Intake control method and unit for an engine, engine and medium

Abstract

This application provides an intake control method, unit, engine, and medium for an engine, relating to the field of engine technology. An auxiliary intake device is provided on the inlet side of the engine's air filter. The method includes: acquiring the engine load rate and the coolant temperature in the cooling system; determining the operating state of the intake system based on the load rate and coolant temperature; and controlling the operation of the intake system according to the operating state of the intake system to maintain a balanced air-fuel ratio in the engine. The solution of this application reduces the accumulation rate and regeneration frequency of DPF soot, thereby reducing fuel consumption and improving the user experience.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to an intake control method, unit, engine, and medium for an engine. Background Technology

[0002] When operating fuel-powered construction machinery, emissions aftertreatment systems typically rely on diesel particulate filters (DPFs) to control soot emissions.

[0003] In related technologies, construction machinery often encounters situations where the load suddenly increases or decreases. When the load suddenly increases, the engine needs to increase the fuel injection to avoid a drop in speed. However, due to the lag of the turbocharger, this can lead to an imbalance in the air-fuel ratio, resulting in incomplete combustion and the production of a large amount of carbon soot. This causes the DPF (Diesel Particulate Filter) to accumulate carbon soot more quickly and regenerate more frequently. Conversely, when the load is low, the engine's fuel injection decreases, which also leads to incomplete combustion, resulting in faster carbon soot accumulation and more frequent regeneration, thus affecting the user experience.

[0004] Therefore, an intake control scheme for engines is needed that can reduce the rate of carbon buildup and regeneration frequency in the DPF (Digital Power Filter). Summary of the Invention

[0005] This application provides an intake control method, unit, engine, and medium for an engine, which can reduce the carbon buildup rate and regeneration frequency of DPF.

[0006] In a first aspect, embodiments of this application provide an intake control method for an engine, wherein an auxiliary intake device is provided on the inlet side of the engine's air filter; the method includes:

[0007] Obtain the engine load rate and the coolant temperature in the engine's cooling system;

[0008] The operating status of the engine's intake system is determined based on the load rate and the coolant temperature.

[0009] The operation of the intake system is controlled according to its working state to keep the air-fuel ratio of the engine in a balanced state.

[0010] In one possible implementation, determining the operating state of the engine's intake system based on the load rate and the coolant temperature includes:

[0011] When the load rate exceeds the first load rate threshold and the coolant temperature is less than the first temperature threshold, the intake system is determined to be in a first working state: the speed of the auxiliary intake device is the pre-calibrated first speed, and the exhaust gas recirculation system is shut down;

[0012] When the load rate exceeds the first load rate threshold and the coolant temperature is greater than or equal to the first temperature threshold, the intake system is determined to be in a second operating state: the rotational speed of the auxiliary intake device is 0.

[0013] When the load rate does not exceed the first load rate threshold, the operating state of the intake system is determined based on the load rate.

[0014] In one possible implementation, when the intake system is in a first operating state, it further includes:

[0015] When the duration of the first working state is less than the first duration, if the load rate is detected to be less than the first load rate threshold, or the coolant temperature is greater than the first temperature threshold, the first working state is interrupted, and the intake system is determined to be in the third working state: the speed of the auxiliary intake device is reduced to the second speed, and the exhaust gas recirculation system is turned on.

[0016] When the duration of the first working state reaches the first duration, the first working state ends, and the intake system is determined to be in the third working state.

[0017] In one possible implementation, it also includes:

[0018] Within a second time period after the first working state is interrupted or the first working state is ended, the rotational speed of the auxiliary air intake device is less than the first rotational speed.

[0019] In one possible implementation, determining the operating state of the intake system based on the load rate includes:

[0020] Determine whether the load rate is greater than a second load rate threshold, wherein the second load rate threshold is less than the first load rate threshold;

[0021] If the load rate is greater than the second load rate threshold, the intake system is determined to be in the fourth operating state: the rotation speed of the auxiliary intake device is dynamically adjusted according to the load rate, and the load rate is positively correlated with the rotation speed of the auxiliary intake device;

[0022] If the load rate is less than or equal to the second load rate threshold, the intake system is determined to be in the second operating state.

