Engine intake and exhaust equipment and engine intake and exhaust control method

Abstract

The invention provides engine intake and exhaust equipment and an engine intake and exhaust control method, and relates to the field of engines. According to the exhaust gas turbocharger, the mode that a gas compressor and a turbine are integrated in the exhaust gas turbocharger is not adopted any more, and the gas compressor and the turbine are decoupled and independently controlled. In the transient process such as acceleration and deceleration of the engine, the controller can directly adjust the running state of the gas compressor based on the load of the engine, the requirement for the gas inlet flow required by the transient process is met, and the real-time performance of gas inlet flow control is improved. Besides, the controller can adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate requirement value, and the EGR rate requirement is met. In addition, the controller can adjust the opening degree of the third valve based on the air inlet temperature of the aftertreatment equipment, and the requirement for the exhaust temperature is met.

Description

Technical Field

[0001] The present application relates to the field of engines, and more specifically, to an engine intake and exhaust device and an engine intake and exhaust control method. Background Art

[0002] An engine is a machine that can convert other forms of energy into mechanical energy. When performing engine energy management and control, an exhaust gas turbocharger is required. The exhaust gas turbocharger mainly consists of a turbine and a compressor, etc. The exhaust gas discharged from the engine is introduced into the turbine, and the energy of the exhaust gas is used to drive the turbine to rotate, thereby driving the compressor coaxial with the turbine to achieve supercharging.

[0003] During transient processes such as engine acceleration and deceleration, the exhaust gas turbocharger has a problem of intake air flow control lag, which reduces the power performance of the engine. Summary of the Invention

[0004] In view of this, the present application provides an engine intake and exhaust device and an engine intake and exhaust control method to solve the problem that the exhaust gas turbocharger has an intake air flow control lag during transient processes such as engine acceleration and deceleration.

[0005] To solve the above technical problems, the present application adopts the following technical solutions:

[0006] An engine intake and exhaust device, comprising:

[0007] At least one compressor, a plurality of turbines and a controller; the plurality of turbines include a first turbine and a second turbine;

[0008] The output end of the compressor is connected to the input end of the heat exchanger, the output end of the heat exchanger is connected to the input end of the engine, the output end of the target cylinder of the engine is connected to the first turbine through a first valve, and the first valve is also connected to the input end of the heat exchanger through a second valve; the gas output end of the first turbine and the output end of the non-target cylinder of the engine are respectively connected to the intake end of the second turbine, the exhaust end of the second turbine is connected to the aftertreatment device, and the intake end of the second turbine is also connected to the aftertreatment device through a third valve;

[0009] The controller is configured to adjust the operating state of the compressor based on the engine load, adjust the conduction direction of the first valve and the opening degree of the second valve based on the exhaust gas recirculation EGR rate demand value, and adjust the opening degree of the third valve based on the intake air temperature of the aftertreatment device.

[0010] Optionally, the at least one compressor includes a first compressor and a second compressor, and an output end of the first compressor and an output end of the second compressor are respectively connected to an input end of a heat exchanger.

[0011] Optionally, an electric energy output end of the first turbine and an electric energy output end of the second turbine are connected to an electric energy input end of a battery, and an electric energy output end of the battery supplies power to the first compressor and the second compressor.

[0012] Optionally, when the controller is configured to adjust an operating state of the compressor based on an engine load, the controller includes:

[0013] Obtain the engine load;

[0014] Determine a target speed of the first compressor and a target speed of the second compressor corresponding to the engine load; wherein, when the engine load is in a first load range, an operating speed of the first compressor is determined based on the engine load and the second compressor is not operating; when the engine load is in a second load range, the first compressor operates at a set speed and a speed of the second compressor is determined based on the engine load;

[0015] Control the first compressor to operate at the target speed of the first compressor, and control the second compressor to operate at the target speed of the second compressor.

[0016] Optionally, when the controller is configured to adjust a conduction direction of the first valve and an opening degree of the second valve based on an EGR rate demand value, the controller includes:

[0017] Obtain the EGR rate demand value;

[0018] When the EGR rate demand value is greater than a first target EGR rate, control the second valve to close and control the first valve to act such that exhaust gas output from a target cylinder of the engine is only output to the first turbine;

[0019] When the EGR rate demand value is greater than the first target EGR rate and less than a second target EGR rate, control the second valve to conduct and control the first valve to act such that a part of the exhaust gas output from the target cylinder of the engine is output to the first turbine and another part is output to the heat exchanger;

[0020] When the EGR rate demand value is greater than the second target EGR rate, control the opening degree of the second valve to be a maximum opening degree and control the first valve to act such that all of the exhaust gas output from the target cylinder of the engine is output to the heat exchanger.

[0021] Optionally, controlling the second valve to conduct includes:

[0022] Determining the opening degree of the second valve corresponding to the EGR rate demand value;

[0023] Controlling the second valve to conduct according to the opening degree of the second valve.

[0024] Optionally, when the controller is used to adjust the opening degree of the third valve based on the intake air temperature of the post-treatment device, it includes:

[0025] Detecting the intake air temperature of the post-treatment device;

[0026] When the intake air temperature of the post-treatment device is less than the temperature threshold, determining the opening degree of the third valve corresponding to the intake air temperature of the post-treatment device;

[0027] Adjusting the opening degree of the third valve according to the opening degree of the third valve.

[0028] Optionally, after adjusting the opening degree of the third valve according to the opening degree of the third valve, it further includes:

[0029] When the intake air temperature of the post-treatment device is not less than the temperature threshold, controlling the third valve to close.

[0030] Optionally, the first compressor is an induction asynchronous motor, the second compressor is a permanent magnet synchronous motor, the first valve is a three-way valve, and the second valve is a one-way valve.

[0031] An engine intake and exhaust control method is applied to the controller in the above-mentioned engine intake and exhaust device; the engine intake and exhaust control method includes:

[0032] Adjusting the operating state of the compressor based on the engine load;

[0033] Based on the EGR rate demand value, adjusting the conduction direction of the first valve and the opening degree of the second valve;

[0034] Adjusting the opening degree of the third valve based on the intake air temperature of the post-treatment device.

