Engine system, vehicle and engine exhaust control method

Abstract

The invention relates to the technical field of vehicles, in particular to an engine system, a vehicle and an engine exhaust control method.The engine system comprises an engine, and the engine is provided with an intake manifold and an exhaust manifold; one end of the EGR pipeline is communicated with the exhaust manifold, and the other end of the EGR pipeline is communicated with the intake manifold; the EGR control valve is arranged on the EGR pipeline, and the EGR control valve is used for controlling the connection and disconnection of the EGR pipeline; the supercharger comprises a turbine and a gas compressor which are in transmission connection, the turbine is communicated with the exhaust manifold, one end of the gas compressor is communicated with the atmosphere, and the other end of the gas compressor is communicated with the intake manifold; the postprocessor is communicated with the exhaust end of the turbine through an exhaust pipeline, and an exhaust control valve is arranged on the portion, located between the postprocessor and the turbine, of the exhaust pipeline. The cooling speed of the exhaust pipeline, the supercharger and the aftertreatment device can be reduced, the tail gas treatment efficiency after the engine is restarted is guaranteed, and the cold and hot impact fatigue cracking risk can be reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to an engine system, a vehicle, and an engine exhaust control method. Background Technology

[0002] To reduce the environmental pollution caused by engine exhaust emissions, engine exhaust aftertreatment devices are widely used in vehicle engines. These devices are crucial components of low-emission engines, primarily used to treat or purify toxic and harmful substances such as hydrocarbons (HC), carbon monoxide (CO), particulate matter, and nitrogen oxides (NOx) in engine exhaust. The efficiency of engine exhaust aftertreatment devices in treating harmful substances is highly dependent on the reaction temperature; at low temperatures, their efficiency in treating pollutants decreases significantly.

[0003] Currently, during vehicle deceleration or downhill driving, the engine is in a stall-and-tow condition. This stall-and-tow condition refers to the engine operating while the engine is off, driven by the vehicle's inertia or other power sources (such as an electric motor). During this condition, the engine exhaust temperature drops rapidly, quickly cooling the exhaust pipes, turbocharger, and aftertreatment system. When the engine restarts, the efficiency of the cooled aftertreatment system in treating emissions decreases significantly, leading to a substantial increase in emissions. Simultaneously, the rapid cooling of the exhaust pipes and turbocharger by the low-temperature exhaust, followed by reheating upon restarting combustion, increases the risk of thermal shock fatigue cracking in these components.

[0004] Therefore, an engine system, vehicle, and engine exhaust control method are needed to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to provide an engine system, vehicle, and engine exhaust control method that can reduce the cooling rate of the exhaust pipe, turbocharger, and aftertreatment device, ensure exhaust gas treatment efficiency after engine restart, and reduce the risk of thermal shock fatigue cracking.

[0006] To achieve this objective, the present invention adopts the following technical solution: Engine system, including: An engine having an intake manifold and an exhaust manifold; EGR line, one end of which is connected to the exhaust manifold and the other end of which is connected to the intake manifold; An EGR control valve is installed in the EGR pipeline and is used to control the on / off state of the EGR pipeline. A turbocharger includes a turbine and a compressor that are driven together, the turbine being connected to the exhaust manifold, one end of the compressor being connected to the atmosphere, and the other end of the compressor being connected to the intake manifold. An exhaust system is provided, wherein the exhaust system is connected to the exhaust end of the turbine via an exhaust pipe, and an exhaust control valve is provided at the exhaust pipe section between the exhaust system and the turbine. The controller is electrically connected to the EGR control valve and the exhaust control valve. When the vehicle is in a towing operation with the engine off, the exhaust control valve is closed and the EGR control valve is open.

[0007] In some embodiments, the system further includes a booster line and an intercooler that are interconnected, the booster line being connected to the exhaust end of the compressor and the intercooler being connected to the intake manifold.

[0008] In some embodiments, a filter is provided at the end of the compressor that is in communication with the atmosphere.

[0009] In some embodiments, the EGR control valve is a flow control valve.

[0010] In some embodiments, the intake manifold includes an intake main pipe and multiple intake branch pipes, each of the multiple intake branch pipes being configured in a one-to-one correspondence with a cylinder of the engine, and the multiple intake branch pipes being connected to the intake main pipe, the intake main pipe being connected to the EGR pipeline and the other end of the compressor.

