Engine valve brake control method and device, engine and automobile

Abstract

The invention relates to an engine valve brake control method and device, an engine and an automobile. The method comprises the steps that in the working state of a valve braking mechanism of an engine, a first real-time pressure signal in an air cylinder of the engine is obtained, and a first maximum pressure value in the air cylinder is determined according to the first real-time pressure signal; under the condition that the first maximum pressure value is larger than a first preset pressure threshold value, a first deflation valve opening control value is determined according to the first maximum pressure value, and the supercharger deflation valve opening is increased; acquiring a second real-time pressure signal in the air cylinder of the engine after the opening degree of the deflation valve is increased, determining a second maximum pressure value in the air cylinder according to the second real-time pressure signal, and when the second maximum pressure value is smaller than or equal to a first preset pressure threshold value and larger than a second preset pressure threshold value, starting the deflation valve. And stopping increasing the opening degree of the deflation valve. Through the method, the in-cylinder pressure during engine braking work can be dynamically adjusted.

Description

Technical Field

[0001] The present invention relates to the technical field of engine valve brake control, and in particular to an engine valve brake control method, device, engine and automobile. Background Art

[0002] The engine valve brake is an auxiliary brake device applied to the engine. Heavy commercial vehicles have a large total mass and high inertia. When braking downhill, the engine brake function needs to be turned on to prevent the driver from frequently or for a long time braking, which causes intense friction between the friction plate and the brake drum and cannot dissipate heat, resulting in brake thermal decay, affecting driving safety. However, the engine valve brake has high requirements on the reliability of the brake mechanism. When the valve brake mechanism is working, the maximum explosion pressure in the engine cylinder has a great influence on the reliability of the valve brake.

[0003] In the prior art, the valve brake device is controlled by controlling the brake lift through a hydraulic valve, opening the exhaust valve in advance to control the pressure in the cylinder, or adjusting the exhaust brake valve in coordination with the valve brake. However, there are problems such as the valve brake system is not accurately adjusted and it is difficult to control the explosion pressure in the cylinder. Summary of the invention

[0004] Based on this, it is necessary to provide an engine valve brake control method, device, engine and automobile that can effectively limit the explosion pressure in the cylinder when the engine valve brake mechanism is working, in order to address the problem that the explosion pressure in the engine cylinder affects the reliability of valve braking.

[0005] In a first aspect, a method for controlling an engine valve brake is provided, the method comprising:

[0006] When the valve brake mechanism of the engine is in a working state, obtaining a first real-time pressure signal in a cylinder of the engine, and determining a first maximum pressure value in the cylinder according to the first real-time pressure signal;

[0007] When the first maximum pressure value is greater than a first preset pressure threshold, determining a first purge valve opening control value according to the first maximum pressure value, and increasing the supercharger purge valve opening according to the first purge valve opening control value;

[0008] Obtain a second real-time pressure signal in the engine cylinder after increasing the opening of the purge valve, and determine a second maximum pressure value in the cylinder based on the second real-time pressure signal. When the second maximum pressure value is less than or equal to the first preset pressure threshold and greater than the second preset pressure threshold, stop increasing the purge valve opening.

[0009] In one of the embodiments, when the first maximum pressure value is greater than a first preset pressure threshold, determining a first purge valve opening control value according to the first maximum pressure value, and increasing the supercharger purge valve opening according to the first purge valve opening control value, comprises:

[0010] Calculating the first purge valve opening control value according to the first maximum pressure value and a preset control algorithm by the engine control system, generating and sending a first control signal to the purge valve controller according to the first purge valve opening control value;

[0011] The opening of the supercharger purge valve is increased by the purge valve controller according to the first control signal.

[0012] In one embodiment, the method further comprises:

[0013] When the first maximum pressure value is less than a second preset pressure threshold, determining a second purge valve opening control value according to the second maximum pressure value, and reducing the purge valve opening according to the second purge valve opening control value;

[0014] Obtain a third real-time pressure signal in the engine cylinder after reducing the air release valve opening, and determine a third maximum pressure value in the cylinder based on the third real-time pressure signal. When the third maximum pressure value is less than or equal to the first preset pressure threshold and greater than the second preset pressure threshold, stop reducing the air release valve opening.

[0015] In one embodiment, when the first maximum pressure value is less than a second preset pressure threshold, determining a second purge valve opening control value according to the second maximum pressure value, and reducing the purge valve opening according to the second purge valve opening control value, comprises:

[0016] Calculating the second purge valve opening control value according to the third maximum pressure value and a preset control algorithm by the engine control system, generating and sending a second control signal to the purge valve controller according to the second purge valve opening control value;

[0017] The opening of the supercharger purge valve is reduced by the purge valve controller according to the second control signal.