[0035] The present application provides an engine intake and exhaust device and an engine intake and exhaust control method. In the present application, the engine intake and exhaust device includes: at least one compressor, a plurality of turbines, and a controller; the plurality of turbines include a first turbine and a second turbine. The output end of the compressor is connected to the input end of a heat exchanger, the output end of the heat exchanger is connected to the input end of the engine, the output end of the target cylinder of the engine is connected to the first turbine through a first valve, and the first valve is also connected to the input end of the heat exchanger through a second valve; the gas output end of the first turbine and the output end of the non-target cylinder of the engine are respectively connected to the intake end of the second turbine, the exhaust end of the second turbine is connected to a post-treatment device, and the intake end of the second turbine is also connected to the post-treatment device through a third valve. That is, in the present application, instead of integrating the compressor and the turbine in an exhaust gas turbocharger, the compressor and the turbine are decoupled and independently controlled. During transient processes such as engine acceleration and deceleration, the controller can directly adjust the operating state of the compressor based on the engine load to meet the intake air flow required during the transient process and improve the real-time performance of intake air flow control. In addition, in the present application, the controller can also adjust the opening direction of the first valve and the opening degree of the second valve based on the EGR rate demand value to meet the EGR rate demand. In addition, in the present application, the controller can also adjust the opening degree of the third valve based on the intake air temperature of the post-treatment device to meet the exhaust gas temperature demand. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following will briefly introduce the drawings required for use in the description of the embodiments or related technologies. Obviously, the drawings in the following description are only the embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on the provided drawings without creative efforts.

[0037] Figure 1 Structural schematic diagram of an engine intake and exhaust device provided by an embodiment of the present application;

[0038] Figure 2 Structural schematic diagram of another engine intake and exhaust device provided by an embodiment of the present application;

[0039] Figure 3 Compressor control flowchart provided by an embodiment of the present application;

[0040] Figure 4 Schematic diagram of the working range of a compressor provided by an embodiment of the present application;

[0041] Figure 5 Valve control flowchart provided by an embodiment of the present application;

[0042] Figure 6 A schematic diagram of the EGR rate provided by an embodiment of the present application;

[0043] Figure 7 Another valve control flow chart provided by an embodiment of the present application;

[0044] Figure 8 A flow chart of an engine intake and exhaust control method provided by an embodiment of the present application;

[0045] Figure 9 A schematic structural diagram of an electronic device provided by an embodiment of the present application. Specific implementation manners

[0046] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0047] An engine is a machine that can convert other forms of energy into mechanical energy. When performing engine energy management and control, an exhaust gas turbocharger is required. The exhaust gas turbocharger mainly consists of a turbine and a compressor, etc. The exhaust gas discharged from the engine is introduced into the turbine, and the energy of the exhaust gas is used to drive the turbine to rotate, thereby driving the compressor coaxial with the turbine to achieve supercharging.

[0048] For heavy-duty truck engines, during transient processes such as acceleration and deceleration of the engine, the intake air flow of the exhaust gas turbocharger needs to be adjusted. For example, during the transient process of acceleration, when the driver steps on the accelerator, the intake air flow of the exhaust gas turbocharger needs to be increased to provide the intake air flow required for the engine to respond to the accelerator pedal operation. However, since the exhaust gas turbocharger introduces the exhaust gas discharged from the engine into the turbine and uses the energy of the exhaust gas to drive the turbine to rotate, thereby driving the compressor coaxial with the turbine to achieve supercharging, therefore, first, the output of the exhaust gas should be increased, thereby increasing the rotational speed of the turbine, and thereby driving the compressor coaxial with the turbine to achieve supercharging. The entire process takes a certain amount of time. When the intake air volume of the compressor increases, the vehicle may no longer be in the transient process of acceleration, or the acceleration of the vehicle has changed, resulting in a problem of intake air flow control lag in the exhaust gas turbocharger and reducing the power performance of the engine.

[0049] To this end, in the embodiments of the present application, in order to improve the real-time performance of intake air flow control, instead of integrating the compressor and the turbine in the exhaust gas turbocharger, the compressor and the turbine are decoupled and independently controlled. During transient processes such as engine acceleration and deceleration, the controller can directly adjust the operating state of the compressor based on the engine load to meet the intake air flow required for the transient process and improve the real-time performance of intake air flow control.

[0050] In addition, in the present application, the controller can also adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate demand value to meet the EGR rate demand.

[0051] In addition, in the present application, the controller can also adjust the opening degree of the third valve based on the intake air temperature of the aftertreatment device to meet the exhaust gas temperature demand.

[0052] An embodiment of the present application provides an engine intake and exhaust device. Referring to Figure 1 , it may include:

[0053] At least one compressor (such as the compressor 1-n in Figure 1 ), multiple turbines (such as the turbine 1-m in Figure 1 ), and a controller 101. Wherein, n and m are positive integers, and the specific values can be determined according to the actual configuration.

[0054] In this embodiment, instead of integrating the compressor and the turbine in the exhaust gas turbocharger, the compressor and the turbine are separately arranged to achieve independent control.

[0055] As shown in Figure 2 , in this embodiment, the output end of the compressor is connected to the input end of the heat exchanger 15, and the output end of the heat exchanger 15 is connected to the input end of the engine. The fresh air output by the heat exchanger 15 can enter the engine cylinder.

[0056] The compressor in this embodiment is an electric compressor. When setting the compressor, the output end of the compressor is connected to the input end of the heat exchanger 15. The compressor is provided with an air inlet, and fresh air can flow into the air inlet. The compressor can compress the air, causing the temperature of the fresh air to rise. In order to prevent the temperature of the provided fresh air from being higher than the temperature of the fresh air required by the engine cylinder, a heat exchanger 15 is arranged between the compressor and the engine. The heat exchanger 15 can reduce the temperature of the fresh air output by the compressor, so that the temperature of the fresh air output by the heat exchanger 15 meets the gas temperature demand required by the engine cylinder.

[0057] In one implementation, when actually setting up the compressor, it is considered that when the number of compressors is relatively large, more intake air volume can be provided, and the performance requirements for a single compressor are relatively low. Therefore, in the embodiments of the present application, the number of compressors is one or more.

[0058] In one embodiment, as Figure 2 shown, taking the number of compressors being two as an example for illustration. When the number of compressors is two, at least one compressor includes a first compressor 11 (also referred to as an electric compressor 1) and a second compressor 12 (also referred to as an electric compressor 2).

