] Specifically, real-time data analysis and processing are carried out first, which is the basis for dynamic adjustment. By collecting and analyzing the engine operation data in real time, including but not limited to environmental parameters such as rotational speed, load, temperature, humidity, as well as real-time intake pressure and cylinder pressure data, these data are collected by sensors. Through Model Predictive Control (MPC), the behavior of the system in the next period of time is predicted, and the output of the controller is optimized according to the prediction results. In this embodiment, MPC is used to predict the possible fluctuation range of the intake pressure difference with the change of working conditions, and accordingly, the control parameters of the bleed valve are dynamically adjusted. MPC can take into account the constraint conditions and objective functions of the system and formulate the optimal control strategy. An adaptive algorithm is introduced, which allows its parameters to be automatically adjusted according to the changes in the external environment and the internal state of the engine. In the dynamic adjustment of the pressure difference threshold, the adaptive control algorithm continuously fine-tunes the values of △P1, △P2, and △P3 according to the engine state obtained from real-time analysis to ensure that the control system is always in the best working state and adapts to different operating stages of the engine. Thus, the intelligent dynamic adjustment of the pressure difference threshold is realized, the flexibility and response speed of the engine supercharging system control are improved, and the best intake pressure distribution can be achieved under different working conditions of the engine, thereby enhancing the overall performance and economy.

[0063] According to the magnitude of the intake pressure difference, the control strategy can be divided into four levels to judge the degree of intake unevenness, and the opening degrees of the first bleed valve and the second bleed valve are adjusted to balance the intake air volume. The influence mechanism of the actuator action on the intake pressure is shown in Table 1. By asymmetrically adjusting the opening degrees of the first bleed valve and the second bleed valve, the turbine energy distribution is actively reconstructed to achieve dynamic pressure equilibrium.

[0064] Table 1 Influence mechanism of actuator action on intake pressure

[0065]

[0066] According to the magnitude of the intake pressure difference, the control strategy is divided into multiple levels, and each level corresponds to different opening states of the bleed valve. The hierarchical control strategy is shown in Table 2.

[0067] Table 2 Hierarchical control strategy

[0068]

[0069] 1) Level 1: △P < △P1.

[0070] At this time, the pressure difference between the first cylinder group and the second cylinder group is relatively small. The control method of fully opening the first air release valve and the second air release valve is adopted, that is, the opening degrees of the first air release valve and the second air release valve are both the first opening degree. The purpose is to relieve pressure simultaneously to eliminate the residual pressure difference, which is equivalent to entering the "pressure reset" state and providing a neutral starting point for the next adjustment cycle.

[0071] 2) Level 2: △P1 ≤ △P < △P2.

[0072] At this time, the pressure difference between the first cylinder group and the second cylinder group has a tendency to increase. Appropriately close the air release valve of the first cylinder group (the first air release valve) to increase its intake pressure, but the amplitude is small to obtain controllable supercharging; the second cylinder group continues to relieve pressure (the second air release valve is fully open), that is, the opening degree of the first air release valve is the second opening degree, and the second air release valve maintains the first opening degree. This control method adjusts the intake pressure to a certain extent to avoid system oscillation caused by sudden changes in control parameters and ensure the stable operation of the engine.

[0073] 3) Level 3: △P2 ≤ △P ≤ △P3.

[0074] At this time, although the pressure difference between the first cylinder group and the second cylinder group is large, it has not reached the level of Level 4. Further close the air release valve of the first cylinder group (the first air release valve) to provide further intake pressure; the second cylinder group continues to relieve pressure (the second air release valve is fully open), that is, the opening degree of the first air release valve is the third opening degree, and the second air release valve maintains the first opening degree. Compared with Level 2, the intake pressure is further adjusted to avoid system oscillation caused by parameter mutation and ensure the stable operation of the engine.

[0075] 4) Level 4: △P > △P3.

[0076] At this time, the intake pressure of the first cylinder group is significantly lower than that of the second cylinder group, resulting in engine misfire. Completely close the air release valve of the first cylinder group (the first air release valve) to increase the intake pressure to the maximum; the second cylinder group continues to relieve pressure (the second air release valve is fully open), that is, the opening degree of the first air release valve is the fourth opening degree, and the second air release valve maintains the first opening degree. The dual effects accelerate the cancellation of the pressure difference and ensure the stable operation of the engine.

