Engine emission reduction device and control method of engine emission reduction device
By introducing an activated carbon canister into the engine emission reduction device and controlling the opening and closing of the solenoid valve, the problem of high emissions during engine cold start is solved, and efficient exhaust gas purification and fuel economy improvement are achieved.
Patent Information
- Application Number
- CN202511013461.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-22
- Publication Date
- 2025-09-26
AI Technical Summary
Traditional exhaust purification technology produces high emissions during engine cold start, especially in the World Light Vehicle Test Cycle, where emissions during the cold start phase account for more than 80% of total emissions, and the three-way catalytic converter conversion efficiency is low.
An activated carbon canister is introduced into the engine emission reduction device. The activated carbon canister adsorbs the exhaust gas during the cold start phase when the three-way catalytic converter is not ignited, and desorbs it after the three-way catalytic converter is ignited, allowing the exhaust gas to participate in combustion again. At the same time, the opening and closing of the solenoid valve is controlled according to the working status of the engine and supercharger to achieve a low-pressure or high-pressure desorption state.
It effectively reduces exhaust pollutants during the cold start phase of a turbocharged engine, improves exhaust purification efficiency, and re-enters the intake pipe through desorption to participate in combustion, thereby improving fuel economy.
Smart Images
Figure CN120701447A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of exhaust gas purification, and in particular to an engine emission reduction device and a control method for the engine emission reduction device. Background Art
[0002] With the increasing number of vehicles, exhaust emissions are having an increasingly serious impact on the environment and human health. Vehicle exhaust emission levels are a key assessment indicator for environmental protection agencies. Traditional exhaust purification technologies primarily include catalytic converters, particulate filters, and exhaust gas recirculation systems. Catalytic converters, which use catalysts to convert harmful gases into harmless or less harmful substances, are one of the most widely used exhaust purification technologies. Particulate filters are used to capture tiny particles in exhaust gas, reducing particulate matter emissions. Exhaust gas recirculation systems reintroduce some exhaust gas into the engine's intake system, reducing combustion temperatures and the formation of nitrogen oxides (NOx).
[0003] However, related technologies have limitations in dealing with highly polluting exhaust gases generated during cold engine starts. These limitations are mainly due to the following two points: 1. When the engine is cold started, more fuel injection is usually required to ensure reliable starting. However, more fuel injection means that the original emissions will also increase. 2. When the engine is cold started, the temperature of the three-way catalytic converter is low, and the conversion efficiency is not high. The conversion efficiency of the three-way catalytic converter increases with rising temperature. When the catalyst conversion efficiency reaches 50%, the catalyst inlet temperature is called the ignition temperature, which is usually around 300°C. Due to the above two points, the emissions during the cold start of the engine are relatively high. In the entire World Light Vehicle Test Cycle (WLTC) cycle, emissions during the cold start phase of the engine account for more than 80% of the total emissions, and the efficiency of exhaust gas purification is relatively low. Summary of the Invention
[0004] In view of this, an embodiment of the present invention provides an engine emission reduction device and a control method for the engine emission reduction device, so as to reduce exhaust pollutants during the cold start phase of a supercharged engine and improve exhaust gas purification efficiency.
[0005] In one aspect, an embodiment of the present invention provides an engine emission reduction device, comprising: a first structure and a second structure; The first structure includes: an intake pipe, a supercharger, an engine, a three-way catalytic converter, a first solenoid valve and an exhaust pipe, wherein the supercharger and the engine are connected in series through the intake pipe, and the three-way catalytic converter, the first solenoid valve and the engine are connected in series through the exhaust pipe; The second structure includes: a second solenoid valve, an activated carbon canister, an adsorption pipeline and a third solenoid valve, wherein the second solenoid valve, the activated carbon canister and the third solenoid valve are connected in series through the adsorption pipeline; Wherein, when the three-way catalytic converter is not ignited, the exhaust gas in the cold start phase of the engine is adsorbed by the activated carbon canister.
[0006] Optionally, it further includes: a third structure; The third structure includes: a desorption tube, a fourth solenoid valve, a first one-way valve, a low-pressure desorption pipeline, a second one-way valve and a high-pressure desorption pipeline, the desorption tube is connected in series with the fourth solenoid valve, the first one-way valve is connected in series with the low-pressure desorption pipeline and then connected to the rear end of the supercharger, and the second one-way valve is connected in series with the high-pressure desorption pipeline and then connected to the front end of the supercharger; After the three-way catalytic converter is ignited, the activated carbon canister is desorbed and introduced into the intake pipe to participate in combustion again.
