Engine air supply system control method, control device and engine air supply system

Abstract

The present invention discloses an engine air supply system control method, control device, and engine air supply system, belonging to the field of engine technology. The engine air supply system control method, control device, and engine air supply system of the present invention control the openings of the EGR valve, first wastegate valve, and second wastegate valve using the presence of an ignition advance angle knock correction amount and the opening of the EGR valve as reference conditions. This maximizes engine economy while ensuring engine knock-free operation.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and in particular to a control method and a control device for an engine air supply system, and an engine air supply system. Background Art

[0002] Currently, natural gas engines generally use a stoichiometric combustion combined with a high-pressure EGR system. However, with this EGR system, the exhaust gas entering the EGR flow path no longer passes through the supercharger, preventing the generation of boost pressure. To ensure smooth introduction of the EGR exhaust gas into the engine's intake and the target EGR rate, the exhaust back pressure at the EGR flow path becomes high, an unavoidable feature of the high-pressure EGR system. Furthermore, the newly added EGR valve also generates pumping losses, ultimately reducing engine thermal efficiency and fuel economy. Summary of the Invention

[0003] The object of the present invention is to provide an engine air supply system control method, a control device and an engine air supply system, which can improve the economy of the engine and ensure the safe operation of the engine.

[0004] To achieve the above objectives, the following technical solutions are provided:

[0005] In a first aspect, a method for controlling an engine air supply system is provided, wherein the engine air supply system includes an EGR line, a first exhaust line, and a second exhaust line, wherein the first exhaust line and the second exhaust line are both used to communicate with an exhaust port of an engine; one end of the EGR line is connected to the first exhaust line, and the other end is used to communicate with an air intake of the engine; the first exhaust line is provided with a first wastegate valve; the second exhaust line is provided with a second wastegate valve; and the EGR line is provided with an EGR valve;

[0006] The engine air supply system control method comprises the following steps:

[0007] determining whether an ignition advance angle knock correction amount exists, wherein the ignition advance angle knock correction amount is a correction amount of the ignition advance angle when engine knock occurs;

[0008] Obtaining the opening of the EGR valve;

[0009] The openings of the EGR valve, the first wastegate valve, and the second wastegate valve are adjusted respectively according to a result of determining whether the ignition advance angle knock correction amount exists and the opening of the EGR valve.

[0010] As an optional solution to the engine air supply system control method, the openings of the EGR valve, the first wastegate valve, and the second wastegate valve are respectively adjusted based on the determination result of whether the ignition advance angle knock correction amount exists and the opening of the EGR valve, including the following steps:

[0011] If the ignition advance angle knock correction amount exists, it is determined whether the opening of the EGR valve is at a maximum opening. If so, the opening of the first wastegate valve is reduced to increase the EGR rate, and the opening of the second wastegate valve is adjusted to keep the load of the engine unchanged.

[0012] As an optional solution to the engine air supply system control method, the openings of the EGR valve, the first wastegate valve, and the second wastegate valve are respectively adjusted based on the determination result of whether the ignition advance angle knock correction amount exists and the opening of the EGR valve, including the following steps:

[0013] If the ignition advance angle knock correction amount exists, it is determined whether the opening of the EGR valve is at the maximum opening. If not, the EGR valve opening is increased, and the opening of the first wastegate valve is kept unchanged to increase the EGR rate, and the opening of the second wastegate valve is adjusted to keep the load of the engine unchanged.

[0014] As an optional solution to the engine air supply system control method, the openings of the EGR valve, the first wastegate valve, and the second wastegate valve are respectively adjusted based on the determination result of whether the ignition advance angle knock correction amount exists and the opening of the EGR valve, including the following steps:

[0015] If the ignition advance angle knock correction amount does not exist, it is determined whether the opening of the EGR valve is at the maximum opening. If not, the opening of the first wastegate valve is increased, and the EGR valve opening is also increased to keep the EGR rate unchanged.