[0023] In one possible implementation, it also includes:

[0024] Determine whether any of the following conditions are met:

[0025] The exhaust temperature after the diesel oxidation catalyst DOC is lower than the second temperature threshold.

[0026] The time from the completion of the last regeneration to the carbon load being greater than the carbon load threshold is less than the third time, and the exhaust temperature after DOC is less than the second temperature threshold.

[0027] If the conditions are met, the intake system is determined to be in the fifth operating state: the speed of the auxiliary intake device is 0 and the exhaust gas recirculation system is turned off.

[0028] In one possible implementation, when the intake system is in the fifth operating state, it further includes:

[0029] After a fourth time interval from when the exhaust temperature after the DOC reaches the third temperature threshold, the regeneration is determined to be complete, and the intake system is determined to be in the sixth working state: the auxiliary intake device and the exhaust gas recirculation system are turned on.

[0030] The third temperature threshold is greater than the second temperature threshold.

[0031] Secondly, embodiments of this application provide an electronic control unit, including:

[0032] The acquisition module is used to acquire the engine load rate and the coolant temperature in the engine's cooling system;

[0033] The processing module is used to determine the operating state of the engine's intake system based on the load rate and the coolant temperature. An auxiliary intake device is provided on the front air intake side of the air filter in the intake system. The module controls the operation of the intake system according to the operating state of the intake system to keep the air-fuel ratio of the engine in a balanced state.

[0034] Thirdly, embodiments of this application provide another electronic control unit, including:

[0035] The processor, and the memory that is in communication with the processor;

[0036] Memory is used to store instructions that the computer executes;

[0037] The processor is configured to execute computer execution instructions stored in memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0038] Fourthly, embodiments of this application provide an engine, including: an electronic control unit as described in the third aspect;

[0039] The electronic control unit is connected to the auxiliary air intake device and the exhaust gas recirculation system respectively. The auxiliary air intake device is located on the front air intake side of the air filter in the air intake system.

[0040] Fifthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect described above.

[0041] In a sixth aspect, embodiments of this application provide a computer program product, including a computer program, which, when executed by a processor, is used to implement the first aspect and / or various possible implementations of the first aspect as described above.

[0042] This application provides an intake control method, unit, engine, and medium for an engine. An auxiliary intake device can be added to the inlet side of the air filter in the engine's intake system to compensate for the turbocharger's lag and improve the intake system's performance. During operation, the working state of the intake system can be determined by acquiring relevant operating status information such as the engine's load rate and the coolant temperature in the cooling system. This allows the system to adapt to the intake requirements under different engine loads and thermal conditions, ensuring real-time matching of intake volume and combustion demand. This setup enables adaptive adjustment of the intake system's operating state based on the engine's real-time operating conditions, dynamically optimizing the intake volume and maintaining a balanced air-fuel ratio. This ensures complete combustion and stable power output, thereby reducing the rate of DPF soot formation and accumulation, extending the DPF regeneration interval, reducing fuel consumption increases caused by air-fuel ratio imbalance, and improving the user experience. Attached Figure Description

[0043] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0044] Figure 1 This is a system architecture diagram of an embodiment of this application;

[0045] Figure 2 This is a flowchart of an engine intake control method according to an embodiment of this application;

[0046] Figure 3 This is a schematic diagram of the engine intake and exhaust process according to an embodiment of this application;

[0047] Figure 4 This is a schematic diagram of the structure of an electronic control unit according to an embodiment of this application;

[0048] Figure 5 This is a schematic diagram of the structure of an electronic control unit according to another embodiment of this application.

[0049] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0050] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0051] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0052] It should be noted that in the embodiments of this application, certain software, components, models and other existing solutions in the industry may be mentioned. These should be regarded as exemplary and are only intended to illustrate the feasibility of implementing the technical solution of this application. However, it does not mean that the applicant has used or necessarily used the solution.

