Vehicle intake bypass system and control method and device thereof

Abstract

The application discloses a vehicle air intake bypass system and a control method and device thereof, and relates to the technical field of engine air intake control. The vehicle air intake bypass system comprises an air cleaner, an intercooler and a compressor. The control method of the vehicle air intake bypass system comprises the following steps: acquiring the engine power of the vehicle, the intake flow in the air intake pipeline of the air cleaner, the intake temperature in the air intake pipeline of the intercooler, the outlet temperature in the outlet pipeline of the intercooler, the pipeline particulate matter content of the gas in the air intake pipeline of the air cleaner and the air particulate matter content outside the vehicle in real time; and controlling the rotation angle of the first control valve in the air intake pipeline of the air cleaner, the second control valve in the bypass pipeline of the air cleaner and the third control valve in the bypass pipeline of the intercooler according to at least one of the engine power, the intake flow, the intake temperature, the outlet temperature, the pipeline particulate matter content and the air particulate matter content. The application improves the flexibility of the vehicle air intake bypass system.

Description

TECHNICAL FIELD

[0001] The embodiment of the present application relates to the technical field of engine intake control, in particular to a vehicle intake bypass system and a control method and device thereof. BACKGROUND

[0002] The engine intake system is an important part of the 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 saving and emission reduction, the design and control of the engine intake system are facing higher requirements, especially in the field of medium and heavy duty diesel engines.

[0003] In the prior art, the traditional engine intake system usually includes an air filter, an intercooler and an intake pipeline. In the operation process of the system, air is filtered through the air filter, and compressed air is cooled through the intercooler, and then delivered to the engine combustion chamber. However, since the intake path of the engine combustion chamber in the system is fixedly designed, it will cause the problem that the intake flow and the intake resistance of the system cannot be flexibly adjusted according to the engine operating conditions in actual operation. For example, under the low power operating condition of the engine, the intake flow of the combustion chamber cannot be accurately controlled, which will cause insufficient combustion and increase the NOx emission; under the high power operating condition of the engine, the fixed path between the air filter and the intercooler will cause a large intake resistance, thereby limiting the intake flow and reducing the engine efficiency. In addition, the 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

[0004] The present application provides a vehicle intake bypass system and a control method and device thereof to dynamically adjust the intake path of the vehicle engine, thereby improving the flexibility of the vehicle intake bypass system and its adaptability in different environments, and improving the combustion efficiency of the engine.

[0005] The first aspect of the present application provides a control method of a vehicle intake bypass system, the vehicle intake bypass system comprising an air filter, an intercooler and a compressor; the air filter comprising a first intake pipeline, a first bypass pipeline and a first outlet pipeline; the intercooler comprising a second intake pipeline, a second bypass pipeline and a second outlet pipeline; the compressor being arranged between the first outlet pipeline and the second intake pipeline; a first control valve being arranged in the first intake pipeline, a second control valve being arranged in the first bypass pipeline, and a third control valve being arranged in the second bypass pipeline;

[0006] The control method of the vehicle intake bypass system comprises:

[0007] acquiring, in real time, an engine power of the vehicle, an intake flow rate in the first intake pipe, an intake temperature in the second intake pipe, an exhaust temperature in the second exhaust pipe, a pipe particulate content of gas in the first intake pipe, and an air particulate content outside the vehicle;

[0008] controlling a rotation angle 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 flow rate, the intake temperature, the exhaust temperature, the pipe particulate content, and the air particulate content.

[0009] Optionally, controlling a rotation angle 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 flow rate, the intake temperature, the exhaust temperature, the pipe particulate content, and the air particulate content includes:

[0010] determining whether the engine power is greater than or equal to a power threshold value;

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

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

[0013] Optionally, controlling a rotation angle 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 flow rate, the intake temperature, the exhaust temperature, the pipe particulate content, and the air particulate content further includes:

[0014] when the engine power is greater than or equal to the power threshold value, determining whether the intake flow rate is greater than or equal to an intake flow rate threshold value;

[0015] If not, controlling the first control valve to keep a current rotation angle, and controlling the rotation angles of the second control valve and the third control valve to adjust to 0°.

[0016] Optionally, controlling a rotation angle 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 flow rate, the intake temperature, the exhaust temperature, the pipe particulate content, and the air particulate content further includes:

[0017] when the intake flow rate is greater than or equal to the intake flow rate threshold value, determining whether the intake temperature is greater than or equal to an intake temperature threshold value;

[0018] If no, determining whether the exhaust gas temperature is greater than or equal to an exhaust gas temperature threshold value;

[0019] If no, determining a third target angle of the third control valve according to the engine power and the intake air temperature;

[0020] controlling the rotation angle of the third control valve to adjust to the third target angle, and controlling the first control valve and the second control valve to keep the current rotation angle.

[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, the intake air temperature, the exhaust gas temperature, the pipeline particulate content and the air particulate content, further comprises:

[0022] controlling the rotation angle of the third control valve to adjust to 0°, and controlling the first control valve and the second control valve to keep the current rotation angle, when the exhaust gas temperature is greater than or equal to the exhaust gas temperature threshold value, or when the intake air temperature is greater than or equal to the intake air temperature threshold value.

[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, the intake air temperature, the exhaust gas temperature, the pipeline particulate content and the air particulate content, further comprises:

[0024] determining whether the air particulate content is greater than or equal to an air particulate content threshold value, after controlling the rotation angle of the third control valve to adjust to 0°, and controlling the first control valve and the second control valve to keep the current rotation angle;

[0025] If no, determining whether the pipeline particulate content is greater than or equal to a pipeline particulate content threshold value;

[0026] If no, 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 content;

[0027] controlling the rotation angle of the first control valve to adjust to the first target angle, controlling the rotation angle of the second control valve to adjust to the second target angle, and controlling the third control valve to keep the current rotation angle.

[0028] Optionally, the rotation angle of the first control valve, the second control valve and the third control valve is controlled according to at least one of the engine power, the intake flow, the intake temperature, the outlet temperature, the pipeline particulate content and the air particulate content, and the method further comprises:

[0029] If the air particulate content is greater than or equal to the air particulate content threshold value, or the pipeline particulate content is greater than or equal to the pipeline particulate content threshold value, the rotation angle of the first control valve, the second control valve and the third control valve is controlled to remain unchanged.

[0030] Optionally, the rotation angle of the first control valve, the second control valve and the third control valve is controlled according to at least one of the engine power, the intake flow, the intake temperature, the outlet temperature, the pipeline particulate content and the air particulate content, and the method further comprises:

[0031] If the air particulate content is greater than or equal to the air particulate content threshold value, or the pipeline particulate content is greater than or equal to the pipeline particulate content threshold value, an alarm is given.

[0032] The second aspect of the present application provides a control device of an intake bypass system, the vehicle intake bypass system comprising an air filter, an intercooler and a compressor; the air filter comprising a first intake pipeline, a first bypass pipeline and a first outlet pipeline; the intercooler comprising a second intake pipeline, a second bypass pipeline and a second outlet pipeline; the compressor being arranged between the first outlet pipeline and the second intake pipeline; the first intake pipeline being provided with a first control valve, the first bypass pipeline being provided with a second control valve, and the second bypass pipeline being provided with a third control valve;

[0033] The control device of the vehicle intake bypass system comprises:

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

[0035] A control valve control module is configured to control the rotation angle of each control valve according to at least one of the engine power, the intake flow, the intake temperature, the outlet temperature, the pipeline particulate content and the air particulate content.

