An intake system of an engine and an automobile

Abstract

The present invention relates to an intake system of an engine and an automobile. The intake system includes: a first turbocharger provided with a first pneumatic pressure relief component; a second turbocharger provided with a second pneumatic pressure relief component; a pipeline assembly, the outlet ends of which are respectively connected to the first pneumatic pressure relief component and the second pneumatic pressure relief component through pipelines of the same length; and a PWM valve, which is provided with an air inlet, an electronic interface and a plurality of air outlets, wherein the air inlet is communicated with the inner cavity of the first turbocharger or the second turbocharger, at least one air outlet is communicated with the inlet end of the pipeline assembly, and the electronic interface is electrically connected to the ECU. By providing a PWM valve with an air inlet communicated with the inner cavity of the first turbocharger or the second turbocharger, and receiving signals through the electronic interface to adjust the intake air, thereby adjusting the air pressure in the first turbocharger and the second turbocharger; since the lengths of the air supply pipelines are equal, it is possible to ensure that the opening degrees of the air pressure valves on the first pneumatic pressure relief component and the second pneumatic pressure relief component are the same.

Description

Technical Field

[0001] The present invention relates to the field of automobiles, and particularly to an intake system of an engine and an automobile. Background Art

[0002] Common turbochargers include pneumatic turbochargers, electronically controlled turbochargers, and VGT turbochargers. These three types of turbochargers can all be applied to single-turbocharged engines. In actual application on dual-turbocharged engines, electronically controlled turbochargers and VGT turbochargers are used. The pneumatic turbocharger, which is the most mature and cheapest in technology, is less applied. Compared with the pneumatic turbocharger, the electronically controlled turbocharger and VGT turbocharger not only increase in size, but also significantly increase the production cost and R & D cycle, which will affect the layout of the engine in the engine compartment, making it impossible to arrange in many vehicle engine compartments. This prolongs the design cycle of the engine and increases the production and management costs.

[0003] The main reason for the less application of the pneumatic turbocharger in the dual-turbocharged engine is that during the intake process of the engine, it is necessary to keep the intake air volume on both sides basically the same after supercharging. However, the pneumatic turbocharger controls the opening of the turbocharger actuator through the exhaust gas volume discharged after gas combustion. The exhaust gas discharged after combustion under different working conditions may be inconsistent on both sides. At this time, if the opening of the turbocharger is different, resulting in different intake air volumes on both sides, it will affect the combustion on both sides, may cause an increase in emissions, and may even cause knocking in severe cases, which may damage the engine. Summary of the Invention

[0004] The present invention provides an intake system of an engine and an automobile to solve the technical problem of different intake air volumes on both sides of the dual turbochargers in the prior art.

[0005] In a first aspect of the present invention, an intake system of an engine is provided, including:

[0006] A first turbocharger, provided with a first pneumatic pressure relief component;

[0007] A second turbocharger, provided with a second pneumatic pressure relief component;

[0008] A pipeline assembly, the outlet end of which is connected to the first pneumatic pressure relief component and the second pneumatic pressure relief component through pipelines of the same length; and

[0009] A PWM valve, which is provided with an air inlet, an electronic interface, and a plurality of air outlets. The air inlet is communicated with the inner cavity of the first turbocharger or the second turbocharger, at least one air outlet is communicated with the inlet end of the pipeline assembly, and the electronic interface is electrically connected to the ECU for receiving the control signal of the ECU to control the intake air volume.