[0011] In some embodiments, the exhaust manifold includes a main exhaust pipe and multiple exhaust branch pipes, each of the multiple exhaust branch pipes being configured in a one-to-one correspondence with a cylinder of the engine, and the multiple exhaust branch pipes being connected to the main exhaust pipe, which is connected to the EGR pipeline and the turbine.

[0012] In some embodiments, the exhaust control valve is an exhaust flow control valve.

[0013] A vehicle, including a chassis and an engine system as described above, the engine system being mounted on the chassis.

[0014] An engine exhaust control method for controlling an engine system as described above includes the following steps: When the engine is in the shutdown reverse drag mode: the engine is shut down, the controller controls the exhaust control valve to be closed and the EGR control valve to be open, so that the gas discharged from the engine directly enters the intake manifold through the EGR pipeline, forming a closed loop. The engine is in normal operating mode: the engine starts working, the controller controls the exhaust control valve to be in the open state, and the EGR control valve is in the flow control state.

[0015] In some embodiments, when the engine is in normal operating mode, the controller collects the temperature of the after-processor and adjusts the opening of the exhaust control valve according to the temperature.

[0016] The beneficial effects of this invention are: This invention provides an engine system comprising an intake manifold and an exhaust manifold. One end of an EGR line is connected to the exhaust manifold, and the other end is connected to the intake manifold. An EGR control valve is located in the EGR line and controls its opening and closing. The turbocharger includes a turbine and a compressor connected by a drive connection. The turbine is connected to the exhaust manifold, one end of the compressor is connected to the atmosphere, and the other end is connected to the intake manifold. An aftertreatment system is connected to the exhaust end of the turbine via an exhaust line, which is equipped with an exhaust control valve. A controller is electrically connected to both the EGR control valve and the exhaust control valve. When the vehicle is in a stalled reverse-draft condition, the controller controls the exhaust control valve to be closed and the EGR control valve to be open. During this process, gas entering the engine through the intake manifold is discharged through the exhaust manifold. Because the exhaust control valve is closed, the discharged gas can only enter the intake manifold through the EGR line, thus forming a closed-loop gas circulation. Because no low-temperature gases pass through the exhaust pipe and aftertreatment system, the system effectively cuts off low-temperature exhaust gases, preventing the aftertreatment system and exhaust pipe from being cooled by the low-temperature exhaust gases and causing a rapid drop in temperature, thus achieving the effect of keeping the aftertreatment system warm. When the engine restarts combustion, the high-temperature aftertreatment device ensures efficient treatment of emission pollutants. Moreover, the exhaust pipe and turbocharger do not cool down rapidly, thereby avoiding the risk of thermal fatigue cracking and improving reliability and durability.

[0017] The present invention provides a vehicle including a frame and an engine system as described above, which can reduce the cooling rate of the exhaust pipe, turbocharger and aftertreatment device, ensure the exhaust gas treatment efficiency after the engine restarts, and reduce the risk of thermal shock fatigue cracking.

[0018] The present invention provides an engine exhaust control method for controlling the engine system as described above. This method can reduce the cooling rate of the exhaust pipe, turbocharger and aftertreatment device, ensure the exhaust gas treatment efficiency after the engine restarts, and reduce the risk of thermal shock fatigue cracking. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of an engine system in normal operating mode according to the present invention; Figure 2 This is a schematic diagram of an engine system in a shutdown reverse drag mode according to the present invention.

[0021] In the picture: 1. Engine; 11. Intake manifold; 12. Exhaust manifold; 2. EGR line; 3. EGR control valve; 4. Turbocharger; 41. Turbine; 42. Compressor; 43. Turbocharging line; 5. Intercooler; 6. Aftertreatment system; 7. Exhaust control valve; 8. Controller. Detailed Implementation

[0022] Before explaining any implementation of this application in detail, it should be understood that this application is not limited to its application to the structural details and component arrangements set forth in the following description or shown in the above drawings.

[0023] In this application, the terms "comprising," "including," "having," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0024] In this application, the terms "connection," "combination," "coupling," and "installation" can refer to direct connection, combination, coupling, or installation, or indirect connection, combination, coupling, or installation. For example, a direct connection refers to two parts or components being connected together without the need for an intermediary, while an indirect connection refers to two parts or components each being connected to at least one intermediary, with the connection achieved through the intermediary. Furthermore, "connection" and "coupling" are not limited to physical or mechanical connections or couplings, but can also include electrical connections or couplings.