[0053] It should also be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0054] The engine intake control method, unit, engine, and medium of this application can be used in the field of engines, or in any field other than the engine field, such as the after-treatment field. The application field of the engine intake control method, unit, engine, and medium of this application is not limited.

[0055] The engine intake control method, unit, engine, and medium of this application can be applied to the engine intake control scenario during the operation of construction machinery. The construction machinery can be fuel-powered construction machinery or hybrid construction machinery. As long as fuel combustion and engine intake control are involved, the engine intake control method, unit, engine, and medium of this application can be applied.

[0056] When operating fuel-powered construction machinery, emissions aftertreatment systems typically rely on diesel particulate filters (DPFs) to control soot emissions.

[0057] Taking excavators as an example, excavators are typical earthmoving equipment in the field of construction machinery, widely used in complex working conditions such as excavation and loading, site leveling, mining, frozen soil breaking, and rock excavation. Such equipment is usually composed of an engine, intake system, cooling system, hydraulic system, and overall control system. The engine serves as the power source, providing continuous power to the hydraulic pump, slewing mechanism, and traveling mechanism.

[0058] In actual operation, excavators frequently face switching between working conditions such as the bucket cutting into hard materials, rotating and transferring, and cutting again after unloading, resulting in significant abrupt changes and fluctuations in the overall load. At the same time, the engine's intake process needs to work in coordination with turbocharging, fuel injection, exhaust gas recirculation (EGR) regulation, and after-treatment emission control to meet power response, combustion stability, and emission regulations.

[0059] For engines equipped with after-treatment systems such as DPF, the intake state directly affects the air-fuel ratio, exhaust temperature, and particulate matter generation, which in turn affects the carbon buildup rate and regeneration cycle of the DPF. Therefore, in application scenarios such as excavators, where there are drastic load changes, low speed and high load, and long periods of low idling, maintaining the stability of the engine's intake and combustion states has become a key issue in balancing power, emissions, and economy.

[0060] In scenarios where the bucket cuts into hard soil, rock, or frozen ground, where instantaneous resistance is high, the hydraulic system pressure rises rapidly, the engine load increases quickly, and the fuel injection volume increases accordingly. However, the turbocharger has a response lag, making it difficult to provide enough fresh air in a short time. This results in insufficient intake air volume, an air-fuel ratio deviating from the optimal range, and incomplete combustion, leading to the formation of more particulate matter. Simultaneously, to control nitrogen oxide emissions, the engine typically lowers the combustion temperature by increasing the EGR opening. The introduction of EGR further dilutes the intake oxygen concentration, increasing soot formation and significantly accelerating carbon buildup in the DPF. On the other hand, during low-idle, long-term low-load conditions such as waiting for loading or light-load movement, the engine fuel supply is less, and the combustion temperature is lower. The aftertreatment system struggles to maintain a high exhaust heat state, making it easier for particulate matter to accumulate continuously in the DPF.

[0061] To address the aforementioned issues, existing technologies often extend the regeneration interval by increasing the DPF volume, employing a low-inertia turbocharger, or strictly limiting the EGR opening. However, these methods either increase the overall machine layout space and costs, and limit high-altitude adaptability and transient response performance; or they reduce the rated power of the hydraulic pump to achieve emission stability, directly sacrificing the excavator's operating efficiency and overall power output. Nevertheless, drawbacks such as control lag, accelerated carbon soot accumulation, and frequent DPF regeneration still exist.

[0062] In view of this, how to improve the intake air supply in a timely manner under the complex operating conditions of excavator engines, and maintain the air-fuel ratio in a balanced state when the load fluctuates and the cooling conditions change, has become an urgent technical problem to be solved.