[0010] In this solution, by respectively arranging a first pneumatic pressure relief component and a second pneumatic pressure relief component on the first turbocharger and the second turbocharger, the first pneumatic pressure relief component and the second pneumatic pressure relief component respectively adjust the air pressure in the first turbocharger and the second turbocharger. An intake port is provided to connect a PWM valve in the inner cavity of the first turbocharger or the second turbocharger, and signals are received through an electronic interface to adjust the intake air. By controlling the supply of air to the first pneumatic pressure relief component and the second pneumatic pressure relief component, the air pressure in the first turbocharger and the second turbocharger is adjusted. At the same time, since the lengths of the pipelines supplying air to the first pneumatic pressure relief component and the second pneumatic pressure relief component are equal, it can be ensured that the opening degrees of the pressure valves on the first pneumatic pressure relief component and the second pneumatic pressure relief component are the same, and further, the air pressures in the first turbocharger and the second turbocharger are controlled to be the same.

[0011] In a further solution of the present invention, the pipeline assembly includes a first PWM valve hard pipe connecting the first pneumatic pressure relief component, a second PWM valve hard pipe connecting the second pneumatic pressure relief component, and a gas supply component. The gas supply component is provided with at least two air outlets respectively connecting the second PWM valve hard pipe and the first PWM valve hard pipe.

[0012] In a further solution of the present invention, the gas supply component includes: a three-way valve. The first interface in the three-way valve connects the first PWM valve hard pipe, the second interface connects the second PWM valve hard pipe, and the third interface is for gas supply.

[0013] In this solution, by arranging a three-way valve to supply gas to the first pressure relief component and the second pressure relief component, wherein, the third interface can be connected to a dedicated gas supply device for gas supply to regulate the air pressure in the first turbocharger and the second turbocharger; or openings can be provided on the first turbocharger and / or the second turbocharger and connected to the third interface to achieve the gas supply function.

[0014] In a further solution of the present invention, an air supply port is provided on the first turbocharger, and the third interface is connected to the air supply port through a third PWM valve hard pipe.

[0015] In a further solution of the present invention, the gas supply component further includes: three PWM valve rubber hoses, which are respectively connected to the three interfaces on the three-way valve and are respectively connected to the first PWM valve hard pipe, the second PWM valve hard pipe, and the third PWM valve hard pipe.

[0016] In this solution, by additionally arranging three PWM valve rubber hoses to be respectively connected to the three interfaces on the three-way valve, so that the first PWM valve hard pipe, the second PWM valve hard pipe, and the third PWM valve hard pipe can be connected to the three-way valve through the PWM valve rubber hoses, preventing stress from being generated at the connection points and causing damage, effectively improving the service life of the equipment.

[0017] In a further aspect of the present invention, the first pneumatic pressure relief assembly has the same structure as the second pneumatic pressure relief assembly. The first pneumatic pressure relief assembly includes: a pneumatic pump, a drive rod, and a pressure relief valve. The pressure relief valve is provided on the first turbocharger. The drive rod is driven by the pneumatic pump to open the pressure relief valve. The first PWM valve hard pipe is connected to the pneumatic pump.

[0018] In this solution, after the pipeline assembly supplies air to the pneumatic pump, the pneumatic pump drives the pressure relief valve to move, and then adjusts the pressure relief valve, thereby relieving pressure for the first turbocharger. Similarly, the second pneumatic pressure relief assembly will not be elaborated in detail.

[0019] In a further aspect of the present invention, a PWM valve is also provided on the first turbocharger, which has an air inlet and a plurality of air outlets. Among them, the air inlet is connected to the air supply port, and at least one of the plurality of air outlets is connected to the third PWM valve hard pipe.

[0020] In this solution, by additionally providing a PWM valve on the first turbocharger, since the air inlet and the air outlet of the PWM valve are respectively connected to the air supply port and the third PWM valve hard pipe, the PWM valve can adjust the air supply volume to the pipeline assembly according to the pressure condition in the first turbocharger, and further can adjust the pressure in the pneumatic pump, thereby effectively adjusting the pressure in the first turbocharger and the second turbocharger.

[0021] In this solution, by providing an electronic interface on the PWM valve, the electronic interface is used to access an external signal, so that the PWM valve can adjust its air supply volume according to the external signal; the electronic interface can be electrically connected to the engine ECU and is controlled by it to adjust the movement of the internal slider of the PWM valve, thereby controlling the amount of gas entering the PWM valve pipeline and changing the opening degree of the turbocharger actuator.