[0025] In this application, those skilled in the art will understand that the function performed by a component can be performed by one component, multiple components, one part, or multiple parts. Similarly, the function performed by a part can also be performed by one part, one component, or a combination of multiple parts.

[0026] In this application, the directional terms "upper," "lower," "left," "right," "front," and "rear" are used to describe the orientation and positional relationships shown in the accompanying drawings and should not be construed as limiting the embodiments of this application. Furthermore, in the context, it should be understood that when an element is mentioned as being connected "upper" or "lower" to another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected through an intermediate element. It should also be understood that directional terms such as upper side, lower side, left side, right side, front side, and rear side not only represent positive orientation but can also be understood as lateral orientation. For example, "below" can include directly below, lower left, lower right, lower front, and lower rear.

[0027] To reduce the environmental pollution caused by engine exhaust emissions, engine exhaust aftertreatment devices are widely used in vehicle engines. Engine exhaust aftertreatment devices are an important component of low-emission engines. The main function of engine exhaust aftertreatment devices is to treat or purify toxic and harmful substances such as hydrocarbons (HC), carbon monoxide (CO), particulate matter, and nitrogen oxides (NOx) in engine exhaust.

[0028] When a vehicle decelerates or goes downhill, the engine enters a stall-and-tow condition. This stall-and-tow condition refers to the engine operating while still powered by the vehicle's inertia or another power source (such as an electric motor). During this condition, the engine exhaust temperature drops rapidly, quickly cooling the exhaust pipes, turbocharger, and aftertreatment system. This results in a shortened performance and lifespan of the aftertreatment system.

[0029] To solve the above problems, such as Figures 1-2 As shown, the present invention provides an engine system. The engine system includes an engine 1, an EGR line 2, an EGR control valve 3, a turbocharger 4, an after-treatment system 6, and a controller 8.

[0030] The engine 1 has an intake manifold 11 and an exhaust manifold 12. One end of the EGR line 2 is connected to the exhaust manifold 12, and the other end is connected to the intake manifold 11. An EGR control valve 3 is located in the EGR line 2 and is used to control the opening and closing of the EGR line 2. The turbocharger 4 includes a turbine 41 and a compressor 42 connected by a drive mechanism. The turbine 41 is connected to the exhaust manifold 12, one end of the compressor 42 is connected to the atmosphere, and the other end is connected to the intake manifold 11. The aftertreatment system 6 is connected to the exhaust end of the turbine 41 through an exhaust pipe. An exhaust control valve 7 is located in the exhaust pipe section between the aftertreatment system 6 and the turbine 41. The controller 8 is electrically connected to the EGR control valve 3 and the exhaust control valve 7. When the vehicle is in a reverse-towing condition with the engine off, the exhaust control valve 7 is closed, and the EGR control valve 3 is open.

[0031] When the vehicle is in a stalled, reverse-towing condition, the controller 8 keeps the exhaust control valve 7 closed and the EGR control valve 3 open. During this process, the gas that enters the engine 1 through the intake manifold 11 is discharged through the exhaust manifold 12. Because the exhaust control valve 7 is closed, the discharged gas can only enter the intake manifold 11 through the EGR line 2, thus forming a closed-loop gas circulation. Since no low-temperature gas passes through the exhaust line and the aftertreatment system 6, low-temperature exhaust gas is effectively cut off, preventing the aftertreatment system 6 and exhaust line from being cooled by the low-temperature exhaust gas and causing a rapid temperature drop, thus achieving the function of keeping the aftertreatment system 6 warm. When the engine 1 restarts combustion, the high-temperature aftertreatment device ensures the efficiency of treating emission pollutants. Moreover, the exhaust line and turbocharger 4 do not cool down rapidly, thus avoiding the risk of thermal fatigue cracking and improving reliability and durability.

