Vehicle air inlet bypass system and control method and device thereof

Abstract

The invention discloses a vehicle air inlet bypass system and a control method and device thereof, and relates to the technical field of engine air inlet control. The vehicle air inlet bypass system comprises an air filter, an intercooler and an air compressor. The control method of the vehicle air inlet bypass system comprises the steps that the engine power of a vehicle, the air inlet flow in an air inlet pipeline of an air filter, the air inlet temperature in an air inlet pipeline of an intercooler and the air outlet temperature in an air outlet pipeline of the intercooler are obtained in real time; the pipeline particulate matter content of air in an air inlet pipeline of the air filter and the air particulate matter content outside the vehicle are measured; and according to at least one of the engine power, the air inlet flow, the air inlet temperature, the air outlet temperature, the pipeline particulate matter content and the air particulate matter content, the rotation angle of a first control valve in an air inlet pipeline of the air filter, the rotation angle of a second control valve in a bypass pipeline of the air filter and the rotation angle of a third control valve in a bypass pipeline of the intercooler are controlled. The flexibility of the vehicle air inlet bypass system is improved.

Description

Technical Field

[0001] The embodiments of the present invention relate to the technical field of engine intake control, and particularly to a vehicle intake bypass system, a control method and a device thereof. Background Art

[0002] The engine intake system is an important part of a vehicle internal combustion engine, and its performance directly affects the combustion efficiency, power output and emission performance of the engine. With the diversification of vehicle application scenarios and the increasing demand for energy conservation and emission reduction, the design and control of the engine intake system face higher requirements, especially in the field of medium and heavy-duty diesel engines.

[0003] In the prior art, a traditional engine intake system generally includes an air filter, an intercooler and an intake pipeline. During the operation of the system, air is filtered by the air filter, and compressed air is cooled by the intercooler and then delivered to the engine combustion chamber. However, since the intake path of the engine combustion chamber in this system is fixedly designed, there will be problems that the intake flow rate and intake resistance cannot be flexibly adjusted according to the engine working conditions during the actual operation of the system. For example, under low-power working conditions of the engine, the intake flow rate of the combustion chamber cannot be accurately controlled, which will lead to incomplete combustion and an increase in NOx emissions; under high-power working conditions of the engine, the fixed path between the air filter and the intercooler will cause a large intake resistance, thereby restricting the intake flow rate and reducing the engine efficiency. In addition, this system cannot dynamically adjust the intake path of the engine combustion chamber according to the ambient temperature or air quality, and it is difficult to meet the complex operating conditions of the engine. Summary of the Invention

[0004] The present invention provides a vehicle intake bypass system, a control method and a device thereof, so as to realize dynamic adjustment of the intake path of a vehicle engine, thereby improving the flexibility of the vehicle intake bypass system and its adaptability in different environments, and enhancing the combustion efficiency of the engine.

[0005] In the first aspect of the present invention, a control method for a vehicle intake bypass system is provided. The vehicle intake bypass system includes an air filter, an intercooler and a compressor; the air filter includes a first intake pipeline, a first bypass pipeline and a first outlet pipeline; the intercooler includes a second intake pipeline, a second bypass pipeline and a second outlet pipeline; the compressor is arranged between the first outlet pipeline and the second intake pipeline; a first control valve is arranged in the first intake pipeline, a second control valve is arranged in the first bypass pipeline, and a third control valve is arranged in the second bypass pipeline;

[0006] The control method for the vehicle intake bypass system includes:

[0007] Obtain in real time the engine power of the vehicle, the intake air flow rate in the first intake pipe, the intake air temperature in the second intake pipe, the outlet air temperature in the second outlet pipe, the particulate matter content in the gas in the first intake pipe, and the particulate matter content in the air outside the vehicle;

[0008] Control the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow rate, the intake air temperature, the outlet air temperature, the particulate matter content in the pipe, and the particulate matter content in the air.

[0009] Optionally, controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow rate, the intake air temperature, the outlet air temperature, the particulate matter content in the pipe, and the particulate matter content in the air includes:

[0010] Judge whether the engine power is greater than or equal to the power threshold;

[0011] If not, determine the first target angle of the first control valve according to the engine power;

[0012] Control the rotation angle of the first control valve to be adjusted to the first target angle, and control the rotation angles of the second control valve and the third control valve to be adjusted to 0°.

[0013] Optionally, controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow rate, the intake air temperature, the outlet air temperature, the particulate matter content in the pipe, and the particulate matter content in the air further includes:

[0014] When the engine power is greater than or equal to the power threshold, judge whether the intake air flow rate is greater than or equal to the intake air flow rate threshold;

[0015] If not, control the first control valve to maintain the current rotation angle, and control the rotation angles of the second control valve and the third control valve to be adjusted to 0°.

[0016] Optionally, controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow rate, the intake air temperature, the outlet air temperature, the particulate matter content in the pipe, and the particulate matter content in the air further includes:

[0017] When the intake air flow rate is greater than or equal to the intake air flow rate threshold, judge whether the intake air temperature is greater than or equal to the intake air temperature threshold;

[0018] If not, determine whether the outlet temperature is greater than or equal to the outlet temperature threshold;

[0019] If not, determine the third target angle of the third control valve according to the engine power and the intake temperature;

[0020] Control the rotation angle of the third control valve to be adjusted to the third target angle, and control the first control valve and the second control valve to maintain their current rotation angles.

[0021] Optionally, controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow rate, the intake air temperature, the outlet temperature, the particulate matter content in the pipeline, and the particulate matter content in the air further includes:

[0022] When the outlet temperature is greater than or equal to the outlet temperature threshold, or when the intake air temperature is greater than or equal to the intake air temperature threshold, control the rotation angle of the third control valve to be adjusted to 0°, and control the first control valve and the second control valve to maintain their current rotation angles.

[0023] Optionally, controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow rate, the intake air temperature, the outlet temperature, the particulate matter content in the pipeline, and the particulate matter content in the air further includes:

[0024] After controlling the rotation angle of the third control valve to be adjusted to 0° and controlling the first control valve and the second control valve to maintain their current rotation angles, determine whether the particulate matter content in the air is greater than or equal to the particulate matter content threshold;

[0025] If not, determine whether the particulate matter content in the pipeline is greater than or equal to the particulate matter content threshold in the pipeline;

[0026] If not, determine the first target angle of the first control valve and the second target angle of the second control valve according to the engine power and the particulate matter content in the pipeline;

[0027] Control the rotation angle of the first control valve to be adjusted to the first target angle, control the rotation angle of the second control valve to be adjusted to the second target angle, and control the third control valve to maintain its current rotation angle.

[0028] Optionally, controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow rate, the intake air temperature, the outlet air temperature, the particulate content in the pipeline, and the particulate content in the air further includes:

[0029] If the particulate content in the air is greater than or equal to the air particulate content threshold, or the particulate content in the pipeline is greater than or equal to the pipeline particulate content threshold, then control the first control valve, the second control valve, and the third control valve to maintain their current rotation angles.

[0030] Optionally, controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow rate, the intake air temperature, the outlet air temperature, the particulate content in the pipeline, and the particulate content in the air further includes:

[0031] If the particulate content in the air is greater than or equal to the air particulate content threshold, or the particulate content in the pipeline is greater than or equal to the pipeline particulate content threshold, then give an alarm reminder.

[0032] A second aspect of the present invention provides a control device for an intake bypass system. The vehicle intake bypass system includes an air filter, an intercooler, and a compressor; the air filter includes a first intake pipeline, a first bypass pipeline, and a first outlet pipeline; the intercooler includes a second intake pipeline, a second bypass pipeline, and a second outlet pipeline; the compressor is arranged between the first outlet pipeline and the second intake pipeline; a first control valve is arranged in the first intake pipeline, a second control valve is arranged in the first bypass pipeline, and a third control valve is arranged in the second bypass pipeline;

[0033] The control device for the vehicle intake bypass system includes:

[0034] An information acquisition module for real-time acquisition of the engine power of the vehicle, the intake air flow rate in the first intake pipeline, the intake air temperature in the second intake pipeline, the outlet air temperature in the second outlet pipeline, the particulate content in the pipeline of the gas in the first intake pipeline, and the particulate content in the air outside the vehicle;

[0035] A control valve control module for controlling the rotation angles of the respective control valves according to at least one of the engine power, the intake air flow rate, the intake air temperature, the outlet air temperature, the particulate content in the pipeline, and the particulate content in the air.

[0036] A third aspect of the present invention provides an intake bypass system. The intake bypass system includes:

[0037] An air filter, comprising a filter body, a first intake pipe, a first bypass pipe and a first outlet pipe;

[0038] An intercooler, comprising an intercooler body, a second intake pipe, a second bypass pipe and a second outlet pipe;

[0039] A compressor, which is arranged between the first outlet pipe and the second intake pipe;

[0040] The first intake pipe is communicated with the air inlet of the filter body, the first outlet pipe is communicated with the air outlet of the filter body, and the first bypass pipe is respectively communicated with the first intake pipe and the first outlet pipe; a first control valve is arranged in the first intake pipe, and a second control valve is arranged in the first bypass pipe;

[0041] The second intake pipe is communicated with the air inlet of the intercooler body, the second outlet pipe is communicated with the air outlet of the intercooler body, and the second bypass pipe is respectively communicated with the second intake pipe and the second outlet pipe; a third control valve is arranged in the second bypass pipe;

[0042] A controller, which is used to execute the control method of the vehicle intake bypass system as described above.