[0077] It can be understood that the above first opening degree is the 100% opening degree of the air release valve, the above second opening degree is the 75% opening degree of the air release valve, the above third air release valve is the 50% opening degree, and the above fourth air release valve is the 0% opening degree.

[0078] The characteristics of the hierarchical control strategy are as follows. By gradually reducing the opening degree of the first air release valve instead of simply switching between "fully open" and "fully closed", it avoids drastic changes in system control, reduces pressure fluctuations that may be caused by sudden adjustments, and improves the smoothness and stability of engine operation. At the same time, by adopting different control parameters in different pressure difference ranges, this strategy can intelligently adjust the opening degree of the air release valve according to the actual operating conditions of the engine, achieve more refined and efficient pressure adjustment, contribute to improving combustion efficiency, reducing emissions, and enhancing the performance and economy of the entire engine system. In short, the hierarchical control strategy is an accurate and adaptive control method that can dynamically adjust the opening degree of the air release valve according to the magnitude of the intake pressure difference, thereby effectively balancing the intake pressures of the cylinder groups on both sides of the engine, ensuring that the engine can operate stably and efficiently under various working conditions, while reducing the sensitivity and system complexity of the air release valve control.

[0079] In some embodiments, based on the above hierarchical control strategy, an intelligent prediction algorithm and a self-learning control mechanism can be introduced. This mechanism can predict the trend of possible intake pressure changes under future working conditions based on historical operation data, and adjust the opening degree of the air release valve in advance to cope with the upcoming unbalanced state, rather than simply reacting to the current pressure difference. Machine learning techniques, such as neural networks or support vector machines, can be used to learn and understand the behavior patterns of the engine under different working conditions. By analyzing the operating parameters of the engine (such as speed, load, etc.), predict the trend of intake pressure difference changes in the next few seconds or minutes. When it is predicted that the pressure difference will exceed the threshold, adjust the opening degree of the air release valve in advance to reduce the impact of uneven intake pressure. This not only improves the response speed and predictability of the control system, but also reduces system oscillations caused by sudden changes in working conditions, further optimizing the operating efficiency and stability of the engine and reducing potential failure risks.

[0080] In still other embodiments of the present application, before the adjustment step: controlling the opening degrees of the first air release valve and the second air release valve according to the above intake pressure difference to adjust the intake pressures of the first cylinder group and the second cylinder group, the method further includes: processing the intake pressure difference using a filtering algorithm to obtain a processed intake pressure difference; obtaining the opening degree adjustment instructions for the first air release valve and the second air release valve according to the processed intake pressure difference; and starting to execute the opening degree adjustment instructions after a preset time period from obtaining the opening degree adjustment instructions.

[0081] Specifically, before implementing the adjustment step, that is, before controlling the opening degrees of the first air release valve and the second air release valve to adjust the intake pressure, the method also additionally includes two links: preprocessing the intake pressure difference signal and delaying the execution of the command, so as to achieve a more accurate and stable control effect. During the real-time monitoring of the intake pressure, the original pressure difference data may be affected by noise interference, signal fluctuations or transient anomalies. If no appropriate preprocessing is carried out and the control is directly based on these data, it will cause unnecessary adjustments to the opening degree of the air release valve and lead to unnecessary oscillations in the system. Using a filtering algorithm to process the intake pressure difference aims to remove or weaken the random noise and other unexpected interferences in the measurement data and retain the trend information that truly reflects the system state. Commonly used filtering algorithms such as low-pass filtering, median filtering or Kalman filtering can smooth the signal curve and ensure that the control command is generated based on a more accurate and stable intake pressure difference value. The intake pressure difference data processed by the filtering algorithm will be more reliable and can be used as an important basis for judging whether the intake pressure of the cylinder group needs to be adjusted, avoiding misoperations caused by signal fluctuations.