[0063] To address the aforementioned issues, this application provides an intake control method, unit, engine, and medium for an engine. The method acquires the engine load rate and the coolant temperature in the engine cooling system, and determines the operating state of the intake system based on these parameters. An auxiliary intake device is installed on the inlet side of the air filter in the intake system. The intake system is then controlled according to the determined operating state to maintain a balanced air-fuel ratio. By using load changes and cooling status as the basis for intake control, and combining this with the auxiliary intake device located on the inlet side of the air filter to adjust the intake system's state, the intake capacity can be enhanced during periods of high engine load. Under suitable operating conditions, auxiliary intake support can be maintained or adjusted, providing a more stable air supply to the engine. This reduces combustion degradation caused by air-fuel ratio imbalance, thereby reducing the rate of DPF soot generation and accumulation, extending the DPF regeneration interval, reducing fuel consumption increases due to air-fuel ratio imbalance, and improving the user experience.

[0064] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0065] Figure 1 This is a system architecture diagram of one embodiment of this application, such as... Figure 1 As shown, the engine's electronic control unit (ECU) can connect to the auxiliary intake system to control its speed, to the exhaust gas recirculation system to control its opening and closing, to the DOC (Device Overload) after-exhaust temperature sensor to obtain the temperature it collects, to the DPF (Diffusion Pressure Filter) differential pressure sensor to determine carbon load (carbon buildup), and to the coolant temperature to obtain the temperature it collects. Specifically, the ECU can acquire the engine load rate and the coolant temperature in the engine's cooling system; based on the load rate and coolant temperature, it determines the operating status of the engine's intake system; and based on the operating status of the intake system, it controls the operation of the intake system to maintain a balanced air-fuel ratio in the engine.

[0066] Figure 2 This is a flowchart of an engine intake control method according to an embodiment of this application. This embodiment describes the engine intake control method using an Electronic Control Unit (ECU) as the executing entity. Figure 2 As shown, the intake control method for this engine may include the following steps:

[0067] S201: Obtain the engine load rate and the coolant temperature in the engine's cooling system.

[0068] In this embodiment, the load rate can be used to characterize the ratio of the engine's current output load to its rated capacity, and is a core parameter reflecting the engine's operating intensity and changes in operating conditions. The coolant temperature in the cooling system can be used to characterize the engine's current thermal state, essentially reflecting the comprehensive temperature level of the engine block, cylinder head, and related heat exchange components, and is an important basis for determining whether the engine is in a cold, warm-up, or high thermal steady state. By simultaneously acquiring the load rate and coolant temperature, the misjudgment problem caused by relying on only a single parameter for control judgment can be avoided, thus providing a basis for the accurate switching of the intake system's operating state.

[0069] In one specific implementation, this step is executed by the engine's ECU, or by a system controller, engine management unit, or independently configured intake control unit that communicates with the ECU. The load rate can be obtained through direct reading. In direct reading, the ECU reads the current torque request value, current fuel injection quantity, output power corresponding to the current speed, and the rated power calibration table from the engine's internal control parameters, and calculates the load rate according to the ratio of the current output demand to the rated capacity. For example, a two-dimensional calibration chart of engine speed and rated torque can be pre-stored in the ECU. The rated torque at that speed can be found based on the real-time speed, and then the current actual torque demand can be divided by the rated torque to obtain the normalized load rate.

[0070] Coolant temperature can be obtained by a temperature sensor located in the engine water jacket, thermostat housing, cylinder head outlet, or radiator return path. The sensor can be a thermistor, semiconductor, or other temperature detection element suitable for engineering machinery environments. The ECU periodically reads the voltage or digital signal output by the sensor and converts it into the actual coolant temperature value through a calibration curve. To improve anti-interference capability and temperature measurement stability, data from multiple consecutive sampling periods can be processed using moving averages, median filtering, or amplitude limiting to suppress outliers caused by vibration, electromagnetic interference, and transient fluctuations. In some embodiments, the coolant temperature can also be determined by fusing multiple temperature detection points, for example, simultaneously collecting cylinder head outlet temperature and radiator inlet temperature, and determining weights based on engine operating conditions to obtain a more comprehensive temperature value that better represents the engine's thermal state.

[0071] In this embodiment, this step is typically executed in a fixed control cycle, such as once every 10 milliseconds, 20 milliseconds, or 50 milliseconds, to meet the application requirements of rapid load changes and frequent working condition switching in engineering machinery.