[0043] Optionally, the intake bypass system further includes:

[0044] A flow sensor, which is arranged in the first intake pipe and is used to detect the intake air flow in the first intake pipe;

[0045] A particulate matter sensor, which is arranged in the first intake pipe and is used to detect the particulate matter content in the gas in the first intake pipe;

[0046] A first temperature sensor, which is arranged in the second intake pipe and is used to detect the intake air temperature in the second intake pipe;

[0047] A second temperature sensor, which is arranged in the second outlet pipe and is used to detect the outlet air temperature in the second outlet pipe;

[0048] The controller is respectively communicatively connected to the flow sensor, the particulate matter sensor, the first temperature sensor and the second temperature sensor. The controller is further configured to acquire in real time the intake air flow rate in the first intake pipe detected by the flow sensor, the intake air temperature in the second intake pipe detected by the first temperature sensor, the outlet air temperature in the second outlet pipe detected by the second temperature sensor, and the pipeline particulate matter content of the gas in the first intake pipe detected by the particulate matter sensor.

[0049] Optionally, the intake bypass system further includes:

[0050] A first servo motor, which is located outside the first intake pipe, and the output shaft of the first servo motor is coaxially connected to the valve core of the first control valve;

[0051] A second servo motor, which is located outside the first bypass pipe, and the output shaft of the second servo motor is coaxially connected to the valve core of the second control valve;

[0052] A third servo motor, which is located outside the second bypass pipe, and the output shaft of the third servo motor is coaxially connected to the valve core of the third control valve;

[0053] The controller is respectively communicatively connected to the control ends of the first servo motor, the second servo motor and the third servo motor. The controller is further configured to control the rotation angle of the first control valve through the first servo motor, control the rotation angle of the second control valve through the second servo motor, and control the rotation angle of the third control valve through the third servo motor.

[0054] A fourth aspect of the present invention provides a vehicle, which includes a vehicle frame, an engine disposed within the vehicle frame, and the vehicle intake bypass system as described above.

[0055] The technical solution provided by the present invention is to obtain in real time the engine power of the vehicle, the intake air flow rate in the first intake pipe, the intake air temperature in the second intake pipe, the outlet air temperature in the second outlet pipe, the particulate matter content in the gas in the first intake pipe, and the particulate matter content in the air outside the vehicle, so as to be able to monitor in real time the operating conditions of the engine, the temperature, flow rate and particulate matter content of the flowing gas in the vehicle intake bypass system, and the air quality outside the vehicle. At the same time, the controller controls the rotation angles of the first control valve, the second control valve and the third control valve according to at least one of the engine power, intake air flow rate, intake air temperature, outlet air temperature, particulate matter content in the pipe and particulate matter content in the air, so that the vehicle intake bypass system can dynamically adjust the flow path of air in the vehicle intake bypass system according to factors such as engine power, intake air temperature, outlet air temperature, particulate matter content in the pipe and particulate matter content in the air, to ensure that the engine intake air temperature is appropriate, the engine intake air quality meets the standard, and at the same time, the engine intake resistance can be reduced, thereby improving the flexibility of the vehicle intake bypass system and its adaptability in different environments, and further improving the combustion efficiency of the engine and optimizing the emission performance and fuel economy of the vehicle.

[0056] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present invention, nor is it used to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. Brief Description of the Drawings

[0057] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0058] Figure 1 It is a schematic structural diagram of a vehicle intake bypass system provided in Embodiment 1 of the present invention;

[0059] Figure 2 It is a schematic flow diagram of a control method for a vehicle intake bypass system provided in Embodiment 2 of the present invention;

[0060] Figure 3 It is a schematic flow diagram of a control method for a vehicle intake bypass system provided in Embodiment 3 of the present invention;

[0061] Figure 4 It is a schematic flow diagram of a control method for a vehicle intake bypass system provided in Embodiment 4 of the present invention;

[0062] Figure 5It is a schematic flowchart of a control method for a vehicle intake bypass system provided in Embodiment 5 of the present invention;

[0063] Figure 6 It is a schematic flowchart of another control method for a vehicle intake bypass system provided in Embodiment 5 of the present invention;

[0064] Figure 7 It is a schematic structural diagram of a control device for a vehicle intake bypass system provided in Embodiment 6 of the present invention. Detailed implementation manners

[0065] In order to enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0066] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described here can be implemented in an order other than those illustrated or described here. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0067] Embodiment 1

[0068] Figure 1 It is a schematic structural diagram of a vehicle intake bypass system provided in Embodiment 1 of the present invention, as Figure 1As shown, the vehicle intake bypass system includes: an air filter 1, an intercooler 2, and a compressor 3; the air filter 1 includes a filter body 10, a first intake pipe 11, a first bypass pipe 12, and a first outlet pipe 13; the intercooler 2 includes an intercooler body 20, a second intake pipe 21, a second bypass pipe 22, and a second outlet pipe 23; the compressor 3 is disposed between the first outlet pipe 13 and the second intake pipe 21; the first intake pipe 11 communicates with the intake port 101 of the filter body 10, the first outlet pipe 13 communicates with the outlet port 102 of the filter body 10, and the first bypass pipe 12 communicates with the first intake pipe 11 and the first outlet pipe 13 respectively; a first control valve 41 is provided in the first intake pipe 11, and a second control valve 42 is provided in the first bypass pipe 12; the second intake pipe 21 communicates with the intake port 201 of the intercooler body 20, the second outlet pipe 23 communicates with the outlet port 202 of the intercooler body 20, and the second bypass pipe 22 communicates with the second intake pipe 21 and the second outlet pipe 23 respectively; a third control valve 43 is provided in the second bypass pipe 22.

[0069] Among them, the air filter 1 is used to filter the air entering the engine to remove impurities such as dust, sand, and soot in the air entering the engine, so as to protect the internal components of the engine from wear by impurities. Exemplarily, the filter body 10 of the air filter 1 may include a filter screen. Air enters through the first intake pipe 11 through the intake port 101 of the filter body 10. The filter screen of the filter body 10 can filter the air, and the clean air after being filtered by the filter screen can be transported to the compressor 3 through the first outlet pipe 13. The compressor 3 is used to pressurize the air, thereby increasing the air pressure entering the engine to improve the combustion efficiency and power output of the engine. Exemplarily, the compressor 3 may include a turbocharger. The compressor 3 can compress the air filtered by the air filter 1, and the air after being pressurized enters the intercooler 2 through the second intake pipe 21. The intercooler 2 is used to reduce the temperature of the compressed air to increase the intake density of the engine, thereby improving the combustion efficiency of the engine and reducing the risk of knocking. Exemplarily, the intercooler body 20 of the intercooler 2 may include multiple groups of heat dissipation pipes. The high-temperature and high-pressure air compressed by the compressor 3 can enter the heat dissipation pipes through the second intake pipe 21 through the intake port 201 of the intercooler body 20. The high-temperature and high-pressure air flows in the heat dissipation pipes, and at the same time, the heat of the air is conducted to the pipe wall. The air cooled by the intercooler 2 can be transported to the engine intake manifold through the outlet port 202 of the intercooler body 20 and finally enter the engine combustion chamber to participate in combustion.

[0070] In addition, continue to refer to Figure 1, the air filter 1 further includes a first bypass pipeline 12. The first bypass pipeline 12 is respectively communicated with the first intake pipeline 11 and the first exhaust pipeline 13. A first control valve 41 is arranged in the first intake pipeline 11, and a second control valve 42 is arranged in the first bypass pipeline 12. The intercooler 2 further includes a second bypass pipeline 22. The second bypass pipeline 22 is respectively communicated with the second intake pipeline 21 and the second exhaust pipeline 23. Exemplarily, the second bypass pipeline 22 can be located within the intercooler body 20 and between multiple groups of heat dissipation pipelines within the intercooler body 20. A third control valve 43 is arranged in the second bypass pipeline 22. Therefore, by controlling the rotation angles of the first control valve 41, the second control valve 42, and the third control valve 43, the flow condition of air in the first intake pipeline 11, the first bypass pipeline 12, and the second bypass pipeline 22 can be accurately controlled, so that the flow path of air in the vehicle intake bypass system can be dynamically optimized according to factors such as different working conditions of the engine, ambient temperature, and air quality, thereby improving the flexibility of the vehicle intake bypass system and its adaptability under different environments, and further improving the combustion efficiency of the engine.

[0071] Optionally, the vehicle intake bypass system may further include a controller. The controller is configured to execute the control method of the vehicle intake bypass system provided by the embodiments of the present invention. The control method of the vehicle intake bypass system may include: obtaining in real time the engine power of the vehicle, the intake air flow rate in the first intake pipeline 11, the intake air temperature in the second intake pipeline 21, the outlet air temperature in the second exhaust pipeline 23, the content of pipeline particulate matter in the gas in the first intake pipeline 11, and the content of air particulate matter outside the vehicle; and controlling the rotation angles of the first control valve 41, the second control valve 42, and the third control valve 43 according to at least one of the engine power, the intake air flow rate, the intake air temperature, the outlet air temperature, the content of pipeline particulate matter, and the content of air particulate matter.

