A supercharging device and supercharging method for a dual-compressor engine

Abstract

The present invention discloses a dual-compressor engine supercharging device and supercharging method, belonging to the field of turbocharged engines. The technical solution adopted by the present invention is that the supercharging device includes an engine, a dual-compressor supercharging structure, and an air storage cooling structure; the dual-compressor supercharging structure includes a turbine, a main compressor, and a secondary compressor. The supercharged air from the main compressor enters the engine, and the supercharged air from the secondary compressor enters the air storage cooling structure. The air storage cooling structure is connected to the engine. According to the different intake air requirements under different engine operating conditions, the amount of air entering the engine cylinder from the air storage cooling structure is adjusted, which can optimize combustion performance and solve the problem of insufficient engine air intake caused by insufficient boost of the exhaust gas turbocharger during engine startup or low-speed operating conditions.

Description

Technical Field

[0001] The present invention belongs to the field of turbocharged engines, and in particular relates to a supercharging device and a supercharging method for a dual-compressor engine. Background Art

[0002] The exhaust gas turbocharging system of a traditional supercharged engine consists of a compressor and a turbine connected by a shaft. The turbine, in turn, uses the engine's exhaust energy to drive the turbine, which in turn drives the compressor to compress and supercharge air before forcing it into the engine's cylinders. However, traditional exhaust gas turbocharging systems suffer from turbo lag during engine startup and insufficient compressor boost during low-speed operation, resulting in insufficient engine air intake, which in turn reduces the engine's combustion and power performance.

[0003] The existing technology uses additional devices to increase the engine intake volume. For example, patent CN216278138U discloses a diesel engine dual-compressor parallel self-circulating pulse supercharging device. By generating high-temperature and high-pressure gas in the pulse detonation tube and then combining it with the engine's own exhaust energy, the energy of driving the turbine is increased, and the purpose of increasing the intake volume is finally achieved. However, during the engine startup phase, no measures are taken to deal with turbine lag, and the high-temperature and high-pressure gas generated by the pulse detonation tube will increase fuel consumption and not save energy. Under low-speed engine conditions, the engine's exhaust energy is insufficient, and the high-temperature and high-pressure gas provided by the pulse detonation tube is limited. Although it can increase the exhaust energy, the increase is not high, so the increase in turbine speed is not high, and the compressor pressurized air will not increase much. Although additional pressurized air is generated by adding a pulse compressor, the utilization rate of exhaust energy is improved, but it is consumed in the pulse detonation tube at one time, and no additional gas storage measures are added, so the exhaust energy is not fully utilized. Summary of the Invention

[0004] In response to the negative impact of turbo lag on the combustion and power performance of the engine during engine startup caused by traditional exhaust gas turbochargers, the present invention provides a dual-compressor engine supercharging device and supercharging method to solve the problem of insufficient exhaust gas turbocharger boosting during engine startup and low-speed conditions, resulting in insufficient engine air intake.

[0005] To achieve the above objectives, the present invention adopts the following technical solutions: a dual-compressor engine supercharging device, comprising an engine, a dual-compressor supercharging structure, and an air storage and cooling structure; the dual-compressor supercharging structure comprises a turbine and a compressor unit, the compressor unit comprises a main compressor and a secondary compressor, the main compressor and the secondary compressor are arranged in parallel, and the turbine drives the main compressor and the secondary compressor to rotate respectively; an intercooler is provided on the intake pipe between the main compressor and the engine;

[0006] The air storage cooling structure includes a first air storage tank, a second air storage tank, a cold air cover mounted on the outside of the first air storage tank, and a spiral pipe looped inside the cold air cover and around the outside of the first air storage tank; a cold air inlet connected to the second air storage tank is formed on one side of a cavity between the cold air cover and the first air storage tank, and a cold air outlet connected to the external environment is formed on the other side; the cold air inlet is connected to the cold air outlet to form a cold air channel for cooling the spiral pipe;

[0007] The exhaust port of the secondary compressor is connected to the air inlet end of the spiral pipe through a one-way pipe, and a one-way valve is provided on the one-way pipe. The air outlet end of the rotating pipe is connected to the air inlet of the first air storage tank, and the air outlet of the first air storage tank is connected to the air inlet of the second air storage tank, and the air outlet of the second air storage tank is connected to the air inlet of the engine.