[0007] Optionally, it further includes: a controller; The controller is connected to the engine, the three-way catalytic converter, the fourth solenoid valve, the third solenoid valve, the first solenoid valve and the second solenoid valve respectively through a wiring harness.
[0008] On the other hand, an embodiment of the present invention provides a control method for an engine emission reduction device, which is applied to the above-mentioned engine emission reduction device, comprising: According to the working status of the engine and the supercharger and the engine speed signal and exhaust temperature signal received by the controller, the opening and closing of each solenoid valve are controlled to make the engine emission reduction device enter a low-pressure desorption state or a high-pressure desorption state.
[0009] Optionally, the wiring harness includes a first wiring harness, a second wiring harness, a third wiring harness, a fourth wiring harness, a fifth wiring harness, and a sixth wiring harness, and controlling the opening and closing of each solenoid valve according to the operating state of the engine and the supercharger and the engine speed signal and the exhaust temperature signal received by the controller to enable the engine emission reduction device to enter a low-pressure desorption state, including: When the engine is operating and the supercharger is not operating, the controller receives an engine speed signal through the first wiring harness and an exhaust temperature signal through the second wiring harness; When the engine speed signal is greater than the first set threshold and the exhaust temperature signal is greater than the third set threshold and less than or equal to the fourth set threshold, the third solenoid valve is closed by controlling the fourth wiring harness, the second solenoid valve is opened by controlling the sixth wiring harness, the fourth solenoid valve is opened by controlling the third wiring harness, and the first solenoid valve is maintained at a set opening by controlling the fifth wiring harness, so that the exhaust gas passes through the second solenoid valve, the activated carbon canister, the desorption pipe, the fourth solenoid valve, the first one-way valve and the low-pressure desorption pipeline into the intake pipe at the rear end of the supercharger to participate in combustion, so as to enter a low-pressure desorption state.
[0010] Optionally, the wiring harness includes a first wiring harness, a second wiring harness, a third wiring harness, a fourth wiring harness, a fifth wiring harness, and a sixth wiring harness, and controlling the opening and closing of each solenoid valve according to the operating state of the engine and the supercharger and the engine speed signal and the exhaust temperature signal received by the controller to enable the engine emission reduction device to enter a high-pressure desorption state, including: When both the engine and the supercharger are in operation, the controller receives an engine speed signal through the first wiring harness and an exhaust temperature signal through the second wiring harness; When the engine speed signal is greater than the first set threshold and the exhaust temperature signal is greater than the third set threshold and less than or equal to the fourth set threshold, the third solenoid valve is closed through the fourth wiring harness, the second solenoid valve is opened through the sixth wiring harness, the fourth solenoid valve is opened through the third wiring harness, and the first solenoid valve is maintained at a set opening through the fifth wiring harness, so that the exhaust gas passes through the second solenoid valve, the activated carbon canister, the desorption pipe, the fourth solenoid valve, the second one-way valve and the high-pressure desorption pipeline into the intake pipe at the front end of the supercharger to participate in combustion, so as to enter a high-pressure desorption state.
[0011] Optionally, it also includes: When the engine is not working, the first solenoid valve is fully opened, the second solenoid valve, the third solenoid valve and the fourth solenoid valve are fully closed, and the activated carbon canister is in a sealed state.
[0012] Optionally, the wiring harness includes a first wiring harness, a second wiring harness, a third wiring harness, a fourth wiring harness, a fifth wiring harness, and a sixth wiring harness, and further includes: When the engine is operating, the controller receives an engine speed signal through the first wiring harness and an exhaust temperature signal through the second wiring harness; When the engine speed signal is greater than the first set threshold and the exhaust temperature signal is less than or equal to the second set threshold, the first solenoid valve is closed through the fifth wiring harness, the fourth solenoid valve is closed through the third wiring harness, the second solenoid valve is fully opened through the sixth wiring harness, and the third solenoid valve is fully opened through the fourth wiring harness, so that the exhaust after passing through the three-way catalytic converter is discharged from the exhaust pipe through the second solenoid valve, the activated carbon canister and the third solenoid valve to enter the adsorption state.