[0072] In this embodiment, by accurately acquiring the engine load rate and coolant temperature before entering the control decision, it is possible not only to establish a dual-parameter criterion reflecting the engine's mechanical load and thermal state, but also to provide a timely and stable data foundation for dealing with problems such as turbocharger lag, combustion air-fuel ratio deviation, and after-treatment particulate matter accumulation. This enables subsequent control to move beyond static calibration and gain dynamic adaptability to complex operating conditions.

[0073] S202: Determine the operating status of the engine's intake system based on the load rate and coolant temperature.

[0074] In this embodiment, an auxiliary air intake device may be provided on the front air intake side of the air filter in the air intake system.

[0075] In this embodiment, the intake system refers to the entire air passage and its control components that filter, transport, and ultimately introduce outside air into the engine cylinders for combustion. It typically includes an air inlet, air filter, intake pipe, turbocharger compressor, intake manifold, EGR-related return path, and matching sensors and control actuators.

[0076] The intake system in this embodiment is based on the conventional engine intake structure, with an auxiliary intake device added to the front air intake side of the air filter. This allows outside air to receive additional airflow before entering the air filter, thereby providing supplemental air to the engine when the load suddenly increases and the turbocharger has not yet fully built up its boost.

[0077] The function of the air filter is to filter out dust, sand, and impurities entering the engine, protecting the turbocharger and engine block. Therefore, the auxiliary air intake device is located in front of the air filter, which can both enhance airflow by utilizing its air delivery capacity and ensure that the air supplied to the engine is still purified by the filter. The auxiliary air intake device can consist of an electric fan and a front-end filter structure, or it can use an electrically driven blower mechanism, axial flow fan, centrifugal fan, or other devices that can achieve supplemental air intake. Its core function is to change the air volume output, start / stop status, or operating speed according to control commands. The specific structure is not limited here.

[0078] For example, Figure 3 This is a schematic diagram of the engine intake and exhaust process according to an embodiment of this application, as shown below. Figure 3 As shown, air enters the engine sequentially through the auxiliary intake device, air filter, turbocharger and intercooler, and the exhaust gas from the engine is after-treated by the diesel oxidation catalyst (DOC) and DPF before being discharged.

[0079] S203: Control the operation of the intake system according to the working status of the intake system to keep the air-fuel ratio of the engine in a balanced state.

[0080] In this embodiment, the air-fuel ratio refers to the ratio between the amount of air drawn into the engine and the amount of fuel injected. It directly affects the degree of combustion completeness, in-cylinder temperature, particulate matter generation, and the workload of the exhaust aftertreatment system. An balanced air-fuel ratio means that the ratio is maintained within a stable range suitable for the combustion and emission control requirements of the current operating conditions. It does not require maintaining a single fixed value under all operating conditions, but rather that it avoids being significantly too rich or too lean under different loads, speeds, and thermal conditions.

[0081] In this embodiment, by using engine mechanical load information and thermal state information together as control criteria, and adding a controllable auxiliary air intake device in front of the air filter, the intake system can achieve state-based adjustment in response to sudden load changes, continuous light loads, and thermal state changes in the construction machinery. This allows for the replenishment of fresh air during the turbocharger's response lag phase, reducing combustion degradation and soot formation caused by air-fuel ratio deviation, alleviating the problems of excessively rapid DPF carbon buildup and frequent regeneration, while avoiding the shortcomings of traditional methods that simply reduce hydraulic power or increase aftertreatment volume to achieve emission stability. This balances overall engine power output, emission control, and operating economy.

[0082] In this embodiment, an auxiliary intake device can be added to the front air intake side of the air filter in the engine intake system to compensate for the turbocharger's lag and improve the performance of the intake system. During operation, the working state of the intake system can be determined by acquiring relevant operating status information such as engine load rate and coolant temperature in the cooling system, so as to adapt to the intake requirements under different engine loads and thermal conditions, ensuring that the intake volume matches the combustion requirements in real time. Through this setting, the operating state of the intake system can be adaptively adjusted according to the engine's real-time operating conditions, dynamically optimizing the intake volume, keeping the engine's air-fuel ratio in a balanced state, ensuring complete combustion and stable power output, thereby reducing the rate of DPF soot generation and accumulation, extending the DPF regeneration interval, and thus reducing the increase in fuel consumption caused by air-fuel ratio imbalance, improving the user experience.