[0016] As an optional solution to the engine air supply system control method, determining whether there is an ignition advance angle knock correction amount includes the following steps:

[0017] Testing the engine using a knock detection component;

[0018] It is determined whether there is an ignition advance angle knock correction amount based on the detection result of the knock detection element.

[0019] As an optional solution of the engine air supply system control method, determining whether there is an ignition advance angle knock correction amount based on the detection result of the knock detection component includes the following steps:

[0020] If the knock detection component detects that the engine generates knock, then there is an ignition advance angle knock correction amount; and / or,

[0021] Determining whether an ignition advance angle knock correction amount exists according to the detection result of the knock detection component includes the following steps:

[0022] If the knock detection component detects that the engine does not produce knock, then there is no ignition advance angle knock correction amount.

[0023] As an optional solution to the engine air supply system control method, determining whether there is an ignition advance angle knock correction amount includes the following steps:

[0024] Obtaining an anti-knock index of the fuel introduced into the engine; the anti-knock index includes an octane number or a methane number;

[0025] It is determined whether there is an ignition advance angle knock correction amount according to the anti-knock index.

[0026] As an optional solution of the engine air supply system control method, determining whether there is an ignition advance angle knock correction amount according to the anti-knock performance index includes the following steps:

[0027] If the anti-knock index is less than a first preset value, then there is an ignition advance angle knock correction amount; and / or,

[0028] Determining the state of the engine according to the anti-knock performance index comprises the following steps:

[0029] If the anti-knock index is greater than the second preset value, the ignition advance angle knock correction amount does not exist.

[0030] In a second aspect, an engine air supply system control device is provided, for implementing the engine air supply system control method as described in any one of the above items, the engine air supply system control device comprising:

[0031] a first data acquisition module, configured to determine whether an ignition advance angle knock correction amount exists, wherein the ignition advance angle knock correction amount is a correction amount of the ignition advance angle when engine knock occurs;

[0032] A second data acquisition module is used to obtain the opening of the EGR valve;

[0033] A control module is configured to adjust the openings of the EGR valve, the first wastegate valve, and the second wastegate valve, respectively, according to a determination result of whether the ignition advance angle knock correction amount exists and the opening of the EGR valve.

[0034] In a third aspect, an engine air supply system is provided, comprising:

[0035] a first exhaust pipe and a second exhaust pipe, both of which are used to communicate with an exhaust port of an engine; the first exhaust pipe is provided with a first wastegate valve; the second exhaust pipe is provided with a second wastegate valve;

[0036] An EGR pipeline, one end of which is connected to the first exhaust gas pipeline and the other end of which is connected to the air intake of the engine; the EGR pipeline is provided with an EGR valve;

[0037] A control device, wherein the control device is communicatively connected to the first wastegate valve, the second wastegate valve and the EGR valve respectively, and the control device is further used to execute the engine air supply system control method as described in any one of the above items.

[0038] Compared with the prior art, the present invention has the following beneficial effects:

[0039] The engine air supply system control method, control device and engine air supply system of the present invention use the presence of an ignition advance angle knock correction amount and the opening of the EGR valve as reference conditions to control the opening of the EGR valve, the first exhaust gas bypass valve and the second exhaust gas bypass valve, thereby maximizing the economy of the engine while ensuring that the engine does not knock. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 This is a schematic structural diagram of an engine air supply system according to an embodiment of the present invention;

[0041] Figure 2 This is a flow chart of a method for controlling an engine air supply system according to an embodiment of the present invention;

[0042] Figure 3 Schematic diagram of the knock boundary of a natural gas engine according to an embodiment of the present invention when using natural gas with different methane numbers (MN numbers) at a preset speed;

[0043] Figure 4 Schematic diagram showing how the opening of the EGR valve and the opening of the first wastegate valve vary with the methane number or octane number when the engine is running under a certain operating condition in an embodiment of the present invention;

[0044] Figure 5 This is a control flow chart of the engine air supply system control method in an embodiment of the present invention.