[0072] Optionally, continue to refer to Figure 1, the vehicle intake bypass system further includes a flow sensor 51, a particulate matter sensor 52, a first temperature sensor 53, and a second temperature sensor 54. The flow sensor 51 is disposed in the first intake pipeline 11, and the flow sensor 51 is used to detect the intake air flow in the first intake pipeline 11; the particulate matter sensor 52 is disposed in the first intake pipeline 11, and the particulate matter sensor 52 is used to detect the pipeline particulate matter content of the gas in the first intake pipeline 11; the first temperature sensor 53 is disposed in the second intake pipeline 21, and the first temperature sensor 53 is used to detect the intake air temperature in the second intake pipeline 21; the second temperature sensor 54 is disposed in the second exhaust pipeline 23, and the second temperature sensor 54 is used to detect the exhaust gas temperature in the second exhaust pipeline 23; the controller is communicatively connected to the flow sensor 51, the particulate matter sensor 52, the first temperature sensor 53, and the second temperature sensor 54 respectively, and the controller is further configured to obtain in real time the intake air flow in the first intake pipeline 11 detected by the flow sensor 51, the intake air temperature in the second intake pipeline 21 detected by the first temperature sensor 53, the exhaust gas temperature in the second exhaust pipeline 23 detected by the second temperature sensor 54, and the pipeline particulate matter content of the gas in the first intake pipeline 11 detected by the particulate matter sensor 52.

[0073] Among them, the flow sensor 51 is used to detect the intake air flow in the first intake pipeline 11, and the controller is communicatively connected to the flow sensor 51 so that the controller can monitor the intake air flow in the first intake pipeline 11 in real time, thereby enabling the controller to dynamically optimize the air flow path in the vehicle intake bypass system according to the intake air flow. The particulate matter sensor 52 is used to detect the pipeline particulate matter content of the gas in the first intake pipeline 11. Exemplarily, the particulate matter sensor 52 can be a charge induction type particulate matter sensor or a light scattering type particulate matter sensor. The controller is communicatively connected to the particulate matter sensor 52 so that the controller can monitor the pipeline particulate matter content of the gas in the first intake pipeline 11 in real time, thereby enabling the controller to dynamically optimize the air flow path in the vehicle intake bypass system according to the air quality.

[0074] The first temperature sensor 53 and the second temperature sensor 54 are respectively used to detect the intake air temperature in the second intake pipeline 21 and the exhaust gas temperature in the second exhaust pipeline 23. The controller is communicatively connected to the first temperature sensor 53 and the second temperature sensor 54 respectively so that the controller can monitor the intake air temperature in the second intake pipeline 21 and the exhaust gas temperature in the second exhaust pipeline 23 in real time, thereby enabling the controller to dynamically optimize the air flow path in the vehicle intake bypass system according to the ambient temperature.

[0075] By setting the controller to be communicatively connected to the flow sensor 51, the particulate matter sensor 52, the first temperature sensor 53, and the second temperature sensor 54 respectively, it is possible to dynamically optimize the flow path of air in the vehicle intake bypass system according to factors such as intake air flow, ambient temperature, and air quality, thereby enhancing the flexibility of the vehicle intake bypass system and its adaptability in different environments, and further improving the combustion efficiency of the engine.

[0076] Optionally, continuing to refer to Figure 1 , the vehicle intake bypass system further includes a first servo 61, a second servo 62, and a third servo 63. The first servo 61 is located outside the first intake pipe 11, and the output shaft of the first servo 61 is coaxially connected to the valve core of the first control valve 41; the second servo 62 is located outside the first bypass pipe 12, and the output shaft of the second servo 62 is coaxially connected to the valve core of the second control valve 42; the third servo 63 is located outside the second bypass pipe 22, and the output shaft of the third servo 63 is coaxially connected to the valve core of the third control valve 43; the controller is communicatively connected to the control end of the first servo 61, the control end of the second servo 62, and the control end of the third servo 63 respectively, and the controller is further configured to control the rotation angle of the first control valve 41 through the first servo 61, control the rotation angle of the second control valve 42 through the second servo 62, and control the rotation angle of the third control valve 43 through the third servo 63.

[0077] Among them, the output shaft of the first servo 61 is coaxially connected to the valve core of the first control valve 41, the output shaft of the second servo 62 is coaxially connected to the valve core of the second control valve 42, and the output shaft of the third servo 63 is coaxially connected to the valve core of the third control valve 43, so that the first servo 61, the second servo 62, and the third servo 63 can accurately adjust the position or angle of their output shafts according to the control signals output by the controller, thereby enabling the adjustment of the rotation angles of the first control valve 41, the second control valve 42, and the third control valve 43. Specifically, the controller is communicatively connected to the control end of the first servo 61, the control end of the second servo 62, and the control end of the third servo 63 respectively, so that the controller can send pulse width modulation (PWM) signals to the first servo 61, the second servo 62, and the third servo 63 respectively. The duty cycle of the PWM signal determines the rotation angle of the servo. Exemplarily, the rotation angle can be 0°, 45°, 90°, etc. The drive motors in the first servo 61, the second servo 62, and the third servo 63 can adjust the position of the output shaft, so that the output shafts of the first servo 61, the second servo 62, and the third servo 63 can be adjusted to the target rotation angle, thereby realizing the adjustment of the rotation angles of the first control valve 41, the second control valve 42, and the third control valve 43.

[0078] It can be understood that the first control valve 41 is arranged in the first intake air pipeline 11, the second intake air valve 42 is arranged in the first bypass pipeline 12, and the third control valve 43 is arranged in the second bypass pipeline 22. Therefore, by controlling the rotation angles of the first control valve 41, the second control valve 42, and the third control valve 43, the flow of air in the first intake air pipeline 11, the first bypass pipeline 12, and the second bypass pipeline 22 can be accurately controlled. Exemplarily, when the rotation angle of the second control valve 42 is 0°, the first bypass pipeline 12 is in a closed state, and air completely enters the air filter through the first intake air pipeline 11; when the rotation angle of the second control valve 42 is 45°, the first bypass pipeline 12 is partially opened, and part of the air is diverted to the first bypass pipeline 12, so that the amount of air entering the air filter through the first intake air pipeline 11 is reduced; when the rotation angle of the second control valve 42 is 90°, the first bypass pipeline 12 is completely opened, and the air flow in the first bypass pipeline 12 reaches the maximum. At this time, the amount of air entering the air filter through the first intake air pipeline 11 is the least. By controlling the rotation angles of the first control valve 41, the second control valve 42, and the third control valve 43, it is possible to dynamically optimize the flow path of air in the vehicle intake air bypass system according to factors such as different operating conditions of the engine, ambient temperature, and air quality, thereby improving the flexibility of the vehicle intake air bypass system and its adaptability in different environments, and further improving the combustion efficiency of the engine.

[0079] It can be understood that the controller in the vehicle intake air bypass system can execute the control method of the vehicle intake air bypass system provided by the embodiments of the present invention, and has the corresponding functional modules and beneficial effects of the execution method. For technical details not described in detail in this embodiment, reference can be made to the control method of the vehicle intake air bypass system described in the following embodiments.

[0080] Embodiment 2

[0081] Figure 2 is a schematic flowchart of a control method for a vehicle intake air bypass system provided by Embodiment 2 of the present invention. This embodiment can be used to control the vehicle intake air bypass system in the above embodiment. This method can be executed by a control device of the vehicle intake air bypass system. The device can be implemented in a software and / or hardware manner and is generally integrated in the controller of the vehicle intake air bypass system. Correspondingly, as Figure 2 shown, the control method of the vehicle intake air bypass system may include:

[0082] S101. Real-time obtain the engine power of the vehicle, the intake air flow rate in the first intake air pipeline, the intake air temperature in the second intake air pipeline, the outlet air temperature in the second outlet air pipeline, the content of pipeline particulate matter in the gas in the first intake air pipeline, and the content of air particulate matter outside the vehicle.

[0083] Specifically, the controller of the vehicle intake bypass system can perform data interaction with the vehicle control unit (VCU) through the in-vehicle communication network to obtain the engine power of the vehicle in real time. The controller is also communicatively connected to a flow sensor disposed in the first intake pipe to be able to obtain the intake air flow in the first intake pipe in real time. The controller is also communicatively connected to a first temperature sensor disposed in the second intake pipe to be able to obtain the intake air temperature in the second intake pipe in real time. The controller is also communicatively connected to a second temperature sensor disposed in the second outlet pipe to be able to obtain the outlet air temperature in the second outlet pipe in real time. The controller is also communicatively connected to a particulate matter sensor disposed in the first intake pipe to be able to obtain the particulate matter content in the gas in the first intake pipe in real time. The controller can also obtain in real time an image of the external air of the vehicle collected by a vehicle vision sensor, and the vision sensor can be, for example, an in-vehicle camera, etc., so that the controller can determine the particulate matter content in the external air of the vehicle through computer vision algorithms.

[0084] By obtaining the engine power, intake air flow, intake air temperature, outlet air temperature, particulate matter content in the pipeline, and particulate matter content in the air in real time, the controller can monitor the operating conditions of the engine, the temperature, flow rate, and particulate matter content of the flowing gas in the vehicle intake bypass system, and the external air quality of the vehicle in real time, thereby providing data support for dynamically adjusting the rotation angles of the first control valve, the second control valve, and the third control valve subsequently, enabling the vehicle intake bypass system to accurately match the operating requirements of the engine, thus enhancing the flexibility of the vehicle intake bypass system and its adaptability in different environments, and further improving the combustion efficiency of the engine.