[0083] In one possible implementation, step S202, which determines the operating state of the engine's intake system based on the load rate and coolant temperature, may include:

[0084] S11: When the load rate exceeds the first load rate threshold and the coolant temperature is less than the first temperature threshold, the intake system is determined to be in the first working state: the speed of the auxiliary intake device is the pre-calibrated first speed, and the exhaust gas recirculation system is shut down.

[0085] S12: When the load rate exceeds the first load rate threshold and the coolant temperature is greater than or equal to the first temperature threshold, the intake system is determined to be in the second working state: the speed of the auxiliary intake device is 0.

[0086] S13: When the load rate does not exceed the first load rate threshold, determine the working state of the intake system based on the load rate.

[0087] In this embodiment, the first load rate threshold can be used to distinguish between high-load and low-load operating conditions, corresponding to the load dividing point of the engine when digging hard soil, rock, or frozen soil. The specific first load rate threshold can be flexibly set by those skilled in the art according to actual conditions; for example, it can be 90% or 85%, without any limitation.

[0088] In this embodiment, the first temperature threshold can be used to characterize the engine's thermal state as reflected by the coolant. When the coolant temperature is higher than this threshold, continued air intake by the auxiliary air intake device may cause high-temperature damage to the engine structure. The specific first temperature threshold can be flexibly set by those skilled in the art according to actual conditions; for example, it can be 95°C or 100°C, and no limitation is made here.

[0089] In this embodiment, the first speed can be calibrated in conjunction with the specific engine model. As long as the speed of the auxiliary intake device is the first speed, the air-fuel ratio of the engine is in a balanced state (within a reasonable range, without any specific limitation).

[0090] In this embodiment, the first operating state can be used to quickly replenish the intake air volume under high load and low temperature conditions, and reduce the dilution effect of exhaust gas recirculation by shutting down the exhaust gas recirculation system. The second operating state can be used to stop the operation of the auxiliary intake device under high load but high coolant temperature to avoid damage to the engine structure due to excessive temperature.

[0091] In this embodiment, the auxiliary air intake device can be an electrically driven fan, blower, or axial flow air supply mechanism, which is installed on the front side of the air filter intake to facilitate the formation of a replenishment air effect before entering the filter.

[0092] In this embodiment, the ECU first collects the engine load rate and coolant temperature, and compares the load rate with a first load rate threshold, and simultaneously compares the coolant temperature with a first temperature threshold. When the former exceeds the threshold and the latter is below the threshold, the ECU outputs a first speed command, causing the auxiliary intake device to operate at a pre-calibrated higher speed, and simultaneously outputs a shut-off command to the exhaust gas recirculation system; when the load rate exceeds the threshold and the coolant temperature reaches or exceeds the threshold, the ECU outputs a shutdown command, causing the speed of the auxiliary intake device to be 0; when the load rate does not exceed the threshold, the ECU selects the corresponding intake control state according to the specific magnitude of the load rate, thereby achieving finer-grained adjustment in the lower-than-high load range.

[0093] In this embodiment, the increased air demand caused by a sudden increase in load can be combined with the thermal constraints reflected by the coolant temperature, each corresponding to different intake regulation intensities. Under high load and low temperature conditions, strong air injection and shutdown of exhaust gas recirculation (EGR) can improve intake volume in time before turbocharger build-up and effectively address the issue of insufficient power under high load conditions. Under high load and high temperature conditions, auxiliary intake is stopped to prevent further increase in thermal load. When the load is below a threshold, an appropriate intake state is maintained according to load changes, ensuring the system maintains a responsiveness that matches actual operating conditions. With this setup, the intake system can switch operating states promptly when engine load changes rapidly, reducing air-fuel ratio imbalance, decreasing soot formation, and suppressing the intake dilution effect of EGR, while also preventing high-temperature damage, thus balancing power response, thermal management, and emission control.