[0045] Reference numerals:

[0046] 100. Engine; 101. Intake manifold; 102. First exhaust manifold; 103. Second exhaust manifold; 200. Engine ECU; 11. EGR valve; 12. EGR cooler; 13. Check valve; 14. Venturi tube; 21. First wastegate valve; 31. Second wastegate valve; 4. Dual-flow turbocharger; 41. Turbine; 42. Compressor; 51. Intake intercooler; 52. Electronic throttle; 6. Exhaust line; 7. Mixer; 8. Natural gas rail; 9. Temperature and pressure integrated sensor. DETAILED DESCRIPTION

[0047] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0048] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort shall fall within the scope of protection of the present invention.

[0049] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0050] In the description of the present invention, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, or are the orientation or position relationship in which the product of the invention is usually placed when in use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0051] In the description of the present invention, it should be noted that, unless otherwise specified or limited, the terms "disposed" and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0052] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0053] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0054] Example 1

[0055] like Figure 1-2 As shown, this embodiment provides an engine air supply system and an engine air supply system control method. The engine air supply system employs the engine air supply system control method to improve the economy of engine 100 and ensure safe operation of engine 100. In this embodiment, engine 100 is a natural gas engine. Of course, in other embodiments, engine 100 may also be a fuel engine.

[0056] like Figure 1 As shown, the engine air supply system includes an EGR pipe, a first exhaust pipe and a second exhaust pipe, and the first exhaust pipe and the second exhaust pipe are both used to communicate with the exhaust port of the engine 100; one end of the EGR pipe is connected to the first exhaust pipe, and the other end is used to communicate with the air intake of the engine 100; the first exhaust pipe is provided with a first exhaust bypass valve 21; the second exhaust pipe is provided with a second exhaust bypass valve 31; the EGR pipe is provided with an EGR valve 11, an EGR cooler 12, a one-way valve 13 and a Venturi tube 14.

[0057] Specifically, the engine 100 includes an intake manifold 101, a first exhaust manifold 102 and a second exhaust manifold 103. One end of the first exhaust manifold 102 is connected to the first cylinder, the second cylinder and the third cylinder of the engine 100 respectively, and the other end is connected to the first exhaust gas pipe. One end of the second exhaust manifold 103 is connected to the fourth cylinder, the fifth cylinder and the sixth cylinder of the engine 100 respectively, and the other end is connected to the second exhaust gas pipe; one end of the EGR pipe is connected to the first exhaust manifold 102, and the other end is connected to the intake manifold 101.

[0058] Furthermore, the engine air supply system also includes a dual-flow turbocharger 4, an air supply line, and an exhaust line 6. The dual-flow turbocharger 4 includes a turbine 41 and a compressor 42. The two air inlets of the turbine 41 are connected to the first exhaust manifold 102 and the second exhaust manifold 103, respectively. The air outlet of the turbine 41 is connected to the exhaust line 6. The other ends of the first and second exhaust lines are both connected to the exhaust line 6. The turbine 41 is driven by the exhaust gas in the first and second exhaust manifolds 102 and 103, driving the compressor 42 to compress air. One end of the air supply line is connected to the air outlet of the compressor 42, and the other end is connected to the intake manifold 101. The air supply line is equipped with an intake intercooler 51 and an electronic throttle 52.

[0059] Exemplarily, turbine 41 may be a symmetrical flow path turbine or an asymmetrical flow path turbine. Specifically, the turbine end of a symmetrical flow path turbine includes two flow paths of equal size, and the two flow paths are respectively connected to a first exhaust pipe and a second exhaust pipe. The turbine end of an asymmetrical flow path turbine includes two flow paths of different sizes, one of which is an EGR end flow path and the other is a conventional end flow path. The first exhaust pipe is connected to the EGR end flow path, and the second exhaust pipe is connected to the conventional end flow path.

[0060] Furthermore, the engine air supply system also includes a mixer 7 and a natural gas rail 8. The natural gas rail 8, the other end of the EGR pipeline and the other end of the air supply pipeline are all connected to the intake manifold 101 through the mixer 7, so that the mixer 7 can be used to fully mix the natural gas, air and exhaust gas circulating in the EGR pipeline.