[0022] In a further aspect of the present invention, the first pneumatic pressure relief assembly has the same structure as the second pneumatic pressure relief assembly. The first pneumatic pressure relief assembly includes a pneumatic cylinder, a transmission rod, and a pressure relief valve. The pneumatic cylinder is connected to the first PWM valve hard pipe. The pressure relief valve is provided on the first turbocharger. The transmission rod is driven by the pneumatic cylinder to control the pressure relief valve.

[0023] The second aspect of the present invention provides a vehicle, which specifically includes an intake system of an engine provided in the first aspect of the present invention.

[0024] Compared with the prior art, the present invention has the following beneficial effects:

[0025] In the present invention, a first pneumatic pressure relief component and a second pneumatic pressure relief component are respectively arranged on a first turbocharger and a second turbocharger. The first pneumatic pressure relief component and the second pneumatic pressure relief component respectively adjust the air pressure in the first turbocharger and the second turbocharger. A PWM valve with an air inlet communicating with the inner cavity of the first turbocharger or the second turbocharger is provided, and signals are received through an electronic interface to adjust the air intake. By controlling the supply of air to the first pneumatic pressure relief component and the second pneumatic pressure relief component, the air pressure in the first turbocharger and the second turbocharger is adjusted. At the same time, since the lengths of the pipelines for supplying air to the first pneumatic pressure relief component and the second pneumatic pressure relief component are equal, it is possible to ensure that the opening degrees of the air pressure valves on the first pneumatic pressure relief component and the second pneumatic pressure relief component are the same, and further control the air pressures in the first turbocharger and the second turbocharger to be the same. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the following drawings are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0027] Figure 1 FIG. is a schematic structural diagram of an intake system of an engine provided by one embodiment of the present invention;

[0028] Figure 2 FIG. is a schematic structural diagram of a first turbocharger provided by one embodiment of the present invention;

[0029] Figure 3 FIG. is a schematic structural diagram of a pipeline assembly provided by one embodiment of the present invention;

[0030] Figure 4 FIG. is a schematic diagram of the gas flow direction in the intake system provided by one embodiment of the present invention;

[0031] Figure 5 FIG. is a schematic diagram of the gas flow direction in the first turbocharger provided by one embodiment of the present invention.

[0032] REFERENCE NUMERALS

[0033] 1, first turbocharger; 101, air pressure cylinder; 102, driving rod; 103, pressure relief valve;

[0034] 2, second turbocharger;

[0035] 3. Pipeline assembly; 301. Second PWM valve hard pipe; 302. First PWM valve hard pipe; 303. Third PWM valve hard pipe; 304. PWM valve rubber hose; 305. Three-way valve

[0036] 4. PWM valve; 401. Exhaust pipeline; 402. Intake pipeline; 403. Return air pipeline Detailed implementation manners

[0037] In order to make the above and other features and advantages of the present invention clearer, the present invention will be further described below with reference to the accompanying drawings. It should be understood that the specific embodiments given herein are for the purpose of explaining to those skilled in the art, and are merely exemplary, rather than restrictive

[0038] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be construed as a limitation of the present invention

[0039] In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "a plurality" means at least two, such as two, three, etc., unless otherwise specifically defined

[0040] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection, an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances

[0041] In the present invention, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may be that the first feature is directly above or obliquely above the second feature, or simply means that the horizontal height of the first feature is higher than that of the second feature. The first feature being "under", "beneath" and "underneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or simply means that the horizontal height of the first feature is less than that of the second feature.