[0059] Among them, both the first compressor 11 and the second compressor 12 are electric compressors. The output ends of the first compressor 11 and the second compressor 12 are respectively connected to the input end of the heat exchanger 15. To improve the usage efficiency of the compressor. The first compressor 11 and the second compressor 12 can be configured as compressors in different high-efficiency intervals. In one implementation, the first compressor 11 is an induction asynchronous motor, and the second compressor 12 is a permanent magnet synchronous motor. Among them, the induction asynchronous motor has higher efficiency at lower speeds, and the permanent magnet synchronous motor has higher efficiency at higher speeds. Therefore, in the embodiments of the present application, there is a relatively high air compression efficiency both at lower and higher speeds. In an actual scenario, a heavy-duty truck engine has relatively high requirements for power and torque. Using a high-power electric supercharger has relatively strict requirements for the reliability and durability of the motor, and makes the motor have relatively low efficiency under high-speed working conditions. If two electric compressors are used in cooperation, the power requirement for each motor can be reduced, the reliability can be improved, and the cost can be reduced. Additionally, if one large (induction asynchronous motor) and one small (permanent magnet synchronous motor) two electric compressors are used, the total power of the motors in the compressors is matched according to the rated point working condition, and is flexibly controlled in some working conditions. By making the motors operate in the high-efficiency interval and cooperate, flexible, precise, and real-time control of the air flow is achieved, and the power performance, fuel economy, and emission characteristics of the engine are improved.

[0060] In another implementation, the first compressor 11 is a permanent magnet synchronous motor, and the second compressor 12 is an induction asynchronous motor. In another implementation, the first compressor 11 and the second compressor 12 can also be motors of the same type, which can be specifically configured according to the actual situation.

[0061] The intake air of the first compressor 11 is called intake air 1, and the intake air of the second compressor 12 is called intake air 2. The sizes of the intake ports of intake air 1 and intake air 2 can be configured according to the actual situation.

[0062] It should be noted that in an actual scenario, three or more compressors can also be set according to actual needs.

[0063] In addition, for different compressors, different powers of the compressors can also be set to meet the requirements of different working conditions.

[0064] In this embodiment, multiple electric compressors with different power / high-efficiency intervals are used, which can cover the power requirements under all operating conditions, reduce costs, and improve reliability, thus making up for the problems of high costs, poor reliability and durability caused by using high-power high-speed motors.

[0065] In addition, when an electric compressor is used for intake air, the motor in the electric compressor can be controlled in real time according to the air flow demand of the engine under transient operating conditions to provide the required intake air flow and reduce the lag effect of the exhaust gas turbocharger.

[0066] Similarly, in order to reduce the performance requirements of the turbine, multiple turbines can be provided. The turbine in this embodiment is an electric turbine, that is, a motor is configured in the turbine, that is, the turbine is a combination of a turbine and a motor. Among them, at least one turbine includes a first turbine 13 and a second turbine 14. The first turbine 13 and the second turbine 14 have different uses. Among them, in addition to being used for power generation, the first turbine 13 can also, under special operating conditions such as high torque, through coordinated control of the engine, introduce the exhaust gas with higher pressure into the engine intake side to provide a higher EGR (Exhaust Gas Recirculation Rate) flow rate and a higher EGR rate to suppress the tendency of knocking, so as to improve economy or power performance. That is, the first turbine 13 in this application can perform power generation operations or achieve the purpose of increasing the EGR rate according to different functions.

[0067] The second turbine 14 is mainly used for power generation or providing the required exhaust gas temperature to achieve heat management, ensure power performance, and reduce emissions and fuel consumption.

[0068] In one implementation, two turbines are provided in the engine intake and exhaust equipment, one of which is used as the first turbine 13 and the other is used as the second turbine 14.

[0069] In one implementation, multiple turbines are provided in the engine intake and exhaust equipment. Since the value of the EGR rate is small, one of the turbines can be selected as the first turbine 13 to provide a sufficient EGR rate, and the remaining turbines are used as the second turbine 14. Among them, when the number of the second turbines 14 is multiple, the multiple second turbines 14 can be integrated together to form a turbine set, and the exhaust gas output from the engine cylinders is input into the turbine set, so that each second turbine 14 performs power generation operations.

[0070] The volumes of different turbines can be different. For example, some turbines have a large volume and some have a small volume, which can be specifically configured according to the scenario, such as Figure 2As shown, in this embodiment, an example is given where two turbines are provided in the engine intake and exhaust equipment. The two turbines in this embodiment are configured with one large and one small. The first turbine 13 is smaller in volume, and the second turbine 14 is larger in volume.

[0071] In this embodiment, by configuring electric turbines with different functions, the exhaust pulse energy of the engine is reasonably utilized to increase the EGR rate. After the EGR rate is increased, the combustion performance in the engine cylinder will be improved, the exhaust gas emissions will be reduced, thereby improving the relationship between exhaust emissions and fuel consumption that offset each other in traditional engines. In addition, the exhaust pulse energy of the engine can also be used to improve the exhaust temperature to meet the intake temperature requirements of the aftertreatment device 17.

[0072] In one embodiment, the number of engine cylinders is six. The output end of the target cylinder of the engine is connected to the first turbine 13 through the first valve.

[0073] Among them, the target cylinder can be one or more. Since the first turbine 13 is used to provide a sufficient EGR rate, if the exhaust gas output from the target cylinder is re-input into the engine cylinder, the EGR rate can be increased. Generally, the value of the EGR rate is small. Therefore, the number of target cylinders is generally small, such as one, two, three, etc. In subsequent embodiments, an example is given where the target cylinder is one, such as cylinder 1. The other cylinders in the engine cylinder except the target cylinder are called non-target cylinders. For example, if cylinder 1 is used as the target cylinder, the non-target cylinders are cylinders 2-6, and the exhaust gas output from the non-target cylinders is mainly used for power generation.

[0074] The output end of the target cylinder of the engine is connected to the first turbine 13 through the first valve. In addition, the first valve is also connected to the input end of the heat exchanger 15 through the second valve.