[0061] Furthermore, an intake air temperature detector and an intake air pressure detector are provided at the outlet of the mixer 7 to detect the temperature and pressure of the gas discharged from the outlet of the mixer 7. For example, the intake air temperature detector and the intake air pressure detector are integrated temperature and pressure sensors 9.

[0062] The engine air supply system also includes a control device that is communicatively connected to the first wastegate valve 21, the second wastegate valve 31, the EGR valve 11, the electronic throttle 52, and the integrated temperature and pressure sensor 9. The control device is also configured to execute the engine air supply system control method. Exemplarily, the control device is an engine ECU 200.

[0063] Figure 2 This is a flow chart of the engine air supply system control method of this embodiment. Figure 2 The engine air supply system control method of this embodiment is introduced.

[0064] The engine air supply system control method includes the following steps:

[0065] S1. Determine whether an ignition advance angle knock correction amount exists, where the ignition advance angle knock correction amount is a correction amount of the ignition advance angle when knock occurs in the engine 100;

[0066] In this embodiment, determining whether there is an ignition advance angle knock correction amount includes the following steps:

[0067] Testing the engine 100 using a knock detection component;

[0068] Determine whether there is an ignition advance angle knock correction amount based on the detection results of the knock detection component.

[0069] Furthermore, determining whether there is an ignition advance angle knock correction amount based on the detection result of the knock detection component includes the following steps:

[0070] If the knock detection component detects that the engine 100 generates knock, then there is an ignition advance angle knock correction amount;

[0071] If the knock detection component detects that engine 100 does not produce knock, then there is no ignition advance angle knock correction amount.

[0072] It should be noted that in the prior art, a knock sensor is typically used to monitor engine 100. When the knock sensor detects knock in engine 100, it corrects the ignition advance angle to protect engine 100. In this embodiment, a knock detection component is used to monitor engine 100 to determine whether knock is occurring in engine 100 and, further, to determine whether an ignition advance angle knock correction amount is required. This has a simple structure, is easy to implement, and is low-cost. For example, the knock detection component is a knock sensor.

[0073] Of course, in other embodiments, the state of the engine 100 may also be obtained through the following steps:

[0074] Obtaining an anti-knock performance index of the fuel introduced into the engine 100; the anti-knock performance index includes an octane number or a methane number;

[0075] The state of the engine 100 is determined based on the anti-knock performance index.

[0076] It should be noted that the fuel for engine 100 may be gasoline or natural gas. The anti-knock performance index of gasoline is expressed in octane number (ON number), with n-heptane being used as a standard fuel with no anti-knock performance and having an octane number of 0, and isooctane being used as a standard fuel with an octane number of 100. The anti-knock performance index of natural gas is expressed in methane number (MN number), with pure hydrogen being used as a standard fuel with no anti-knock performance and having a methane number of 0, and pure methane being used as a standard fuel with an anti-knock performance and having a methane number of 100.

[0077] Figure 3 Schematic diagram of the knock boundary when the natural gas engine 100 uses natural gas with different methane contents at a preset speed. Figure 3 The nonlinear relationship between engine 100 knock and ignition advance angle, as well as EGR rate and methane number is demonstrated. Specifically, a decrease in methane number will narrow the knock boundary of engine 100. That is, when the methane number of natural gas is low or the octane number of gasoline is low, the knock tendency of engine 100 will be greater, and engine 100 will be more likely to knock. In other words, when gasoline with a low methane number or natural gas with a low octane number is introduced into engine 100, engine 100 also needs to correct the ignition advance angle to avoid engine 100 from knocking, so as to protect engine 100. Therefore, the anti-knock index of the fuel introduced into engine 100 is used as a reference condition to determine whether engine 100 will produce knock.

[0078] Furthermore, determining the state of the engine 100 according to the anti-knock performance index includes the following steps:

[0079] If the anti-knock index is less than the first preset value, then there is an ignition advance angle knock correction amount;

[0080] If the anti-knock index is greater than the second preset value, there is no ignition advance angle knock correction amount.