[0042] Please refer to Figures 1 - 5 , the first aspect of the present invention provides an intake system for an engine, comprising:

[0043] A first turbocharger 1, provided with a first pneumatic pressure relief component;

[0044] A second turbocharger 2, provided with a second pneumatic pressure relief component;

[0045] A pipeline assembly 3, the outlet ends of which are respectively connected to the first pneumatic pressure relief component and the second pneumatic pressure relief component through pipelines of the same length; and

[0046] A PWM valve 4, which is provided with an air inlet (not marked in the figure), an electronic interface (not marked in the figure) and a plurality of air outlet ports (not marked in the figure), wherein the air inlet is communicated with the inner cavity of the first turbocharger 1 or the second turbocharger 2, at least one air outlet port is communicated with the inlet end of the pipeline assembly 3, and the electronic interface is electrically connected to the ECU for receiving a control signal from the ECU to control the air intake volume.

[0047] In this solution, by respectively providing the first pneumatic pressure relief component and the second pneumatic pressure relief component on the first turbocharger 1 and the second turbocharger 2, the first pneumatic pressure relief component and the second pneumatic pressure relief component respectively adjust the air pressure in the first turbocharger 1 and the second turbocharger 2. A PWM valve 4 with an air inlet communicating with the inner cavity of the first turbocharger 1 or the second turbocharger 2 is provided, and the air intake is adjusted by receiving signals through the electronic interface. By controlling the supply of air to the first pneumatic pressure relief component and the second pneumatic pressure relief component, the air pressure in the first turbocharger 1 and the second turbocharger 2 is adjusted; at the same time, since the pipeline lengths for supplying air to the first pneumatic pressure relief component and the second pneumatic pressure relief component are equal, it is possible to ensure that the opening degrees of the air pressure valves on the first pneumatic pressure relief component and the second pneumatic pressure relief component are the same, and further control the air pressures in the first turbocharger 1 and the second turbocharger 2 to be the same.

[0048] It can be understood that the PWM valve 4 mentioned in the present application refers to a supercharger pressure limit valve, the PWM valve 4 hard pipe.

[0049] Taking a V6 engine as an example. The present invention provides an application solution of a pneumatic turbocharger in a twin-turbo engine. By designing a one-to-two pipeline, the opening degrees of the actuators of the two superchargers on both sides are made consistent, thereby ensuring the consistency of the intake air volume on both sides.

[0050] The present invention uses a pneumatic turbocharger, which has advantages in terms of cost and development cycle.

[0051] In a further solution of the present invention, the pipeline assembly 3 includes a first PWM valve hard pipe 302 communicating with the first pneumatic pressure relief component, a second PWM valve hard pipe 301 communicating with the second pneumatic pressure relief component, and a gas supply component. The gas supply component is provided with at least two air outlets respectively communicating with the second PWM valve hard pipe 301 and the first PWM valve hard pipe 302.

[0052] In a further solution of the present invention, the gas supply component includes: a three-way valve 305. The first interface in the three-way valve 305 communicates with the first PWM valve hard pipe 302, the second interface communicates with the second PWM valve hard pipe 301, and the third interface is for gas supply.

[0053] In this solution, the three-way valve 305 is set to supply gas to the first pressure relief component and the second pressure relief component. Among them, the third interface can be connected to a dedicated gas supply device to supply gas, so as to regulate the air pressure in the first turbocharger 1 and the second turbocharger 2; or openings can be provided on the first turbocharger 1 and / or the second turbocharger 2 and connected to the third interface to achieve the gas supply function.

[0054] In a further solution of the present invention, the first turbocharger 1 is provided with a gas supply port, and the third interface is connected to the gas supply port through a third PWM valve hard pipe 303.

[0055] In a further solution of the present invention, the gas supply component further includes: three PWM valve rubber hoses 304, which are respectively connected to the three interfaces on the three-way valve 305, and are respectively connected to the first PWM valve hard pipe 302, the second PWM valve hard pipe 301, and the third PWM valve hard pipe 303.