[0085] S102. Control the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, intake air flow, intake air temperature, outlet air temperature, particulate matter content in the pipeline, and particulate matter content in the air.

[0086] Specifically, the controller obtains the engine power, intake air flow rate, intake air temperature, exhaust gas temperature, particulate matter content in the pipeline, and particulate matter content in the air in real time, so that the controller can control the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, intake air flow rate, intake air temperature, exhaust gas temperature, particulate matter content in the pipeline, and particulate matter content in the air, thereby enabling the dynamic optimization of the air flow path in the vehicle intake bypass system according to factors such as different operating conditions of the engine, ambient temperature, and air quality. Exemplarily, when the engine power obtained by the controller in real time is low, the controller can control the rotation angle of the first control valve to decrease, thereby reducing the intake air volume of the air filter and further reducing the intake air volume of the engine combustion chamber, enabling the engine to achieve complete combustion and thus reducing NOx emissions. When the engine power obtained by the controller in real time is high, in order to reduce the intake air resistance of the engine and improve the combustion efficiency, the controller can comprehensively consider the intake air temperature, exhaust gas temperature, particulate matter content in the pipeline, and particulate matter content in the air to control the rotation angle of the second control valve or the third control valve to increase, so that the intake air flow can be transmitted to the engine through the first bypass pipeline or the second bypass pipeline, thereby reducing the intake air resistance of the engine and improving the combustion efficiency of the engine. When the intake air temperature and exhaust gas temperature obtained by the controller in real time are low, the controller can control the rotation angle of the third control valve to increase, so that the second bypass pipeline of the intercooler is opened, thereby achieving the reduction of the intake air resistance of the engine while ensuring that the temperature of the air entering the engine is appropriate; when the particulate matter content in the pipeline and the particulate matter content in the air obtained by the controller in real time are low, the controller can control the rotation angle of the second control valve to increase, so that the first bypass pipeline of the air filter is opened, thereby achieving the reduction of the intake air resistance of the engine while ensuring that the air entering the engine is clean.

[0087] In this way, according to factors such as engine power, intake air temperature, exhaust gas temperature, particulate matter content in the pipeline, and particulate matter content in the air, the air flow path in the vehicle intake bypass system is dynamically adjusted to ensure appropriate intake air temperature, qualified intake air quality, and reduced intake air resistance, thereby enhancing the flexibility of the vehicle intake bypass system and its adaptability in different environments, further improving the combustion efficiency of the engine, and optimizing the emission performance and fuel economy of the vehicle.

[0088] In this embodiment, by obtaining in real time the engine power of the vehicle, the intake air flow rate in the first intake pipe, the intake air temperature in the second intake pipe, the outlet air temperature in the second outlet pipe, the particulate matter content of the gas in the first intake pipe, and the air particulate matter content outside the vehicle, the operating condition of the engine, the temperature, flow rate and particulate matter content of the flowing gas in the vehicle intake bypass system, and the air quality outside the vehicle can be monitored in real time. At the same time, according to at least one of the engine power, intake air flow rate, intake air temperature, outlet air temperature, particulate matter content in the pipeline, and air particulate matter content, the controller controls the rotation angles of the first control valve, the second control valve, and the third control valve, so that the vehicle intake bypass system can dynamically adjust the flow path of the air in the vehicle intake bypass system according to factors such as engine power, intake air temperature, outlet air temperature, particulate matter content in the pipeline, and air particulate matter content, to ensure that the engine intake air temperature is appropriate, the engine intake air quality meets the standard, and at the same time, the engine intake resistance can be reduced, thereby improving the flexibility of the vehicle intake bypass system and its adaptability in different environments, further improving the combustion efficiency of the engine, and optimizing the emission performance and fuel economy of the vehicle.

[0089] Embodiment III

[0090] Figure 3 It is a schematic flow chart of a control method for a vehicle intake bypass system provided in Embodiment III of the present invention. On the basis of the above embodiment, this embodiment details the method for controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to the engine power. Correspondingly, as Figure 3 shown, the control method of the vehicle intake bypass system in this embodiment may include:

[0091] S201. Obtain in real time the engine power of the vehicle, the intake air flow rate in the first intake pipe, the intake air temperature in the second intake pipe, the outlet air temperature in the second outlet pipe, the particulate matter content of the gas in the first intake pipe, and the air particulate matter content outside the vehicle.

[0092] S202. Determine whether the engine power is greater than or equal to the power threshold. If not, then execute S203 and S204 in sequence.

[0093] Specifically, after the controller obtains the engine power of the vehicle in real time through the vehicle controller, it can compare the engine power of the vehicle with a power threshold. When the engine power is less than the power threshold, it indicates that the vehicle is in a light load condition such as low-speed cruising at this time. At this time, the vehicle's demand for air flow is relatively low. If the engine intake air volume is too large, it may lead to incomplete combustion, increasing carbon deposition and pollutant emissions. Therefore, the controller needs to reduce the opening degree of the first control valve to reduce the intake air volume of the air filter, further reducing the amount of air entering the engine combustion chamber, so as to ensure full fuel combustion, improve combustion efficiency and reduce NOx emissions.

[0094] S203. Determine the first target angle of the first control valve according to the engine power.

[0095] Among them, the controller can determine the first target angle of the first control valve according to the engine power by looking up a table of calibration data. Specifically, the controller internally stores a control parameter mapping table containing the mapping relationship between the engine power and the first target angle. This table can be obtained based on a large amount of test data and calibration experiments to ensure the optimization of the engine intake air volume under different engine operating conditions. Exemplarily, the smaller the engine power of the vehicle, the lower the demand for intake air volume by the engine, so the first target angle is smaller; conversely, the larger the engine power, the larger the first target angle to meet the higher intake air demand of the engine. Determine the first target angle of the first control valve according to the engine power, so that the vehicle intake bypass system can dynamically adjust the intake air volume according to the engine demand to ensure full engine combustion.

[0096] S204. Control the rotation angle of the first control valve to be adjusted to the first target angle, and control the rotation angles of the second control valve and the third control valve to be adjusted to 0°.

[0097] Specifically, after determining the first target angle of the first control valve according to the engine power, the controller can control the rotation angle of the first control valve to be adjusted to the first target angle to reduce the amount of air entering the engine combustion chamber, making the fuel-air mixture ratio more accurate, so as to ensure full fuel combustion. At the same time, when the engine power is less than the power threshold, the vehicle's demand for air flow is relatively low. Therefore, there is no need to open the first bypass pipeline and the second bypass pipeline. The controller can control the rotation angles of the second control valve and the third control valve to be adjusted to 0° to reduce the ineffective intake air loss and improve the efficiency of the vehicle intake bypass system.

[0098] In addition, after the rotation angles of the first control valve, the second control valve, and the third control valve are adjusted, the controller continues to monitor the engine power of the vehicle and compares the current engine power with the power threshold in real time to determine whether it is necessary to further adjust the rotation angles of the first control valve, the second control valve, and the third control valve, so as to ensure that the engine intake air volume always meets the requirements of the current operating conditions of the engine, thereby improving the flexibility of the vehicle intake bypass system and its adaptability in different environments.

[0099] In this embodiment, by determining whether the engine power is greater than or equal to the power threshold, when the engine power is less than the power threshold, the opening degree of the first control valve can be adjusted to reduce the intake air volume of the air filter, further reducing the air volume entering the engine combustion chamber, so as to ensure full combustion of fuel, improve combustion efficiency and reduce NOx emissions. At the same time, the first target angle of the first control valve is determined according to the engine power, so that the vehicle intake bypass system can dynamically adjust the intake air volume according to the engine demand to ensure full combustion of the engine. In addition, by controlling the rotation angle of the first control valve to be adjusted to the first target angle, and controlling the rotation angles of the second control valve and the third control valve to be adjusted to 0°, it is possible to reduce the ineffective intake air loss while ensuring full combustion of fuel and improve the efficiency of the vehicle intake bypass system.

[0100] Embodiment 4

[0101] Figure 4 is a schematic flow chart of a control method for a vehicle intake bypass system provided in Embodiment 4 of the present invention. On the basis of the above embodiments, the method for controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to the engine power, intake air flow, intake air temperature, and outlet air temperature is described in detail. Correspondingly, as Figure 4 shown, the control method of the vehicle intake bypass system in this embodiment may include:

[0102] S301. Obtain the engine power of the vehicle, the intake air flow in the first intake pipe, the intake air temperature in the second intake pipe, the outlet air temperature in the second outlet pipe, the particulate content of the gas in the first intake pipe, and the particulate content of the air outside the vehicle in real time.

[0103] S302. Determine whether the engine power is greater than or equal to the power threshold. If not, execute S303 and S304 in sequence; if so, execute S305.

[0104] S303. Determine the first target angle of the first control valve according to the engine power.

[0105] S304. Control the rotation angle of the first control valve to be adjusted to the first target angle, and control the rotation angles of the second control valve and the third control valve to be adjusted to 0°.

[0106] S305. Determine whether the intake air flow rate is greater than or equal to the intake air flow rate threshold. If not, execute S306; if so, execute S307.