[0036] The third aspect of the present application provides an intake bypass system, which comprises:

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

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

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

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

[0041] The second air inlet pipe is in communication with an air inlet of the intercooler body, the second air outlet pipe is in communication with an air outlet of the intercooler body, and the second bypass pipe is in communication with the second air inlet pipe and the second air outlet pipe respectively; 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 air intake bypass system as described above.

[0043] Optionally, the air intake bypass system further comprises:

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

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

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

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

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

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

[0050] A first steering engine is located outside the first intake pipeline, and an output shaft of the first steering engine is coaxially connected with a valve core of the first control valve.

[0051] A second steering engine is located outside the first bypass pipeline, and an output shaft of the second steering engine is coaxially connected with a valve core of the second control valve.

[0052] A third steering engine is located outside the second bypass pipeline, and an output shaft of the third steering engine is coaxially connected with a valve core of the third control valve.

[0053] The controller is communicatively connected with a control end of the first steering engine, a control end of the second steering engine and a control end of the third steering engine respectively, and the controller is further configured to control a rotation angle of the first control valve through the first steering engine, control a rotation angle of the second control valve through the second steering engine and control a rotation angle of the third control valve through the third steering engine.

[0054] The fourth aspect of the present application provides a vehicle, which comprises a vehicle frame, an engine arranged in the vehicle frame and an intake bypass system as described above.

[0055] The technical scheme provided by the present application can monitor the running condition of the engine, the temperature, flow and particulate content of the flowing gas in the vehicle intake bypass system and the air quality outside the vehicle in real time by acquiring the engine power, the intake flow in the first intake pipeline, the intake temperature in the second intake pipeline, the exhaust temperature in the second exhaust pipeline, the pipeline particulate content of the gas in the first intake pipeline and the air particulate content outside the vehicle. Meanwhile, the controller controls the rotation angle 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 flow, the intake temperature, the exhaust temperature, the pipeline particulate content and the air particulate content, so that the vehicle intake bypass system can dynamically adjust the flow path of the air in the vehicle intake bypass system according to the engine power, the intake temperature, the exhaust temperature, the pipeline particulate content and the air particulate content, so as to ensure that the engine intake temperature is appropriate, the engine intake quality meets the standard, and the engine intake resistance is 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, 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 application, nor is it used to limit the scope of the present application. Other features of the present application will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0057] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0058] Figure 1 is a structural schematic diagram of a vehicle intake bypass system provided by the first embodiment of the present application;

[0059] Figure 2 is a flow schematic diagram of a control method of a vehicle intake bypass system provided by the second embodiment of the present application;

[0060] Figure 3 is a flow schematic diagram of a control method of a vehicle intake bypass system provided by the third embodiment of the present application;

[0061] Figure 4 is a flow schematic diagram of a control method of a vehicle intake bypass system provided by the fourth embodiment of the present application;

[0062] Figure 5is a flowchart of a control method of a vehicle intake bypass system provided by the fifth embodiment of the present application;

[0063] Figure 6 is a flowchart of another control method of a vehicle intake bypass system provided by the fifth embodiment of the present application;

[0064] Figure 7 is a structural diagram of a control device of a vehicle intake bypass system provided by the sixth embodiment of the present application. DETAILED DESCRIPTION

[0065] In order to make the personnel in the art better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by the person of ordinary skill in the art without creative labor should belong to the protection scope of the present application.

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

[0067] Embodiment One

[0068] Figure 1 is a structural diagram of a vehicle intake bypass system provided by the first embodiment of the present application, as Figure 1As shown, the vehicle intake bypass system includes: an air cleaner 1, an intercooler 2 and a compressor 3; the air cleaner 1 includes a cleaner 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 arranged between the first outlet pipe 13 and the second intake pipe 21; the first intake pipe 11 communicates with an air inlet 101 of the cleaner body 10, the first outlet pipe 13 communicates with an air outlet 102 of the cleaner body 10, and the first bypass pipe 12 communicates with the first intake pipe 11 and the first outlet pipe 13 respectively; the first intake pipe 11 is provided with a first control valve 41, and the first bypass pipe 12 is provided with a second control valve 42; the second intake pipe 21 communicates with an air inlet 201 of the intercooler body 20, the second outlet pipe 23 communicates with an air outlet 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; the second bypass pipe 22 is provided with a third control valve 43.

[0069] The air cleaner 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 impurity wear. For example, the cleaner body 10 of the air cleaner 1 can include a filter screen, the air enters the cleaner body 10 through the air inlet 101 of the first intake pipe 11, the filter screen of the cleaner body 10 can filter the air, and the clean air filtered by the filter screen can be delivered to the compressor 3 through the first outlet pipe 13. The compressor 3 is used to pressurize the air, so as to increase the air pressure entering the engine, so as to improve the combustion efficiency and power output of the engine. For example, the compressor 3 can include a turbocharger, the compressor 3 can compress the air filtered by the air cleaner 1, and the air with increased pressure enters the intercooler 2 through the second intake pipe 21. The intercooler 2 is used to reduce the temperature of the compressed air, so as to improve the air intake density of the engine, thereby improving the combustion efficiency of the engine and reducing the risk of knocking. For example, the intercooler body 20 of the intercooler 2 can include a plurality of heat dissipation pipes, the high-temperature and high-pressure air compressed by the compressor 3 can enter the heat dissipation pipes through the air inlet 201 of the intercooler body 20, and the high-temperature and high-pressure air flows in the heat dissipation pipes while the heat of the air is conducted to the pipe wall. The air cooled by the intercooler 2 can be delivered to the engine intake manifold through the air outlet 202 of the intercooler body 20, and finally enters the engine combustion chamber to participate in combustion.

[0070] In addition, with reference to the foregoing description Figure 1The air filter 1 further comprises a first bypass pipeline 12, which is in communication with the first air inlet pipeline 11 and the first air outlet pipeline 13 respectively, and the first control valve 41 is arranged in the first air inlet pipeline 11, and the second control valve 42 is arranged in the first bypass pipeline 12. The intercooler 2 further comprises a second bypass pipeline 22, which is in communication with the second air inlet pipeline 21 and the second air outlet pipeline 23 respectively. For example, the second bypass pipeline 22 can be arranged in the intercooler body 20 and between the groups of heat dissipation pipelines in the intercooler body 20, 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 air inlet 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 air intake bypass system can be dynamically optimized according to different working conditions of the engine, environmental temperature, air quality and other factors, thereby improving the flexibility of the vehicle air intake bypass system and its adaptability in different environments, and further improving the combustion efficiency of the engine.

[0071] Optionally, the vehicle air intake bypass system can further comprise a controller, which is configured to execute the control method of the vehicle air intake bypass system provided by the embodiment of the present application. The control method of the vehicle air intake bypass system can comprise the following steps: acquiring the engine power of the vehicle, the air flow in the first air inlet pipeline 11, the air temperature in the second air inlet pipeline 21, the air temperature in the second air outlet pipeline 23, the pipeline particulate matter content of the gas in the first air inlet pipeline 11 and the air particulate matter content outside the vehicle in real time; 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 air flow, the air temperature, the air temperature, the pipeline particulate matter content and the air particulate matter content.

