Engine valve brake control method, device, engine and automobile

Abstract

The present invention relates to an engine valve brake control method, device, engine, and automobile. The method comprises: when the engine valve brake mechanism is in an operating state, obtaining a first real-time pressure signal within the cylinder of the engine, and determining a first maximum pressure value within the cylinder based on the first real-time pressure signal; when the first maximum pressure value is greater than a first preset pressure threshold, determining a first bleed valve opening control value based on the first maximum pressure value and increasing the supercharger bleed valve opening; obtaining a second real-time pressure signal within the engine cylinder after increasing the bleed valve opening, and determining a second maximum pressure value within the cylinder based on the second real-time pressure signal; and stopping increasing the bleed valve opening 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. The above method can dynamically adjust the cylinder pressure during engine braking operation.

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 braking device used on the engine. Heavy-duty commercial vehicles have a large gross mass and high inertia, so they require the engine brake function when braking downhill. This prevents the driver from frequently or prolonged braking, which can lead to intense friction between the friction pads and the brake drum, preventing heat dissipation and causing brake thermal decay, which can affect driving safety. However, the engine valve brake requires high reliability of the brake mechanism. During operation, the maximum burst pressure within the engine cylinder significantly affects the reliability of the valve brake.

[0003] In the existing technology, 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 address the problem that the explosion pressure in the engine cylinder affects the reliability of the valve brake and 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.

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

[0006] When a valve brake mechanism of an engine is in an operating 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] A second real-time pressure signal in the engine cylinder after the purge valve opening is increased is obtained, and a second maximum pressure value in the cylinder is determined 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, increasing the purge valve opening is stopped.

[0009] In one embodiment, 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, includes:

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

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

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

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

[0019] In one embodiment, determining the maximum pressure value in the cylinder according to the real-time pressure signal includes: obtaining peak values ​​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] The turbocharger bleed valve is connected to the exhaust tail pipe at the outlet of the engine turbine and is used to control the gas flow at the exhaust manifold at the inlet 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 turbine inlet end and the exhaust tail pipe at the turbine outlet end of the engine.

[0025] In a third aspect, an engine is provided, comprising the 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 the cylinder of the engine.

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

[0027] The engine valve brake control method, device, engine, and vehicle described above dynamically adjust the opening of the bleed valve based on actual operating conditions by acquiring real-time cylinder pressure signals. When cylinder pressure exceeds a first preset value, the bleed valve opening is promptly increased, thereby reducing in-cylinder pressure and improving valve braking effectiveness. Setting first and second preset pressure thresholds ensures cylinder pressure remains within a safe range while avoiding excessive increases or decreases in the bleed valve opening, thereby preventing damage to the engine caused by excessive pressure. Real-time monitoring and adjustment of the bleed valve opening allows for precise adjustment based on changes in in-cylinder pressure, improving supercharger response speed and engine stability. The exhaust manifold and tailpipe can be controlled by opening and closing the valves to interrupt or cut off airflow. Furthermore, the valve opening can be adjusted to control airflow in the exhaust manifold and tailpipe, dynamically adjusting in-cylinder pressure during engine braking operation, maximizing in-cylinder pressure to enhance braking performance while ensuring that in-cylinder pressure does not exceed reliability limits, thereby ensuring the service life of the engine brake mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the conventional technology, the following briefly introduces the drawings required for use in the embodiments or the conventional technology descriptions. 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] Figure 1 A flow chart of an engine valve braking control method provided by one embodiment of the present invention;

[0030] Figure 2 A schematic structural diagram of an engine valve brake control device provided by an embodiment of the present invention;

[0031] Figure 3 This is a flow chart of an engine valve braking control method provided by one embodiment of the present invention. DETAILED DESCRIPTION

[0032] To make the above-mentioned objects, features, and advantages of the present invention more readily apparent, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings. The following description sets forth numerous specific details to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways than those described herein, and those skilled in the art may make similar modifications without departing from the scope of the present invention. Therefore, the present invention is not limited to 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 to 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, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0034] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0035] In the present invention, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection; direct connection, or indirect connection through an intermediate medium; internal communication between two components, or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0036] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower 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 an intermediate 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 an intermediate element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only implementation methods.