[0013] Optionally, the wiring harness includes a first wiring harness, a second wiring harness, a third wiring harness, a fourth wiring harness, a fifth wiring harness, and a sixth wiring harness, and further includes: When the engine is operating, the controller receives an engine speed signal through the first wiring harness and an exhaust temperature signal through the second wiring harness; When the engine speed signal is greater than the first set threshold and the exhaust temperature signal is greater than the second set threshold and less than or equal to the third set threshold, the first solenoid valve is controlled to be fully opened through the fifth wiring harness, the fourth solenoid valve is controlled to be fully closed through the third wiring harness, the second solenoid valve is controlled to be fully closed through the sixth wiring harness, and the third solenoid valve is controlled to be fully closed through the fourth wiring harness, so that the activated carbon canister is in a sealed state and the exhaust gas is discharged directly through the exhaust pipe.
[0014] Optionally, the wiring harness includes a first wiring harness, a second wiring harness, a third wiring harness, a fourth wiring harness, a fifth wiring harness, and a sixth wiring harness, and further includes: When the engine is operating, the controller receives an engine speed signal through the first wiring harness and an exhaust temperature signal through the second wiring harness; When the engine speed signal is greater than the first set threshold and the exhaust temperature signal is greater than the fourth set threshold, the first solenoid valve is controlled to be fully opened through the fifth wiring harness, the fourth solenoid valve is controlled to be fully closed through the third wiring harness, the second solenoid valve is controlled to be fully closed through the sixth wiring harness, and the third solenoid valve is controlled to be fully closed through the fourth wiring harness to prevent high-temperature exhaust gas from entering the activated carbon canister.
[0015] In the technical solution provided by the embodiment of the present invention, the engine emission reduction device includes: a first structure and a second structure; the first structure includes: an intake pipe, a supercharger, an engine, a three-way catalytic converter, a first solenoid valve and an exhaust pipe, the supercharger and the engine are connected in series through the intake pipe, and the three-way catalytic converter, the first solenoid valve and the engine are connected in series through the exhaust pipe; the second structure includes: a second solenoid valve, an activated carbon canister, an adsorption pipeline and a third solenoid valve, the second solenoid valve, the activated carbon canister and the third solenoid valve are connected in series through the adsorption pipeline; wherein, when the three-way catalytic converter is not ignited, the exhaust gas in the cold start stage of the engine is adsorbed by the activated carbon canister, which can effectively reduce the exhaust pollutants in the cold start stage of the supercharged engine and improve the exhaust gas purification efficiency. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.
[0017] Figure 1 A schematic diagram of an engine emission reduction device provided in one embodiment of the present invention. DETAILED DESCRIPTION
[0018] In order to better understand the technical solution of the present invention, the embodiments of the present invention are described in detail below with reference to the accompanying drawings.
[0019] It should be understood that the embodiments described are only a portion of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without creative work are within the scope of protection of the present invention.
[0020] The terms used in the embodiments of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The singular forms "a", "an", "the" and "the" used in the embodiments of the present invention and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise.
[0021] It should be understood that the term "and / or" as used herein simply describes a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A alone, A and B together, or B alone. Furthermore, the character " / " in this document generally indicates an "or" relationship between the associated objects.
[0022] An embodiment of the present invention provides an engine emission reduction device, Figure 1 A schematic diagram of an engine emission reduction device provided by one embodiment of the present invention is shown in FIG. Figure 1 As shown, the engine emission reduction device includes: a first structure and a second structure.
[0023] The first structure includes: an intake pipe 1, a supercharger 2, an engine 3, a three-way catalytic converter 4, a first solenoid valve 5 and an exhaust pipe 6. The supercharger 2 and the engine 3 are connected in series through the intake pipe 1, and the three-way catalytic converter 4, the first solenoid valve 5 and the engine 3 are connected in series through the exhaust pipe 6.
[0024] The second structure includes: a second solenoid valve 7 , an activated carbon canister 8 , an adsorption pipeline 9 and a third solenoid valve 10 , and the second solenoid valve 7 , the activated carbon canister 8 and the third solenoid valve 10 are connected in series through the adsorption pipeline 9 .