[0072] Optionally, continuing to refer to Figure 1The vehicle intake bypass system further comprises 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 arranged in the first intake pipeline 11 and is configured to detect the intake flow in the first intake pipeline 11. The particulate matter sensor 52 is arranged in the first intake pipeline 11 and is configured to detect the pipeline particulate matter content of the gas in the first intake pipeline 11. The first temperature sensor 53 is arranged in the second intake pipeline 21 and is configured to detect the intake temperature in the second intake pipeline 21. The second temperature sensor 54 is arranged in the second exhaust pipeline 23 and is configured to detect the exhaust temperature in the second exhaust pipeline 23. The controller is communicatively connected with the flow sensor 51, the particulate matter sensor 52, the first temperature sensor 53, and the second temperature sensor 54. The controller is configured to acquire the intake flow in the first intake pipeline 11 detected by the flow sensor 51, the intake temperature in the second intake pipeline 21 detected by the first temperature sensor 53, the exhaust 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 in real time.

[0073] The flow sensor 51 is configured to detect the intake flow in the first intake pipeline 11. The controller is communicatively connected with the flow sensor 51, so that the controller can monitor the intake flow in the first intake pipeline 11 in real time, thereby enabling the controller to dynamically optimize the flow path of air in the vehicle intake bypass system according to the intake flow. The particulate matter sensor 52 is configured to detect the pipeline particulate matter content of the gas in the first intake pipeline 11. The particulate matter sensor 52 can be, for example, a charge induction particulate matter sensor or a light scattering particulate matter sensor. The controller is communicatively connected with 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 flow path of air 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 configured to detect the intake temperature in the second intake pipeline 21 and the exhaust temperature in the second exhaust pipeline 23. The controller is communicatively connected with the first temperature sensor 53 and the second temperature sensor 54, so that the controller can monitor the intake temperature in the second intake pipeline 21 and the exhaust temperature in the second exhaust pipeline 23 in real time, thereby enabling the controller to dynamically optimize the flow path of air in the vehicle intake bypass system according to the ambient temperature.

[0075] The controller is connected with the flow sensor 51, the particulate matter sensor 52, the first temperature sensor 53 and the second temperature sensor 54 respectively to dynamically optimize the flow path of air in the vehicle intake bypass system according to the intake flow, the ambient temperature and the air quality, 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.

[0076] Optionally, with reference to Figure 1 The vehicle intake bypass system further comprises a first steering engine 61, a second steering engine 62 and a third steering engine 63. The first steering engine 61 is located outside the first intake pipeline 11, and the output shaft of the first steering engine 61 is coaxially connected with the valve core of the first control valve 41. The second steering engine 62 is located outside the first bypass pipeline 12, and the output shaft of the second steering engine 62 is coaxially connected with the valve core of the second control valve 42. The third steering engine 63 is located outside the second bypass pipeline 22, and the output shaft of the third steering engine 63 is coaxially connected with the valve core of the third control valve 43. The controller is connected with the control end of the first steering engine 61, the control end of the second steering engine 62 and the control end of the third steering engine 63 respectively, and is further used for controlling the rotation angle of the first control valve 41 through the first steering engine 61, controlling the rotation angle of the second control valve 42 through the second steering engine 62 and controlling the rotation angle of the third control valve 43 through the third steering engine 63.

[0077] The output shaft of the first steering engine 61 is coaxially connected with the valve core of the first control valve 41, the output shaft of the second steering engine 62 is coaxially connected with the valve core of the second control valve 42, and the output shaft of the third steering engine 63 is coaxially connected with the valve core of the third control valve 43, so that the first steering engine 61, the second steering engine 62 and the third steering engine 63 can accurately adjust the position or angle of the output shaft according to the control signal output by the controller, thereby realizing the adjustment of the rotation angle of the first control valve 41, the second control valve 42 and the third control valve 43. Specifically, the controller is connected with the control end of the first steering engine 61, the control end of the second steering engine 62 and the control end of the third steering engine 63 respectively, so that the controller can send a pulse width modulation (PWM) signal to the first steering engine 61, the second steering engine 62 and the third steering engine 63 respectively. The duty ratio of the PWM signal determines the rotation angle of the steering engine. For example, the rotation angle can be 0°, 45° and 90°, etc. The driving motor in the first steering engine 61, the second steering engine 62 and the third steering engine 63 can adjust the position of the output shaft, so that the output shaft of the first steering engine 61, the second steering engine 62 and the third steering engine 63 can be adjusted to the target rotation angle, thereby realizing the adjustment of the rotation angle 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 pipeline 11, the second control valve 42 is arranged in the first bypass pipeline 12, and the third control valve 43 is arranged in the second bypass pipeline 22, so that 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 pipeline 11, the first bypass pipeline 12 and the second bypass pipeline 22 can be accurately controlled. For example, when the rotation angle of the second control valve 42 is 0°, the first bypass pipeline 12 is in a closed state, and air enters the air filter completely through the first intake 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 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, and at this time the amount of air entering the air filter through the first intake 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, the flow path of air in the vehicle intake bypass system can be dynamically optimized according to different working conditions of the engine, environmental temperature, air quality and other factors, 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.

[0079] It can be understood that the controller in the vehicle intake bypass system can execute the control method of the vehicle intake bypass system provided by the embodiments of the present application, and has the corresponding function modules and beneficial effects of the execution method. Technical details not described in detail in the embodiments can be referred to the control method of the vehicle intake bypass system described in the embodiments below.

[0080] Embodiment two

[0081] Figure 2 is a flowchart of a control method of a vehicle intake bypass system provided by the second embodiment of the present application. The embodiment can be used to control the vehicle intake bypass system of the above-mentioned embodiments. The method can be executed by a control device of the vehicle intake bypass system, which can be realized by software and / or hardware, and generally can be integrated in the controller of the vehicle intake bypass system. Correspondingly, as shown in Figure 2 , the control method of the vehicle intake bypass system can include:

[0082] S101, real-time acquisition of engine power of the vehicle, intake flow in the first intake pipeline, intake temperature in the second intake pipeline, exhaust temperature in the second exhaust pipeline, pipeline particulate matter content of gas in the first intake pipeline and air particulate matter content outside the vehicle.

[0083] Specifically, the controller of the vehicle intake bypass system can interact with the vehicle control unit (VCU) through the vehicle communication network to obtain the engine power of the vehicle in real time; the controller is also in communication connection with the flow sensor arranged in the first intake pipe to obtain the intake flow in the first intake pipe in real time; the controller is also in communication connection with the first temperature sensor arranged in the second intake pipe to obtain the intake temperature in the second intake pipe in real time; the controller is also in communication connection with the second temperature sensor arranged in the second exhaust pipe to obtain the exhaust temperature in the second exhaust pipe in real time; the controller is also in communication connection with the particulate matter sensor arranged in the first intake pipe to obtain the particulate matter content of the gas in the first intake pipe in real time; and the controller can also obtain the image of the external air of the vehicle collected by the visual sensor of the vehicle, and the visual sensor can be a vehicle camera or the like, so that the controller can determine the particulate matter content of the external air of the vehicle through computer vision algorithm.