[0018] In one embodiment, the second preset pressure threshold is less than the first preset pressure threshold, and the difference between the first preset pressure threshold and the second preset pressure threshold is no more than 3 bar.

[0019] In one embodiment, determining the maximum pressure value in the cylinder according to the real-time pressure signal includes: obtaining a peak value in the real-time pressure signal through a peak detection algorithm, and taking the maximum value of the peak values ​​as the maximum pressure value in the cylinder.

[0020] In a second aspect, an engine valve brake control device is provided, comprising:

[0021] A cylinder pressure collection sensor, electrically connected to the engine control system, for collecting the internal cylinder pressure signal of the engine;

[0022] A supercharger bleed valve is connected to the exhaust tail pipe at the outlet end of the engine turbine and is used to control the gas flow rate of the exhaust manifold at the inlet end of the engine turbine;

[0023] The purge valve controller is electrically connected to the engine control system and is used to control the opening of the supercharger purge valve.

[0024] In one embodiment, the supercharger purge valve is arranged between the exhaust manifold at the inlet end of the engine turbine and the exhaust tail pipe at the outlet end of the turbine.

[0025] In a third aspect, an engine is provided, comprising an engine valve brake control device as described in the second aspect or any embodiment of the second aspect, wherein the engine valve brake control device is used to control the internal pressure of a cylinder of the engine.

[0026] In a fourth aspect, a car is provided, comprising the engine as described in the third aspect or any one of the embodiments of the third aspect, wherein the engine is used to provide power for the car.

[0027] The above engine valve brake control method, device, engine and automobile can dynamically adjust the opening of the bleed valve according to the actual working state by obtaining the real-time pressure signal of the cylinder. When the cylinder pressure exceeds the first preset value, the bleed valve opening is increased in time, thereby reducing the pressure in the cylinder, which helps to improve the valve brake effect. The first and second preset pressure thresholds are set to ensure that the cylinder pressure is maintained within a safe range while avoiding excessive increase or decrease in the bleed valve opening, thereby preventing damage to the engine due to excessive pressure. Real-time monitoring and adjustment of the bleed valve opening can be accurately adjusted according to the change of the cylinder pressure, which helps to improve the response speed of the supercharger and the stability of the engine; the exhaust manifold and exhaust tail pipe can be cut off by controlling the opening and closing of the valve. The amount of airflow in the exhaust manifold and exhaust tail pipe can be controlled by adjusting the valve opening, and the cylinder pressure during engine braking can be dynamically adjusted to increase the cylinder pressure as much as possible to improve the braking performance, and ensure that the cylinder pressure does not exceed the reliability limit, thereby ensuring the service life of the engine brake mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the conventional technology, the drawings required for use in the embodiments or the conventional technology descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0029] FIG1 is a flow chart of an engine valve brake control method provided by an embodiment of the present invention;

[0030] FIG2 is a schematic structural diagram of an engine valve brake control device provided by an embodiment of the present invention;

[0031] Figure 3 The present invention is a flowchart of an engine valve braking control method provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0032] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present invention, so the present invention is not limited by the specific embodiments disclosed below.

[0033] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0034] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0035] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0036] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0037] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

[0038] FIG1 is a flow chart of an engine valve brake control method provided by an embodiment of the present invention, and FIG2 is a schematic diagram of the structure of an engine valve brake control device provided by an embodiment of the present invention. Referring to FIG1 to FIG2, an engine valve brake control method provided by an embodiment of the present invention includes:

[0039] Step 102: When the valve brake mechanism of the engine is in a working state, a first real-time pressure signal in a cylinder of the engine is obtained, and a first maximum pressure value in the cylinder is determined according to the first real-time pressure signal;

[0040] Step 104: when the first maximum pressure value is greater than the first preset pressure threshold, determining a first purge valve opening control value according to the first maximum pressure value, and increasing the supercharger purge valve opening according to the first purge valve opening control value;

[0041] Step 106: Obtain a second real-time pressure signal in the engine cylinder after increasing the opening of the exhaust valve, and determine a second maximum pressure value in the cylinder based on the second real-time pressure signal. When the second maximum pressure value is less than or equal to the first preset pressure threshold and greater than the second preset pressure threshold, stop increasing the exhaust valve opening.