[0082] After processing the intake pressure difference with the filtering algorithm, based on the processed intake pressure difference value, using a preset hierarchical control strategy, calculate and determine the opening degree adjustment commands for the first air release valve and the second air release valve to ensure that the generation of the control command is based on more accurate and stable data. The specific calculation of the adjustment command involves comparing the processed intake pressure difference with a preset pressure difference threshold, and determining the change range of the opening degree of the air release valve according to the comparison result. This process ensures that the execution of the control strategy is precisely controlled and avoids unnecessary adjustments that may be caused by signal transients.

[0083] To avoid control instability caused by the too-fast response of the control system and reduce the frequent changes in the opening degree of the air release valve, an instruction delay mechanism is set. That is, after obtaining the opening degree adjustment command, it is not immediately executed, but waits for a preset time period. The selection of the preset time period needs to comprehensively consider factors such as the response characteristics of the engine, the dynamic stability of the system and the control accuracy. Too short a delay time may not be able to filter out the transient disturbances in the signal, and too long a delay time may affect the timeliness of the control. Therefore, it is crucial to reasonably set this time period. At the end of the delay time period, the calculated opening degree adjustment command will be executed to adjust the opening degrees of the first air release valve and the second air release valve to achieve the goal of optimizing the intake pressure gradient. This way of delaying the execution ensures that each control action is based on the latest and most stable system state, thereby improving the robustness and accuracy of the entire control process.

[0084] By adopting a filtering algorithm to process the intake pressure difference and combining it with an instruction delay execution mechanism, the control accuracy and stability of the engine supercharging system can be significantly improved, system oscillation can be reduced, refined management of the intake pressure gradient in a dynamic operating environment can be ensured, and ultimately the combustion efficiency, operating smoothness, and economy of the engine can be enhanced. At the same time, emissions are reduced, achieving more efficient and environmentally friendly control of the power system.

[0085] In this application, the arrangement of the dual intake pressure sensors and the independent control of the dual bleed valves can accurately adjust the intake air volume of the two cylinder groups, eliminate the overcompensation problem caused by traditional symmetric control, optimize the intake air distribution, and improve the performance of the engine. The intake pressure difference range is divided into multiple levels, and each level corresponds to a different bleed valve opening state. Frequent changes in the bleed valve opening are reduced, system oscillation is decreased, and control stability is improved. Between different levels, the opening of the bleed valve is gradually adjusted, and a filtering and delay mechanism is introduced. The pressure difference signal is smoothed, system oscillation is reduced, and control accuracy is improved.

[0086] This application also provides a vehicle, including any one of the above-mentioned engine supercharging systems for adjusting the intake pressure.

[0087] The above are only the preferred embodiments of this application and are not used to limit this application. For those skilled in the art, various changes and modifications can be made to this application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of this application shall be included within the protection scope of this application.

Claims

1. An engine supercharging system for regulating intake pressure, characterized in that, Comprising: A two - flow turbocharger, including a first exhaust passage, a second exhaust passage, a first bleed valve and a second bleed valve. The first exhaust passage is communicated with the exhaust port of the first cylinder bank of the engine, the second exhaust passage is communicated with the exhaust port of the second cylinder bank of the engine, the first bleed valve is arranged at the exhaust port of the first cylinder bank, and the second bleed valve is arranged at the exhaust port of the second cylinder bank; An intake manifold, including a first group of branch passages and a second group of branch passages. The first group of branch passages is communicated with the intake port of the first cylinder bank, and the second group of branch passages is communicated with the intake port of the second cylinder bank; A first pressure sensor, arranged at one end of the intake manifold away from the throttle valve, for detecting the intake pressure of the first cylinder bank of the engine; A second pressure sensor, arranged at one end of the intake manifold close to the throttle valve, for detecting the intake pressure of the second cylinder bank of the engine; A controller, communicatively connected with the first pressure sensor, the second pressure sensor, the first bleed valve and the second bleed valve, for receiving the pressure signals of the first pressure sensor and the second pressure sensor, and controlling the opening degrees of the first bleed valve and the second bleed valve according to the pressure signals to adjust the intake pressures of the first cylinder bank and the second cylinder bank.