[0084] By obtaining the engine power, intake flow, intake temperature, exhaust temperature, particulate matter content in the pipeline and particulate matter content in the air in real time, the controller can monitor the running condition of the engine, the temperature, flow and particulate matter content of the gas flowing in the vehicle intake bypass system and the quality of the external air of the vehicle in real time, thereby providing data support for subsequent dynamic adjustment of the rotation angle of the first control valve, the second control valve and the third control valve, so that the vehicle intake bypass system can accurately match the running requirements of the engine, 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.

[0085] S102、According to at least one of the engine power, intake flow, intake temperature, exhaust temperature, particulate matter content in the pipeline and particulate matter content in the air, the rotation angle of the first control valve, the second control valve and the third control valve is controlled.

[0086] Specifically, the controller acquires 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 in real time, so that the controller can control the rotation angle 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, thereby being able to dynamically optimize the flow path of air in the vehicle intake bypass system according to different working conditions of the engine, environmental temperature and air quality and other factors. For example, when the controller acquires a low engine power in real time, the controller can control the rotation angle of the first control valve to decrease, thereby being able to reduce the intake air amount of the air cleaner and further reduce the intake air amount of the engine combustion chamber, so that the engine can realize complete combustion, thereby reducing the NOx emission amount. When the controller acquires a high engine power in real time, in order to reduce the intake resistance of the engine and improve the combustion efficiency, the controller can control the rotation angle of the second control valve or the third control valve to increase by comprehensively considering the intake air temperature, the outlet air temperature, the pipeline particulate matter content and the air particulate matter content, 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 resistance of the engine and improving the combustion efficiency of the engine. When the controller acquires a low intake air temperature and a low outlet air temperature in real time, 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 realizing the reduction of the intake resistance of the engine while ensuring that the air temperature entering the engine is appropriate. When the controller acquires a low pipeline particulate matter content and a low air particulate matter content in real time, the controller can control the rotation angle of the second control valve to increase, so that the first bypass pipeline of the air cleaner is opened, thereby realizing the reduction of the intake resistance of the engine while ensuring that the air entering the engine is clean.

[0087] In this way, the flow path of air in the vehicle intake bypass system is dynamically adjusted according to the engine power, the intake air temperature, the outlet air temperature, the pipeline particulate matter content and the air particulate matter content and other factors, so as to ensure that the intake air temperature is appropriate, the intake air quality meets the standard, and the intake resistance is 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, optimizing the emission performance and fuel economy of the vehicle.

[0088] In this embodiment, the engine power, the intake flow in the first intake pipeline, the intake temperature in the second intake pipeline, the exhaust temperature in the second exhaust pipeline, the pipeline particulate content of the gas in the first intake pipeline, and the air particulate content outside the vehicle are acquired in real time, so that the running condition of the engine, the temperature, flow and particulate 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, the rotation angle of the first control valve, the second control valve and the third control valve is controlled by the controller according to at least one of the engine power, the intake flow, the intake temperature, the exhaust temperature, the pipeline particulate content and the air particulate content, so that the vehicle intake bypass system can dynamically adjust the flow path of the air in the vehicle intake bypass system according to the engine power, the intake temperature, the exhaust temperature, the pipeline particulate content and the air particulate content, so as to ensure that the engine intake temperature is appropriate, the engine intake quality meets the standard, and the engine intake resistance is 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, optimizing the emission performance and fuel economy of the vehicle.

[0089] Embodiment three

[0090] Figure 3 is a flowchart of a control method of a vehicle intake bypass system provided by Embodiment Three of the present application. Based on the above-mentioned embodiments, the method of controlling the rotation angle of the first control valve, the second control valve and the third control valve according to the engine power is described in detail. As shown in Figure 3 , the control method of the vehicle intake bypass system of this embodiment can include:

[0091] S201, acquiring the engine power, the intake flow in the first intake pipeline, the intake temperature in the second intake pipeline, the exhaust temperature in the second exhaust pipeline, the pipeline particulate content of the gas in the first intake pipeline, and the air particulate content outside the vehicle in real time.

[0092] S202, determining whether the engine power is greater than or equal to the power threshold. If not, S203 and S204 are executed in turn.

[0093] Specifically, the controller can compare the engine power of the vehicle with the power threshold value after obtaining the engine power of the vehicle in real time through the vehicle controller. When the engine power is less than the power threshold value, it indicates that the vehicle is in a light load working condition such as low-speed cruising at this time, and the demand of the vehicle for air flow is low at this time. If the engine intake amount is too large, it may lead to insufficient combustion, increase carbon deposition and pollutant emission. Therefore, the controller needs to adjust the opening of the first control valve to reduce the intake amount of the air cleaner, further reduce the air amount entering the engine combustion chamber, so as to ensure full combustion of fuel, improve combustion efficiency and reduce NOx emission.

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

[0095] The controller can determine the first target angle of the first control valve according to the engine power through a calibration data lookup table. Specifically, the controller internally stores a control parameter mapping table containing the mapping relationship between the engine power and the first target angle. The table can be obtained based on a large amount of test data and calibration experiments, so as to ensure that the engine intake amount is optimized under different engine working conditions. For example, the smaller the engine power of the vehicle, the lower the demand of the engine for the intake amount, and therefore the smaller the first target angle. Conversely, the larger the engine power, the larger the first target angle, so as to meet the higher intake demand of the engine. 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 amount according to the engine demand to ensure full combustion of the engine.

[0096] S204, adjusting the rotation angle of the first control valve to the first target angle, and adjusting the rotation angles of the second control valve and the third control valve 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 adjust to the first target angle, so as to reduce the air amount entering the engine combustion chamber, make the fuel-air mixing ratio more accurate, and thus ensure full combustion of fuel. At the same time, when the engine power is less than the power threshold value, the demand of the vehicle for air flow is low, and therefore the first bypass pipeline and the second bypass pipeline do not need to be opened. The controller can control the rotation angles of the second control valve and the third control valve to adjust to 0°, so as to reduce the loss of invalid intake and improve the efficiency of the vehicle intake bypass system.

[0098] In addition, after the rotation angle adjustment of the first control valve, the second control valve and the third control valve is completed, 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 the rotation angle of the first control valve, the second control valve and the third control valve needs to be further adjusted, so as to ensure that the engine intake amount always meets the demand of the current operating condition of the engine, thereby improving the flexibility of the vehicle intake bypass system and its adaptability in different environments.

[0099] In the embodiment, whether the engine power is greater than or equal to the power threshold is judged, so that when the engine power is less than the power threshold, the opening of the first control valve can be reduced to reduce the intake amount of the air cleaner, and the air amount entering the combustion chamber of the engine is further reduced, so that sufficient fuel combustion can be ensured, the combustion efficiency is improved, and the NOx emission is reduced. 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 amount according to the engine demand to ensure sufficient engine combustion. In addition, by controlling the rotation angle adjustment of the first control valve to the first target angle and controlling the rotation angle adjustment of the second control valve and the third control valve to 0°, the invalid intake loss can be reduced while ensuring sufficient fuel combustion, and the efficiency of the vehicle intake bypass system is improved.

[0100] Embodiment Four

[0101] Figure 4 is a flowchart of a control method of a vehicle intake bypass system provided by Embodiment Four of the present application. Based on the above-mentioned embodiments, the method of controlling the rotation angles of the first control valve, the second control valve and the third control valve according to the engine power, the intake flow, the intake temperature and the outlet temperature is described in detail. Correspondingly, as shown in Figure 4 , the control method of the vehicle intake bypass system of the present embodiment can include:

[0102] S301, the engine power of the vehicle, the intake flow 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 are acquired in real time.