[0008] Furthermore, the exhaust port of the engine is connected to the air inlet of the turbine through a main exhaust pipe, and the main exhaust pipe is provided with a branch exhaust pipe connected to the external environment. The branch exhaust pipe is provided with an exhaust bypass valve, and the exhaust bypass valve is used to regulate the amount of engine exhaust entering the turbine.

[0009] Furthermore, the turbine is connected to the main compressor through a first pulley set, and the turbine is connected to the auxiliary compressor through a second pulley set; the first pulley set and the second pulley set respectively include two pulleys and a belt sleeved on the outside of the two pulleys.

[0010] Furthermore, the dual-compressor boosting structure also includes an air filter connected to the air inlet of the main compressor and the air inlet of the auxiliary compressor respectively; and also includes a coolant nozzle for cooling the transmission shaft of the turbine.

[0011] Furthermore, the dual-compressor engine supercharging device also includes an electronic control unit ECU.

[0012] Furthermore, the engine is connected to the electronic control unit ECU, and the engine transmits operating condition data to the electronic control unit ECU, and the electronic control unit ECU controls the amount of air and fuel in the cylinder of the engine.

[0013] Furthermore, the second pulley set is connected to the transmission shaft of the turbine via an electromagnetic clutch, and the state of the electromagnetic clutch is controlled by the electronic control unit ECU.

[0014] Furthermore, the gas storage cooling structure further includes an air pressure sensor for detecting the air pressure in the second gas storage tank, the air pressure sensor is connected to the electronic control unit ECU, and the air pressure sensor transmits data to the electronic control unit ECU.

[0015] Furthermore, the air storage cooling structure also includes a controllable throttle valve group, which includes a first controllable throttle valve arranged on the connecting pipe between the cold air inlet and the second air storage tank, and a second controllable throttle valve arranged on the connecting pipe between the engine and the second air storage tank; the electronic control unit ECU controls the opening of the controllable throttle valve group.

[0016] A supercharging method, using the above-mentioned dual-compressor engine supercharging device, comprises the following steps:

[0017] (1) When the engine is started, the opening of the second controllable throttle valve is adjusted so that the high-pressure air in the second air storage tank enters the engine cylinder, providing sufficient air volume for engine starting;

[0018] (2) When the engine is in a low-speed operating condition, the opening of the second controllable throttle valve is increased, thereby increasing the amount of air entering the engine cylinder from the second air storage tank. The exhaust gas discharged from the engine drives the turbine to drive the main compressor to supercharge the air, and the supercharged air enters the engine;

[0019] (3) When the air pressure in the second air storage tank drops to the minimum set internal air pressure value, the electromagnetic clutch is connected, the turbine drives the auxiliary compressor to pressurize the air and then enter the spiral pipe. The opening of the first controllable throttle valve is adjusted so that the high-pressure cold air in the second air storage tank cools the spiral pipe. The cooled pressurized air passes through the first air storage tank and enters the second air storage tank;

[0020] (4) When the engine is operating at medium to high speed, the opening of the second controllable throttle valve is reduced, the air pressure in the second air storage tank rises to the maximum set internal pressure value, the electromagnetic clutch is disconnected, the auxiliary compressor stops working, and the main compressor pressurizes the air, and the pressurized air enters the engine.

[0021] Compared with the prior art, the present invention has the following beneficial effects:

[0022] (1) The dual-compressor boosting structure designed in the present invention is a turbine that drives two compressors through two pulley groups, and uses the exhaust energy of the engine exhaust to drive the turbine to drive the dual compressors, one way of pressing the air to the air storage cooling structure, and the other way of pressing the air to the engine cylinder, which can meet the intake volume requirements of the engine under different working conditions, adjust the amount of air entering the engine cylinder from the air storage cooling structure, optimize the combustion performance, and make full use of the exhaust energy; under low-speed engine conditions and when the engine is started, the high-pressure air output of the second air storage tank can be adjusted to supplement the air entering the engine cylinder, effectively reducing the negative impact of turbo lag on the combustion performance and power performance of the engine when the engine is started in the traditional exhaust turbocharging system, and at the same time solving the problem of insufficient boost of the exhaust turbocharger under low-speed engine conditions, resulting in insufficient engine intake volume.