[0056] In this solution, by additionally providing three PWM valve rubber hoses 304 to be respectively connected to the three interfaces on the three-way valve 305, so that the first PWM valve hard pipe 302, the second PWM valve hard pipe 301, and the third PWM valve hard pipe 303 can be connected to the three-way valve 305 through the PWM valve rubber hoses 304, preventing stress from being generated at the connection part and causing damage, effectively improving the service life of the equipment.

[0057] In a further embodiment of the present invention, the first pneumatic pressure relief assembly has the same structure as the second pneumatic pressure relief assembly. The first pneumatic pressure relief assembly includes: a pneumatic cylinder 101, a drive rod 102, and a pressure relief valve 103. The pressure relief valve 103 is provided on the first turbocharger 1. The drive rod 102 is driven by the pneumatic cylinder 101 to open the pressure relief valve 103. The first PWM valve hard pipe 302 is connected to the pneumatic cylinder 101.

[0058] In this embodiment, after the pipeline assembly 3 supplies gas to the pneumatic cylinder 101, the pneumatic cylinder 101 drives the pressure relief valve 103 to move, thereby adjusting the pressure relief valve 103 to relieve pressure for the first turbocharger 1. Similarly, the second pneumatic pressure relief assembly will not be elaborated in detail.

[0059] In a further embodiment of the present invention, a PWM valve 4 is also provided on the first turbocharger 1, which has an air inlet and a plurality of air outlets. Among them, the air inlet is connected to the air supply port through the intake pipeline 402, and at least one of the plurality of air outlets is connected to the third PWM valve hard pipe 303 through the outlet pipeline 401.

[0060] In this embodiment, by additionally providing a PWM valve 4 on the first turbocharger 1, since the air inlet and the air outlet of the PWM valve 4 are respectively connected to the air supply port and the third PWM valve hard pipe 303, the PWM valve 4 can adjust the air supply volume to the pipeline assembly 3 according to the pressure condition inside the first turbocharger 1, and further can adjust the pressure inside the pneumatic cylinder 101, thereby effectively adjusting the pressures inside the first turbocharger 1 and the second turbocharger 2.

[0061] Furthermore, the above embodiment provides a single PWM valve 4 on the first turbocharger 1 so that the first turbocharger 1 and the second turbocharger 2 share the same PWM valve 4. Similarly, this valve can be provided on the second turbocharger 2, and this embodiment will not be elaborated in detail. On the other hand, a PWM valve 4 can be provided on each of the first turbocharger 1 and the second turbocharger 2 to achieve the same effect.

[0062] In this embodiment, by providing an electronic interface on the PWM valve 4, the electronic interface is used to access an external signal, so that the PWM valve 4 can adjust its air supply volume according to the external signal. The electronic interface can be electrically connected to the engine ECU and is controlled by it to adjust the movement of the slider inside the PWM valve 4, thereby controlling the amount of gas entering the pipeline of the PWM valve 4 and changing the opening degree of the turbocharger actuator.

[0063] In a further aspect of the present invention, the first pneumatic pressure relief assembly has the same structure as the second pneumatic pressure relief assembly. The first pneumatic pressure relief assembly includes a pneumatic cylinder 101, a transmission rod, and a pressure relief valve 103. The pneumatic cylinder is connected to the first PWM valve hard pipe 302, and the pressure relief valve 103 is provided on the first turbocharger 1. The transmission rod is driven by the pneumatic cylinder 101 to control the pressure relief valve 103.

[0064] Furthermore, the present invention is applied to a V6 twin-turbocharged engine. The two turbochargers on both sides are connected through the PWM valve 4 and the PWM pipeline to achieve synchronous control of the turbochargers. The PWM valve 4 is an electrical component installed at the compressor housing end of the left turbocharger and can be controlled by the engine ECU. When receiving an instruction, it controls the movement of the internal slider, thereby controlling the amount of gas entering the pipeline of the PWM valve 4 and causing the opening of the turbocharger actuator to change.

