Engine system and control method thereof

Abstract

The application discloses an engine system and a control method thereof, and belongs to the technical field of engines. The engine system comprises an engine body, a recirculation loop and a transmission mechanism. The engine body comprises an exhaust pipeline and an air intake manifold. An air inlet of the recirculation loop is communicated with the exhaust pipeline, and an air outlet of the recirculation loop is communicated with the air intake manifold. The recirculation loop comprises an EGR pump, an EGR pump gear, a clutch and a turbocharging device are arranged in the EGR pump. The clutch can selectively cut off or transmit power inputted by the EGR pump gear to the turbocharging device. The engine body can drive the EGR pump gear of the EGR pump to rotate through the transmission mechanism. The application does not need to set a power generation mechanism and a storage battery for driving the EGR pump, simplifies the structure and saves the cost.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engine, in particular to an engine system and a control method thereof. BACKGROUND

[0002] In order to adapt to the increasingly stringent energy saving requirements and emission regulations, the engine technology is continuously developing in the direction of clean and efficient, and the EGR (Exhaust Gas Recirculation) circuit can make the exhaust gas return to the engine to participate in a new round of combustion with fresh mixture in the cylinder. It not only can reduce the combustion temperature, so that one of the harmful gases produced during combustion, NOX, is reduced, making the exhaust emission cleaner, but also can make a certain amount of exhaust gas re-enter the cylinder for combustion, so that the incomplete combustion part in the exhaust gas re-releases energy, improving fuel economy and thermal efficiency.

[0003] At present, the EGR technology is widely used in engine systems. The engine system generally includes a recirculation circuit, the recirculation circuit is arranged on the exhaust side of the engine, and the recirculation circuit generally has an EGR pump. After part of the gas discharged from the engine enters the EGR pump of the recirculation circuit, it enters the intake manifold to participate in combustion again.

[0004] However, in order to drive the EGR pump, a battery and a power generation mechanism are arranged in Chinese patent CN113279883A to drive the EGR pump to work. However, the remaining capacity of the battery will become less and less after a long time of use, thereby affecting the normal work of the EGR pump; although the arrangement of the power generation mechanism can charge the battery, it leads to a complex structure of the engine system and high cost. SUMMARY

[0005] The purpose of the present application is to provide an engine system and a control method thereof, so as to solve the technical problems in the prior art that the use of a power generation mechanism and a battery to drive the EGR pump to work leads to a complex structure of the engine system and high cost.

[0006] As conceived above, the technical solution adopted by the present application is:

[0007] The engine system comprises:

[0008] An engine body, the engine body comprising an exhaust pipe and an intake manifold;

[0009] A recirculation circuit, an air inlet of the recirculation circuit being communicated with the exhaust pipe, an air outlet of the recirculation circuit being communicated with the intake manifold, the recirculation circuit comprising an EGR pump, the EGR pump being provided with an EGR pump gear, a clutch and a turbocharger device, the clutch being capable of selectively cutting off or transmitting power inputted by the EGR pump gear to the turbocharger device;

[0010] A transmission mechanism, the engine body being able to drive the EGR pump gear of the EGR pump to rotate through the transmission mechanism.

[0011] Optionally, the engine body comprises an exhaust camshaft.

[0012] The transmission mechanism comprises:

[0013] A driving gear coaxially arranged on the exhaust camshaft.

[0014] A transmission chain drivingly connected to the driving gear and the EGR pump gear.

[0015] Optionally, the engine system further comprises a control unit, the control unit being able to control the clutch to cut off or transmit the power inputted by the EGR pump gear to the turbocharger.

[0016] Optionally, the control unit comprises:

[0017] A temperature sensor arranged on a coolant tank of the engine body, the temperature sensor being used to detect the temperature of the coolant in the coolant tank.

[0018] A position sensor arranged on a throttle valve of the engine body, the position sensor being used to detect the opening degree of the throttle valve.

[0019] A speed sensor arranged on the transmission chain, the speed sensor being used to detect the linear speed of the transmission chain.

[0020] An ECU, the temperature sensor, the position sensor and the speed sensor being communicatively connected to the ECU, the ECU being able to control the clutch to engage or disengage the EGR pump gear and the turbocharger according to the signals of the temperature sensor, the position sensor and the speed sensor.