[0023] (2) Through the air storage cooling structure, the high-pressure cold air of the front supercharger is used to cool the high-pressure hot air of the rear supercharger. The high-pressure cold air of the front supercharger is used as a cooling medium and can be repeatedly reproduced without the need for additional cooling equipment. The turbine drives the dual compressor through a pulley group. Compared with other transmission methods, it can avoid the problems of dynamic load, vibration and noise in high-speed transmission. Belt transmission has the advantages of alleviating load impact, high transmission efficiency, simple structure and low maintenance cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a structural schematic diagram of the supercharging device of the dual-compressor engine of the present invention;

[0025] Figure 2 It is a three-dimensional schematic diagram of the gas storage and cooling structure of the present invention;

[0026] Figure 3 It is a structural schematic diagram of the spiral pipeline of the present invention;

[0027] Among them, 1 is the engine, 21 is the turbine, 221 is the main compressor, 222 is the auxiliary compressor, 231 is the first pulley set, 232 is the second pulley set, 24 is the intercooler, 25 is the exhaust bypass valve, 26 is the coolant nozzle, 27 is the protective cover, 28 is the electromagnetic clutch, 29 is the air filter, 311 is the first air tank, 312 is the second air tank, 32 is the cold air cover, 33 is the spiral pipe, 341 is the cold air inlet, 342 is the cold air outlet, 35 is the one-way valve, 36 is the air pressure sensor, 371 is the first controllable throttle valve, 372 is the second controllable throttle valve, 38 is the air flow meter, and 4 is the electronic control unit ECU. DETAILED DESCRIPTION

[0028] The present invention will be further described below with reference to the accompanying drawings.

[0029] A dual compressor engine supercharging device, such as Figure 1 As shown, it includes an engine 1, a dual-compressor supercharging structure and an air storage cooling structure; the dual-compressor supercharging structure includes a turbine 21 and a compressor group, the compressor group includes a main compressor 221 and a secondary compressor 222, the main compressor 221 and the secondary compressor 222 are arranged in parallel, and the turbine 21 drives the main compressor 221 and the secondary compressor 222 to rotate respectively; an intercooler 24 is provided on the air intake pipe between the main compressor 221 and the engine 1.

[0030] The air-cooling structure of the present invention is as follows Figure 2 and Figure 3 As shown, it includes a first air storage tank 311, a second air storage tank 312, and a cold air cover 32 mounted on the outside of the first air storage tank 311, and a spiral pipe 33 formed in a circle inside the cold air cover 32 and outside the first air storage tank 311; a cold air inlet 341 connected to the second air storage tank is opened on one side of the cavity between the cold air cover 32 and the first air storage tank 311, and a cold air outlet 342 connected to the external environment is opened on the other side, and the cold air inlet 341 is connected to the cold air outlet 342 to form a cold air channel for cooling the spiral pipe; the exhaust port of the auxiliary compressor 222 is connected to the air inlet end of the spiral pipe 33 through a one-way pipe, and a one-way valve 35 is provided on the one-way pipe. The air outlet end of the rotating pipe 33 is connected to the air inlet of the first air storage tank 311, the air outlet of the first air storage tank 311 is connected to the air inlet of the second air storage tank 312, and the air outlet of the second air storage tank 312 is connected to the air inlet of the engine 1. The present invention adds an air storage tank to replenish air to the engine cylinders during engine startup or low-speed operation, adjusting the air-to-fuel ratio within the engine cylinders. This results in more complete combustion within the engine, reduced levels of harmful substances such as CO and HC in exhaust gas, and reduced pollution to the atmospheric environment. The present invention utilizes a spiral duct to cool the pressurized air, while also utilizing high-pressure cold air to cool the spiral duct, thereby cooling the hot air within the spiral duct and significantly improving the cooling efficiency of the pressurized air. This eliminates the need for additional cooling equipment, as the high-pressure cold air within the second air storage tank can be repeatedly used as the cooling medium, eliminating the need for external cooling equipment.

[0031] In order to divert some exhaust energy when the engine is operating at high speed and prevent the main compressor from overspeeding, the exhaust port of the engine 1 of the present invention is connected to the air inlet of the turbine 21 through a main exhaust pipe. The main exhaust pipe of the engine 1 is provided with a branch exhaust pipe connected to the external environment. The engine branch exhaust pipe is provided with a wastegate valve 25, which is used to regulate the amount of engine exhaust gas entering the turbine 21.