[0065] Furthermore, the first PWM valve hard pipe 302, the second PWM valve hard pipe 301, the third PWM valve hard pipe 303, and the PWM valve 4 are all made of steel, with good anti-deformation, wear resistance, and resistance to high and low temperatures. They are all designed with fixed brackets to ensure no shaking during use. The PWM hoses are all made of rubber materials resistant to high and low temperatures, with good wear resistance and resistance to high and low temperatures. They are clamped by clamps at the connection with the hard pipes to ensure no air leakage during use.

[0066] Furthermore, the pipeline assembly 3 is provided with pipe clamps for fixation, and among them, the first PWM valve hard pipe 302, the second PWM valve hard pipe 301, and the third PWM valve hard pipe 303 can all be provided with pipe clamps.

[0067] In the second aspect of the present invention, a vehicle is provided, which specifically includes the intake system of an engine provided in the first aspect of the present invention.

[0068] Further, those skilled in the art should understand that if all or part of the sub-modules involved in the intake system of an engine and the vehicle provided in the embodiments of the present invention are combined, replaced, or simply changed through methods such as coupling, mutual transformation, etc., such as moving the positions of the components; or integrating the products formed thereby; or designing them to be detachable; as long as the combined components can form a device / device / system with specific functions, replacing the corresponding components of the present invention with such a device / device / system also falls within the protection scope of the present invention.

[0069] In the description of this specification, the descriptions referring to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc., mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0070] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

Claims

1. An intake system of an engine, characterized in that, Comprising: A first turbocharger, provided with a first pneumatic pressure relief component; A second turbocharger, provided with a second pneumatic pressure relief component; A pipeline assembly, the outlet ends of the pipeline assembly are respectively connected to the first pneumatic pressure relief component and the second pneumatic pressure relief component through pipelines of the same length; and A PWM valve, which is provided with an air inlet, an electronic interface and a plurality of air outlets, wherein the air inlet is communicated with the inner cavity of the first turbocharger or the second turbocharger, at least one of the air outlets is communicated with the inlet end of the pipeline assembly, and the electronic interface is electrically connected to an ECU for receiving a control signal from the ECU to control the air intake; The pipeline assembly includes a first PWM valve hard pipe communicating with the first pneumatic pressure relief component, a second PWM valve hard pipe communicating with the second pneumatic pressure relief component, and a gas supply component, and the gas supply component is provided with at least two air outlets respectively communicating with the second PWM valve hard pipe and the first PWM valve hard pipe; The second PWM valve hard pipe and the first PWM valve hard pipe have the same length.

2. The intake system of an engine according to claim 1, characterized in that, The gas supply component includes: a three-way valve, a first interface in the three-way valve is communicated with the first PWM valve hard pipe, a second interface is communicated with the second PWM valve hard pipe, and a third interface is for supplying gas.

3. The intake system of an engine according to claim 2, characterized in that, The first turbocharger is provided with a gas supply port, and the third interface is connected to the gas supply port through a third PWM valve hard pipe.

4. An intake system of an engine according to claim 3, characterized in that, The gas supply component further includes: three PWM valve rubber hoses, which are respectively connected to the three interfaces on the three-way valve and are respectively connected to the first PWM valve hard pipe, the second PWM valve hard pipe and the third PWM valve hard pipe.

5. The intake system of an engine according to claim 2, characterized in that, The first pneumatic pressure relief component includes: a pneumatic pump, a driving rod and a pressure relief valve, wherein the pressure relief valve is arranged on the first turbocharger, the driving rod is driven by the pneumatic pump to open the pressure relief valve, and the first PWM valve hard pipe is communicated with the pneumatic pump.

6. The intake system of an engine according to claim 1, characterized in that, At least one of the plurality of air outlets is communicated with an intake pipe on the first turbocharger.

7. The intake system of an engine according to claim 1, characterized in that, The structures of the first pneumatic pressure relief component and the second pneumatic pressure relief component are the same.

8. An automobile, characterized in that, An intake system of an engine according to any one of claims 1-7.

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