[0042] Among them, the valve brake mechanism refers to an auxiliary brake device for the engine, which generates additional braking force by controlling the opening and closing of the engine valve, thereby helping the vehicle to reduce the burden on the brake system when going downhill or when deceleration is required. The application of the valve brake mechanism on large trucks or commercial vehicles can improve driving safety and reduce brake wear. The valve brake mechanism can be automatically started by the vehicle's control system or manually started by the driver to provide additional braking force for the vehicle. When the valve brake mechanism is started, it enters the working state. The engine valve brake mechanism has a maximum allowable cylinder pressure P0 for braking. The cylinder pressure is P. When the engine brake is working, as the intake valve lift closes and the piston moves upward, P gradually increases. When the piston moves to the vicinity of the top dead center of the compression stroke and before the exhaust valve brake lift opens, the engine cylinder pressure reaches the maximum value Pmax in the braking cycle. The engine braking power is related to Pmax. The larger the Pmax, the higher the engine braking power. On the contrary, the smaller the Pmax, the smaller the engine braking power. In addition, Pmax≤P0 must be satisfied. When Pmax>P0, there may be a risk of mechanism damage or reduced service life. The standard state of the engine is usually set to Pmax≤P0, and P0-Pmax≤3bar to meet the requirements of high braking power and engine brake mechanism reliability. When the engine intake temperature becomes low or the intake pressure increases, the engine intake volume increases, and the initial value of the cylinder pressure P increases when the intake valve begins to close. Near the top dead center of the compression stroke, before the exhaust valve brake lift opens, the maximum pressure Pmax in the cylinder increases, causing Pmax>P0. The cylinder pressure acquisition sensor collects the cylinder pressure signal in real time and transmits it to the engine control system (ECU). When the engine control system (ECU) determines that Pmax>P0, it transmits a control signal to the bleed valve controller. The bleed valve controller controls the turbocharger bleed valve to increase the opening, release the high-temperature and high-pressure gas from the exhaust manifold at the inlet end of the engine turbine to the exhaust tail pipe at the outlet end of the turbine, reduce the turbine drive energy, reduce the turbocharger speed, reduce the gas pressure after the compressor, reduce the engine intake volume, reduce Pmax, and make Pmax meet P0-3bar≤Pmax≤P0 again, ensuring the reliability of the mechanism.

[0043] The above engine valve brake control method, device, engine and automobile can dynamically adjust the opening of the bleed valve according to the actual working state by obtaining the real-time pressure signal of the cylinder. When the cylinder pressure exceeds the first preset value, the bleed valve opening is increased in time, thereby reducing the pressure in the cylinder, which helps to improve the valve brake effect. The first and second preset pressure thresholds are set to ensure that the cylinder pressure is maintained within a safe range while avoiding excessive increase or decrease in the bleed valve opening, thereby preventing damage to the engine due to excessive pressure. Real-time monitoring and adjustment of the bleed valve opening can be accurately adjusted according to the change of the cylinder pressure, which helps to improve the response speed of the supercharger and the stability of the engine; the exhaust manifold and exhaust tail pipe can be cut off by controlling the opening and closing of the valve. The amount of airflow in the exhaust manifold and exhaust tail pipe can be controlled by adjusting the valve opening, and the cylinder pressure during engine braking can be dynamically adjusted to increase the cylinder pressure as much as possible to improve the braking performance, and ensure that the cylinder pressure does not exceed the reliability limit, thereby ensuring the service life of the engine brake mechanism.

[0044] In one of the embodiments, when the first maximum pressure value is greater than a first preset pressure threshold, a first purge valve opening control value is determined according to the first maximum pressure value, and the supercharger purge valve opening is increased according to the first purge valve opening control value, including: calculating the first purge valve opening control value according to the first maximum pressure value and a preset control algorithm through an engine control system, generating and sending a first control signal to a purge valve controller according to the first purge valve opening control value; and increasing the supercharger purge valve opening according to the first control signal through the purge valve controller.

[0045] In one of the embodiments, the method further includes: when the first maximum pressure value is less than a second preset pressure threshold, determining a second purge valve opening control value according to the second maximum pressure value, and reducing the purge valve opening according to the second purge valve opening control value; obtaining a third real-time pressure signal in the engine cylinder after reducing the purge valve opening, and determining a third maximum pressure value in the cylinder according to the third real-time pressure signal, and stopping reducing the purge valve opening when the third maximum pressure value is less than or equal to the first preset pressure threshold and greater than the second preset pressure threshold.