[0032] The turbine 21 is connected to the main compressor 221 via a first pulley assembly 231, and to the auxiliary compressor 222 via a second pulley assembly 232. The first pulley assembly 231 and the second pulley assembly 232 each include two pulleys and a belt mounted on the outside of each pulley. In the first pulley assembly, one pulley is mounted on the turbine's drive shaft, and the other on the main compressor's drive shaft. In the second pulley assembly, one pulley is mounted on the turbine's drive shaft, and the other on the auxiliary compressor's drive shaft. The turbine's drive shaft drives the compressor's drive shaft. Using these pulley assemblies allows the turbine to drive both compressors, fully utilizing the engine's exhaust energy. Since compressors are arranged on both sides of the turbine and the turbine and the two compressors are connected together through the same shaft, the turbine volute is designed differently from the turbine volute in a traditional turbocharger. The exhaust flow direction of the turbine volute is 180 degrees, while the exhaust flow direction of the traditional turbine volute is 90 degrees. The turbine blade design is also different from that of the traditional turbocharger. Therefore, the present invention uses two pulley sets to realize one turbine driving two compressors, making the present invention universal, eliminating the need for separate design and manufacturing, and having low difficulty.

[0033] The present invention can alleviate load impact and ensure smooth operation through belt transmission, and has the advantages of low noise and low vibration; the belt transmission does not require as strict manufacturing and installation precision as the meshing transmission, and has a simple structure and convenient adjustment; the belt transmission has a large speed range, and the belt transmission can achieve high-speed, medium-speed and low-speed rotation, and the speed range is generally between 0.1 and 60 m / s; the belt transmission has an overload protection function; the transmission efficiency is high, and the efficiency of the belt transmission is generally between 0.9 and 0.99; the belt transmission has high reliability, and can work normally for a long time with proper maintenance, and the maintenance cost is very low.

[0034] The dual-compressor supercharging structure also includes air filters 29 connected to the air inlets of the main compressor 221 and the auxiliary compressor 222, respectively; a coolant spray nozzle 26 for cooling the turbine drive shaft; and a protective cover 27 located on the belt near the coolant spray nozzle. The air filter is used to filter dust and moisture from the air. The protective cover prevents coolant from splashing onto the belt, which could corrode it and reduce its service life.

[0035] The dual-compressor engine supercharging device of the present invention further includes an electronic control unit (ECU) 4. The ECU controls the opening of the controllable throttle valve assembly and the amount of fuel injected into the cylinder by the fuel injector based on the engine operating conditions, the air pressure in the second air storage tank as fed back by the air pressure sensor, and the air flow rate entering the engine as fed back by the air flow meter. This ECU regulates the amount of air and fuel entering the engine cylinder, controls the air-fuel ratio, and optimizes engine combustion performance.

[0036] Engine 1 is connected to an electronic control unit (ECU) 4, which transmits operating condition data to the ECU. The ECU controls the ratio of air to fuel within the engine's cylinders. An air flow meter 38 is located on the engine's main intake manifold and provides feedback to the ECU 4 on the air flow entering the engine.

[0037] An electromagnetic clutch 28 is provided between the turbine 21 and the auxiliary compressor 222. The second pulley set 232 is connected to the drive shaft of the turbine 21 through the electromagnetic clutch 28, which is used to cut off or connect the transmission of the turbine to the second pulley. The state of the electromagnetic clutch is controlled by the electronic control unit ECU.

[0038] The air storage cooling structure further includes an air pressure sensor 36 for detecting the air pressure in the second air storage tank. The air pressure sensor 36 is connected to the electronic control unit ECU, and the air pressure sensor 36 transmits data to the electronic control unit ECU4.

[0039] The air storage cooling structure also includes a controllable throttle valve group, which includes a first controllable throttle valve 371 arranged on the connecting pipe between the cold air inlet and the second air storage tank, and a second controllable throttle valve 372 arranged on the connecting pipe between the engine and the second air storage tank; the electronic control unit ECU4 adjusts the opening of the controllable throttle valve group.