[0032] In some embodiments, the aftertreatment system 6 can employ a three-way catalytic converter. Three-way catalytic converters are primarily used in vehicles that use gasoline as fuel. Utilizing precious metal catalysts such as platinum, rhodium, and palladium, the three-way catalytic converter simultaneously completes three reactions: oxidizing carbon monoxide to carbon dioxide, oxidizing hydrocarbons to water and carbon dioxide, and reducing nitrogen oxides to nitrogen, effectively treating exhaust gases. In other embodiments, the aftertreatment system 6 can also employ a combination of a diesel particulate filter, a selective catalytic reduction system, and an oxidation catalyst. The diesel particulate filter captures particulate matter in the exhaust gas through a wall-flow filter. When particulate matter accumulates to a certain level, it actively triggers a "regeneration" process—converting the particulate matter into carbon dioxide through high-temperature combustion, effectively reducing PM2.5 emissions. The selective catalytic reduction system injects a urea solution (AdBlue for vehicles) into the exhaust gas. The urea decomposes to produce ammonia, which, under the action of a catalyst, reacts with nitrogen oxides to produce nitrogen and water, achieving a nitrogen oxide purification efficiency of over 90%. The oxidation catalyst oxidizes carbon monoxide and hydrocarbons in the exhaust gas using a catalyst, while also oxidizing some nitric oxide to nitrogen dioxide, providing conditions for subsequent diesel particulate filter regeneration and selective catalytic reduction system reactions. By incorporating an after-treatment system 6, the exhaust gas emitted by engine 1 can be efficiently treated, thereby reducing environmental pollution.

[0033] In some embodiments, controller 8 is an ECU (Electronic Control Unit), which is the core component of the automotive electronic control system. By integrating the control functions of the EGR control valve 3 and the exhaust control valve 7 onto the ECU, the number of controller 8 components can be reduced, thereby lowering costs and ensuring economy.

[0034] In some embodiments, the engine system further includes a supercharger line 43 and an intercooler 5 connected to each other. The supercharger line 43 is connected to the exhaust end of the compressor 42, and the intercooler 5 is connected to the intake manifold 11. The supercharger line 43 facilitates docking with the compressor 42. The compressor 42 operates under the drive of the turbine 41, thereby compressing the incoming air, which then enters the intake manifold 11 of the engine 1 through the supercharger line 43 and the intercooler 5. Because the temperature of the compressed air rises sharply (up to 150-200°C), and high-temperature air brings two core problems: reduced oxygen content (due to thermal expansion and contraction, the same volume of high-temperature air contains more than 30% less oxygen than room-temperature air) and increased risk of engine knocking. By incorporating an intercooler 5, which cools the compressed, high-temperature intake air to 50-60°C through air convection or coolant circulation, the cooled air has a higher oxygen content, allowing for more complete combustion of fuel and increasing power by 10%-15%. Simultaneously, the ample oxygen ensures more complete combustion, reducing emissions of incomplete combustion products such as carbon monoxide and hydrocarbons. Furthermore, it prevents knocking caused by high-temperature intake air, reduces protective fuel injection in engine 1, lowers fuel consumption and carbon deposit formation, reduces heat load and chemical corrosion, and reduces the risk of premature wear in engine 1.

[0035] In some embodiments, a filter is provided at the end of the compressor 42 that is in communication with the atmosphere. By providing a filter, the air entering the compressor 42 can be filtered, thereby removing impurities from the air and preventing impurities from entering the intake manifold 11 through the compressor 42, the booster line 43 and the intercooler 5, thus preventing any impact on the operation of the engine 1.

[0036] In some embodiments, the EGR control valve 3 is a flow control valve. EGR is an abbreviation for Exhaust Gas Recirculation. The EGR control valve 3 is the core actuator of the EGR system. It is responsible for precisely controlling the amount of exhaust gas introduced into the intake manifold 11, allowing some of the combusted exhaust gas to re-enter the cylinder for combustion, thereby reducing the combustion temperature inside the cylinder and decreasing the formation of nitrogen oxides (NOx). Furthermore, NOx is generated in large quantities in a high-temperature, oxygen-rich environment. The exhaust gas introduced by the EGR valve dilutes the oxygen concentration in the intake air and simultaneously reduces the peak combustion temperature inside the cylinder (from 2500°C to approximately 1600°C), reducing NOx generation at its source. Exhaust gas has a high specific heat capacity, absorbing some of the heat during combustion, lowering the combustion temperature inside the cylinder, effectively suppressing engine knock, and improving the operational stability of engine 1. The EGR control valve 3, being a flow control valve, can precisely control the amount of exhaust gas introduced into the intake manifold 11, thereby ensuring that engine 1 can operate normally and efficiently.