[0021] Optionally, the control unit further comprises an actuator, the actuator being communicatively connected to the ECU and the clutch, the actuator being able to control the actuation of the clutch.

[0022] Optionally, when the temperature value detected by the temperature sensor is higher than a preset temperature value, the position sensor detects that the throttle valve is at a preset position, and the linear speed value of the transmission chain detected by the speed sensor is higher than a preset speed value, the clutch is controlled to transmit the power inputted by the EGR pump gear to the turbocharger; otherwise, the clutch is controlled to cut off the power inputted by the EGR pump gear to the turbocharger.

[0023] Optionally, the recirculation circuit comprises:

[0024] The first air intake line has an air inlet connected to the exhaust line and an air outlet connected to the air inlet of the EGR pump.

[0025] The second air intake line connects the outlet of the EGR pump to the inlet of the second air intake line, and the outlet of the second air intake line connects to the intake manifold.

[0026] An engine system control method for controlling the aforementioned engine system, the engine system control method comprising the following steps:

[0027] S1. Real-time detection of the coolant temperature in the coolant tank of the engine body, and determination of whether the coolant temperature is higher than the preset temperature value; if yes, proceed to the next step; if no, control the clutch to cut off the power input to the turbocharger from the EGR pump gear, and the EGR pump is turned off.

[0028] S2. Real-time detection of the throttle opening of the engine body, determining whether the throttle is in a preset position. If yes, proceed to the next step; if no, control the clutch to cut off the power input from the EGR pump gear to the turbocharger, and the EGR pump is turned off.

[0029] S3. Real-time detection of the transmission linear speed value of the transmission mechanism, and determination of whether the transmission linear speed value is higher than the preset speed value. If yes, control the clutch to transmit the power input from the EGR pump gear to the turbocharger, and the EGR pump is turned on; if no, control the clutch to cut off the power input from the EGR pump gear to the turbocharger, and the EGR pump is turned off.

[0030] Optionally, a plurality of temperature sensors are provided in the coolant tank. If the average value of the plurality of temperature sensors is always higher than the preset temperature value within a first set time period, it is determined that the coolant temperature is higher than the preset temperature value.

[0031] Optionally, a plurality of speed sensors are provided on the transmission mechanism. If the average value of the plurality of speed sensors is always higher than the preset speed value within a second set time period, it is determined that the transmission linear speed value is higher than the preset speed value.

[0032] The beneficial effects of this invention are:

[0033] The engine system proposed in this invention includes an EGR pump with EGR pump gears, a clutch, and a turbocharger. The engine body drives the EGR pump gears via a transmission mechanism. The clutch selectively cuts off or transmits power from the EGR pump gears to the turbocharger. When the EGR pump needs to be started, the clutch is controlled to transmit power from the EGR pump gears to the turbocharger, thus enabling the EGR pump gears to operate the turbocharger. This eliminates the need for a generator and battery to drive the EGR pump, simplifying the structure and saving costs.

[0034] The engine system control method proposed in this invention eliminates the need for a generator and battery to drive the EGR pump, simplifying the structure and saving costs. The method can control the EGR pump's on / off state based on real-time operating conditions. When the recirculation loop is required, the clutch transmits power from the EGR pump gear to the turbocharger, thereby controlling the EGR pump to start and recycle some of the exhaust gas from the engine, preventing energy waste. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0036] Figure 1 This is a schematic diagram of the engine system provided in Embodiment 1 of the present invention;

[0037] Figure 2 This is a schematic diagram of the connection between the transmission mechanism and the EGR pump provided in Embodiment 1 of the present invention;

[0038] Figure 3 This is a schematic diagram of the control unit controlling the clutch provided in Embodiment 1 of the present invention;

[0039] Figure 4 This is a flowchart of the control method for the engine system provided in Embodiment 2 of the present invention.

[0040] In the picture:

[0041] 1. Engine block; 11. Exhaust pipe; 12. Intake manifold; 13. Exhaust camshaft;

[0042] 2. Recirculation circuit; 21. EGR pump; 211. EGR pump gear; 212. Clutch; 213. Turbocharger; 22. EGR cooler; 23. EGR valve;

[0043] 3. Transmission mechanism; 31. Drive gear; 32. Transmission chain;

[0044] 41. ECU; 42. Temperature sensor; 43. Position sensor; 44. Speed ​​sensor; 45. Actuator. Detailed Implementation

[0045] To make the technical problems solved by the present invention, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the present invention will be further described below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention. Furthermore, it should be noted that, for ease of description, only the parts related to the present invention are shown in the accompanying drawings, not all of them.