[0075] Specifically, as Figure 2 shown, when it is not necessary to increase the EGR rate, the first turbine 13 is mainly used for power generation. At this time, the gas output from the target cylinder is input into the first turbine 13 through the first valve. When the EGR rate is not very high, part of the exhaust gas output from the target cylinder can be input into the first turbine 13 through the first valve, and part enters the heat exchanger 15 after passing through the first valve and the second valve. When the EGR rate requirement is large, the exhaust gas output from the target cylinder should be re-input into the engine cylinder. At this time, the gas output from the target cylinder enters the heat exchanger 15 after passing through the first valve and the second valve in sequence.

[0076] In one implementation, since the first valve needs to be connected to the output end of the target cylinder, the first turbine 13, and the second valve, the first valve in the embodiments of the present application may be a three-way valve 18. Additionally, since the second valve only needs to input the exhaust gas output by the target cylinder into the heat exchanger 15, the second valve may be a one-way valve 19.

[0077] In this embodiment, the first turbine 13 is connected to the target cylinder of the engine. When power generation is required, the exhaust of the target cylinder is connected to the first turbine 13 through the three-way valve 18. When the EGR rate needs to be increased, the three-way valve 18 connects the exhaust of the target cylinder and the one-way valve 19 to the engine intake side. Thus, through the coordinated control of the valve opening degrees under different working conditions, the trade-off relationship among power performance, pollutant emissions, and fuel economy can be improved.

[0078] As Figure 2 shown, the gas output end of the first turbine 13 and the output end of the non-target cylinders of the engine are respectively connected to the intake end of the second turbine 14.

[0079] Specifically, taking the target cylinder as cylinder 1 as an example, after the exhaust gas output by cylinder 1 passes through the first valve, it can be collected with the exhaust gas output by cylinders 2-6 and input into the second turbine 14 together. The second turbine 14 can use the input exhaust gas to operate continuously, thereby driving the generator to generate electricity. Subsequently, the exhaust gas enters the after-treatment device 17 after passing through the second turbine 14.

[0080] The exhaust end of the second turbine 14 is connected to the after-treatment device 17. Specifically, the exhaust gas output by the second turbine 14 can be supplied to the after-treatment device 17. The after-treatment device 17 may be an SCR (Selective Catalytic Reduction), and after the after-treatment device 17 performs corresponding treatment on the exhaust gas, it is output to the atmosphere.

[0081] In one implementation, since the temperature of the exhaust gas after the cylinders are collected is relatively high and can be used for heating. Therefore, when the intake temperature of the after-treatment device 17 is relatively low, the exhaust gas after the cylinders are collected can be used to heat the gas in the after-treatment device 17. Thus, in the embodiments of the present application, the intake end of the second turbine 14 is also connected to the after-treatment device 17 through a third valve 20, so that the collected exhaust gas no longer passes through the second turbine 14 and is directly input into the after-treatment device 17 through the third valve 20. Among them, the third valve 20 in this embodiment is a thermal management valve and may be a one-way valve or the like.

[0082] It should be noted that various paths in this embodiment, such as the intake path, the exhaust path, etc., can be referred to Figure 2 shown.

[0083] In one implementation, the controller in this embodiment is a controller that plays a control role. It should be noted that Figure 2 only for schematic representation, the controller is not drawn, but the controller has a communication relationship with the turbine, compressor, and valve.

[0084] In this embodiment, the controller can control the operating state of the compressor, etc. Specifically, the controller can be an ECU (Electronic Control Unit). The ECU can control the operating state of the compressor, control the opening degrees of the first valve, second valve, and third valve 20, and the conduction direction of the first valve.

[0085] Specifically, the controller can adjust the operating state of the compressor based on the engine load.

[0086] Specifically, during transient processes such as vehicle acceleration and deceleration, the engine load changes. Since the compressor and turbine are decoupled and can be controlled separately, the controller can immediately adjust the operating state of the compressor based on the changed engine load. Among them, the operating state can be the rotational speed. After the rotational speed changes, the intake air volume of the compressor changes, so as to provide the intake air flow required during the transient process.

[0087] In addition, the controller can also adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate demand value.

[0088] Specifically, when the EGR rate demand value is low, the gas output from the target cylinder can be directly input into the first turbine 13 for power generation operation. When the EGR rate demand value increases, part of the gas output from the target cylinder can be input into the first turbine 13 for power generation operation, and part can be input into the heat exchanger 15 through the first valve and the second valve to increase the EGR rate. When the EGR rate demand value is high, all the gas output from the target cylinder can be input into the heat exchanger 15 through the first valve and the second valve to increase the EGR rate.

[0089] In addition, the controller can also adjust the opening degree of the third valve 20 based on the intake air temperature of the after-treatment device 17.

[0090] Specifically, when the intake air temperature of the after-treatment device 17 is low, it is necessary to increase the intake air temperature to ensure the temperature of the gas entering the after-treatment device 17. In this embodiment, the gas with a higher temperature collected at the intake end of the second turbine 14 can be used to heat the intake gas of the after-treatment device 17. At this time, the third valve 20 should be opened, and the high-temperature gas collected at the intake end of the second turbine 14 is directly input into the after-treatment device 17 through the third valve 20 to increase the gas temperature.

[0091] When the intake air temperature of the post-treatment device 17 is relatively high, it is no longer necessary to heat the gas entering the post-treatment device 17 with the gas collected at the intake end of the second turbine 14. At this time, the third valve 20 can be closed, and the gas collected at the intake end of the second turbine 14 is transported to the second turbine 14 for power generation operation.

[0092] In this embodiment, the engine intake and exhaust device includes: at least one compressor, a plurality of turbines, and a controller; the plurality of turbines include a first turbine 13 and a second turbine 14. The output end of the compressor is connected to the input end of the heat exchanger 15, the output end of the heat exchanger 15 is connected to the input end of the engine, and the output end of the target cylinder of the engine is connected to the first turbine 13 through a first valve. The first valve is also connected to the input end of the heat exchanger 15 through a second valve; the gas output end of the first turbine 13 and the output ends of the non-target cylinders of the engine are respectively connected to the intake end of the second turbine 14. The exhaust end of the second turbine 14 is connected to the post-treatment device 17, and the intake end of the second turbine 14 is also connected to the post-treatment device 17 through a third valve 20. That is, in this application, instead of integrating the compressor and the turbine in an exhaust gas turbocharger, the compressor and the turbine are decoupled and independently controlled. During transient processes such as engine acceleration and deceleration, the controller can directly adjust the operating state of the compressor based on the engine load to meet the intake air flow required in the transient process, improve the real-time performance and accuracy of the intake air flow control, improve the transient response, and meet more stringent emission and fuel consumption regulations.