[0037] In some embodiments, the intake manifold 11 includes an intake main pipe and multiple intake branch pipes. Each intake branch pipe corresponds to one cylinder of the engine 1 and is connected to the intake main pipe. The intake main pipe is connected to the EGR line 2 and the other end of the compressor 42. The intake main pipe is the first "transfer station" for air intake. One end of the intake main pipe is connected to the outlet of the intercooler 5, and the other end branches to connect to the intake branch pipes of each cylinder. The intake main pipe typically has a pressure stabilizing chamber inside to stabilize the intake pressure and prevent airflow fluctuations when the throttle opening of the engine 1 changes, ensuring a more uniform amount of air entering each cylinder. Furthermore, the intake main pipe integrates an EGR exhaust gas inlet, facilitating connection with the EGR line 2 and allowing exhaust gas to be evenly mixed into the intake air of each cylinder, thus more efficiently reducing nitrogen oxide emissions. Each intake branch pipe is an independent channel from the main pipe to the intake valve of each cylinder, with each intake branch pipe corresponding to one cylinder. The design aims to ensure that all intake manifolds have the same length and diameter, guaranteeing that each cylinder receives an equal amount of air, resulting in more balanced combustion and improved power smoothness of engine 1. During the manufacturing of intake manifold 11, a symmetrical pipe layout and identical pipe diameter and length ensure that the intake volume error of each cylinder is controlled within 5%, preventing situations where the air-fuel mixture in a particular cylinder is too rich or too lean.

[0038] In some embodiments, the exhaust manifold 12 includes a main exhaust pipe and multiple branch exhaust pipes. Each branch exhaust pipe corresponds to a cylinder of the engine 1 and is connected to the main exhaust pipe. The main exhaust pipe is connected to the EGR line 2 and the turbine 41. Corresponding to the intake manifold 11, the exhaust manifold 12 also consists of branch exhaust pipes and a main exhaust pipe, which work together to collect and transport exhaust gases. Each branch exhaust pipe corresponds to the exhaust valve of a cylinder and is the first passage for exhaust gases after exiting the cylinder, directly connected to the exhaust passage of the cylinder head. The design of the branch exhaust pipes prioritizes unobstructed exhaust flow while also considering thermal expansion characteristics. The main exhaust pipe is responsible for collecting the exhaust gases from each branch exhaust pipe and then transporting them to the turbine 41. The diameter of the main exhaust pipe is usually slightly larger than that of the branch exhaust pipes to ensure smooth exhaust flow and prevent blockages at the collection point, which would increase the exhaust back pressure of the engine 1. Furthermore, a design with equally long branch exhaust pipes and a large-diameter main exhaust pipe can be used to further reduce exhaust resistance and improve high-speed power output.

[0039] In some embodiments, the exhaust control valve 7 is an exhaust flow control valve. By employing an exhaust flow control valve, the exhaust gas discharge rate can be precisely controlled, thereby effectively adjusting the back pressure of the engine 1. In other embodiments, the exhaust control valve 7 can also be an on / off valve; by directly controlling the opening and closing of the on / off valve, effective control can be achieved. This embodiment also provides a vehicle, which includes a frame and the engine system described above. The engine system is mounted on the frame and can reduce the cooling rate of the exhaust pipe, turbocharger 4 and aftertreatment device, ensuring the exhaust gas treatment efficiency after the engine 1 is restarted, and reducing the risk of thermal shock fatigue cracking.

[0040] This embodiment also provides an engine exhaust control method for controlling the engine system described above, comprising the following steps: When the engine is in the shutdown reverse drag mode: the engine 1 is shut down, the controller 8 controls the exhaust control valve 7 to be closed and the EGR control valve 3 to be open, so that the gas discharged from the engine 1 directly enters the intake manifold 11 through the EGR pipe 2, forming a closed loop. The engine is in normal operating mode: engine 1 starts working, controller 8 controls exhaust control valve 7 to be in the open state, and EGR control valve 3 is in the flow control state.

[0041] When the engine is in normal operating mode, part of the exhaust gas from combustion in cylinder 1 enters the turbine 41, driving the turbine 41 to operate before being discharged through the exhaust control valve 7. The other part enters the intake manifold 11 for recirculation through the EGR control valve 3. When the engine is in the off-duty reverse drag mode, since the exhaust control valve 7 is closed, the exhaust gas can only enter the intake manifold 11 through the EGR line 2, thus forming a closed-loop gas circulation. Because no low-temperature gas passes through the exhaust pipe and the aftertreatment system 6, low-temperature exhaust gas is effectively cut off, preventing the aftertreatment system 6 and exhaust pipe from being cooled by the low-temperature exhaust gas, thus achieving the effect of heat preservation for the aftertreatment system 6. When engine 1 restarts combustion, the high-temperature aftertreatment device ensures efficient treatment of emission pollutants. Furthermore, the exhaust pipe and turbocharger 4 do not cool down rapidly, thereby avoiding the risk of thermal fatigue cracking and improving reliability and durability.