[0025] When the three-way catalytic converter 4 is not ignited, the exhaust gas in the cold start phase of the engine 3 is adsorbed by the activated carbon canister 8 .
[0026] In the embodiment of the present invention, the engine emission reduction device further includes: a third structure.
[0027] The third structure includes: a desorption tube 11, a fourth solenoid valve 12, a first one-way valve 13, a low-pressure desorption pipeline 14, a second one-way valve 15 and a high-pressure desorption pipeline 16. The desorption tube 11 is connected in series with the fourth solenoid valve 12, the first one-way valve 13 is connected in series with the low-pressure desorption pipeline 14 and then connected to the rear end of the supercharger 2, and the second one-way valve 15 is connected in series with the high-pressure desorption pipeline 16 and then connected to the front end of the supercharger 2.
[0028] After the three-way catalytic converter 4 is ignited, the activated carbon canister 8 is desorbed and introduced into the intake pipe 1 to participate in combustion again.
[0029] In the embodiment of the present invention, the engine emission reduction device further includes: a controller 17 .
[0030] The controller is connected to the engine 3, the three-way catalytic converter 4, the fourth solenoid valve 12, the third solenoid valve 10, the first solenoid valve 5 and the second solenoid valve 7 respectively through a wiring harness.
[0031] In the embodiment of the present invention, the wiring harness may include a first wiring harness a, a second wiring harness b, a third wiring harness c, a fourth wiring harness d, a fifth wiring harness e, and a sixth wiring harness f.
[0032] Specifically, the controller 17 is connected to the engine 3 through the first wiring harness a, the controller 17 is connected to the three-way catalytic converter 4 through the second wiring harness b, the controller 17 is connected to the fourth solenoid valve 12 through the third wiring harness c, the controller 17 is connected to the third solenoid valve 10 through the fourth wiring harness d, the controller 17 is connected to the first solenoid valve 5 through the fifth wiring harness e, and the controller 17 is connected to the second solenoid valve 7 through the sixth wiring harness f.
[0033] In the technical solution provided by the embodiment of the present invention, the engine emission reduction device includes: a first structure and a second structure; the first structure includes: an intake pipe, a supercharger, an engine, a three-way catalytic converter, a first solenoid valve and an exhaust pipe, the supercharger and the engine are connected in series through the intake pipe, and the three-way catalytic converter, the first solenoid valve and the engine are connected in series through the exhaust pipe; the second structure includes: a second solenoid valve, an activated carbon canister, an adsorption pipeline and a third solenoid valve, the second solenoid valve, the activated carbon canister and the third solenoid valve are connected in series through the adsorption pipeline; wherein, when the three-way catalytic converter is not ignited, the exhaust gas in the cold start stage of the engine is adsorbed by the activated carbon canister, which can effectively reduce the exhaust pollutants in the cold start stage of the supercharged engine and improve the exhaust gas purification efficiency.
[0034] based on Figure 1 Regarding the engine emission reduction device, an embodiment of the present invention provides a control method for the engine emission reduction device, which is applied to the above-mentioned engine emission reduction device.
[0035] In an embodiment of the present invention, the opening and closing of each solenoid valve (the first solenoid valve 5, the second solenoid valve 7, the third solenoid valve 10 and / or the fourth solenoid valve 12) can be controlled according to the operating status of the engine 3 and the supercharger 2 and the engine speed signal and the exhaust temperature signal received by the controller 17, so that the engine emission reduction device enters a low-pressure desorption state or a high-pressure desorption state.
[0036] In this embodiment of the present invention, when the engine 3 is operating and the supercharger 2 is not operating, the controller 17 receives an engine speed signal via the first wiring harness a and an exhaust temperature signal via the second wiring harness b. When the engine speed signal is greater than a first set threshold and the exhaust temperature signal is greater than a third set threshold and less than or equal to a fourth set threshold, the controller 17 controls the third solenoid valve 10 to close via the fourth wiring harness d, controls the second solenoid valve 7 to open via the sixth wiring harness f, controls the fourth solenoid valve 12 to open via the third wiring harness c, and controls the first solenoid valve 5 to maintain a set opening (e.g., 80°) via the fifth wiring harness e to create a pressure differential. This allows the exhaust gas to pass through the second solenoid valve 7, the activated carbon canister 8, the desorption pipe 11, the fourth solenoid valve 12, the first check valve 13, and the low-pressure desorption line 14 into the intake pipe 1 at the rear end of the supercharger 2 to participate in combustion, thereby entering a low-pressure desorption state.