[0093] In addition, in this application, the controller can also adjust the opening direction of the first valve and the opening degree of the second valve based on the EGR rate demand value to meet the EGR rate demand.

[0094] In addition, in this application, the controller can also adjust the opening degree of the third valve 20 based on the intake air temperature of the post-treatment device 17 to meet the exhaust gas temperature demand.

[0095] In addition, in this application, the compressor and the turbine are decoupled. At this time, multiple compressors and multiple turbines can be configured to reduce the performance requirements and reliability requirements of each compressor and turbine, and then use compressors and turbines with lower costs to reduce costs.

[0096] In addition, in this application, by decoupling the compressor and the turbine, taking advantage of the high responsiveness of the motor, on the intake side, the air flow of the compressor can be accurately controlled. For an engine with valve adjustment, the throttle valve can be cancelled by adopting this application, thereby reducing the pumping loss and improving the fuel economy. For an engine without valve adjustment, the intake and exhaust throttle valves can be cancelled by adopting this application, and the thermal management control method is flexible, further improving the fuel economy.

[0097] Based on any of the above embodiments, in another implementation manner of the present application, as Figure 2 shown, in order to make full use of the electric energy output by the first turbine and the second turbine, in the embodiment of the present application, the electric energy output end of the first turbine 13 and the electric energy output end of the second turbine 14 are connected to the electric energy input end of the battery 16, and the electric energy output end of the battery 16 is respectively connected to the electric energy input ends of the first compressor 11 and the second compressor 12, so that the battery 16 uses the electric energy output end to supply power to the first compressor 11 and the second compressor 12, thereby eliminating the need to separately configure an additional power source for the first compressor 11 and the second compressor 12 and saving energy.

[0098] Based on any of the above embodiments, in another implementation manner of the present application, referring to Figure 3 , when the controller is used to adjust the operating state of the compressor based on the engine load, it includes:

[0099] S11. Obtain the engine load.

[0100] In the embodiment of the present application, the vehicle driver can control the acceleration and deceleration of the vehicle by stepping on or releasing the accelerator pedal. At this time, when the vehicle is in transient working conditions such as acceleration and deceleration, the engine load of the vehicle will change with the depth of the accelerator pedal being stepped on, thereby causing the intake air flow required by the engine to change. It is necessary to adjust the intake air flow of the compressor. At this time, the engine load can be obtained and the intake air flow of the compressor can be adjusted based on the engine load.

[0101] S12. Determine the target speed of the first compressor and the target speed of the second compressor corresponding to the engine load.

[0102] Specifically, according to the above discussion, when the first compressor is an induction asynchronous motor and the second compressor is a permanent magnet synchronous motor, the first compressor is in the high-efficiency range at a relatively low speed, and the second compressor is in the high-efficiency range at a relatively high speed. In the embodiment of the present application, when the engine load is small, the engine speed is small. If the first compressor is used, the speed of the first compressor is small at this time, and the first compressor can be in the high-efficiency range. Therefore, when the engine load is small, the first compressor is preferentially used to ensure a relatively high efficiency of the compressor. Similarly, when the engine load is large, the engine speed is large. If the second compressor is used, the speed of the second compressor is large at this time, and the second compressor can be in the high-efficiency range. Therefore, when the engine load is large, the second compressor is preferentially used to ensure a relatively high efficiency of the compressor.

[0103] As Figure 4 shown, the abscissa is the engine speed and the ordinate is the engine load. In the embodiment of the present application, the engine load is divided into two intervals, namely the first load interval and the second load interval. Among them, the first load interval refers to the low-speed and low-load interval, Figure 4The main operating range of the electric compressor 1 therein is the low-speed and low-load range in the embodiment of the present application. The second load range refers to the high-speed and high-load range. Figure 4 The common operating range therein is the high-speed and high-load range in the embodiment of the present application.

[0104] When the total power matching principle of the compressor is to match according to 85% of the rated point power, when the rotational speed of the compressor is 85% of the rated rotational speed, the compressor operates in the efficient range.

[0105] When the engine load is in the first load range, the first compressor is in the efficient range. At this time, the first compressor can be controlled to operate while the second compressor does not operate, and the operating rotational speed of the first compressor is determined based on the engine load. In practical applications, the operating rotational speed of the first compressor continuously increases as the engine load increases until it reaches 85% of the rated rotational speed of the first compressor and then the rotational speed no longer increases, so as to ensure that the first compressor operates in the efficient range.

[0106] When the engine load is in the second load range, the working efficiency of the second compressor is relatively high. At this time, the first compressor operates at a set rotational speed. Among them, the set rotational speed is 85% of the rated rotational speed of the first compressor. This is because when the rotational speed of the first engine reaches 85% of the rated rotational speed of the first compressor, it operates efficiently. In order to ensure that the first compressor works in the efficient range, the rotational speed of the first compressor remains unchanged at 85% of the rated rotational speed, and the rotational speed of the second compressor is adjusted to meet the engine intake air flow demand. At this time, the rotational speed of the second compressor is determined based on the engine load. Generally, the operating rotational speed of the second compressor continuously increases as the engine load increases until the rotational speed of the second compressor reaches 85% of the rated rotational speed of the second compressor, so that the second compressor operates in the efficient range. When the rotational speed of the second compressor is at 85% of the rated rotational speed, if the engine reaches the rated power, the rotational speeds of the first compressor and the second compressor both reach 85% of the rated power of their respective motors. At this time, both compressors operate in the efficient range.

[0107] In practical applications, the corresponding relationship between the engine load, the target rotational speed of the first compressor, and the target rotational speed of the second compressor can be pre-calibrated through experiments, so that the corresponding relationship can be directly queried to obtain the target rotational speed of the first compressor and the target rotational speed of the second compressor corresponding to the engine load.

[0108] S13. Control the first compressor to operate at the target rotational speed of the first compressor, and control the second compressor to operate at the target rotational speed of the second compressor.

[0109] After determining the target speed of the first compressor and the target speed of the second compressor, the controller sends the target speed of the first compressor to the first compressor, so that the first compressor operates at this target speed. After the operating speed of the compressor changes, the intake air flow of the intake air 1 of the compressor will change, so as to meet the corresponding intake air flow requirements.