[0040] The present invention provides a supercharging method, which uses the above-mentioned dual-compressor engine supercharging device, comprising the following steps:

[0041] (1) When the engine is started, the opening of the second controllable throttle valve is adjusted so that the high-pressure air in the second air storage tank enters the engine cylinder, providing sufficient air volume for engine starting;

[0042] (2) When the engine is in a low-speed operating condition, the opening of the second controllable throttle valve is increased to increase the exhaust gas volume from the second air storage tank entering the engine. The exhaust gas from the engine drives the turbine to drive the main compressor to supercharge the air, and the supercharged air enters the engine;

[0043] (3) When the air pressure in the second air storage tank drops to the minimum set internal air pressure value, the electromagnetic clutch is connected, the turbine drives the auxiliary compressor to pressurize the air and then enter the spiral pipe. The opening of the first controllable throttle valve is adjusted so that the high-pressure cold air in the second air storage tank cools the spiral pipe. The cooled pressurized air passes through the first air storage tank and enters the second air storage tank;

[0044] (4) When the engine is operating at medium to high speed, the opening of the second controllable throttle valve is reduced, the air pressure in the second air storage tank rises to the maximum set internal pressure value, the electromagnetic clutch is disconnected, the auxiliary compressor stops working, and the main compressor pressurizes the air, and the pressurized air enters the engine.

[0045] During the engine startup phase, the turbine has a lag phenomenon, and the main compressor and the auxiliary compressor cannot compress and boost the air in time. The engine startup signal is input into the electronic control unit ECU, and the electronic control unit ECU adjusts the opening of the second controllable throttle valve so that the high-pressure air in the second air tank passes through the second controllable throttle valve and the main intake pipe of the engine to replenish air to the engine. Therefore, after the engine is ignited, the combustion in the engine is more complete, which can shorten the engine startup time, thereby solving the negative impact of turbine lag on engine combustion and emissions.

[0046] When the engine is in low-speed operation, the electronic control unit ECU increases the opening of the second controllable throttle valve and increases the amount of air entering the engine cylinder from the second air tank. After the air and fuel are burned in the engine cylinder, high-temperature exhaust gas is generated. The exhaust gas enters the turbine through the main exhaust pipe, drives the turbine through the first pulley group to drive the main compressor to compress and supercharge the ambient air filtered by the air filter, and then enters the main intake pipe through the intercooler. At the same time, the coolant nozzle sprays coolant on the turbine shaft to cool the turbine drive shaft. The protective cover prevents the coolant from corroding the belt.

[0047] Since the pressurized air in the second air tank is output to the engine cylinder, the internal air pressure in the second air tank drops. When the air pressure sensor monitors that the air pressure in the second air tank drops to the minimum set internal air pressure value, the electronic control unit ECU controls the electromagnetic clutch to connect, and the turbine drives the auxiliary compressor to work through the second pulley group. The auxiliary compressor presses the pressurized air to the spiral pipe through the one-way valve, and the spiral pipe cools the pressurized air. At the same time, the electronic control unit ECU adjusts the opening of the first controllable throttle valve so that the high-pressure cold air in the second air tank cools the spiral pipe through the cold air channel, thereby improving the cooling efficiency of the spiral pipe for the pressurized air. Afterwards, the cooled pressurized air enters the second air tank through the first air tank for replenishment.

[0048] When the engine is in medium and high speed working conditions, the amount of air discharged into the engine cylinder through the main compressor has met the engine combustion needs. The electronic control unit ECU reduces the opening of the second controllable throttle valve, and the amount of air entering the main intake pipe from the second air tank is reduced. Since the auxiliary compressor is compressing air normally, the air intake of the first air tank is greater than the air outlet of the second air tank. The air pressure in the second air tank rises to the maximum set internal air pressure value. The electronic control unit ECU controls the electromagnetic clutch to disconnect, the auxiliary compressor stops working, and the turbine drives the main compressor through the first pulley group to supercharge the ambient air filtered by the air filter. The supercharged air enters the engine cylinder through the main intake pipe.

[0049] When the engine is operating at high speed, open the exhaust bypass valve to allow the engine exhaust gas to enter the external environment through the branch exhaust pipe to avoid overspeed of the main compressor.