[0037] In embodiments of the present invention, the first, third, and fourth thresholds can be set based on actual conditions. For example, the first threshold is 0, the third threshold is the minimum effective desorption temperature of the adsorbent material, below which desorption efficiency is insufficient, such as 600°C, and the fourth threshold is the maximum temperature tolerable for the adsorbent material. Exceeding this temperature for extended periods may cause the adsorbent material to fail or be damaged, such as 850°C.
[0038] In this embodiment of the present invention, the set opening can be adjusted based on actual conditions. The opening of the first solenoid valve 5 is related to the engine speed. Higher engine speeds increase the exhaust flow rate and, consequently, the opening. The set opening can be set to approximately 80° (0° is fully closed, 90° is fully open).
[0039] In this embodiment of the present invention, when both the engine 3 and the supercharger 2 are operating, the controller 17 receives an engine speed signal via the first wiring harness a and an exhaust temperature signal via the second wiring harness b. When the engine speed signal is greater than a first set threshold and the exhaust temperature signal is greater than a third set threshold and less than or equal to a fourth set threshold, the controller 17 controls the third solenoid valve 10 to close via the fourth wiring harness d, the second solenoid valve 7 to open via the sixth wiring harness f, the fourth solenoid valve 12 to open via the third wiring harness c, and the first solenoid valve 5 to maintain a set opening (e.g., 80°) via the fifth wiring harness e to create a pressure differential. Due to the high pressure at the rear end of the supercharger 2 during operation, exhaust gas can pass through the second solenoid valve 7, the activated carbon canister 8, the desorption pipe 11, the fourth solenoid valve 12, the second check valve 15, and the high-pressure desorption line 16 into the intake pipe 1 at the front end of the supercharger 2 to participate in combustion, thereby entering a high-pressure desorption state.
[0040] In the embodiment of the present invention, when the engine 3 is not working, the first solenoid valve 5 is fully open, the second solenoid valve 7, the third solenoid valve 10 and the fourth solenoid valve 12 are fully closed, and the activated carbon canister 8 is in a sealed state to prevent residual exhaust gas from escaping and causing pollution.
[0041] In this embodiment of the present invention, when the engine 3 is operating, the controller 17 receives an engine speed signal via the first wiring harness a and an exhaust temperature signal via the second wiring harness b. When the engine speed signal is greater than a first set threshold and the exhaust temperature signal is less than or equal to a second set threshold, the controller 17 controls the first solenoid valve 5 to close via the fifth wiring harness e, controls the fourth solenoid valve 12 to close via the third wiring harness c, controls the second solenoid valve 7 to fully open via the sixth wiring harness f, and controls the third solenoid valve 10 to fully open via the fourth wiring harness d. This allows exhaust gas after passing through the three-way catalytic converter 4 to be discharged from the exhaust pipe 6 through the second solenoid valve 7, the activated carbon canister 8, and the third solenoid valve 10, thereby entering an adsorption state.
[0042] In the embodiment of the present invention, the second threshold value can be set according to actual conditions. The second threshold value is the maximum effective adsorption temperature of the adsorption material. Above this temperature, the adsorption efficiency is insufficient, for example, the second threshold value is 350°C.
[0043] In the embodiment of the present invention, the second set threshold may be smaller than the third set threshold, and the third set threshold may be smaller than the fourth set threshold.
[0044] In this embodiment of the present invention, when the engine 3 is operating, the controller 17 receives an engine speed signal via the first wiring harness a and an exhaust temperature signal via the second wiring harness b. When the engine speed signal is greater than a first set threshold and the exhaust temperature signal is greater than a second set threshold and less than or equal to a third set threshold, the controller 17 controls the first solenoid valve 5 to fully open via the fifth wiring harness e, controls the fourth solenoid valve 12 to fully close via the third wiring harness c, controls the second solenoid valve 7 to fully close via the sixth wiring harness f, and controls the third solenoid valve 10 to fully close via the fourth wiring harness d, thereby sealing the activated carbon canister 8 and allowing exhaust gases to be discharged directly through the exhaust pipe 6.