[0110] In addition, the controller sends the target speed of the second compressor to the second compressor, so that the second compressor operates at this target speed. After the operating speed of the compressor changes, the intake air flow of the intake air 2 of the compressor will change, so as to meet the corresponding intake air flow requirements.

[0111] In this embodiment, the controller can adjust the speed of the compressor in real time based on the engine load, so as to adjust the intake air flow and provide the intake air flow required by the engine load.

[0112] On the basis of any of the above embodiments, in another implementation manner of the present application, referring to Figure 5 , when the controller is used to adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate demand value, it includes:

[0113] S21. Obtain the EGR rate demand value.

[0114] In this embodiment, the EGR rate is an important index to measure the performance of the exhaust gas recirculation system, which is defined as the ratio of the amount of recirculated exhaust gas to the total intake air amount inhaled into the cylinder. Its reasonable control is crucial for the purification effect of nitrogen oxides and the overall emissions of the engine.

[0115] In the actual scenario, the EGR rate is divided into the actual EGR rate and the EGR rate demand value. The EGR rate demand value is an expected EGR rate, that is, it is expected that the vehicle adjusts the actual EGR rate according to this EGR rate demand value, so that the actual EGR rate is finally adjusted to the EGR rate demand value.

[0116] In this embodiment, the EGR rate demand value can be obtained according to the actual configuration. In one implementation manner, referring to Figure 6 , the abscissa is the engine speed and the ordinate is the engine load, Figure 6 which represents the relationship between the EGR rate, the engine speed and the engine load. At a certain engine speed and engine load, the EGR rate obtained by Figure 6 querying is the EGR rate demand value in the embodiment of the present application.

[0117] S22. When the EGR rate demand value is greater than the first target EGR rate, control the second valve to close and control the first valve to act, so that the exhaust gas output by the target cylinder of the engine is only output to the first turbine.

[0118] In this embodiment, the first target EGR rate is a relatively low EGR rate value, such as 10%. When the EGR rate demand value is greater than the first target EGR rate, it indicates that the engine is operating under a condition with a relatively low EGR rate demand. At this time, without additional control, the actual EGR rate can be made equal to the EGR rate demand value. In this case, the controller controls the second valve to close and controls the first valve to act. Specifically, when controlling the first valve to act, the conduction direction of the first valve is controlled to be from the target cylinder of the engine to the first turbine, so that the exhaust gas output from the target cylinder of the engine is only output to the first turbine. The first turbine uses the exhaust gas to generate electricity, and the generated electric energy is output to the battery for storage.

[0119] S23. When the EGR rate demand value is greater than the first target EGR rate and less than the second target EGR rate, control the second valve to conduct and control the first valve to act, so that a part of the exhaust gas output from the target cylinder of the engine is output to the first turbine, and the other part is output to the heat exchanger.

[0120] In this embodiment, the second target EGR rate is a relatively high EGR rate value, such as 20%.

[0121] Specifically, when the EGR rate demand value is greater than the first target EGR rate and less than the second target EGR rate, at this time, relying only on conventional control cannot make the actual EGR rate meet the requirement of the EGR rate demand value.

[0122] In actual setting, the size of the first turbine is relatively small, which can be used for power generation or for providing the EGR rate. At this time, by adjusting the conduction direction of the first valve, the conduction direction of the first valve can include both the direction from the target cylinder of the engine to the first turbine and the direction from the target cylinder of the engine to the second valve. In addition, it is necessary to control the second valve to conduct, so that a part of the exhaust gas output from the target cylinder of the engine is output to the first turbine for power generation, and the other part is output to the heat exchanger to provide the EGR flow rate, thereby increasing the actual EGR rate and making the actual EGR rate equal to the EGR rate demand value. Such a configuration can, on the one hand, reduce NOx emissions and protect the environment. On the other hand, it can improve the economy, reduce fuel consumption or gas consumption. In addition, for a gas engine, a higher EGR rate can also improve the power performance.

[0123] In one implementation, the controller can control the opening degree of the second valve to adjust the flow rate of the exhaust gas output from the target cylinder of the engine to the second valve. Specifically, controlling the second valve to conduct can include:

[0124] Determine the opening degree of the second valve corresponding to the EGR rate demand value, and then control the second valve to conduct according to the opening degree of the second valve.

[0125] Specifically, the corresponding relationship between the EGR rate requirement value and the opening degree of the second valve can be calibrated through experiments. Then, when the EGR rate requirement value is known, this corresponding relationship can be searched to obtain the opening degree of the second valve, and the opening degree of the second valve can be controlled to be the searched opening degree, thereby adjusting the flow rate of the exhaust gas output from the target cylinder of the engine to the second valve and ensuring a sufficient EGR rate.

[0126] S24. When the EGR rate requirement value is greater than the second target EGR rate, control the opening degree of the second valve to the maximum opening degree and control the first valve to act, so that all the exhaust gas output from the target cylinder of the engine is output to the heat exchanger.

[0127] In this embodiment, when the EGR rate requirement value is greater than the second target EGR rate, it indicates that when the current engine runs to a working condition with a high EGR rate requirement, the conduction direction of the first valve is only from the target cylinder of the engine to the second valve, and the opening degree is fully open. All the exhaust gas in the target cylinder enters the engine intake side through the heat exchanger. At this time, all the exhaust gas in the target cylinder is used to provide the EGR rate, and the EGR flow rate can reach the maximum.

[0128] In this embodiment, through the mutual cooperation of the first valve and the second valve, the flow direction of the exhaust gas output from the target cylinder is adjusted, so that when it is necessary to increase the EGR rate, the exhaust gas in the target cylinder can be input into the engine intake side to increase the EGR rate and meet the EGR rate requirement.

[0129] On the basis of any of the above embodiments, referring to Figure 7 , when the controller is used to adjust the opening degree of the third valve based on the intake temperature of the aftertreatment device, it includes:

[0130] S31. Detect the intake temperature of the aftertreatment device.

[0131] In an actual scenario, as Figure 2 shown, a temperature sensor 21 can be provided at the intake end of the aftertreatment device, and the temperature sensor 21 is used to detect the intake temperature of the aftertreatment device.

[0132] S32. When the intake temperature of the aftertreatment device is less than the temperature threshold, determine the opening degree of the third valve corresponding to the intake temperature of the aftertreatment device.