[0107] Specifically, after the controller obtains the engine power of the vehicle in real time through the vehicle controller, it can compare the engine power of the vehicle with the power threshold. When the engine power is greater than or equal to the power threshold, it means that the vehicle is in high-load working conditions such as acceleration or climbing at this time. At this time, the vehicle has a high demand for air flow. If the engine intake resistance is large, it will affect the engine intake efficiency, thereby reducing the combustion efficiency and affecting the power output. Therefore, the controller can appropriately increase the opening degree of the second control valve or the third control valve so that air can enter the engine through the first bypass pipeline or the second bypass pipeline, thereby reducing the engine intake resistance and improving the combustion efficiency.

[0108] The controller first obtains the intake air flow rate in the first intake pipeline in real time through the flow sensor, and determines whether the intake air flow rate is greater than or equal to the intake air flow rate threshold. When the intake air flow rate is less than the intake air flow rate threshold, it means that the current flow resistance of the air in the first intake pipeline is relatively small and can already meet the current engine requirements. At this time, opening the bypass pipeline may affect the stability of the main intake pipeline, resulting in uneven air flow and thus affecting the engine combustion efficiency. When the intake air flow rate is greater than or equal to the intake air flow rate threshold, it means that the current flow resistance of the air in the first intake pipeline is relatively large. At this time, it is necessary to open the bypass pipeline to reduce the engine intake resistance and improve the combustion efficiency. Therefore, by determining whether the intake air flow rate is greater than or equal to the intake air flow rate threshold, the vehicle intake bypass system can dynamically adjust the air flow path in the vehicle intake bypass system according to the intake air flow rate, thereby improving the engine combustion efficiency.

[0109] S306. Control the first control valve to maintain the current rotation angle, and control the rotation angles of the second control valve and the third control valve to be adjusted to 0°.

[0110] Specifically, when the controller determines that the intake air flow rate is less than the intake air flow rate threshold based on the real-time obtained intake air flow rate, the controller can control the first control valve to maintain the current rotation angle, and control the rotation angles of the second control valve and the third control valve to be adjusted to 0°, so as to close the first bypass pipeline and the second bypass pipeline when the intake air flow rate is small, thereby ensuring that the air in the vehicle intake bypass system can be transmitted orderly through the first intake pipeline and the second intake pipeline. Closing the first bypass pipeline and the second bypass pipeline avoids unnecessary intake air losses caused by opening the first bypass pipeline and the second bypass pipeline, ensures the stability of the air flow in the vehicle intake bypass system, and improves the efficiency of the vehicle intake bypass system.

[0111] S307. Determine whether the intake air temperature is greater than or equal to the intake air temperature threshold. If not, execute S308.

[0112] Specifically, when the controller determines that the intake air flow rate is greater than or equal to the intake air flow rate threshold based on the real-time obtained intake air flow rate, it is necessary to open the bypass pipeline to reduce the intake air resistance of the engine and improve the combustion efficiency. At this time, the controller needs to further obtain the intake air temperature in the second intake pipeline in real time through the first temperature sensor and determine whether the intake air temperature is greater than or equal to the intake air temperature threshold. It can be understood that opening the third control valve will cause the heat dissipation effect of the intercooler on the compressed air to weaken, increasing the temperature of the air entering the engine. Therefore, when the controller determines that the intake air temperature is less than the intake air temperature threshold, the controller will adjust the rotation angle of the third control valve, thereby achieving reducing the intake air resistance of the engine while ensuring that the temperature of the air entering the engine is appropriate, optimizing the combustion efficiency, enhancing the power output, and improving the stability and reliability of the vehicle intake bypass system.

[0113] S308. Determine whether the outlet air temperature is greater than or equal to the outlet air temperature threshold. If not, execute S309 and S3010 in sequence.

[0114] Specifically, when the controller determines that the intake air temperature is less than the intake air temperature threshold, the controller needs to further obtain the outlet air temperature in the second outlet pipeline in real time through the second temperature sensor and determine whether the outlet air temperature is greater than or equal to the outlet air temperature threshold. When the controller determines that the intake air temperature is less than the intake air temperature threshold and the outlet air temperature is also less than the outlet air temperature threshold, it then adjusts the rotation angle of the third control valve, enabling the controller to more precisely control the temperature of the air entering the engine, avoiding excessive intake air temperature of the engine caused by the opening of the second bypass pipeline, ensuring sufficient combustion of the engine, reducing the engine heat load, and improving the reliability and durability of the vehicle intake bypass system.

[0115] S309. Determine the third target angle of the third control valve according to the engine power and the intake air temperature.

[0116] Specifically, when the controller determines that the intake air temperature is lower than the intake air temperature threshold and the outlet air temperature is also lower than the outlet air temperature threshold, the controller can determine the third target angle of the third control valve based on the engine power and the intake air temperature. Among them, the controller can determine the third target angle of the third control valve by looking up the calibration data table according to the engine power and the intake air temperature. Specifically, the controller internally stores a control parameter mapping table containing the mapping relationship between the engine power, the intake air temperature and the third target angle. This table can be obtained based on a large number of test data and calibration experiments to ensure the optimization of the opening degree of the second bypass pipeline under different engine operating conditions and different intake air temperatures. Exemplarily, when the engine power is large and the intake air temperature is low, the third target angle is large to minimize the intake resistance as much as possible and improve the intake efficiency. At the same time, since the intake air temperature is low, even if the second bypass pipeline is opened, the air temperature entering the engine is still within a reasonable range. Therefore, the air flow in the second bypass pipeline can be appropriately increased. When the engine power is small and the intake air temperature is high, the third target angle is small. When the intake air temperature is high, if the second bypass pipeline is opened too large, it may cause the air temperature entering the engine to rise further, thus affecting the combustion efficiency. And the engine has a low demand for air flow. Therefore, the air flow in the second bypass pipeline needs to be reduced.

[0117] S3010. Control the rotation angle of the third control valve to be adjusted to the third target angle, and control the first control valve and the second control valve to maintain their current rotation angles.

[0118] Specifically, after determining the third target angle of the third control valve according to the engine power and the intake air temperature, the controller can control the rotation angle of the third control valve to be adjusted to the third target angle, thereby achieving the reduction of the engine intake resistance while ensuring that the air temperature entering the engine is appropriate, so as to optimize the combustion efficiency, improve the power output, and enhance the flexibility of the vehicle intake bypass system and its adaptability in different environments. At the same time, the controller can control the first control valve and the second control valve to maintain their current rotation angles to ensure that the air filter can effectively filter impurities in the air, thereby preventing particulate matter from entering the engine, protecting the internal components of the engine from wear by impurities, and ensuring the safety and stability of the vehicle intake bypass system.

[0119] In addition, after completing the adjustment of the rotation angles of the first control valve, the second control valve and the third control valve, the controller will continue to monitor the engine power of the vehicle and compare the current engine power with the power threshold in real time to determine whether it is necessary to further adjust the rotation angles of the first control valve, the second control valve and the third control valve, thereby ensuring that the engine intake air volume always meets the current operating condition requirements of the engine, and enhancing the flexibility of the vehicle intake bypass system and its adaptability in different environments.

[0120] In this embodiment, when the controller determines that the engine power is greater than or equal to the power threshold and the intake air flow is greater than or equal to the intake air flow threshold, it indicates that the current flow resistance of the air in the first intake pipe is relatively large, and at this time, the vehicle has a high demand for air flow. It is necessary to open the bypass pipe to reduce the engine intake resistance and improve the combustion efficiency. By judging whether the intake air temperature is greater than or equal to the intake air temperature threshold and whether the outlet air temperature is greater than or equal to the outlet air temperature threshold, the controller can adjust the rotation angle of the third control valve when it determines that the intake air temperature is less than the intake air temperature threshold and the outlet air temperature is also less than the outlet air temperature threshold, and can determine the third target angle of the third control valve according to the engine power and the intake air temperature, and further control the rotation angle of the third control valve to be adjusted to the third target angle, so as to ensure that the temperature of the air entering the engine is appropriate while reducing the engine intake resistance, optimizing the combustion efficiency, enhancing the power output, and improving the flexibility of the vehicle intake bypass system and its adaptability in different environments.

[0121] Embodiment 5

[0122] Figure 5 It is a schematic flowchart of a control method for a vehicle intake bypass system provided by Embodiment 5 of the present invention. On the basis of the above embodiments, this embodiment details the method of controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to the intake air temperature, the outlet air temperature, the particulate content in the pipeline, and the particulate content in the air. Correspondingly, as Figure 5 shown, the control method of the vehicle intake bypass system in this embodiment may include:

[0123] S401. Obtain the engine power of the vehicle, the intake air flow in the first intake pipe, the intake air temperature in the second intake pipe, the outlet air temperature in the second outlet pipe, the particulate content in the pipeline of the gas in the first intake pipe, and the particulate content in the air outside the vehicle in real time.

[0124] S402. Judge whether the engine power is greater than or equal to the power threshold. If not, execute S403 and S404 in sequence; if so, execute S405.

[0125] S403. Determine the first target angle of the first control valve according to the engine power.

[0126] S404. Control the rotation angle of the first control valve to be adjusted to the first target angle, and control the rotation angles of the second control valve and the third control valve to be adjusted to 0°.

[0127] S405. Judge whether the intake air flow is greater than or equal to the intake air flow threshold. If not, execute S406; if so, execute S407.

[0128] S406. Control the first control valve to maintain the current rotation angle, and control the rotation angles of the second control valve and the third control valve to be adjusted to 0°.