[0103] S302, whether the engine power is greater than or equal to the power threshold is judged. If not, S303 and S304 are executed in sequence; if yes, S305 is executed.

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

[0105] S304, control the rotation angle adjustment of the first control valve to a first target angle, and control the rotation angle adjustment of the second control valve and the third control valve to 0°.

[0106] S305, judge whether the intake air flow is greater than or equal to an intake air flow threshold value, if not, execute S306, and if yes, execute S307.

[0107] Specifically, the controller can compare the engine power of the vehicle with the power threshold value after obtaining the engine power of the vehicle in real time through the vehicle controller. When the engine power is greater than or equal to the power threshold value, it indicates that the vehicle is in a high-load working condition such as acceleration or climbing at this time, and the demand of the vehicle for air flow is high at this time. If the engine intake resistance is high, 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 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 in the first intake pipeline in real time through the flow sensor, judges whether the intake air flow is greater than or equal to the intake air flow threshold value, and when the intake air flow is less than the intake air flow threshold value, it indicates that the current air flow resistance in the first intake pipeline is relatively small, which can meet the current demand of the engine. At this time, opening the bypass pipeline may affect the stability of the main pipeline, leading to uneven air flow and affecting the engine combustion efficiency. When the intake air flow is greater than or equal to the intake air flow threshold value, it indicates that the current air flow resistance in the first intake pipeline is relatively large, and the bypass pipeline needs to be opened at this time to reduce the engine intake resistance and improve the combustion efficiency. Therefore, by judging whether the intake air flow is greater than or equal to the intake air flow threshold value, the vehicle intake bypass system can dynamically adjust the air flow path in the vehicle intake bypass system according to the intake air flow, thereby improving the engine combustion efficiency.

[0109] S306, control the first control valve to keep the current rotation angle, and control the rotation angle adjustment of the second control valve and the third control valve to 0°.

[0110] Specifically, when the controller determines that the intake air flow is less than the intake air flow threshold value according to the real-time obtained intake air flow, the controller can control the first control valve to keep 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 is small, thereby ensuring that the air in the vehicle intake bypass system can be orderly transmitted through the first intake pipeline and the second intake pipeline. Closing the first bypass pipeline and the second bypass pipeline avoids unnecessary intake loss caused by opening the first bypass pipeline and the second bypass pipeline, ensures the stability of 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 value, and if not, execute S308.

[0112] Specifically, when the controller determines that the intake air flow is greater than or equal to the intake air flow threshold value according to the real-time obtained intake air flow, the bypass pipeline needs to be opened to reduce the engine intake resistance 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 value. 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, and the temperature of the air entering the engine will increase, so when the controller determines that the intake air temperature is less than the intake air temperature threshold value, the controller will adjust the rotation angle of the third control valve, so as to realize reducing the engine intake resistance while ensuring the temperature of the air entering the engine is appropriate, so as to optimize the combustion efficiency, improve the power output, and improve the stability and reliability of the vehicle intake bypass system.

[0113] S308, determine whether the exhaust temperature is greater than or equal to the exhaust temperature threshold value, and if not, execute S309 and S3010 in turn.

[0114] Specifically, when the controller determines that the intake air temperature is less than the intake air temperature threshold value, the controller needs to further obtain the exhaust temperature in the second exhaust pipeline in real time through the second temperature sensor, and determine whether the exhaust temperature is greater than or equal to the exhaust temperature threshold value. When the controller determines that the intake air temperature is less than the intake air temperature threshold value, and the exhaust temperature is also less than the exhaust temperature threshold value, the rotation angle of the third control valve is adjusted, so that the controller can more accurately control the temperature of the air entering the engine, avoid the engine intake temperature being too high caused by the opening of the second bypass pipeline, ensure the engine combustion is sufficient, reduce the engine thermal load, and improve 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 less than the intake air temperature threshold value and the exhaust air temperature is also less than the exhaust air temperature threshold value, the controller can determine the third target angle of the third control valve according to the engine power and the intake air temperature. The controller can determine the third target angle of the third control valve according to the engine power and the intake air temperature by means of a calibration data lookup table. 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 amount of test data and calibration experiments, so as to ensure that the opening degree of the second bypass pipeline is optimized under different engine operating conditions and different intake air temperatures. For example, when the engine power is large and the intake air temperature is low, the third target angle is large, so as to reduce the intake air resistance as much as possible and improve the intake air 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, so 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 much, it may cause the air temperature entering the engine to further rise, thereby affecting the combustion efficiency, and the engine has a low demand for air flow, so the air flow in the second bypass pipeline needs to be reduced.

[0117] S3010, adjust the rotation angle of the third control valve to the third target angle, and control the first control valve and the second control valve to maintain the current rotation angle.

[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 adjust to the third target angle, so as to reduce the intake air resistance of the engine while ensuring that the air temperature entering the engine is appropriate, thereby optimizing the combustion efficiency, improving the power output, and improving the flexibility and adaptability of the vehicle intake bypass system under different environments. At the same time, the controller can control the first control valve and the second control valve to maintain the current rotation angle, so as 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 impurity wear, and ensuring the safety and stability of the vehicle intake bypass system.

[0119] In addition, after the rotation angle adjustment of the first control valve, the second control valve and the third control valve is completed, the controller continues to monitor the engine power of the vehicle and compares the current engine power with the power threshold value in real time to determine whether the rotation angle of the first control valve, the second control valve and the third control valve needs to be further adjusted, thereby ensuring that the engine intake amount always meets the current operating condition demand of the engine, thereby improving the flexibility and adaptability of the vehicle intake bypass system under different environments.

[0120] In the embodiment, when the controller determines that the engine power is greater than or equal to the power threshold value and the intake air flow is greater than or equal to the intake air flow threshold value, it indicates that the current air flow resistance in the first intake air pipeline is relatively large, and at this time, the demand of the vehicle for air flow is high, and the bypass pipeline needs to be opened to reduce the engine intake air resistance and improve the combustion efficiency. The controller can determine the third target angle of the third control valve according to the engine power and the intake air temperature, further control the rotation angle of the third control valve to adjust to the third target angle, so as to realize the reduction of the engine intake air resistance while ensuring that the air temperature entering the engine is appropriate, so as to optimize the combustion efficiency, improve the power output, and improve the flexibility of the vehicle intake bypass system and its adaptability in different environments.

[0121] Embodiment five

[0122] Figure 5 is a flowchart of a control method of a vehicle intake bypass system provided by the embodiment five of the present application. Based on the above-mentioned embodiments, 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 exhaust air temperature, the pipeline particulate matter content and the air particulate matter content is described in detail. Correspondingly, as shown in Figure 5 , the control method of the vehicle intake bypass system of the embodiment can include:

[0123] S401, real-time acquisition of the engine power of the vehicle, the intake air flow in the first intake air pipeline, the intake air temperature in the second intake air pipeline, the exhaust air temperature in the second exhaust air pipeline, the pipeline particulate matter content of the gas in the first intake air pipeline and the air particulate matter content outside the vehicle.

[0124] S402, determining whether the engine power is greater than or equal to the power threshold value. If not, S403 and S404 are executed in turn; if yes, S405 is executed.