[0133] Specifically, the temperature threshold can be configured according to the actual situation. If the intake temperature of the aftertreatment device is less than the temperature threshold, it means that the intake temperature of the aftertreatment device is relatively low, and it also means that the engine exhaust temperature is relatively low. At this time, the requirement of the aftertreatment device for the intake temperature is not met, and the intake temperature needs to be increased.

[0134] As Figure 2As shown, the temperature of the exhaust gas after the exhaust gases from each cylinder of the engine are collected and input into the second turbine is relatively high. Therefore, this high-temperature exhaust gas can be used to increase the intake air temperature of the aftertreatment device. At this time, the third valve can be opened. The opening degree of the third valve is related to the intake air temperature of the aftertreatment device. The lower the intake air temperature, the larger the opening degree of the third valve. Specifically in implementation, the corresponding relationship between the opening degree of the third valve and the intake air temperature of the aftertreatment device can be calibrated through experiments. By querying this corresponding relationship, the opening degree of the third valve corresponding to the intake air temperature of the aftertreatment device can be determined.

[0135] S33. Adjust the opening degree of the third valve according to the opening degree of the third valve.

[0136] Specifically, adjust the opening degree of the third valve to the opening degree obtained by querying in step S32. After the opening degree of the third valve is adjusted, some or all of the exhaust gases after the exhaust gases from each cylinder of the engine are collected can directly enter the output pipeline of the second turbine through the third valve without passing through the second turbine. Since the temperature of the exhaust gases after the exhaust gases from each cylinder of the engine are collected is relatively high, therefore, on the output pipeline of the second turbine, the relatively high-temperature exhaust gases are collected with the original low-temperature exhaust gases output by the second turbine, and through heat exchange, the exhaust gas temperature can be increased.

[0137] In one implementation manner, after adjusting the opening degree of the third valve according to the opening degree of the third valve, if the intake air temperature of the aftertreatment device is not less than the temperature threshold, it indicates that the intake air temperature of the aftertreatment device is relatively high at this time, meeting the requirement of the aftertreatment device for the intake air temperature. At this time, there is no need to use the high-temperature exhaust gases output by each cylinder of the engine to heat the exhaust gases output by the second turbine, and the third valve can be controlled to close. At this time, the exhaust gases output by each cylinder of the engine are collected and then output to the second turbine, and the second turbine uses this exhaust gas for power generation operation, and the generated electric energy is input into the battery for storage.

[0138] In this embodiment, by bypassing some or all of the exhaust gases after the exhaust gases from each cylinder of the engine directly to the aftertreatment device through the third valve instead of passing through the second turbine, the intake air temperature of the aftertreatment device can be adjusted, meeting the requirement of the aftertreatment device for the intake air temperature, improving the processing capacity of the aftertreatment device, and improving the engine thermal management level.

[0139] Based on the above embodiment of the engine intake and exhaust device, another embodiment of the present application discloses an engine intake and exhaust control method, which is applied to the controller in the above-mentioned engine intake and exhaust device. Referring to Figure 8 , the engine intake and exhaust control method includes:

[0140] S41. Adjust the operating state of the compressor based on the engine load.

[0141] In this embodiment, as Figure 4As shown, when the engine is in the low-speed and low-load condition, mainly the first compressor works and the second compressor does not. When the speed of the first compressor has reached 85% of the rated speed, if the load continues to increase, the engine is then in the high-speed and high-load condition, and both the first and second compressors work simultaneously. The speed of the first compressor remains unchanged, and the second compressor starts to increase its speed to intervene in the work until the speed of the second compressor reaches 85% of the rated speed and then stops increasing. When the engine power reaches the rated power, the speeds of both the first and second compressors reach 85% of the rated power of their respective motors.

[0142] S42. Based on the EGR rate demand value, adjust the conduction direction of the first valve and the opening degree of the second valve.

[0143] In this embodiment, the first turbine is of a small size and can be used for power generation or to provide the EGR rate. The size of the EGR rate is controlled by the first valve, i.e., the three-way valve. When the engine operates in a condition with a low EGR rate demand value, in the exhaust pipe of the engine at this time, the three-way valve connects to the first turbine, and the exhaust gas generates electricity through the first turbine. As the EGR rate demand value increases, the opening degree of the three-way valve in front of the first turbine gradually opens, and part of the exhaust gas, along with the exhaust pulse energy of the engine, passes through the second valve, i.e., the one-way valve, and enters the intake side of the engine to provide the EGR flow rate. Part of the exhaust gas generates electricity through the first turbine.

[0144] When the engine operates in a condition with a high EGR rate demand value, the opening degree of the three-way valve is fully open, and the engine exhaust gas in the target cylinder is completely used to provide the EGR rate and is filled into the intake side. At this time, the EGR flow rate can reach the maximum.

[0145] S43. Based on the intake temperature of the after-treatment device, adjust the opening degree of the third valve.

[0146] In this embodiment, when the temperature sensor 21 detects that the exhaust temperature is lower than the threshold value, the third valve, i.e., the thermal management valve, opens. At this time, the exhaust gas temperature after the collection of each engine cylinder is relatively high and can heat the intake air of the after-treatment device. Therefore, part of the collected exhaust gas bypasses directly without passing through the second turbine. As the exhaust temperature rises, the thermal management valve gradually closes. At this time, all the exhaust gas passes through the second turbine for power generation and then through the after-treatment device to maintain the exhaust temperature of the second turbine within a certain temperature threshold to meet the requirement of the after-treatment device for the intake temperature.

[0147] It should be noted that there is no specific execution order among steps S41 - S43. They can be executed simultaneously, or sequentially, or when the corresponding steps meet the corresponding trigger conditions, the corresponding steps are executed.

[0148] In addition, for the specific implementation of steps S41 - S43, please refer to the corresponding descriptions above.

[0149] In addition, the configurations of steps S41-S43 can also be optimized based on multi-objective optimization algorithms such as engine power performance, economy, and emission requirements to meet the power performance, economy, and emission requirements.

[0150] In this embodiment, during transient processes such as engine acceleration and deceleration, the controller can directly adjust the operating state of the compressor based on the engine load to meet the intake air flow required during the transient process and improve the real-time performance of intake air flow control. In addition, in this application, the controller can also adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate demand value to meet the EGR rate demand. In addition, in this application, the controller can also adjust the opening degree of the third valve based on the intake air temperature of the aftertreatment device to meet the exhaust gas temperature demand.