[0129] S407. Determine whether the intake air temperature is greater than or equal to the intake air temperature threshold. If not, execute S408; if so, execute S4011 and S4012 in sequence.

[0130] S408. Determine whether the outlet air temperature is greater than or equal to the outlet air temperature threshold. If not, execute S409 and S4010 in sequence; if so, execute S4011 and S4012 in sequence.

[0131] S409. Determine the third target angle of the third control valve according to the engine power and the intake air temperature.

[0132] S4010. Control the rotation angle of the third control valve to be adjusted to the third target angle, and control the first control valve and the second control valve to maintain the current rotation angles.

[0133] S4011. Control the rotation angle of the third control valve to be adjusted to 0°, and control the first control valve and the second control valve to maintain the current rotation angles.

[0134] Specifically, when the controller determines that the outlet air temperature is greater than or equal to the outlet air temperature threshold, or when the controller determines that the intake air temperature is greater than or equal to the intake air temperature threshold, it indicates that the current air temperature is relatively high. If the second bypass pipeline is continuously opened, it may cause the air temperature entering the engine to further increase, thereby affecting the combustion efficiency of the engine. Therefore, the controller needs to control the rotation angle of the third control valve to be adjusted to 0° to ensure that the engine intake air temperature is within a reasonable range. At the same time, the controller can control the first control valve and the second control valve to maintain the current rotation angles, enabling the controller to subsequently adjust the rotation angles of the first control valve and the second control valve. By appropriately opening the first bypass pipeline, while reducing the intake air resistance, it can ensure that the intake air temperature will not be too high, thereby ensuring the optimal air flow path without affecting the combustion performance of the engine.

[0135] S4012. Determine whether the air particulate matter content is greater than or equal to the air particulate matter content threshold. If not, execute S4013; if so, execute S4016 and S4017 in sequence.

[0136] Specifically, before the controller adjusts the rotation angle of the second control valve, the controller first determines the content of air particulate matter outside the vehicle by obtaining in real time the image of the outside air collected by the vehicle vision sensor, and judges whether the content of air particulate matter is greater than or equal to the air particulate matter content threshold. When the content of air particulate matter is less than the air particulate matter content threshold, it indicates that the external air quality is good, and there is less dust and particulate matter in the air. At this time, the first bypass pipeline can be appropriately opened to reduce the intake resistance brought by the air filter, thereby improving the intake efficiency, and further enhancing the combustion efficiency and power output of the engine. It can be understood that opening the second control valve will cause part of the air to bypass the air filter and directly enter the compressor. When the external air quality is poor, since the air is not filtered by the filter, impurities such as dust and particulate matter in it may directly enter the compressor and combustion chamber, thus affecting the normal operation of the engine. Therefore, when the controller judges that the content of air particulate matter is less than the air particulate matter content threshold, the controller will adjust the rotation angles of the first control valve and the second control valve, achieving the reduction of the engine intake resistance and the improvement of the engine combustion efficiency while ensuring the engine intake quality.

[0137] S4013. Judge whether the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold. If not, then execute S4014 and S4015 in sequence; if so, then execute S4016 and S4017 in sequence.

[0138] Specifically, when the controller judges that the content of air particulate matter is less than the air particulate matter content threshold, the controller needs to further obtain in real time the pipeline particulate matter content of the gas in the first intake pipeline through the particulate matter sensor, and judge whether the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold. When the pipeline particulate matter content is also less than the pipeline particulate matter content threshold, it indicates that the gas quality in the first intake pipeline is good. It can be understood that if the pipeline particulate matter content is high, even if the external air quality is good, it is not advisable to open the first bypass passage, otherwise it may aggravate the dust accumulation in the first intake pipeline, thus affecting the engine intake quality. Therefore, when the controller judges that the content of air particulate matter is less than the air particulate matter content threshold and the pipeline particulate matter content is also less than the pipeline particulate matter content threshold, the controller adjusts the rotation angles of the first control valve and the second control valve, enabling the controller to more accurately control the air quality entering the engine, avoiding the impact of particulate matter on the normal operation of the engine, thereby improving the combustion efficiency and prolonging the engine life.

[0139] S4014. Determine the first target angle of the first control valve and the second target angle of the second control valve according to the engine power and the pipeline particulate matter content.

[0140] Specifically, when the controller determines that the air particulate matter content is less than the air particulate matter content threshold and the pipeline particulate matter content is also less than the pipeline particulate matter content threshold, the controller can determine the first target angle of the first control valve and the second target angle of the second control valve according to the engine power and the pipeline particulate matter content. Among them, the controller can determine the first target angle of the first control valve and the second target angle of the second control valve by looking up the calibration data table according to the engine power and the pipeline particulate matter content. Specifically, the controller internally stores a control parameter mapping table including the mapping relationship between the engine power and the pipeline particulate matter content and the first target angle and the second target angle. This table can be obtained based on a large number of test data and calibration experiments to ensure the opening degree of the first bypass pipeline is optimized under different engine operating conditions and different pipeline particulate matter contents. Exemplarily, when the engine efficiency is high and the pipeline particulate matter content is low, the first target angle is small and the second target angle is large, avoiding excessive air passing through the air filter, so as to increase the flux of the first bypass pipeline when the air quality is good, thereby reducing the engine intake resistance; when the engine efficiency is low and the pipeline particulate matter content is high, the first target angle is large and the second target angle is small, so that more air passes through the air filter for filtration, so as to ensure that the air is fully filtered when the air quality is poor and the engine's air flow demand is low, thereby improving the engine intake quality, combustion efficiency and engine life.

[0141] S4015. Control the rotation angle of the first control valve to be adjusted to the first target angle, control the rotation angle of the second control valve to be adjusted to the second target angle, and control the third control valve to maintain the current rotation angle.

[0142] Specifically, after determining the first target angle of the first control valve and the second target angle of the second control valve according to the engine power and the pipeline particulate matter content, the controller can control the rotation angle of the first control valve to be adjusted to the first target angle and control the rotation angle of the second control valve to be adjusted to the second target angle, thereby achieving reducing the engine intake resistance and improving the engine combustion efficiency while ensuring the engine intake quality, and enhancing the flexibility of the vehicle intake bypass system and its adaptability in different environments. At the same time, the controller can control the third control valve to maintain the current rotation angle to ensure that the intercooler can effectively reduce the temperature of the compressed air, increase the intake density of the engine, thereby enhancing the engine combustion efficiency and reducing the knock risk.

[0143] It can also be understood that when the rotation angle of the second control valve is greater than the second angle threshold, it indicates that the flow rate in the first bypass pipeline is too large at this time, and the siphon effect is enhanced, which may cause the dust in the first intake pipeline to be carried into the first bypass pipeline, thus affecting the engine intake air quality. Therefore, at this time, the controller needs to adjust the rotation angle of the first control valve to 0°, that is, completely close the first intake pipeline, to prevent the dust in the first intake pipeline from entering the first bypass pipeline, thereby ensuring the air quality entering the engine, preventing the engine from being damaged, and improving the reliability of the vehicle intake bypass system.

[0144] In addition, after completing the adjustment of the rotation angles of the first control valve, the second control valve, and the third control valve, the controller will continue to monitor the engine power of the vehicle and compare the current engine power with the power threshold in real time to determine whether it is necessary to further adjust the rotation angles of the first control valve, the second control valve, and the third control valve, thereby ensuring that the engine intake air volume always meets the requirements of the current operating conditions of the engine, and thus improving the flexibility of the vehicle intake bypass system and its adaptability in different environments.

[0145] S4016. Control the first control valve, the second control valve, and the third control valve to maintain their current rotation angles.

[0146] Specifically, when the controller determines that the air particulate matter content is greater than or equal to the air particulate matter content threshold, or when the controller determines that the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold, it indicates that the external air quality is poor at this time, there are more dust and particulate matter in the air, and / or the gas quality in the first intake pipeline is poor at this time. At this time, the vehicle intake bypass system needs to clean, replace the air filter, or check the tightness of the first intake pipeline to prevent particulate matter from entering the engine, resulting in combustion chamber carbon deposition, cylinder wear, or engine efficiency decline. It can be understood that when the engine intake air quality is poor, blindly adjusting the control valve may exacerbate the air filter blockage or cause abnormal engine operation. Therefore, the controller controls the first control valve, the second control valve, and the third control valve to maintain their current rotation angles to reduce the risk of engine damage and provide a buffer for subsequent maintenance of the vehicle intake bypass system.

[0147] S4017. Give an alarm reminder.

[0148] Specifically, when the controller determines that the air particulate matter content is greater than or equal to the air particulate matter content threshold, or when the controller determines that the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold, it indicates that the external air quality is poor at this time, there are more dust and particulate matter in the air, and / or the gas quality in the first intake pipeline is poor at this time. It is necessary to give an alarm reminder in time to remind the driver or maintenance personnel to take measures immediately to avoid engine damage. Exemplarily, the controller can be communicatively connected to the alarm device so that when the controller determines that the external air quality is poor or the gas quality in the first intake pipeline is poor, it can send the alarm information to the alarm device. The alarm device can provide early warnings to the driver or maintenance personnel in time through sound alarms, visual warnings or remote feedback, improving the accuracy, intuitiveness and timeliness of the early warning of the vehicle intake bypass system, ensuring that the driver or maintenance personnel can respond quickly and check and maintain the vehicle intake bypass system, preventing potential failures from further expanding, and thus ensuring the stable operation of the vehicle intake bypass system and enhancing driving safety.