[0038] Figure 1 This is a flow chart of an engine valve brake control method provided by one embodiment of the present invention. Figure 2 This is a schematic diagram of the structure of an engine valve brake control device provided by an embodiment of the present invention. Figures 1 to 2 An embodiment of the present invention provides an engine valve brake control method, comprising:

[0039] Step 102: When the valve brake mechanism of the engine is in an operating 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;

[0040] Step 104: 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;

[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 opening of the exhaust valve.

[0042] The valve brake mechanism is an auxiliary braking device for the engine. It generates additional braking force by controlling the opening and closing of the engine valves, thereby reducing the burden on the brake system when driving downhill or when decelerating. Its use on large trucks and commercial vehicles can improve driving safety and reduce brake wear. The valve brake mechanism can be activated automatically by the vehicle's control system or manually by the driver to provide additional braking force. When the valve brake mechanism is activated, it enters its operating state. The engine valve brake mechanism has a maximum allowable in-cylinder pressure, P0, which is equal to P. During engine braking, P gradually increases as the intake valve lift closes and the piston moves upward. When the piston reaches top dead center on the compression stroke and before the exhaust valve lift opens, the in-cylinder pressure reaches its maximum value, Pmax, within the braking cycle. Engine braking power is related to Pmax: a higher Pmax indicates higher engine braking power, while a lower Pmax indicates lower engine braking power. Pmax must meet the requirement of Pmax ≤ P0. If Pmax > P0, there is a risk of mechanism damage or reduced service life. The standard engine setting is typically Pmax ≤ P0, with P0 - Pmax ≤ 3 bar, to ensure both high braking power and engine braking mechanism reliability. When the engine intake air temperature drops or the intake pressure rises, the engine intake volume increases, and the initial in-cylinder pressure P rises as the intake valve begins to close. Near top dead center of the compression stroke, before the exhaust valve brake lift opens, the maximum in-cylinder pressure Pmax rises, causing Pmax to exceed P0. The cylinder pressure sensor collects the cylinder pressure signal in real time and transmits it to the engine control system (ECU). When the ECU determines that Pmax exceeds P0, it sends a control signal to the purge valve controller, which opens the turbocharger purge valve wider, releasing high-temperature, high-pressure exhaust manifold gas from the turbine inlet to the tailpipe at the turbine outlet. This reduces turbine driving energy, turbocharger speed, and compressor outlet pressure, reducing engine intake volume. This lowers Pmax back to the value of P0 - 3 bar ≤ Pmax ≤ P0, ensuring mechanism reliability.

[0043] The engine valve brake control method, device, engine, and vehicle described above dynamically adjust the opening of the bleed valve based on actual operating conditions by acquiring real-time cylinder pressure signals. When cylinder pressure exceeds a first preset value, the bleed valve opening is promptly increased, thereby reducing in-cylinder pressure and improving valve braking effectiveness. Setting first and second preset pressure thresholds ensures cylinder pressure remains within a safe range while avoiding excessive increases or decreases in the bleed valve opening, thereby preventing damage to the engine caused by excessive pressure. Real-time monitoring and adjustment of the bleed valve opening allows for precise adjustment based on changes in in-cylinder pressure, improving supercharger response speed and engine stability. The exhaust manifold and tailpipe can be controlled by opening and closing the valves to interrupt or cut off airflow. Furthermore, the valve opening can be adjusted to control airflow in the exhaust manifold and tailpipe, dynamically adjusting in-cylinder pressure during engine braking operation, maximizing in-cylinder pressure to enhance braking performance while ensuring that in-cylinder pressure does not exceed reliability limits, thereby ensuring the service life of the engine brake mechanism.

[0044] In one embodiment, when the first maximum pressure value is greater than a first preset pressure threshold, a first purge valve opening control value is determined based on the first maximum pressure value, and the supercharger purge valve opening is increased based on the first purge valve opening control value, including: calculating the first purge valve opening control value based on 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 based on the first purge valve opening control value; and increasing the supercharger purge valve opening based on the first control signal through the purge valve controller.