[0151] An embodiment of this application also provides an electronic device for executing the above engine intake and exhaust control method.

[0152] Reference Figure 9 As shown, it shows a schematic structural diagram of an electronic device suitable for implementing the electronic device in the embodiments of this application. The electronic device in the embodiments of this application may include, but is not limited to, fixed terminals such as mobile phones, laptop computers, PDAs (Personal Digital Assistants), PADs (Tablet Computers), desktop computers, and the like. Figure 9 The electronic device shown is merely an example and should not impose any limitations on the functions and usage scope of the embodiments of this application.

[0153] As Figure 9 shown, the electronic device may include a processing device (such as a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 602 or the program loaded from the storage device 608 into the random access memory (RAM) 603. When the electronic device is powered on, various programs and data required for the operation of the electronic device are also stored in the RAM 603. The processing device 601, the ROM 602, and the RAM 603 are connected to each other through a bus 604. The input / output (I / O) interface 605 is also connected to the bus 604.

[0154] Generally, the following devices may be connected to the I / O interface 605: an input device 606 including, for example, a touch screen, a touchpad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; an output device 607 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 608 including, for example, a memory card, a hard disk, etc.; and a communication device 609. The communication device 609 can allow the electronic device to communicate with other devices wirelessly or wiredly to exchange data. Although Figure 9An electronic device with various devices is shown, but it should be understood that it is not required to implement or have all the shown devices. Instead, more or fewer devices can be implemented or had.

[0155] An embodiment of the present application also provides a computer program product including computer-readable instructions. When the computer-readable instructions run on an electronic device, the electronic device is enabled to implement any one of the engine intake and exhaust control methods provided by the embodiments of the present application.

[0156] An embodiment of the present application also provides a computer-readable storage medium. The storage medium carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can be enabled to implement any one of the engine intake and exhaust control methods provided by the embodiments of the present application.

[0157] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but rather to the broadest scope consistent with the principles and novel features disclosed herein.

Claims

1. An engine intake and exhaust device, characterized in that: include: at least one compressor, a plurality of turbines, and a controller; the plurality of turbines comprising a first turbine and a second turbine; The output end of the compressor is connected to the input end of the heat exchanger, the output end of the heat exchanger is connected to the input end of the engine, the output end of the target cylinder of the engine is connected to the first turbine through a first valve, and the first valve is also connected to the input end of the heat exchanger through a second valve; the gas output end of the first turbine and the output end of the non-target cylinder of the engine are respectively connected to the intake end of the second turbine, the exhaust end of the second turbine is connected to the post-processing device, and the intake end of the second turbine is also connected to the post-processing device through a third valve; The controller is used to adjust the operating state of the compressor based on the engine load, adjust the conduction direction of the first valve and the opening of the second valve based on the exhaust gas recirculation EGR rate demand value, and adjust the opening of the third valve based on the intake temperature of the post-processing device.

2. The engine intake and exhaust device according to claim 1, characterized in that: The at least one compressor includes a first compressor and a second compressor, and an output end of the first compressor and an output end of the second compressor are respectively connected to an input end of the heat exchanger.

3. The engine intake and exhaust device according to claim 2, characterized in that: The power output end of the first turbine and the power output end of the second turbine are connected to the power input end of the battery, and the power output end of the battery supplies power to the first compressor and the second compressor.

4. The engine intake and exhaust device according to claim 2, characterized in that: When the controller is used to adjust the operating state of the compressor based on the engine load, it includes: Get engine load; determining a target speed of the first compressor and a target speed of the second compressor corresponding to the engine load; wherein, when the engine load is in a first load range, the operating speed of the first compressor is determined based on the engine load and the second compressor is not running; and when the engine load is in a second load range, the first compressor runs at a set speed and the speed of the second compressor is determined based on the engine load; The first compressor is controlled to operate according to a target speed of the first compressor, and the second compressor is controlled to operate according to a target speed of the second compressor.

5. The engine intake and exhaust device according to claim 1, characterized in that: The controller is used to adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate demand value, including: Get the EGR rate requirement value; When the EGR rate requirement value is greater than a first target EGR rate, controlling the second valve to close and controlling the first valve to actuate so that waste output of the target cylinder of the engine is output only to the first turbine; When the EGR rate requirement value is greater than the first target EGR rate and less than the second target EGR rate, the second valve is controlled to be open and the first valve is controlled to be operated so that a part of the waste output of the target cylinder of the engine is output to the first turbine and another part is output to the heat exchanger; When the EGR rate requirement value is greater than the second target EGR rate, the second valve is controlled to be opened to a maximum degree and the first valve is controlled to operate so that all waste output of the target cylinder of the engine is output to the heat exchanger.

6. The engine intake and exhaust device according to claim 5, characterized in that: Controlling the conduction of the second valve includes: determining an opening degree of a second valve corresponding to the EGR rate requirement value; The second valve is controlled to be turned on according to the opening degree of the second valve.

7. The engine intake and exhaust device according to claim 1, characterized in that: When the controller is used to adjust the opening of the third valve based on the intake air temperature of the post-processing device, it includes: detecting an intake air temperature of the post-processing device; When the intake air temperature of the post-processing device is less than a temperature threshold, determining the opening of the third valve corresponding to the intake air temperature of the post-processing device; According to the opening degree of the third valve, the opening degree of the third valve is adjusted.

8. The engine intake and exhaust device according to claim 7, characterized in that: After adjusting the opening of the third valve according to the opening of the third valve, the method further includes: When the intake air temperature of the post-processing device is not less than a temperature threshold, the third valve is controlled to be closed.

9. The engine intake and exhaust device according to claim 2, characterized in that: The first compressor is an induction asynchronous motor, the second compressor is a permanent magnet synchronous motor, the first valve is a three-way valve, and the second valve is a one-way valve.

10. An engine intake and exhaust control method, characterized in that: A controller used in an engine intake and exhaust device as claimed in any one of claims 1 to 9; the engine intake and exhaust control method comprises: Adjusting compressor operation based on engine load; Based on the EGR rate requirement value, adjusting the conduction direction of the first valve and the opening degree of the second valve; The opening of the third valve is adjusted based on the intake air temperature of the aftertreatment device.

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