[0046] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions.

[0047] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0048] Example 1

[0049] See Figures 1-3 This embodiment provides an engine system.

[0050] Specifically, in this embodiment, the engine system includes an engine body 1, a recirculation loop 2, and a transmission mechanism 3.

[0051] The engine body 1 includes an exhaust pipe 11 and an intake manifold 12.

[0052] The intake port of the recirculation circuit 2 is connected to the exhaust pipe 11, and the outlet port of the recirculation circuit 2 is connected to the intake manifold 12. The recirculation circuit 2 includes an EGR pump 21, which is equipped with an EGR pump gear 211, a clutch 212 and a turbocharger 213. The clutch 212 can selectively cut off or transmit the power input from the EGR pump gear 211 to the turbocharger 213.

[0053] The engine body 1 can drive the EGR pump gear 211 of the EGR pump 21 to rotate through the transmission mechanism 3.

[0054] The engine system provided in this embodiment includes an EGR pump 21 with an EGR pump gear 211, a clutch 212, and a turbocharger 213. The engine body 1 can drive the EGR pump gear 211 of the EGR pump 21 to rotate via the transmission mechanism 3. The clutch 212 can selectively cut off or transmit the power input from the EGR pump gear 211 to the turbocharger 213. When the EGR pump 21 needs to be started, the clutch 212 is controlled to transmit the power input from the EGR pump gear 211 to the turbocharger 213, and the EGR pump gear 211 can then drive the turbocharger 213 to work. Thus, there is no need to set up a generator and battery to drive the EGR pump 21, simplifying the structure and saving costs.

[0055] When the EGR pump 21 starts, the exhaust gas discharged from the engine block 1 can return to the engine block 1 through the recirculation circuit 2 and mix with the air in the cylinder of the engine block 1 to participate in a new round of combustion, reducing the combustion temperature, reducing NOx, one of the harmful gases produced during combustion, making the exhaust gas emissions cleaner, and also allowing a certain amount of exhaust gas to re-enter the cylinder for combustion, so that the unburned part of the exhaust gas can release energy again, improving fuel economy and thermal efficiency.

[0056] Specifically, the turbocharger 213 is equipped with a turbocharger gear, and the clutch 212 can control the EGR pump gear 211 to engage or disengage from the turbocharger gear.

[0057] When the EGR pump gear 211 engages with the turbocharger gear, the power of the engine body 1 can be transmitted to the turbocharger 213. The turbocharger 213 can compress the exhaust gas discharged from the exhaust pipe 11 and allow the compressed exhaust gas to re-enter the engine body 1 through the intake manifold 12 to participate in combustion.

[0058] Specifically, in this embodiment, the engine body 1 includes an exhaust camshaft 13.

[0059] The transmission mechanism 3 includes a drive gear 31 and a transmission chain 32.

[0060] The drive gear 31 is coaxially mounted on the exhaust camshaft 13. The drive chain 32 is connected to the drive gear 31 and the EGR pump gear 211.

[0061] Specifically, the sizes of the drive gear 31 and the EGR pump gear 211 can be set as needed to obtain a suitable transmission ratio.

[0062] When the exhaust camshaft 13 rotates around its own axis, the exhaust camshaft 13 can drive the drive gear 31 to rotate. The drive gear 31 drives the EGR pump gear 211 to rotate through the transmission chain 32. When the clutch 212 transmits the power input from the EGR pump gear 211 to the turbocharger 213, the EGR pump gear 211 can drive the turbocharger 213 to work, that is, realize the start of the EGR pump 21.

[0063] Furthermore, in order to control the EGR pump 21 to start or stop, in this embodiment, the engine system also includes a control unit. The control unit can control the clutch 212 to cut off or transmit the power input from the EGR pump gear 211 to the turbocharger 213, thereby controlling the EGR pump 21 to start or stop.

[0064] Specifically, the control unit controls the EGR pump 21 to start or stop by controlling the clutch 212.

[0065] The control unit can accurately determine whether the operating conditions of the engine body 1 are suitable for the operation of the recirculation loop 2.