[0046] When the engine intake temperature rises or the intake pressure decreases, the engine intake volume decreases, the initial value of the cylinder pressure P decreases when the intake valve begins to close, and the maximum pressure Pmax in the cylinder decreases near the top dead center of the compression stroke and before the exhaust valve brake lift opens, causing P0-Pmax>3bar. The cylinder pressure acquisition sensor collects the cylinder pressure signal in real time and transmits it to the engine control system (ECU). When the engine control system (ECU) determines that P0-Pmax>3bar, it transmits a control signal to the bleed valve controller, which controls the turbocharger bleed valve to reduce the opening, increase the amount of high-temperature and high-pressure gas from the exhaust manifold at the inlet end of the engine turbine flowing into the turbine, increase the turbine drive energy, increase the turbocharger speed, increase the gas pressure after the compressor, increase the engine intake volume, and increase Pmax to make Pmax meet P0-3bar≤Pmax≤P0 again, avoiding the reduction of braking power.

[0047] In one of the embodiments, when the first maximum pressure value is less than a second preset pressure threshold, a second purge valve opening control value is determined according to the second maximum pressure value, and the purge valve opening is reduced according to the second purge valve opening control value, including: calculating the second purge valve opening control value according to a third maximum pressure value and a preset control algorithm through an engine control system, generating and sending a second control signal to a purge valve controller according to the second purge valve opening control value; and reducing the supercharger purge valve opening according to the second control signal through the purge valve controller.

[0048] In one embodiment, the second preset pressure threshold is less than the first preset pressure threshold, and the difference between the first preset pressure threshold and the second preset pressure threshold is no more than 3 bar.

[0049] In one embodiment, determining the maximum pressure value in the cylinder according to the real-time pressure signal includes: obtaining a peak value in the real-time pressure signal through a peak detection algorithm, and taking the maximum value of the peak values ​​as the maximum pressure value in the cylinder.

[0050] Figure 3 A flow chart of an engine valve brake control method provided for an embodiment of the present invention In one embodiment, an engine valve brake control method is provided, comprising the following steps:

[0051] Step 301: The engine control system 206 collects the cylinder pressure signal P in real time through the cylinder pressure collection sensor 205, and processes it to obtain the maximum cylinder pressure Pmax.

[0052] Step 302: The engine control system 206 analyzes the cylinder pressure signal and determines that when the maximum pressure Pmax in the cylinder satisfies P0-3bar≤Pmax≤P0, the engine brake works normally and no adjustment is required. When the maximum pressure Pmax in the cylinder does not satisfy P0-3bar≤Pmax≤P0, the engine brake works abnormally and further determination is required.

[0053] Step 303a: the engine control system 206 analyzes the cylinder pressure signal and determines that when the maximum pressure Pmax in the cylinder satisfies Pmax>P0, it is determined that the engine braking operation is abnormal and there is a reliability risk, and step 304 is executed.

[0054] Step 304: The engine control system 206 transmits a control signal to the purge valve controller 208. The purge valve controller 208 controls the turbocharger purge valve 209 to increase its opening, thereby releasing the high-temperature and high-pressure gas at the exhaust manifold 207 at the inlet end of the engine turbine to the exhaust tail pipe 210 at the outlet end of the turbine, thereby reducing the driving energy of the turbine 211, reducing the speed of the compressor 202, reducing the gas pressure at the engine intake manifold 203, and reducing the air volume at the engine intake manifold 203. After reducing Pmax, the process returns to step 301.

[0055] Step 303b: The engine control system 206 analyzes the cylinder pressure signal and determines that when the maximum pressure Pmax in the cylinder does not satisfy Pmax>P0, it determines that when the maximum pressure Pmax in the cylinder is <P0-3ba, the engine braking operation is abnormal, the braking power decreases, and executes step 305.

[0056] Step 305: The engine control system 206 transmits a control signal to the bleed valve controller 208. The bleed valve controller 208 controls the supercharger bleed valve 209 to reduce its opening, thereby increasing the amount of high-temperature and high-pressure gas at the exhaust manifold 207 at the inlet end of the engine turbine flowing into the turbine 211, increasing the driving energy of the turbine 211, increasing the speed of the compressor 202, increasing the gas pressure at the engine intake manifold 203, increasing the air volume at the engine intake manifold 203, and after increasing Pmax, returning to execute step 301 again.

[0057] In a second aspect, an engine valve brake control device is provided, comprising:

[0058] A cylinder pressure collection sensor, electrically connected to the engine control system, for collecting the internal cylinder pressure signal of the engine;

[0059] A supercharger bleed valve is connected to the exhaust tail pipe at the outlet end of the engine turbine and is used to control the gas flow rate of the exhaust manifold at the inlet end of the engine turbine;

[0060] The purge valve controller is electrically connected to the engine control system and is used to control the opening of the supercharger purge valve.