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

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

[0127] S405, determining whether the intake air flow is greater than or equal to the intake air flow threshold value, if not, S406 is executed; if yes, S407 is executed.

[0128] S406, control the first control valve to keep the current rotation angle, and control the rotation angle of the second control valve and the third control valve to adjust to 0°.

[0129] S407, judge whether the intake air temperature is greater than or equal to the intake air temperature threshold value, if not, execute S408; if yes, execute S4011 and S4012 in turn.

[0130] S408, judge whether the outlet air temperature is greater than or equal to the outlet air temperature threshold value, if not, execute S409 and S4010 in turn; if yes, execute S4011 and S4012 in turn.

[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 adjust to the third target angle, and control the first control valve and the second control valve to keep the current rotation angle.

[0133] S4011, control the rotation angle of the third control valve to adjust to 0°, and control the first control valve and the second control valve to keep the current rotation angle.

[0134] Specifically, when the controller judges that the outlet air temperature is greater than or equal to the outlet air temperature threshold value, or the controller judges that the intake air temperature is greater than or equal to the intake air temperature threshold value, it means that the current air temperature is high, and if the second bypass pipeline continues to be opened, it may cause the air temperature entering the engine to further rise, thereby affecting the combustion efficiency of the engine. Therefore, the controller needs to control the rotation angle of the third control valve to adjust 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 keep the current rotation angle, so that the controller can subsequently adjust the rotation angle of the first control valve and the second control valve, and appropriately open the first bypass pipeline to realize reducing the intake air resistance while ensuring that the intake air temperature is not too high, thereby ensuring that the optimal air flow path is realized without affecting the engine combustion performance.

[0135] S4012, judge whether the air particulate matter content is greater than or equal to the air particulate matter content threshold value, if not, execute S4013; if yes, execute S4016 and S4017 in turn.

[0136] Specifically, before the controller adjusts the rotation angle of the second control valve, the controller first determines the air particulate matter content outside the vehicle by acquiring the image of the external air of the vehicle collected by the visual sensor of the vehicle in real time, and determines whether the air particulate matter content is greater than or equal to the air particulate matter content threshold. When the air particulate matter content is less than the air particulate matter content threshold, it indicates that the external air quality is good, and the dust and particulate matter in the air is less. At this time, the first bypass pipeline can be appropriately opened to reduce the air intake resistance caused by the air filter, thereby improving the air intake efficiency and further improving the combustion efficiency and power output of the engine. It can be understood that opening the second control valve will make part of the air bypass the air filter and directly enter the air compressor. When the external air quality is poor, the dust, particulate matter and other impurities in the air may directly enter the air compressor and combustion chamber without being filtered by the filter, thereby affecting the normal operation of the engine. Therefore, when the controller determines that the air particulate matter content is less than the air particulate matter content threshold, the controller adjusts the rotation angle of the first control valve and the second control valve, thereby ensuring the air quality of the engine while reducing the air intake resistance of the engine and improving the combustion efficiency of the engine.

[0137] S4013, determine whether the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold, if not, sequentially execute S4014 and S4015; if yes, sequentially execute S4016 and S4017.

[0138] Specifically, when the controller determines that the air particulate matter content is less than the air particulate matter content threshold, the controller needs to further acquire the pipeline particulate matter content of the gas in the first intake pipeline in real time through the particulate matter sensor, and determine 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, the first bypass passage should not be opened, otherwise the dust in the first intake pipeline may be increased, thereby affecting the air quality of the engine. Therefore, when the controller determines that the air particulate matter content is less than the air particulate matter content threshold, and determines that the pipeline particulate matter content is also less than the pipeline particulate matter content threshold, the rotation angle of the first control valve and the second control valve is adjusted, so that the controller can more accurately control the air quality entering the engine, thereby avoiding the influence of particulate matter on the normal operation of the engine, and improving the combustion efficiency and prolonging the service life of the engine.

[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 determines that 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. 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 through a calibration data table lookup method. Specifically, the controller internally stores a control parameter mapping table containing 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 amount of test data and calibration experiments to ensure that the opening degree of the first bypass pipeline is optimized under different engine operating conditions and different pipeline particulate matter contents. For example, 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 too much air passing through the air filter, so as to increase the first bypass pipeline flux when the air quality is good, thereby reducing the engine intake resistance; when the engine efficiency is small 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, thereby ensuring that the air is sufficiently filtered when the air quality is poor and the engine air flow demand is low, thereby improving the engine intake quality, improving the combustion efficiency and the engine life.

[0141] S4015, adjust the rotation angle of the first control valve to the first target angle, adjust the rotation angle of the second control valve 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 adjust to the first target angle, control the rotation angle of the second control valve to adjust to the second target angle, thereby realizing the reduction of engine intake resistance, improvement of engine combustion efficiency while ensuring engine intake quality, and improving 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, improve the intake density of the engine, thereby improving the combustion efficiency of the engine and reducing the risk of knocking.

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

[0144] 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 the rotation angles of the first control valve, the second control valve and the third control valve need to be further adjusted, thereby ensuring that the engine intake amount always meets the current operating condition requirements of the engine, thereby 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 keep the current rotation angle.

[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 means that the external air quality is poor at this time, and there is 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 be cleaned, the air filter needs to be replaced or the sealing of the first intake pipeline needs to be checked to prevent particulate matter from entering the engine, causing carbon deposition in the combustion chamber, cylinder wear or engine efficiency. It can be understood that when the engine intake quality is poor, blindly adjusting the control valve may exacerbate the air filter blockage or cause the engine to run abnormally, therefore, the controller controls the first control valve, the second control valve and the third control valve to keep the current rotation angle, to reduce the risk of damage to the engine and provide a buffer for subsequent maintenance of the vehicle intake bypass system.

[0147] S4017, alarm.

[0148] Specifically, when the controller determines that the air particulate matter content is greater than or equal to the air particulate matter content threshold value, or when the controller determines that the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold value, it indicates that the external air quality is poor at this time, and there are more dust and particulate matters in the air, and / or the gas quality in the first intake pipeline is poor at this time, and timely alarm reminding is needed to remind the driver or maintenance personnel to take measures to avoid engine damage. For example, the controller can be in communication connection with 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, the controller can send alarm information to the alarm device. The alarm device can provide early warning to the driver or maintenance personnel in time through sound alarm, visual warning or remote feedback, thereby improving the accuracy, intuitiveness and timeliness of the vehicle intake bypass system warning, ensuring that the driver or maintenance personnel can respond quickly and check and maintain the vehicle intake bypass system, preventing potential faults from further expanding, thereby ensuring the stable operation of the vehicle intake bypass system and improving the driving safety.

[0149] In the embodiment, when the controller determines that the air temperature is greater than or equal to the air temperature threshold value, or when the controller determines that the intake temperature is greater than or equal to the intake temperature threshold value, it indicates that the current air temperature is high, and 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 is not too high. The controller determines whether the air particulate matter content is greater than or equal to the air particulate matter content threshold value and whether the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold value, so that 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 value and the pipeline particulate matter content is also less than the pipeline particulate matter content threshold value, 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, further control the rotation angle of the first control valve to adjust to the first target angle, thereby ensuring the engine intake quality while reducing the engine intake resistance, improving the engine combustion efficiency, and improving 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 value, or the pipeline particulate matter content is greater than or equal to the pipeline particulate matter content threshold value, the controller can control the first control valve, the second control valve and the third control valve to keep the current rotation angle, and can alarm to prevent particulate matter from entering the engine and to timely remind the driver or maintenance personnel to take measures, thereby reducing the risk of engine damage, ensuring the stable operation of the vehicle intake bypass system and improving the driving safety.