[0066] Specifically, in this embodiment, the control unit includes an ECU 41, a temperature sensor 42, a position sensor 43, and a speed sensor 44.

[0067] Temperature sensor 42 is disposed in the coolant reservoir of engine body 1 to detect the temperature of the coolant in the coolant reservoir. Optionally, temperature sensor 42 can be disposed inside the coolant reservoir or outside the coolant reservoir. Preferably, temperature sensor 42 is disposed outside the coolant reservoir for easy wiring.

[0068] Position sensor 43 is located at the throttle valve of engine body 1 to detect the throttle valve opening.

[0069] Speed ​​sensor 44 is disposed on transmission chain 32 and is used to detect the linear speed of transmission chain 32.

[0070] Temperature sensor 42, position sensor 43 and speed sensor 44 are all connected to ECU 41. ECU 41 can control clutch 212 to engage or disengage EGR pump gear 211 and turbocharger 213 based on the signals from temperature sensor 42, position sensor 43 and speed sensor 44.

[0071] When clutch 212 engages EGR pump gear 211 and turbocharger 213, the power of EGR pump gear 211 can be transmitted to turbocharger 213, thereby turning on EGR pump 21; when clutch 212 disengages EGR pump gear 211 and turbocharger 213, the power of EGR pump gear 211 cannot be transmitted to turbocharger 213, thereby turning off EGR pump 21.

[0072] Specifically, in this embodiment, when the coolant temperature detected by the temperature sensor 42 is higher than the preset temperature value, the position sensor 43 detects that the throttle valve is in the preset position, and the linear speed of the transmission chain detected by the speed sensor 44 is higher than the preset speed value, the clutch 212 is controlled to transmit the power input from the EGR pump gear 211 to the turbocharger 213; otherwise, the clutch 212 is controlled to cut off the power input from the EGR pump gear 211 to the turbocharger 213.

[0073] That is, when the coolant temperature detected by the temperature sensor 42 is higher than the preset temperature value, the position sensor 43 detects that the throttle valve is in the preset position, and the transmission chain linear speed detected by the speed sensor 44 is higher than the preset speed value, the control clutch 212 engages the EGR pump gear 211 and the turbocharger 213; otherwise, the control clutch 212 disengages the EGR pump gear 211 and the turbocharger 213.

[0074] Furthermore, the control unit also includes an actuator 45, which is communicatively connected to both the ECU 41 and the clutch 212. The actuator 45 can control the operation of the clutch 212, thereby controlling the opening and closing of the EGR pump 21.

[0075] Specifically, in this embodiment, the recirculation loop 2 includes a first gas intake line and a second gas intake line.

[0076] The air inlet of the first air intake pipe is connected to the exhaust pipe 11, and the air outlet of the first air intake pipe is connected to the air inlet of the EGR pump 21.

[0077] The outlet of the EGR pump 21 is connected to the inlet of the second air intake line, and the outlet of the second air intake line is connected to the intake manifold 12.

[0078] That is, in this embodiment, the EGR pump 21 is connected in series in the recirculation loop 2, which makes the pipeline structure of the recirculation loop 2 simple.

[0079] Furthermore, the recirculation loop 2 also includes an EGR cooler 22 and an EGR valve 23. When the recirculation loop 2 is in operation, part of the exhaust gas discharged from the engine body 1 enters the intake port of the recirculation loop 2 through the exhaust pipe 11. The EGR pump 21 starts to operate, increasing the intake pressure. The exhaust gas passes through the EGR cooler 22 and the EGR valve 23 in sequence, and returns to the engine body 1 through the intake manifold 12 to re-participate in combustion.

[0080] Specifically, see Figure 1 The recirculation loop 2 also includes a third intake line, an EGR cooler 22 and an EGR valve 23 are connected to each other and the EGR cooler 22 is located at the outlet of the second intake line; the inlet of the third intake line is connected to the EGR valve 23 and the outlet of the third intake line is connected to the intake manifold 12.

[0081] Example 2

[0082] This embodiment provides a control method for an engine system, used to control the engine system of Embodiment 1.

[0083] In reality, the engine system is not suitable for recirculation loop 2 operation under all operating conditions.

[0084] Recirculation loop 2 does not operate when the engine is idling, at low speed, under light load, when the engine is cold, or under full load (throttle fully open).