[0061] In one embodiment, the supercharger purge valve is arranged between the exhaust manifold at the inlet end of the engine turbine and the exhaust tail pipe at the outlet end of the turbine.

[0062] In a third aspect, an engine is provided, the engine comprising the engine valve brake control device as described in the above embodiments, the engine valve brake control device being used to control the internal pressure of the cylinder of the engine.

[0063] In an exemplary embodiment, a car is provided, which includes the engine as described in the above embodiments, and the engine is used to provide power for the car.

[0064] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0065] The above-mentioned embodiments only express several implementation methods of the present invention, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. An engine valve brake control method, It is characterized in that The method comprises: When the valve brake mechanism of the engine is in a working state, obtaining a first real-time pressure signal in a cylinder of the engine, and determining a first maximum pressure value in the cylinder according to the first real-time pressure signal; When the first maximum pressure value is greater than a first preset pressure threshold, determining a first purge valve opening control value according to the first maximum pressure value, and increasing the supercharger purge valve opening according to the first purge valve opening control value; Obtain a second real-time pressure signal in the engine cylinder after increasing the opening of the purge valve, and determine a second maximum pressure value in the cylinder based on the second real-time pressure signal. When the second maximum pressure value is less than or equal to the first preset pressure threshold and greater than the second preset pressure threshold, stop increasing the purge valve opening.

2. The engine valve brake control method according to claim 1, It is characterized in that In a case where the first maximum pressure value is greater than a first preset pressure threshold, determining a first purge valve opening control value according to the first maximum pressure value, and increasing the supercharger purge valve opening according to the first purge valve opening control value, comprising: Calculating the first purge valve opening control value according to the first maximum pressure value and a preset control algorithm by the engine control system, generating and sending a first control signal to the purge valve controller according to the first purge valve opening control value; The opening of the supercharger purge valve is increased by the purge valve controller according to the first control signal.

3. The engine valve brake control method according to claim 1, It is characterized in that The method further comprises: When the first maximum pressure value is less than a second preset pressure threshold, determining a second purge valve opening control value according to the second maximum pressure value, and reducing the purge valve opening according to the second purge valve opening control value; Obtain a third real-time pressure signal in the engine cylinder after reducing the air release valve opening, and determine a third maximum pressure value in the cylinder based on the third real-time pressure signal. When the third maximum pressure value is less than or equal to the first preset pressure threshold and greater than the second preset pressure threshold, stop reducing the air release valve opening.

4. The engine valve brake control method according to claim 1, It is characterized in that In a case where the first maximum pressure value is less than a second preset pressure threshold, determining a second air release valve opening control value according to the second maximum pressure value, and reducing the air release valve opening according to the second air release valve opening control value, comprising: Calculating the second purge valve opening control value according to the third maximum pressure value and a preset control algorithm by the engine control system, generating and sending a second control signal to the purge valve controller according to the second purge valve opening control value; The opening of the supercharger purge valve is reduced by the purge valve controller according to the second control signal.

5. The engine valve brake control method according to claim 1, It is characterized in that The second preset pressure threshold is smaller than the first preset pressure threshold, and a difference between the first preset pressure threshold and the second preset pressure threshold is not greater than 3 bar.

6. The engine valve brake control method according to claim 1, It is characterized in that Determining the maximum pressure value in the cylinder according to the real-time pressure signal includes: obtaining a peak value in the real-time pressure signal through a peak detection algorithm, and taking a maximum value of the peak values ​​as the maximum pressure value in the cylinder.

7. An engine valve brake control device, It is characterized in that include: A cylinder pressure collection sensor, electrically connected to the engine control system, for collecting the internal cylinder pressure signal of the engine; A supercharger bleed valve is connected to the exhaust tail pipe at the outlet end of the engine turbine and is used to control the gas flow rate of the exhaust manifold at the inlet end of the engine turbine; The purge valve controller is electrically connected to the engine control system and is used to control the opening of the supercharger purge valve.

8. The engine valve brake control device according to claim 7, It is characterized in that The supercharger air release valve is arranged between the exhaust manifold at the inlet end of the engine turbine and the exhaust tail pipe at the outlet end of the turbine.

9. An engine, It is characterized in that The engine includes the engine valve brake control device according to claim 8, and the engine valve brake control device is used to control the internal pressure of a cylinder of the engine.

10. A car, It is characterized in that The automobile comprises the engine of claim 9, the engine being used to provide power for the automobile.

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