[0150] It can also be understood that, Figure 6This is a flowchart illustrating another control method for a vehicle intake bypass system provided in Embodiment 5 of the present invention, as shown below. Figure 6 As 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 is greater than the intake air flow threshold, it indicates that the engine has a greater demand for intake air. In order to reduce intake resistance and improve combustion efficiency, the vehicle intake bypass system needs to optimize the airflow path in the vehicle intake bypass system. In this case, the controller prioritizes opening the second bypass line of the intercooler, that is, the controller prioritizes adjusting the rotation angle of the third control valve. Only when both the intake and exhaust air temperatures are low will the controller appropriately adjust the rotation angle of the third control valve, thereby reducing the engine's intake resistance while ensuring that the air temperature entering the engine is suitable. Opening the second bypass line of the intercooler will slightly increase the engine intake air temperature, but as long as the intake air temperature is kept within the allowable range, it can effectively reduce intake resistance, improve engine combustion efficiency, and thus increase engine power output. Opening the first bypass line of the air filter allows some air to enter the vehicle engine directly without being filtered. If the particulate matter content in the air is high, dust and impurities may enter the engine, accelerating component wear and affecting engine reliability. Therefore, the controller only activates the first bypass line when both intake and exhaust temperatures are high, and the particulate matter content in both the air and the line is low. In other words, when the external air quality and the gas quality in the first intake line are good, the controller can adjust the rotation angles of the first and second control valves, thereby ensuring engine intake air quality while reducing engine intake resistance and improving engine combustion efficiency. Furthermore, while the first bypass line is open, the controller still needs to monitor the particulate matter content in both the air and the line in real time. If the particulate matter content exceeds the standard, the vehicle's intake bypass system needs to be cleaned or repaired to prevent particulate matter and other impurities from entering the compressor and combustion chamber, affecting the normal operation of the engine. The vehicle intake bypass system prioritizes opening the second bypass line of the intercooler, followed by opening the first bypass line of the air filter. This allows the system to dynamically adjust the airflow path based on factors such as engine power, intake air temperature, exhaust air temperature, particulate matter content in the lines, and air particulate matter content. This ensures suitable engine intake air temperature and meets intake air quality standards, while reducing engine intake resistance. Consequently, the system's flexibility and adaptability to different environments are enhanced, further improving engine combustion efficiency and optimizing vehicle emissions performance and fuel economy.

[0151] Example 6

[0152] Figure 7 is a structural schematic diagram of a control device of a vehicle intake bypass system according to an embodiment of the present application. The device can implement the control method of the vehicle intake bypass system according to the embodiment of the present application, and can be implemented in software and / or hardware, and can be generally integrated in a controller of the vehicle intake bypass system. As shown in the figure, the device comprises an information acquisition module 501 and a control valve control module 502. The specific structure of the device is as follows: Figure 7

[0153] The information acquisition module 501 is configured to acquire 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 exhaust temperature in the second exhaust pipeline, the pipeline particulate matter content of the gas in the first intake pipeline, and the air particulate matter content 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 flow rate, the intake temperature, the exhaust temperature, the pipeline particulate matter content, and the air particulate matter content.

[0155] In an optional embodiment of the present application, the control valve control module 502 can be further configured to: determine whether the engine power is greater than or equal to a power threshold value; 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 adjust to the first target angle, and control the rotation angles of the second control valve and the third control valve to adjust to 0°.

[0156] In an optional embodiment of the present application, the control valve control module 502 can be further configured to: when the engine power is greater than or equal to the power threshold value, determine whether the intake flow rate is greater than or equal to an intake flow rate threshold value; 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 adjust to 0°.

[0157] In an optional embodiment of the present application, the control valve control module 502 can be further configured to: when the intake flow rate is greater than or equal to the intake flow rate threshold value, determine whether the intake temperature is greater than or equal to an intake temperature threshold value; if not, determine whether the exhaust temperature is greater than or equal to an exhaust temperature threshold value; if not, determine a third target angle of the third control valve according to the engine power and the intake temperature; control the rotation angle of the third control valve to adjust to the third target angle, and control the first control valve and the second control valve to maintain the current rotation angle.

[0158] ​In an optional embodiment of the present application, the control valve control module 502 can be further configured to: control the third control valve to adjust the rotation angle to 0°, and control the first control valve and the second control valve to maintain the current rotation angle, when the exhaust gas temperature is greater than or equal to the exhaust gas temperature threshold, or when the intake gas temperature is greater than or equal to the intake gas temperature threshold.

[0159] In an optional embodiment of the present application, the control valve control module 502 can be further configured to: after controlling the third control valve to adjust the rotation angle to 0°, and controlling the first control valve and the second control valve to maintain the current rotation angle, determine whether the air particulate matter content is greater than or equal to the air particulate matter content threshold; if not, 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 first control valve to adjust the rotation angle to the first target angle, control the second control valve to adjust the rotation angle to the second target angle, and control the third control valve to maintain the current rotation angle.

[0160] In an optional embodiment of the present application, the control valve control module 502 can be further 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 the current rotation angle.

[0161] In an optional embodiment of the present application, the control valve control module 502 can be further 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, perform an alarm prompt.

[0162] The control device of the vehicle intake bypass system described above can perform the control method of the vehicle intake bypass system provided by any embodiment of the present application, and has the corresponding functional modules and beneficial effects of the execution method. Technical details not described in detail in the present embodiment can be referred to the control method based on the vehicle intake bypass system provided by any embodiment of the present application.

[0163] Since the control device of the vehicle intake bypass system described above is a device that can perform the control method of the vehicle intake bypass system in the embodiments of the present application, based on the control method of the vehicle intake bypass system described in the embodiments of the present application, those skilled in the art can understand the specific implementation of the control device of the vehicle intake bypass system in the embodiments of the present application and its various forms of variations, so here the control device of the vehicle intake bypass system how to implement the control method of the vehicle intake bypass system in the embodiments of the present application will not be described in detail. As long as the device used to implement the control method of the vehicle intake bypass system in the embodiments of the present application is implemented by those skilled in the art, it belongs to the scope of protection of the present application.

[0164] Embodiment Seven

[0165] Based on the same inventive concept, the embodiments of the present application also provide a vehicle, a vehicle frame, an engine arranged in the vehicle frame, and the vehicle intake bypass system of the above embodiments.

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

[0167] It should be understood that various forms of flow shown above can be reordered, added or deleted steps. For example, each step described in the present application can be executed in parallel, sequentially or in different order, as long as the desired results of the technical solutions disclosed in the present application can be achieved, which is not limited herein.