[0081] It should be noted that the values ​​of the first preset value and the second preset value can be determined based on experience or repeated experiments, and this embodiment does not limit the values ​​of the first preset value and the second preset value.

[0082] For example, when the fuel introduced into the engine 100 is natural gas, the first preset value is 80, that is, when the methane number of the natural gas is less than 80, it is considered that the engine 100 will produce knock, and thus an ignition advance angle knock correction amount will be generated; the second preset value is 90, that is, when the methane number of the natural gas is greater than 90, it is considered that the engine 100 will not produce knock, and thus no ignition advance angle knock correction amount will be generated.

[0083] Of course, other means or methods in the prior art may also be used to obtain and determine whether the ignition advance angle knock correction amount exists, such as obtaining parameters of the engine ECU 200, which is not limited here.

[0084] S2, obtaining the opening of the EGR valve 11;

[0085] S3. According to the determination result of whether the ignition advance angle knock correction amount exists and the opening of the EGR valve 11, the openings of the EGR valve 11, the first wastegate valve 21 and the second wastegate valve 31 are adjusted respectively.

[0086] Step S3 includes the following steps:

[0087] S31. If the ignition advance angle knock correction amount exists, determine whether the opening of the EGR valve 11 is at the maximum opening. If so, proceed to S32; if not, proceed to S33.

[0088] S32, reducing the opening of the first wastegate valve 21 to increase the EGR rate, and adjusting the opening of the second wastegate valve 31 to keep the load of the engine 100 unchanged;

[0089] S33, increasing the opening of the EGR valve 11 and keeping the opening of the first wastegate valve 21 unchanged to increase the EGR rate, and adjusting the opening of the second wastegate valve 31 to keep the load of the engine 100 unchanged;

[0090] S34: If there is no ignition advance angle knock correction amount, when the opening of the EGR valve 11 is not at its maximum opening, increase the opening of the first wastegate valve 21 and the opening of the EGR valve 11 so that the EGR rate remains unchanged.

[0091] Step S34 can reduce the pumping loss at the EGR valve 11 and improve the engine economy.

[0092] The engine air supply system control method of this embodiment uses the presence of an ignition advance angle knock correction amount and the opening of the EGR valve 11 as reference conditions to control the opening of the EGR valve 11, the first exhaust bypass valve 21 and the second exhaust bypass valve 31. This can maximize the economy of the engine 100 while ensuring that the engine 100 does not knock.

[0093] In summary, no matter how the methane number or octane number of the fuel added to the engine by the user changes, the engine air supply system has a corresponding control strategy to ensure that the engine 100 does not detonate and maximize the economy of the engine 100.

[0094] In this embodiment, Figure 4Schematic diagram showing how the opening of the EGR valve 11 and the opening of the first wastegate valve 21 vary with the methane number or octane number when the engine 100 is running under a certain operating condition. Figure 4 As shown, when the methane number or octane number is not less than the third preset value, the opening of the first exhaust bypass valve 21 is the maximum opening; when the methane number or octane number is less than the third preset value, the opening of the first exhaust bypass valve 21 gradually decreases as the methane number or octane number decreases. At the same time, when the methane number or octane number is greater than the third preset value, the opening of the EGR valve 11 gradually increases as the methane number or octane number decreases; when the methane number or octane number reaches the third preset value, the opening of the EGR valve 11 increases to the maximum opening, and as the methane number or octane number continues to decrease (that is, the methane number or octane number is less than the third preset value), the opening of the EGR valve 11 remains at the maximum opening and no longer changes. It can be understood that the third preset value is Figure 4 The methane number or octane number corresponds to the intersection of the opening variation curve of the middle EGR valve 11 and the opening variation curve of the first wastegate valve 21.

[0095] It should be noted that the value of the third preset value can be determined based on experience or repeated tests, and this embodiment does not limit the values ​​of the third preset value and the preset opening.