[0045] In this embodiment of the present invention, when the engine 3 is operating, the controller 17 receives an engine speed signal via the first wiring harness s and an exhaust temperature signal via the second wiring harness b. When the engine speed signal exceeds a first set threshold and the exhaust temperature signal exceeds a fourth set threshold, the controller 17 controls the first solenoid valve 5 to fully open via the fifth wiring harness e, controls the fourth solenoid valve 12 to fully close via the third wiring harness c, controls the second solenoid valve 7 to fully close via the sixth wiring harness f, and controls the third solenoid valve 10 to fully close via the fourth wiring harness d, to prevent high-temperature exhaust gas from entering the activated carbon canister 8 and causing damage.
[0046] In the technical solution provided by the embodiment of the present invention, an activated carbon canister is added to the rear end of the three-way catalytic converter, and a corresponding structure is designed to realize adsorption and desorption functions. Low-pressure desorption and high-pressure desorption functions are realized according to whether the supercharger of the supercharged engine is working, which can effectively reduce exhaust pollutants in the cold start stage of the supercharged engine.
[0047] In the technical solution provided by the embodiment of the present invention, the exhaust gas containing hydrocarbons can enter the intake pipe through desorption and participate in combustion again, and the fuel economy can also be improved.
[0048] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.
Claims
1. An engine emission reduction device, characterized in that: include: a first structure and a second structure; The first structure includes: an intake pipe, a supercharger, an engine, a three-way catalytic converter, a first solenoid valve and an exhaust pipe, wherein the supercharger and the engine are connected in series through the intake pipe, and the three-way catalytic converter, the first solenoid valve and the engine are connected in series through the exhaust pipe; The second structure includes: a second solenoid valve, an activated carbon canister, an adsorption pipeline and a third solenoid valve, wherein the second solenoid valve, the activated carbon canister and the third solenoid valve are connected in series through the adsorption pipeline; Wherein, when the three-way catalytic converter is not ignited, the exhaust gas in the cold start phase of the engine is adsorbed by the activated carbon canister.
2. The engine emission reduction device according to claim 1, characterized in that: Also includes: The third structure; The third structure includes: a desorption tube, a fourth solenoid valve, a first one-way valve, a low-pressure desorption pipeline, a second one-way valve and a high-pressure desorption pipeline, the desorption tube is connected in series with the fourth solenoid valve, the first one-way valve is connected in series with the low-pressure desorption pipeline and then connected to the rear end of the supercharger, and the second one-way valve is connected in series with the high-pressure desorption pipeline and then connected to the front end of the supercharger; After the three-way catalytic converter is ignited, the activated carbon canister is desorbed and introduced into the intake pipe to participate in combustion again.
3. The engine emission reduction device according to claim 2, characterized in that: Also includes: Controller; The controller is connected to the engine, the three-way catalytic converter, the fourth solenoid valve, the third solenoid valve, the first solenoid valve and the second solenoid valve respectively through a wiring harness.
4. A control method for an engine emission reduction device, applied to the engine emission reduction device according to any one of claims 1 to 3, characterized in that: include: According to the working status of the engine and the supercharger and the engine speed signal and exhaust temperature signal received by the controller, the opening and closing of each solenoid valve are controlled to make the engine emission reduction device enter a low-pressure desorption state or a high-pressure desorption state.
5. The control method according to claim 4, characterized in that: The wiring harness includes a first wiring harness, a second wiring harness, a third wiring harness, a fourth wiring harness, a fifth wiring harness, and a sixth wiring harness. The wiring harness controls the opening and closing of each solenoid valve according to the operating state of the engine and the supercharger and the engine speed signal and the exhaust temperature signal received by the controller, so that the engine emission reduction device enters a low-pressure desorption state, including: When the engine is operating and the supercharger is not operating, the controller receives an engine speed signal through the first wiring harness and an exhaust temperature signal through the second wiring harness; When the engine speed signal is greater than the first set threshold and the exhaust temperature signal is greater than the third set threshold and less than or equal to the fourth set threshold, the third solenoid valve is closed by controlling the fourth wiring harness, the second solenoid valve is opened by controlling the sixth wiring harness, the fourth solenoid valve is opened by controlling the third wiring harness, and the first solenoid valve is maintained at a set opening by controlling the fifth wiring harness, so that the exhaust gas passes through the second solenoid valve, the activated carbon canister, the desorption pipe, the fourth solenoid valve, the first one-way valve and the low-pressure desorption pipeline into the intake pipe at the rear end of the supercharger to participate in combustion, so as to enter a low-pressure desorption state.