[0149] In this embodiment, when the controller determines that the outlet temperature is greater than or equal to the outlet temperature threshold, or when the controller determines that the intake temperature is greater than or equal to the intake temperature threshold, it indicates that the current air temperature is high. The controller needs to adjust the rotation angles of the first control valve and the second control valve to appropriately open the first bypass pipeline, so as to reduce the intake resistance while ensuring that the intake temperature will not be too high. By judging whether the air particulate matter content is greater than or equal to the air particulate matter content threshold and whether the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold, the controller can adjust the rotation angles of the first control valve and the second control valve when the air particulate matter content is less than the air particulate matter content threshold and the pipeline particulate matter content is also less than the pipeline particulate matter content threshold, and can determine the first target angle of the first control valve and the second target angle of the second control valve according to the engine power and the pipeline particulate matter content, and further control the rotation angle of the first control valve to be adjusted to the first target angle, thus achieving reducing the engine intake resistance, improving the engine combustion efficiency while ensuring the engine intake quality, and enhancing the flexibility of the vehicle intake bypass system and its adaptability in different environments. In addition, when the air particulate matter content is greater than or equal to the air particulate matter content threshold, or the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold, the controller can control the first control valve, the second control valve and the third control valve to maintain the current rotation angle and give an alarm reminder to prevent particulate matter from entering the engine and timely remind the driver or maintenance personnel to take measures immediately, thus reducing the risk of engine damage and ensuring the stable operation of the vehicle intake bypass system and enhancing driving safety.

[0150] It can also be understood that Figure 6It is a schematic flowchart of another control method for a vehicle intake bypass system provided in Embodiment 5 of the present invention. As Figure 6 shown, in the control method of the vehicle intake bypass system, when the controller determines that the engine power is greater than or equal to the power threshold and the intake air flow rate is greater than the intake air flow rate threshold, it indicates that the engine has a large demand for intake air volume at this time. In order to reduce the intake resistance and improve the combustion efficiency, the vehicle intake bypass system needs to optimize the air flow path in the vehicle intake bypass system. In this case, the controller preferentially adopts the scheme of opening the second bypass pipeline of the intercooler, that is, the controller first considers adjusting the rotation angle of the third control valve. Only when both the intake air temperature and the outlet air temperature are relatively low, the controller will appropriately adjust the rotation angle of the third control valve, so as to ensure that the air temperature entering the engine is appropriate while reducing the intake resistance of the engine. Opening the second bypass pipeline of the intercooler will slightly increase the engine intake air temperature, but as long as the intake air temperature remains within the allowable range, it can effectively reduce the intake resistance and improve the combustion efficiency of the engine, thereby increasing the engine power output. Opening the first bypass pipeline of the air filter will cause some air to directly enter the vehicle engine without passing through the filter. If the particulate matter content in the air is relatively high, it may cause dust and impurities to enter the engine, accelerating the wear of components and affecting the reliability of the engine. Therefore, only when both the intake air temperature and the outlet air temperature are relatively high and both the air particulate matter content and the pipeline particulate matter content are relatively low, the controller will adopt the scheme of opening the first bypass pipeline of the air filter, that is, when the external air quality is good and the gas quality in the first intake pipeline is good, the controller can adjust the rotation angles of the first control valve and the second control valve, thereby achieving the reduction of the engine intake resistance and the improvement of the engine combustion efficiency while ensuring the engine intake air quality. In addition, while opening the first bypass pipeline, the controller still needs to monitor the air particulate matter content and the pipeline particulate matter content in real time. If the air particulate matter content and the pipeline particulate matter content exceed the standard, the vehicle intake bypass system needs to be cleaned or repaired to prevent particulate matter and other impurities from entering the compressor and the combustion chamber, affecting the normal operation of the engine. The vehicle intake bypass system preferentially considers the scheme of opening the second bypass pipeline of the intercooler, and secondly considers the scheme of opening the first bypass pipeline of the air filter, so that the vehicle intake bypass system can dynamically adjust the air flow path in the vehicle intake bypass system according to factors such as engine power, intake air temperature, outlet air temperature, pipeline particulate matter content, and air particulate matter content, to ensure that the engine intake air temperature is appropriate, the engine intake air quality meets the standard, while reducing the engine intake resistance, thereby improving the flexibility of the vehicle intake bypass system and its adaptability in different environments, and further improving the combustion efficiency of the engine, optimizing the emission performance and fuel economy of the vehicle.

[0151] Embodiment 6

[0152] Figure 7 FIG. Figure 7 is a schematic structural diagram of a control device for a vehicle intake bypass system provided in Embodiment 6 of the present invention. This device can implement the control method of the vehicle intake bypass system provided in the embodiments of the present invention. This device can be implemented in the form of software and / or hardware and is generally integrated in the controller of the vehicle intake bypass system. As Figure 7 shown, this device includes: an information acquisition module 501 and a control valve control module 502. The specific structure of this device is as follows:

[0153] The information acquisition module 501 is configured to acquire in real time the engine power of the vehicle, the intake air flow rate in the first intake pipe, the intake air temperature in the second intake pipe, the outlet air temperature in the second outlet pipe, the particulate matter content in the gas in the first intake pipe, and the particulate matter content in the air outside the vehicle.

[0154] The control valve control module 502 is configured to control the rotation angle of each control valve according to at least one of the engine power, the intake air flow rate, the intake air temperature, the outlet air temperature, the particulate matter content in the pipe, and the particulate matter content in the air.

[0155] In an alternative embodiment of the present invention, the control valve control module 502 may further be configured to: determine whether the engine power is greater than or equal to a power threshold; if not, determine a first target angle of the first control valve according to the engine power; control the rotation angle of the first control valve to be adjusted to the first target angle, and control the rotation angles of the second control valve and the third control valve to be adjusted to 0°.

[0156] In an alternative embodiment of the present invention, the control valve control module 502 may further be configured to: when the engine power is greater than or equal to the power threshold, determine whether the intake air flow rate is greater than or equal to an intake air flow rate threshold; if not, control the first control valve to maintain the current rotation angle, and control the rotation angles of the second control valve and the third control valve to be adjusted to 0°.

[0157] In an alternative embodiment of the present invention, the control valve control module 502 may further be configured to: when the intake air flow rate is greater than or equal to the intake air flow rate threshold, determine whether the intake air temperature is greater than or equal to an intake air temperature threshold; if not, determine whether the outlet air temperature is greater than or equal to an outlet air temperature threshold; if not, determine a third target angle of the third control valve according to the engine power and the intake air temperature; control the rotation angle of the third control valve to be adjusted to the third target angle, and control the first control valve and the second control valve to maintain the current rotation angles.

[0158] In an alternative embodiment of the present invention, the control valve control module 502 may further be configured to: when the outlet temperature is greater than or equal to the outlet temperature threshold, or when the inlet temperature is greater than or equal to the inlet temperature threshold, control the rotation angle of the third control valve to be adjusted to 0°, and control the first control valve and the second control valve to maintain their current rotation angles.

[0159] In an alternative embodiment of the present invention, the control valve control module 502 may further be configured to: after controlling the rotation angle of the third control valve to be adjusted to 0° and controlling the first control valve and the second control valve to maintain their current rotation angles, determine whether the air particulate matter content is greater than or equal to the air particulate matter content threshold; if not, then determine whether the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold; if not, determine the first target angle of the first control valve and the second target angle of the second control valve according to the engine power and the pipeline particulate matter content; control the rotation angle of the first control valve to be adjusted to the first target angle, control the rotation angle of the second control valve to be adjusted to the second target angle, and control the third control valve to maintain its current rotation angle.

[0160] In an alternative embodiment of the present invention, the control valve control module 502 may further be configured to: if the air particulate matter content is greater than or equal to the air particulate matter content threshold, or the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold, control the first control valve, the second control valve and the third control valve to maintain their current rotation angles.

[0161] In an alternative embodiment of the present invention, the control valve control module 502 may further be configured to: if the air particulate matter content is greater than or equal to the air particulate matter content threshold, or, the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold, give an alarm reminder.

[0162] The control device of the vehicle intake bypass system described above can execute the control method of the vehicle intake bypass system provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the method. For technical details not described in detail in this embodiment, reference can be made to the control method based on the vehicle intake bypass system provided in any embodiment of the present invention.

[0163] Since the control device of the vehicle intake bypass system introduced above is a device that can execute the control method of the vehicle intake bypass system in the embodiments of the present invention, based on the control method of the vehicle intake bypass system introduced in the embodiments of the present invention, those skilled in the art can understand the specific implementation manners and various variations of the control device of the vehicle intake bypass system in this embodiment. Therefore, the detailed introduction of how the control device of the vehicle intake bypass system implements the control method of the vehicle intake bypass system in the embodiments of the present invention will not be repeated here. As long as the device adopted by those skilled in the art to implement the control method of the vehicle intake bypass system in the embodiments of the present invention belongs to the scope protected by this application.

[0164] Embodiment Seven

[0165] Based on the same inventive concept, an embodiment of the present invention further provides a vehicle, including a vehicle frame, an engine disposed within the vehicle frame, and the vehicle intake bypass system of the above embodiment.