[0096] It should be noted that the engine air supply system control method of this embodiment can be operated when the engine 100 is in any operating condition, and when the operating condition of the engine 100 changes, the engine air supply system control method is operated again, so that no detonation will occur when the engine 100 is in any operating condition, and the economy of the engine 100 is maximized.

[0097] For example, the current operating condition of the engine 100 may be determined based on the rotational speed and torque of the engine 100 . This is a prior art in the art and will not be described in detail herein.

[0098] For example, Figure 5 A control flow of an engine air supply system control method is shown. Figure 5 The engine air supply system control method shown includes the following steps:

[0099] S100, determining whether there is an ignition advance angle knock correction amount, if so, proceeding to S200; if not, proceeding to S400;

[0100] S200, determine whether the opening of the EGR valve 11 is at the maximum opening. If so, proceed to S310; if not, proceed to S320;

[0101] S310, reducing the opening of the first wastegate valve 21 to increase the EGR rate, and adjusting the opening of the second wastegate valve 31 to keep the load of the engine 100 unchanged;

[0102] S320: Increase the opening of the EGR valve 11 and keep the opening of the first wastegate valve 21 unchanged to increase the EGR rate, and adjust the opening of the second wastegate valve 31 to keep the load of the engine 100 unchanged;

[0103] S400: When the opening of the EGR valve 11 is not at its maximum opening, the opening of the first wastegate valve 21 is increased, and the opening of the EGR valve 11 is also increased so that the EGR rate remains unchanged.

[0104] Example 2

[0105] This embodiment provides an engine air supply system control device for implementing the above-mentioned engine air supply system control method. The engine air supply system control device includes a first data acquisition module, a second data acquisition module and a control module. The first data acquisition module is used to obtain the status of the engine 100, and the status of the engine 100 includes whether the engine 100 produces knock; the second data acquisition module is used to obtain the opening of the EGR valve 11; the control module is used to adjust the openings of the EGR valve 11, the first exhaust bypass valve 21 and the second exhaust bypass valve 31 according to the status of the engine 100 and the opening of the EGR valve 11.

[0106] The engine air supply system control device of this embodiment can execute the above-mentioned engine air supply system control method and has the same functions and beneficial effects as the above-mentioned engine air supply system control method.

[0107] Note that the above are only preferred embodiments of the present invention and the technical principles employed. Those skilled in the art will appreciate that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments, and substitutions are possible for those skilled in the art without departing from the scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments and may include many other equivalent embodiments without departing from the scope of the present invention. The scope of the present invention is determined by the scope of the appended claims.

Claims

1. An engine air supply system control method, wherein the engine air supply system comprises an EGR pipe, a first exhaust pipe, and a second exhaust pipe, wherein the first exhaust pipe and the second exhaust pipe are both used to communicate with an exhaust port of an engine (100); one end of the EGR pipe is connected to the first exhaust pipe, and the other end is used to communicate with an intake port of the engine (100); the first exhaust pipe is provided with a first exhaust bypass valve (21); the second exhaust pipe is provided with a second exhaust bypass valve (31); and the EGR pipe is provided with an EGR valve (11); It is characterized in that The engine air supply system control method comprises the following steps: Determining whether there is an ignition advance angle knock correction amount, wherein the ignition advance angle knock correction amount is a correction amount of the ignition advance angle when the engine (100) generates knock; Obtaining the opening of the EGR valve (11); adjusting the openings of the EGR valve (11), the first wastegate valve (21), and the second wastegate valve (31) respectively according to a judgment result of whether the ignition advance angle knock correction amount exists and the opening of the EGR valve (11); According to the judgment result of whether the ignition advance angle knock correction amount exists and the opening of the EGR valve (11), the opening of the EGR valve (11), the first wastegate valve (21) and the second wastegate valve (31) are respectively adjusted, comprising the following steps: If the ignition advance angle knock correction amount exists, determining whether the opening of the EGR valve (11) is at a maximum opening; if so, reducing the opening of the first wastegate valve (21) to increase the EGR rate, and adjusting the opening of the second wastegate valve (31) to keep the load of the engine (100) unchanged; According to the judgment result of whether the ignition advance angle knock correction amount exists and the opening of the EGR valve (11), the opening of the EGR valve (11), the first wastegate valve (21) and the second wastegate valve (31) are respectively adjusted, comprising the following steps: If the ignition advance angle knock correction amount exists, determining whether the opening of the EGR valve (11) is at a maximum opening; if not, increasing the opening of the EGR valve (11) and keeping the opening of the first wastegate valve (21) unchanged to increase the EGR rate, and adjusting the opening of the second wastegate valve (31) to keep the load of the engine (100) unchanged; According to the judgment result of whether the ignition advance angle knock correction amount exists and the opening of the EGR valve (11), the opening of the EGR valve (11), the first wastegate valve (21) and the second wastegate valve (31) are respectively adjusted, comprising the following steps: If the ignition advance angle knock correction amount does not exist, it is determined whether the opening of the EGR valve (11) is at the maximum opening; if not, the opening of the first wastegate valve (21) is increased, and the opening of the EGR valve (11) is increased so that the EGR rate remains unchanged.