[0045] In one embodiment, 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's intake air temperature rises or its intake pressure decreases, the engine's intake volume decreases, lowering the initial in-cylinder pressure P as the intake valve begins to close. Near top dead center of the compression stroke, before the exhaust valve brake lift opens, the maximum in-cylinder pressure Pmax decreases, causing P0 - Pmax to exceed 3 bar. The cylinder pressure sensor collects the cylinder pressure signal in real time and transmits it to the engine control system (ECU). If the ECU determines that P0 - Pmax exceeds 3 bar, it transmits a control signal to the bleed valve controller, which controls the turbocharger's bleed valve to open more narrowly. This increases the flow of high-temperature, high-pressure gas from the exhaust manifold at the turbine inlet into the turbine, boosting turbine drive energy, increasing turbocharger speed, and increasing compressor outlet pressure. This increases the engine's intake volume and raises Pmax back to the value of P0 - 3 bar ≤ Pmax ≤ P0, thus preventing a reduction in braking power.

[0047] In one embodiment, when the first maximum pressure value is less than a second preset pressure threshold, a second purge valve opening control value is determined based on the second maximum pressure value, and the purge valve opening is reduced based on the second purge valve opening control value, including: calculating the second purge valve opening control value based on 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 based on the second purge valve opening control value; and reducing the supercharger purge valve opening based on the second control signal through the purge valve controller.

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

[0049] In one embodiment, determining the maximum pressure value in the cylinder according to the real-time pressure signal includes: obtaining peak values ​​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 in one 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 if the maximum cylinder pressure Pmax satisfies P0-3 bar ≤ Pmax ≤ P0, the engine brake is operating normally and no adjustment is required. If the maximum cylinder pressure Pmax does not satisfy P0-3 bar ≤ Pmax ≤ P0, the engine brake is operating 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, releasing high-temperature and high-pressure gas at the exhaust manifold 207 at the turbine inlet to the exhaust tail pipe 210 at the turbine outlet, 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 and 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 flowing into the turbine 211 at the exhaust manifold 207 at the inlet end of the engine turbine, 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, and increasing the air volume at the engine intake manifold 203. After increasing Pmax, the process returns to step 301.

[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] The turbocharger bleed valve is connected to the exhaust tail pipe at the outlet of the engine turbine and is used to control the gas flow at the exhaust manifold at the inlet 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 turbine inlet end and the exhaust tail pipe at the turbine outlet end of the engine.

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

[0063] In an exemplary embodiment, a car is provided. The car 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-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned 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-described embodiments merely illustrate several implementations of the present invention, and while their descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the patent for this invention shall be determined by the appended claims.

Claims

1. An engine valve brake control method, characterized in that: The method comprises: When a valve brake mechanism of an engine is in an operating 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; A second real-time pressure signal in the engine cylinder after the purge valve opening is increased is obtained, and a second maximum pressure value in the cylinder is determined 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, increasing the purge valve opening is stopped.

2. The engine valve brake control method according to claim 1, characterized in that: 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, including: Calculating, by an engine control system, the first purge valve opening control value according to the first maximum pressure value and a preset control algorithm, and generating and sending a first control signal to a 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, 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, characterized in that: 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, includes: calculating, by the engine control system, the second purge valve opening control value according to the third maximum pressure value and a preset control algorithm, and generating and sending a second control signal to the purge valve controller according to the second purge valve opening control value; The purge valve controller reduces the opening of the supercharger purge valve according to the second control signal.

5. The engine valve brake control method according to claim 1, 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 no greater than 3 bar.

6. The engine valve brake control method according to claim 1, characterized in that: Determining the maximum pressure value in the cylinder according to the real-time pressure signal includes: obtaining peak values ​​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.

7. An engine valve brake control device, characterized in that: include: The cylinder pressure collection sensor is electrically connected to the engine control system and is used to collect the internal cylinder pressure signal of the engine; The turbocharger bleed valve is connected to the exhaust tail pipe at the outlet of the engine turbine and is used to control the gas flow at the exhaust manifold at the inlet of the engine turbine; an air release valve controller, electrically connected to the engine control system, for controlling the opening of the supercharger air release valve; Wherein, the purge valve controller is configured as follows: When the valve brake mechanism of the engine is in an operating state, obtaining a first real-time pressure signal in the cylinder of the engine through the cylinder pressure acquisition sensor, 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; A second real-time pressure signal in the engine cylinder after the purge valve opening is increased is obtained, and a second maximum pressure value in the cylinder is determined 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, increasing the purge valve opening is stopped.

8. The engine valve brake control device according to claim 7, 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, 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. An automobile, 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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