[0085] Specifically, in this embodiment, the engine system control method includes the following steps:

[0086] S1. Real-time detection of the coolant temperature in the coolant tank of the engine body 1, and determination of whether the coolant temperature is higher than the preset temperature value; if yes, proceed to the next step; if no, control the clutch 212 to cut off the power input from the EGR pump gear 211 to the turbocharger 213, and the EGR pump 21 is turned off.

[0087] S2. Real-time detection of the throttle opening of the engine body 1, and determination of whether the throttle is in the preset position. If yes, proceed to the next step; if no, control the clutch 212 to cut off the power input from the EGR pump gear 211 to the turbocharger 213, and the EGR pump 21 is turned off.

[0088] S3. Real-time detection of the transmission linear speed value of the transmission mechanism 3, and determination of whether the transmission linear speed value is higher than the preset speed value. If it is, control the clutch 212 to transmit the power input from the EGR pump gear 211 to the turbocharger 213, and the EGR pump 21 is turned on; if not, control the clutch 212 to cut off the power input from the EGR pump gear 211 to the turbocharger 213, and the EGR pump 21 is turned off.

[0089] Specifically, when the coolant temperature is not higher than the preset temperature value, the engine body 1 is in a cold engine operation state.

[0090] Specifically, the preset position is when the throttle is in the middle position; when the throttle is not in the preset position, the engine body 1 is in a low-load or full-load state.

[0091] Specifically, if the transmission linear speed value is not higher than the preset speed value, the engine body 1 is in an idling or low speed state.

[0092] The engine system control method provided in this embodiment can be used to control the operation of the engine system. The EGR pump 21 can be turned on or off according to the real-time operating conditions. When the recirculation circuit 2 needs to work, the clutch 212 is controlled to transmit the power input to the turbocharger 213 from the EGR pump gear 211, thereby controlling the EGR pump 21 to turn on and recover and re-burn part of the exhaust gas discharged from the engine body 1, thus avoiding energy waste.

[0093] Specifically, in this embodiment, a plurality of temperature sensors 42 are provided in the coolant tank. If the average value of the plurality of temperature sensors 42 is always higher than the preset temperature value within a first set time period, it is determined that the coolant temperature is higher than the preset temperature value.

[0094] Optionally, the first set duration is 2 to 3 seconds, such as 2 seconds, 2.5 seconds or 3 seconds.

[0095] Preferably, the first set duration for winter is longer than the first set duration for summer.

[0096] Optionally, a plurality of temperature sensors 42 are distributed at intervals along the circumference of the coolant tank; or a plurality of temperature sensors 42 are distributed at intervals along the height of the coolant tank to obtain the temperature at different locations of the coolant tank.

[0097] Understandably, several temperature sensors 42 send their respective collected temperature values ​​to the ECU 41, which then determines whether the average value of the several temperature sensors 42 is consistently higher than the preset temperature value within a first set time period.

[0098] Specifically, in this embodiment, a plurality of speed sensors 44 are provided on the transmission mechanism 3. If the average value of the plurality of speed sensors 44 is always higher than the preset speed value within a second set time period, it is determined that the transmission linear speed value is higher than the preset speed value.

[0099] Optionally, the second set duration is 2 to 3 seconds, such as 2 seconds, 2.5 seconds, or 3 seconds.

[0100] Preferably, the second set duration for winter is longer than the second set duration for summer.

[0101] Optionally, several speed sensors 44 are distributed at different positions on the transmission chain 32 of the transmission mechanism 3 to ensure the diversity of the collected data. The linear velocity value of the transmission chain 32 is the transmission linear velocity value.

[0102] Understandably, several speed sensors 44 send the speed information they collect to the ECU 41, which then determines whether the average value of the speed sensors 44 is always higher than the preset speed value within a second set time period.

[0103] Specifically, in this embodiment, a position sensor 43 is provided at a preset position at the throttle valve. The position sensor 43 can detect whether the throttle valve opening has reached the preset position.