2. The engine air supply system control method according to claim 1, characterized in that: Determining whether there is an ignition advance angle knock correction amount includes the following steps: Detecting the engine (100) using a knock detection component; It is determined whether there is an ignition advance angle knock correction amount based on the detection result of the knock detection element.

3. The engine air supply system control method according to claim 2, characterized in that: Determining whether an ignition advance angle knock correction amount exists according to the detection result of the knock detection component includes the following steps: If the knock detection component detects that the engine (100) generates knock, then there is an ignition advance angle knock correction amount; and / or, Determining whether an ignition advance angle knock correction amount exists according to the detection result of the knock detection component includes the following steps: If the knock detection component detects that the engine (100) does not produce knock, then there is no ignition advance angle knock correction amount.

4. The engine air supply system control method according to claim 1, characterized in that: Determining whether there is an ignition advance angle knock correction amount includes the following steps: Obtaining an anti-knock index of the fuel introduced into the engine (100); the anti-knock index includes an octane number or a methane number; It is determined whether there is an ignition advance angle knock correction amount according to the anti-knock index.

5. The engine air supply system control method according to claim 4, characterized in that: Determining whether there is an ignition advance angle knock correction amount according to the anti-knock performance index includes the following steps: If the anti-knock index is less than a first preset value, then there is an ignition advance angle knock correction amount; and / or, Determining the state of the engine (100) according to the anti-knock performance index comprises the following steps: If the anti-knock index is greater than the second preset value, the ignition advance angle knock correction amount does not exist.

6. Engine air supply system control device, characterized in that: For implementing the engine air supply system control method according to any one of claims 1 to 5, the engine air supply system control device comprises: A first data acquisition module is used to determine whether an ignition advance angle knock correction amount exists, wherein the ignition advance angle knock correction amount is a correction amount of the ignition advance angle when the engine (100) generates knock; a second data acquisition module, configured to acquire the opening of the EGR valve (11); A control module is used for respectively adjusting the openings of the EGR valve (11), the first wastegate valve (21) and the second wastegate valve (31) according to a judgment result of whether the ignition advance angle knock correction amount exists and the opening of the EGR valve (11).

7. Engine air supply system, characterized in that, include: A first exhaust gas pipeline and a second exhaust gas pipeline, both of which are used to communicate with an exhaust port of an engine (100); the first exhaust gas pipeline is provided with a first exhaust gas bypass valve (21); the second exhaust gas pipeline is provided with a second exhaust gas bypass valve (31); An EGR pipeline, one end of which is in communication with the first exhaust gas pipeline, and the other end of which is in communication with the air intake of the engine (100); the EGR pipeline is provided with an EGR valve (11); A control device, wherein the control device is communicatively connected to the first wastegate valve (21), the second wastegate valve (31) and the EGR valve (11), respectively, and the control device is further used to execute the engine air supply system control method according to any one of claims 1 to 5.

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