Claims

1. A dual-compressor engine supercharging device, characterized in that: The system comprises an engine, a dual-compressor supercharging structure and an air storage cooling structure; the dual-compressor supercharging structure comprises a turbine and a compressor unit, the compressor unit comprises a main compressor and a secondary compressor, the main compressor and the secondary compressor are arranged in parallel, and the turbine drives the main compressor and the secondary compressor to rotate respectively; an intercooler is provided on the air intake pipe between the main compressor and the engine; The air storage cooling structure includes a first air storage tank, a second air storage tank, a cold air cover mounted on the outside of the first air storage tank, and a spiral pipe looped inside the cold air cover and around the outside of the first air storage tank; a cold air inlet connected to the second air storage tank is formed on one side of a cavity between the cold air cover and the first air storage tank, and a cold air outlet connected to the external environment is formed on the other side; the cold air inlet is connected to the cold air outlet to form a cold air channel for cooling the spiral pipe; The exhaust port of the secondary compressor is connected to the air inlet end of the spiral pipe through a one-way pipe, a one-way valve is provided on the one-way pipe, the air outlet end of the spiral pipe is connected to the air inlet of the first air storage tank, the air outlet of the first air storage tank is connected to the air inlet of the second air storage tank, and the air outlet of the second air storage tank is connected to the air inlet of the engine.

2. The dual-compressor engine supercharging device according to claim 1, characterized in that: The exhaust port of the engine is connected to the air inlet of the turbine through a main exhaust pipe. The main exhaust pipe is provided with a branch exhaust pipe connected to the external environment. The branch exhaust pipe is provided with an exhaust bypass valve, which is used to regulate the amount of engine exhaust entering the turbine.

3. The dual-compressor engine supercharging device according to claim 1, characterized in that: The turbine is connected to the main compressor via a first pulley set, and the turbine is connected to the auxiliary compressor via a second pulley set; the first pulley set and the second pulley set respectively include two pulleys and a belt sleeved on the outside of the two pulleys.

4. The dual-compressor engine supercharging device according to claim 1, characterized in that: The dual-compressor supercharging structure further includes an air filter connected to the air inlet of the main compressor and the air inlet of the auxiliary compressor respectively; and further includes a coolant nozzle for cooling the transmission shaft of the turbine.

5. The dual-compressor engine supercharging device according to claim 1, characterized in that: The dual-compressor engine supercharging device further includes an electronic control unit ECU.

6. The dual-compressor engine supercharging device according to claim 5, characterized in that: The engine is connected to the electronic control unit ECU, and the engine transmits operating condition data to the electronic control unit ECU. The electronic control unit ECU controls the amount of air and fuel in the cylinder of the engine.

7. The dual-compressor engine supercharging device according to claim 3, characterized in that: The second pulley set is connected to the transmission shaft of the turbine via an electromagnetic clutch, and the state of the electromagnetic clutch is controlled by an electronic control unit (ECU).

8. The dual-compressor engine supercharging device according to claim 5, characterized in that: The gas storage cooling structure further includes an air pressure sensor for detecting the air pressure in the second gas storage tank. The air pressure sensor is connected to the electronic control unit ECU and transmits data to the electronic control unit ECU.

9. The dual-compressor engine supercharging device according to claim 5, characterized in that: The air storage cooling structure also includes a controllable throttle valve group, which includes a first controllable throttle valve arranged on the connecting pipe between the cold air inlet and the second air storage tank, and a second controllable throttle valve arranged on the connecting pipe between the engine and the second air storage tank; the electronic control unit ECU controls the opening of the controllable throttle valve group.

10. A supercharging method, using the dual-compressor engine supercharging device according to any one of claims 1 to 9, characterized in that: The steps include: (1) When the engine is started, the opening of the second controllable throttle valve is adjusted so that the high-pressure air in the second air storage tank enters the engine cylinder, providing sufficient air volume for engine starting; (2) When the engine is in low-speed operation, the opening of the second controllable throttle valve is increased, thereby increasing the amount of air entering the engine cylinder from the second air tank. The exhaust gas from the engine drives the turbine to drive the main compressor to supercharge the air, and the supercharged air enters the engine. (3) When the air pressure in the second air storage tank drops to the minimum set internal pressure value, the electromagnetic clutch is connected, the turbine drives the auxiliary compressor to pressurize the air and then enter the spiral pipe. The opening of the first controllable throttle valve is adjusted so that the high-pressure cold air in the second air storage tank cools the spiral pipe. The cooled pressurized air passes through the first air storage tank and enters the second air storage tank; (4) When the engine is operating at medium to high speed, the opening of the second controllable throttle valve is reduced, the air pressure in the second air storage tank rises to the maximum set internal pressure value, the electromagnetic clutch is disconnected, the auxiliary compressor stops working, and the main compressor pressurizes the air, and the pressurized air enters the engine.

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