[0042] In some embodiments, when the engine is in normal operating mode, the controller 8 collects the temperature of the aftertreatment system 6 and adjusts the opening of the exhaust control valve 7 accordingly. The aftertreatment system 6 (such as DOC, DPF, SCR) requires a specific temperature range (typically 200-600°C) to effectively purify exhaust gases. By adjusting the opening of the exhaust control valve 7, the exhaust flow rate and velocity can be controlled, ensuring that the aftertreatment system 6 is always at a high-efficiency operating temperature and improving pollutant conversion efficiency.

[0043] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. An engine system, characterized in that, include: An engine (1) having an intake manifold (11) and an exhaust manifold (12); EGR line (2), one end of which is connected to the exhaust manifold (12), and the other end of which is connected to the intake manifold (11); EGR control valve (3), the EGR control valve (3) is disposed in the EGR pipeline (2), the EGR control valve (3) is used to control the opening and closing of the EGR pipeline (2); The supercharger (4) includes a turbine (41) and a compressor (42) connected by a drive. The turbine (41) is connected to the exhaust manifold (12), one end of the compressor (42) is connected to the atmosphere, and the other end of the compressor (42) is connected to the intake manifold (11). The post-processor (6) is connected to the exhaust end of the turbine (41) through an exhaust pipe, and an exhaust control valve (7) is provided in the exhaust pipe section between the post-processor (6) and the turbine (41). The controller (8) is electrically connected to the EGR control valve (3) and the exhaust control valve (7). When the vehicle is in a towing-off condition, the exhaust control valve (7) is closed and the EGR control valve (3) is open.

2. The engine system according to claim 1, characterized in that, It also includes a booster pipe (43) and an intercooler (5) that are interconnected. The booster pipe (43) is connected to the exhaust end of the compressor (42), and the intercooler (5) is connected to the intake manifold (11).

3. The engine system according to claim 1, characterized in that, A filter is provided at the end of the compressor (42) that is connected to the atmosphere.

4. The engine system according to claim 1, characterized in that, The EGR control valve (3) is a flow control valve.

5. The engine system according to claim 1, characterized in that, The intake manifold (11) includes an intake main pipe and multiple intake branch pipes. The multiple intake branch pipes are arranged one-to-one with the cylinders of the engine (1), and the multiple intake branch pipes are connected to the intake main pipe. The intake main pipe is connected to the EGR pipeline (2) and the other end of the compressor (42).

6. The engine system according to claim 1, characterized in that, The exhaust manifold (12) includes an exhaust main pipe and multiple exhaust branch pipes. Each of the multiple exhaust branch pipes is configured to correspond one-to-one with a cylinder of the engine (1), and the multiple exhaust branch pipes are connected to the exhaust main pipe. The exhaust main pipe is connected to the EGR pipeline (2) and the turbine (41).

7. The engine system according to claim 1, characterized in that, The exhaust control valve (7) is an exhaust flow control valve.

8. A vehicle, characterized in that, It includes a chassis and an engine system as described in any one of claims 1-7, wherein the engine system is mounted on the chassis.

9. An engine exhaust control method, characterized in that, For controlling the engine system as described in any one of claims 1-7, the method includes the following steps: When the engine is in the shutdown reverse drag mode: the engine (1) is shut down, the controller (8) controls the exhaust control valve (7) to be closed and the EGR control valve (3) to be open, so that the gas discharged from the engine (1) directly enters the intake manifold (11) through the EGR pipeline (2) to form a closed loop; The engine is in normal operating mode: the engine (1) starts working, the controller (8) controls the exhaust control valve (7) to be in the open state, and the EGR control valve (3) is in the flow control state.

10. The engine exhaust control method according to claim 9, characterized in that, When the engine is in normal operating mode, the controller (8) collects the temperature of the after-processor (6) and adjusts the opening of the exhaust control valve (7) according to the temperature.

Images