2. The engine supercharging system for adjusting intake air pressure according to claim 1, wherein, The first group of branch passages and the second group of branch passages respectively include a plurality of branch passages, and the number of branch passages of the first group of branch passages is the same as that of the second group of branch passages.

3. The engine supercharging system for adjusting intake air pressure according to claim 1, wherein The first cylinder bank and the second cylinder bank respectively include a plurality of cylinders, and the number of cylinders of the first cylinder bank is the same as that of the second cylinder bank. The branch passages of the first group of branch passages are in one - to - one correspondence with the intake ports of the cylinders of the first cylinder bank, and the branch passages of the second group of branch passages are in one - to - one correspondence with the intake ports of the cylinders of the second cylinder bank.

4. The engine supercharging system for adjusting intake air pressure according to claim 1, wherein, Both the first bleed valve and the second bleed valve are equipped with independent actuators, and the actuators allow the controller to realize the opening degree control of the first bleed valve and the second bleed valve.

5. The engine supercharging system for adjusting intake air pressure according to claim 1, wherein, The controller includes a delay module, for controlling the opening degree adjustment instruction to start execution after a preset time period when the opening degree adjustment instructions of the first bleed valve and the second bleed valve are triggered.

6. A method for adjusting the intake pressure of an engine, characterized in that, The method is applied to the engine supercharging system for adjusting intake pressure according to any one of claims 1 to 5, and includes: A first acquisition step: acquiring the intake pressure of the first cylinder bank of the engine detected by the first pressure sensor to obtain a first intake pressure; A second acquisition step: acquiring the intake pressure of the second cylinder bank of the engine detected by the second pressure sensor to obtain a second intake pressure; A calculation step: calculating the difference between the first intake pressure and the second intake pressure to obtain an intake pressure difference; An adjustment step: controlling the opening degrees of the first bleed valve and the second bleed valve according to the intake pressure difference to adjust the intake pressures of the first cylinder bank and the second cylinder bank.

7. The method for adjusting the intake pressure of an engine according to claim 6, wherein Adjustment steps: Controlling the opening degrees of the first air release valve and the second air release valve according to the intake air pressure difference to adjust the intake air pressures of the first cylinder group and the second cylinder group, including: When the intake air pressure difference is less than the first pressure difference threshold, controlling the opening degrees of both the first air release valve and the second air release valve to be the first opening degree; When the intake air pressure difference is greater than or equal to the first pressure difference threshold and less than the second pressure difference threshold, controlling the opening degree of the first air release valve to be the second opening degree, and keeping the opening degree of the second air release valve as the first opening degree; When the intake air pressure difference is greater than or equal to the second pressure difference threshold and less than or equal to the third pressure difference threshold, controlling the opening degree of the first air release valve to be the third opening degree, and keeping the opening degree of the second air release valve as the first opening degree; When the intake air pressure difference is greater than the third pressure difference threshold, controlling the opening degree of the first air release valve to be the fourth opening degree, and keeping the opening degree of the second air release valve as the first opening degree, wherein, the first opening degree is greater than the second opening degree, the second opening degree is greater than the third opening degree, and the third opening degree is greater than the fourth opening degree.

8. The method for adjusting the intake pressure of an engine according to claim 6, characterized in that, Before the adjustment steps: Controlling the opening degrees of the first air release valve and the second air release valve according to the intake air pressure difference to adjust the intake air pressures of the first cylinder group and the second cylinder group, the method further includes: Processing the intake air pressure difference by using a filtering algorithm to obtain a processed intake air pressure difference; Obtaining an opening degree adjustment instruction for the first air release valve and the second air release valve according to the processed intake air pressure difference; Starting to execute the opening degree adjustment instruction after a preset time period from obtaining the opening degree adjustment instruction.

9. The method for adjusting the intake pressure of an engine according to claim 7, characterized in that, The first pressure difference threshold, the second pressure difference threshold, and the third pressure difference threshold are set according to the performance of the engine and actual operation data.

10. A vehicle, characterized in that, Including: An engine supercharging system for adjusting intake air pressure according to any one of claims 1 to 5.

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