[0168] The above specific embodiments do not constitute a limitation on the scope of protection of the present application. 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 modification, equivalent replacement and improvement within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A control method of a vehicle intake bypass system, characterized by, The vehicle intake bypass system comprises an air cleaner, a intercooler and a compressor; the air cleaner 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 comprises: Real-time acquisition of engine power of the vehicle, intake flow in the first intake pipeline, intake temperature in the second intake pipeline, outlet temperature in the second outlet pipeline, pipeline particulate matter content of gas in the first intake pipeline and air particulate matter content outside the vehicle; Control of rotation angle 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 flow, the intake temperature, the outlet temperature, the pipeline particulate matter content and the air particulate matter content; Control of rotation angle 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 flow, the intake temperature, the outlet temperature, the pipeline particulate matter content and the air particulate matter content, comprising: judging whether the engine power is greater than or equal to a power threshold value; if not, determining a first target angle of the first control valve according to the engine power; controlling the rotation angle of the first control valve to adjust to the first target angle, and controlling the rotation angles of the second control valve and the third control valve to adjust to 0°.

2. The control method of the vehicle intake bypass system according to claim 1, characterized by, Control of rotation angle 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 flow, the intake temperature, the outlet 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 value, judging whether the intake flow is greater than or equal to an intake flow threshold value; If not, controlling the first control valve to keep the current rotation angle, and controlling the rotation angles of the second control valve and the third control valve to adjust to 0°.

3. The control method of the vehicle intake bypass system according to claim 2, characterized by, Control of rotation angle 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 flow, the intake temperature, the outlet temperature, the pipeline particulate matter content and the air particulate matter content, further comprising: When the intake flow is greater than or equal to the intake flow threshold value, judging whether the intake temperature is greater than or equal to an intake temperature threshold value; If not, judging whether the outlet temperature is greater than or equal to an outlet temperature threshold value; If not, determining a third target angle of the third control valve according to the engine power and the intake temperature; If not, determining a third target angle of the third control valve according to the engine power and the intake temperature; controlling the third control valve to adjust the rotation angle to the third target angle, and controlling the first control valve and the second control valve to maintain the current rotation angles.

4. The control method of the vehicle intake bypass system according to claim 3, characterized by, 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 exhaust air temperature, the pipeline particulate content and the air particulate content, further comprising: controlling the third control valve to adjust the rotation angle to 0°, and controlling the first control valve and the second control valve to maintain the current rotation angles, when the exhaust air temperature is greater than or equal to the exhaust air temperature threshold, or when the intake air temperature is greater than or equal to the intake air temperature threshold.

5. The control method of the vehicle intake bypass system according to claim 4, characterized by, 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 exhaust air temperature, the pipeline particulate content and the air particulate content, further comprising: judging whether the air particulate content is greater than or equal to an air particulate content threshold, after controlling the third control valve to adjust the rotation angle to 0°, and controlling the first control valve and the second control valve to maintain the current rotation angles; if not, judging whether the pipeline particulate content is greater than or equal to a pipeline particulate content threshold; if not, 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 content; controlling the first control valve to adjust the rotation angle to the first target angle, controlling the second control valve to adjust the rotation angle to the second target angle, and controlling the third control valve to maintain the current rotation angle.

6. The control method of the vehicle intake bypass system according to claim 5, characterized by, 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 exhaust air temperature, the pipeline particulate content and the air particulate content, further comprising: if the air particulate content is greater than or equal to the air particulate content threshold, or the pipeline particulate content is greater than or equal to the pipeline particulate content threshold, controlling the first control valve, the second control valve and the third control valve to maintain the current rotation angles.

7. The control method of the vehicle intake bypass system according to claim 5, characterized by, 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 exhaust air temperature, the pipeline particulate content and the air particulate content, further comprising: if the air particulate content is greater than or equal to the air particulate content threshold, or the pipeline particulate content is greater than or equal to the pipeline particulate content threshold, performing an alarm prompt.

8. A control device for a vehicle intake bypass system, characterized by The vehicle intake bypass system comprises an air cleaner, an intercooler and a compressor; the air cleaner 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 is configured to acquire, in real time, engine power of the vehicle, intake flow rate in the first intake pipeline, intake temperature in the second intake pipeline, outlet temperature in the second outlet pipeline, pipeline particulate matter content of gas in the first intake pipeline, and air particulate matter content outside the vehicle; A control valve control module is configured to control rotation angle 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 flow rate, the intake temperature, the outlet temperature, the pipeline particulate matter content and the air particulate matter content. Controlling rotation angle 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 flow rate, the intake temperature, the outlet temperature, the pipeline particulate matter content and the air particulate matter content comprises: judging whether the engine power is greater than or equal to a power threshold value; if not, determining a first target angle of the first control valve according to the engine power; controlling rotation angle of the first control valve to adjust to the first target angle, and controlling rotation angle of the second control valve and the third control valve to adjust to 0°.

9. A vehicle air intake bypass system, characterized by, Comprise: An air cleaner comprising a cleaner body, a first intake pipeline, a first bypass pipeline and a first outlet pipeline; An intercooler comprising an intercooler body, a second intake pipeline, a second bypass pipeline and a second outlet pipeline; A compressor arranged between the first outlet pipeline and the second intake pipeline; The first intake pipeline is in communication with an air inlet of the cleaner body, the first outlet pipeline is in communication with an air outlet of the cleaner body, and the first bypass pipeline is in communication with the first intake pipeline and the first outlet pipeline respectively; a first control valve is arranged in the first intake pipeline, and a second control valve is arranged in the first bypass pipeline; The second intake pipeline is in communication with an air inlet of the intercooler body, the second outlet pipeline is in communication with an air outlet of the intercooler body, and the second bypass pipeline is in communication with the second intake pipeline and the second outlet pipeline respectively; a third control valve is arranged in the second bypass pipeline; A controller configured to perform the control method of the vehicle intake bypass system according to any one of claims 1-7.

10. The vehicle intake bypass system of claim 9, wherein, Further comprise: A flow sensor arranged in the first intake pipeline, the flow sensor being configured to detect intake flow rate in the first intake pipeline; A particulate matter sensor is arranged in the first intake pipeline, and is configured to detect a pipeline particulate matter content of gas in the first intake pipeline. A first temperature sensor is arranged in the second intake pipeline, and is configured to detect an intake temperature in the second intake pipeline. A second temperature sensor is arranged in the second exhaust pipeline, and is configured to detect an exhaust temperature in the second exhaust pipeline. The controller is in communication connection with the flow sensor, the particulate matter sensor, the first temperature sensor and the second temperature sensor respectively, and is further configured to acquire the intake flow in the first intake pipeline detected by the flow sensor, the intake temperature in the second intake pipeline detected by the first temperature sensor, the exhaust temperature in the second exhaust pipeline detected by the second temperature sensor and the pipeline particulate matter content of gas in the first intake pipeline detected by the particulate matter sensor in real time.

11. The vehicle intake bypass system of claim 9, wherein, Further comprising: A first steering engine is arranged outside the first intake pipeline, and an output shaft of the first steering engine is coaxially connected with a valve core of the first control valve. A second steering engine is arranged outside the first bypass pipeline, and an output shaft of the second steering engine is coaxially connected with a valve core of the second control valve. A third steering engine is arranged outside the second bypass pipeline, and an output shaft of the third steering engine is coaxially connected with a valve core of the third control valve. The controller is in communication connection with a control end of the first steering engine, a control end of the second steering engine and a control end of the third steering engine respectively, and is further configured to control a rotation angle of the first control valve through the first steering engine, a rotation angle of the second control valve through the second steering engine and a rotation angle of the third control valve through the third steering engine.

12. A vehicle characterized by comprising: Further comprising: A vehicle frame, an engine arranged in the vehicle frame and the vehicle intake bypass system according to any one of claims 9-11.

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