6. The control method according to claim 4, characterized in that: The wiring harness includes a first wiring harness, a second wiring harness, a third wiring harness, a fourth wiring harness, a fifth wiring harness, and a sixth wiring harness. The wiring harness controls the opening and closing of each solenoid valve according to the operating state of the engine and the supercharger and the engine speed signal and the exhaust temperature signal received by the controller, so that the engine emission reduction device enters a high-pressure desorption state, including: When both the engine and the supercharger are in operation, the controller receives an engine speed signal through the first wiring harness and an exhaust temperature signal through the second wiring harness; When the engine speed signal is greater than the first set threshold and the exhaust temperature signal is greater than the third set threshold and less than or equal to the fourth set threshold, the third solenoid valve is closed through the fourth wiring harness, the second solenoid valve is opened through the sixth wiring harness, the fourth solenoid valve is opened through the third wiring harness, and the first solenoid valve is maintained at a set opening through the fifth wiring harness, so that the exhaust gas passes through the second solenoid valve, the activated carbon canister, the desorption pipe, the fourth solenoid valve, the second one-way valve and the high-pressure desorption pipeline into the intake pipe at the front end of the supercharger to participate in combustion, so as to enter a high-pressure desorption state.
7. The control method according to claim 4, characterized in that: Also includes: When the engine is not working, the first solenoid valve is fully opened, the second solenoid valve, the third solenoid valve and the fourth solenoid valve are fully closed, and the activated carbon canister is in a sealed state.
8. The control method according to claim 4, characterized in that: The wiring harness includes a first wiring harness, a second wiring harness, a third wiring harness, a fourth wiring harness, a fifth wiring harness, and a sixth wiring harness, and further includes: When the engine is operating, the controller receives an engine speed signal through the first wiring harness and an exhaust temperature signal through the second wiring harness; When the engine speed signal is greater than the first set threshold and the exhaust temperature signal is less than or equal to the second set threshold, the first solenoid valve is closed through the fifth wiring harness, the fourth solenoid valve is closed through the third wiring harness, the second solenoid valve is fully opened through the sixth wiring harness, and the third solenoid valve is fully opened through the fourth wiring harness, so that the exhaust after passing through the three-way catalytic converter is discharged from the exhaust pipe through the second solenoid valve, the activated carbon canister and the third solenoid valve to enter the adsorption state.
9. The control method according to claim 4, characterized in that: The wiring harness includes a first wiring harness, a second wiring harness, a third wiring harness, a fourth wiring harness, a fifth wiring harness, and a sixth wiring harness, and further includes: When the engine is operating, the controller receives an engine speed signal through the first wiring harness and an exhaust temperature signal through the second wiring harness; When the engine speed signal is greater than the first set threshold and the exhaust temperature signal is greater than the second set threshold and less than or equal to the third set threshold, the first solenoid valve is controlled to be fully opened through the fifth wiring harness, the fourth solenoid valve is controlled to be fully closed through the third wiring harness, the second solenoid valve is controlled to be fully closed through the sixth wiring harness, and the third solenoid valve is controlled to be fully closed through the fourth wiring harness, so that the activated carbon canister is in a sealed state and the exhaust gas is discharged directly through the exhaust pipe.
10. The control method according to claim 4, characterized in that: The wiring harness includes a first wiring harness, a second wiring harness, a third wiring harness, a fourth wiring harness, a fifth wiring harness, and a sixth wiring harness, and further includes: When the engine is operating, the controller receives an engine speed signal through the first wiring harness and an exhaust temperature signal through the second wiring harness; When the engine speed signal is greater than the first set threshold and the exhaust temperature signal is greater than the fourth set threshold, the first solenoid valve is controlled to be fully opened through the fifth wiring harness, the fourth solenoid valve is controlled to be fully closed through the third wiring harness, the second solenoid valve is controlled to be fully closed through the sixth wiring harness, and the third solenoid valve is controlled to be fully closed through the fourth wiring harness to prevent high-temperature exhaust gas from entering the activated carbon canister.