[0104] The above embodiments merely illustrate the basic principles and characteristics of the present invention. The present invention is not limited to the above embodiments. Various changes and modifications can be made to the present invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. An engine system characterized by, The engine system comprises: an engine body (1) comprising an exhaust pipe (11) and an intake manifold (12); a recirculation loop (2) having an air inlet communicated with the exhaust pipe (11) and an air outlet communicated with the intake manifold (12), the recirculation loop (2) comprising an EGR pump (21) having an EGR pump gear (211), a clutch (212) and a turbo device (213) arranged in the EGR pump (21), the clutch (212) being capable of selectively cutting off or transmitting power inputted by the EGR pump gear (211) to the turbo device (213); a transmission mechanism (3) by which the engine body (1) can drive the EGR pump gear (211) of the EGR pump (21) to rotate; the engine body (1) comprising an exhaust camshaft (13); the transmission mechanism (3) comprising: a driving gear (31) coaxially arranged on the exhaust camshaft (13); a transmission chain (32) drivingly connected to the driving gear (31) and the EGR pump gear (211); the engine system further comprising a control unit capable of controlling the clutch (212) to cut off or transmit power inputted by the EGR pump gear (211) to the turbo device (213); the control unit comprising: a temperature sensor (42) arranged on a cooling liquid tank of the engine body (1) for detecting temperature of cooling liquid in the cooling liquid tank; a position sensor (43) arranged on a throttle valve of the engine body (1) for detecting opening degree of the throttle valve; a speed sensor (44) arranged on the transmission chain (32) for detecting linear speed of the transmission chain (32); an ECU (41), the temperature sensor (42), the position sensor (43) and the speed sensor (44) being communicatively connected to the ECU (41), the ECU (41) being capable of controlling the clutch (212) to engage or disengage the EGR pump gear (211) and the turbo device (213) according to signals of the temperature sensor (42), the position sensor (43) and the speed sensor (44).

2. The engine system of claim 1, wherein, the control unit further comprising an actuator (45) communicatively connected to the ECU (41) and the clutch (212), the actuator (45) being capable of controlling actuation of the clutch (212).

3. The engine system of claim 1, wherein, When the temperature sensor (42) detects a coolant temperature value higher than a preset temperature value, and the position sensor (43) detects that the throttle valve is at a preset position, and the speed sensor (44) detects a transmission chain linear speed value higher than a preset speed value, the clutch (212) is controlled to transmit power input by the EGR pump gear (211) to the turbocharger (213); otherwise, the clutch (212) is controlled to cut off the power input by the EGR pump gear (211) to the turbocharger (213).

4. The engine system according to any one of claims 1 to 3, characterized by, The recirculation loop (2) comprises: A first gas taking pipeline, an air inlet of the first gas taking pipeline being in communication with the exhaust pipeline (11), and an air outlet of the first gas taking pipeline being in communication with an air inlet of the EGR pump (21); A second gas taking pipeline, an air outlet of the EGR pump (21) being in communication with an air inlet of the second gas taking pipeline, and an air outlet of the second gas taking pipeline being in communication with the intake manifold (12).

5. A control method of an engine system characterized by, The control method of the engine system comprises the following steps: S1, detecting the coolant temperature of the coolant tank of the engine body (1) in real time, and determining whether the coolant temperature is higher than a preset temperature value; if yes, the next step is performed; if no, the clutch (212) is controlled to cut off the power input by the EGR pump gear (211) to the turbocharger (213), and the EGR pump (21) is closed; S2, detecting the opening degree of the throttle valve of the engine body (1) in real time, and determining whether the throttle valve is at a preset position; if yes, the next step is performed; if no, the clutch (212) is controlled to cut off the power input by the EGR pump gear (211) to the turbocharger (213), and the EGR pump (21) is closed; S3, detecting the transmission linear speed value of the transmission mechanism (3) in real time, and determining whether the transmission linear speed value is higher than a preset speed value; if yes, the clutch (212) is controlled to transmit the power input by the EGR pump gear (211) to the turbocharger (213), and the EGR pump (21) is opened; if no, the clutch (212) is controlled to cut off the power input by the EGR pump gear (211) to the turbocharger (213), and the EGR pump (21) is closed.

6. The control method of the engine system according to claim 5, characterized by, A plurality of temperature sensors (42) are arranged in the coolant tank, and if the average value of the plurality of temperature sensors (42) is always higher than the preset temperature value within a first set time length, it is determined that the coolant temperature is higher than the preset temperature value.

7. The control method of an engine system according to claim 5, characterized by, A plurality of speed sensors (44) are arranged on the transmission mechanism (3), and if the average value of the plurality of speed sensors (44) is always higher than the preset speed value within a second set time length, it is determined that the transmission linear speed value is higher than the preset speed value.

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