[0166] Therefore, the vehicle provided in this embodiment has the structure and operation of the vehicle intake bypass system of the above embodiment, and can achieve the effects of the control method of the vehicle intake bypass system of the above embodiment. The same parts can refer to the above description and will not be repeated here.

[0167] It should be understood that various forms of the processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in the present invention can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solutions disclosed in the present invention can be achieved. No limitation is imposed herein.

[0168] The above specific implementation manners do not constitute a limitation to the protection scope of the present invention. Those skilled in the art should understand that various modifications, combinations, sub - combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A control method for a vehicle intake bypass system, characterized in that: The vehicle intake bypass system comprises an air filter, an intercooler and a compressor; the air filter comprises a first intake pipeline, a first bypass pipeline and a first outlet pipeline; the intercooler comprises a second intake pipeline, a second bypass pipeline and a second outlet pipeline; the compressor is arranged between the first outlet pipeline and the second intake pipeline; a first control valve is arranged in the first intake pipeline, a second control valve is arranged in the first bypass pipeline, and a third control valve is arranged in the second bypass pipeline; The control method of the vehicle intake bypass system includes: acquiring in real time the engine power of the vehicle, the intake flow rate in the first intake pipeline, the intake temperature in the second intake pipeline, the outlet temperature in the second outlet pipeline, the pipeline particulate matter content of the gas in the first intake pipeline, and the air particulate matter content outside the vehicle; The rotation angles of the first control valve, the second control valve and the third control valve are controlled according to at least one of the engine power, the intake air flow, the intake air temperature, the outlet air temperature, the pipeline particulate matter content and the air particulate matter content.

2. The control method of the vehicle intake bypass system according to claim 1, characterized in that: Controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow, the intake air temperature, the outlet air temperature, the pipeline particulate matter content, and the air particulate matter content includes: Determining whether the engine power is greater than or equal to a power threshold; If not, determining a first target angle of the first control valve according to the engine power; The rotation angle of the first control valve is controlled to be adjusted to the first target angle, and the rotation angles of the second control valve and the third control valve are controlled to be adjusted to 0°.

3. The control method of the vehicle intake bypass system according to claim 2, characterized in that: Controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow, the intake air temperature, the outlet air temperature, the pipeline particulate matter content, and the air particulate matter content, further comprising: When the engine power is greater than or equal to the power threshold, determining whether the intake air flow rate is greater than or equal to an intake air flow rate threshold; If not, the first control valve is controlled to maintain the current rotation angle, and the rotation angles of the second control valve and the third control valve are controlled to be adjusted to 0°.

4. The control method of the vehicle intake bypass system according to claim 3, characterized in that: Controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow, the intake air temperature, the outlet air temperature, the pipeline particulate matter content, and the air particulate matter content, further comprising: When the intake air flow rate is greater than or equal to the intake air flow rate threshold, determining whether the intake air temperature is greater than or equal to the intake air temperature threshold; If not, determining whether the outlet temperature is greater than or equal to an outlet temperature threshold; If not, determining a third target angle of the third control valve according to the engine power and the intake air temperature; The rotation angle of the third control valve is controlled to be adjusted to the third target angle, and the first control valve and the second control valve are controlled to maintain the current rotation angles.

5. The control method of the vehicle intake bypass system according to claim 4, characterized in that: Controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow, the intake air temperature, the outlet air temperature, the pipeline particulate matter content, and the air particulate matter content, further comprising: When the outlet temperature is greater than or equal to the outlet temperature threshold, or when the intake temperature is greater than or equal to the intake temperature threshold, the rotation angle of the third control valve is controlled to be adjusted to 0°, and the first control valve and the second control valve are controlled to maintain the current rotation angle.

6. The control method of the vehicle intake bypass system according to claim 5, characterized in that: Controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow, the intake air temperature, the outlet air temperature, the pipeline particulate matter content, and the air particulate matter content, further comprising: After controlling the rotation angle of the third control valve to be adjusted to 0° and controlling the first control valve and the second control valve to maintain the current rotation angle, determining whether the air particulate matter content is greater than or equal to the air particulate matter content threshold; If not, determining whether the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold; If not, determining a first target angle of the first control valve and a second target angle of the second control valve according to the engine power and the pipeline particulate matter content; The first control valve is controlled to adjust its rotation angle to the first target angle, the second control valve is controlled to adjust its rotation angle to the second target angle, and the third control valve is controlled to maintain its current rotation angle.

7. The control method of the vehicle intake bypass system according to claim 6, characterized in that: Controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow, the intake air temperature, the outlet air temperature, the pipeline particulate matter content, and the air particulate matter content, further comprising: If the air particulate matter content is greater than or equal to the air particulate matter content threshold, or the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold, the first control valve, the second control valve and the third control valve are controlled to maintain the current rotation angle.

8. The control method of the vehicle intake bypass system according to claim 6, characterized in that: Controlling the rotation angles of the first control valve, the second control valve, and the third control valve according to at least one of the engine power, the intake air flow, the intake air temperature, the outlet air temperature, the pipeline particulate matter content, and the air particulate matter content, further comprising: If the air particle content is greater than or equal to the air particle content threshold, or the pipeline particle content is greater than or equal to the pipeline particle content threshold, an alarm is issued.

9. A control device for a vehicle intake bypass system, characterized in that: The vehicle intake bypass system comprises an air filter, an intercooler and a compressor; the air filter comprises a first intake pipeline, a first bypass pipeline and a first outlet pipeline; the intercooler comprises a second intake pipeline, a second bypass pipeline and a second outlet pipeline; the compressor is arranged between the first outlet pipeline and the second intake pipeline; a first control valve is arranged in the first intake pipeline, a second control valve is arranged in the first bypass pipeline, and a third control valve is arranged in the second bypass pipeline; The control device of the vehicle intake bypass system comprises: an information acquisition module, for acquiring in real time the engine power of the vehicle, the intake flow rate in the first intake pipeline, the intake temperature in the second intake pipeline, the outlet temperature in the second outlet pipeline, the pipeline particulate matter content of the gas in the first intake pipeline, and the air particulate matter content outside the vehicle; The control valve control module is used to control the rotation angle of each control valve according to at least one of the engine power, the intake flow rate, the intake temperature, the outlet temperature, the pipeline particulate matter content and the air particulate matter content.

10. A vehicle intake bypass system, characterized in that: include: An air filter, comprising a filter body, a first air inlet pipeline, a first bypass pipeline and a first air outlet pipeline; An intercooler, comprising an intercooler body, a second air inlet pipeline, a second bypass pipeline and a second air outlet pipeline; A compressor, the compressor being arranged between the first air outlet pipeline and the second air inlet pipeline; The first air inlet pipeline is communicated with the air inlet of the filter body, the first air outlet pipeline is communicated with the air outlet of the filter body, and the first bypass pipeline is communicated with the first air inlet pipeline and the first air outlet pipeline respectively; a first control valve is provided in the first air inlet pipeline, and a second control valve is provided in the first bypass pipeline; The second air inlet pipeline is communicated with the air inlet of the intercooler body, the second air outlet pipeline is communicated with the air outlet of the intercooler body, and the second bypass pipeline is communicated with the second air inlet pipeline and the second air outlet pipeline respectively; a third control valve is provided in the second bypass pipeline; A controller, wherein the controller is used to execute the control method of the vehicle intake bypass system as described in any one of claims 1-8.

11. The vehicle intake bypass system according to claim 10, characterized in that: Also includes: A flow sensor, the flow sensor is arranged in the first air intake pipeline, and the flow sensor is used to detect the intake air flow in the first air intake pipeline; a particle sensor, the particle sensor being disposed in the first air intake pipeline, and being used to detect a pipeline particle content of gas in the first air intake pipeline; A first temperature sensor, the first temperature sensor is arranged in the second air intake pipeline, and the first temperature sensor is used to detect the intake air temperature in the second air intake pipeline; A second temperature sensor, the second temperature sensor is arranged in the second air outlet pipeline, and the second temperature sensor is used to detect the outlet air temperature in the second air outlet pipeline; The controller is communicatively connected to the flow sensor, the particulate matter sensor, the first temperature sensor and the second temperature sensor respectively, and the controller is also used to obtain in real time the intake flow in the first intake pipe detected by the flow sensor, the intake temperature in the second intake pipe detected by the first temperature sensor, the outlet temperature in the second outlet pipe detected by the second temperature sensor, and the pipeline particulate matter content of the gas in the first intake pipe detected by the particulate matter sensor.

12. The vehicle intake bypass system according to claim 10, characterized in that: Also includes: a first steering gear, the first steering gear being located outside the first air intake pipeline, and an output shaft of the first steering gear being coaxially connected to a valve core of the first control valve; a second steering gear, the second steering gear being located outside the first bypass pipeline, and an output shaft of the second steering gear being coaxially connected to a valve core of the second control valve; a third steering gear, the third steering gear being located outside the second bypass pipeline, and the output shaft of the third steering gear being coaxially connected to the valve core of the third control valve; The controller is communicatively connected to the control end of the first servo, the control end of the second servo and the control end of the third servo respectively, and the controller is also used to control the rotation angle of the first control valve through the first servo, control the rotation angle of the second control valve through the second servo, and control the rotation angle of the third control valve through the third servo.

13. A vehicle, characterized in that: include: A vehicle frame, an engine arranged in the vehicle frame, and a vehicle intake bypass system as claimed in any one of claims 10 to 12.

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