[0094] In one possible implementation, when the intake system is in its first operating state, it may further include:

[0095] S21: When the duration of the first working state is less than the first duration, if the load rate is detected to be less than the first load rate threshold, or the coolant temperature is greater than the first temperature threshold, the first working state is interrupted, and the intake system is determined to be in the third working state: the speed of the auxiliary intake device is reduced to the second speed, and the exhaust gas recirculation system is activated.

[0096] S22: When the duration of the first working state reaches the first duration, the first working state ends and the intake system is determined to be in the third working state.

[0097] In this embodiment, the first duration can be the maximum time threshold that the enhanced air intake mode can be maintained for. The specific first duration can be flexibly set by those skilled in the art according to actual conditions. For example, it can be 10s or 12s, and no restrictions are made here.

[0098] In this embodiment, the second speed can be a transitional operating speed lower than the first speed. Those skilled in the art can flexibly set the specific second speed according to actual conditions, as long as it is lower than the first speed, and no restrictions are imposed here.

[0099] In this embodiment, the third working state is the maintenance state after exiting the enhanced intake mode, which can restore the exhaust gas recirculation to participate in the control while retaining a certain air replenishment capacity.

[0100] In actual control, the ECU can simultaneously start a first timer when the intake system enters the first operating state, accumulate the duration, and periodically collect the load rate and coolant temperature. If, before the first duration is reached, the load rate has fallen below the first load rate threshold, or the coolant temperature has risen and exceeded the first temperature threshold, the ECU immediately terminates the first operating state, reduces the speed of the auxiliary intake device from the first speed to the second speed, and outputs an activation command to the exhaust gas recirculation system to restore exhaust gas recirculation. If the first operating state continues for the first duration, the ECU will no longer maintain high-intensity air supply, but will directly terminate the first operating state and switch to the third operating state to limit the duration of enhanced intake.

[0101] In this embodiment, by combining time constraints and operating condition constraints, the first operating state can provide timely supplemental air support when the load suddenly increases, and can quickly exit when the load decreases or the temperature rises. This avoids the increased energy consumption and emission fluctuations caused by prolonged high-speed operation of the auxiliary intake device and prolonged shutdown of the exhaust gas recirculation system. In the third operating state, the auxiliary intake device operates at the second speed and the exhaust gas recirculation system is restarted, allowing the intake system to smoothly transition to a low duty cycle maintenance mode, thereby maintaining a relatively stable air-fuel ratio in the engine. Using this method, the adaptability of intake control to sudden load and temperature changes is improved, reducing combustion degradation caused by air-fuel ratio imbalance and lowering the additional energy consumption caused by prolonged enhanced intake.

[0102] In one possible implementation, the method may further include:

[0103] Within a second time period after the first working state is interrupted or ended, the rotational speed of the auxiliary air intake device is less than the first rotational speed.

[0104] In this embodiment, the second duration can be used to define a buffer period after exiting the first operating state. This interval can be recorded and maintained by a second timer in the ECU (after the first timer is started), and typically corresponds to a cooling-off period or a re-entry interval. The specific second duration can be flexibly set by those skilled in the art according to actual conditions; for example, it can be 300s or 320s, and no restrictions are imposed here.

[0105] In this embodiment, the rotational speed of the auxiliary air intake device is less than the first rotational speed, which means that the auxiliary air intake device no longer maintains the highest replenishment output in the buffer zone, but instead operates at a speed lower than the enhanced state, or remains in low-speed standby, so as to avoid immediately returning to high speed after exiting high-intensity air supply.

[0106] In practical implementation, the ECU starts a second timer simultaneously after the first timer starts. Upon detecting an interruption of the first operating state or its termination after reaching a preset duration, the ECU outputs a restricted speed command to the auxiliary intake device before the second timer finishes counting down. This restricted speed command can correspond to a second speed or other transitional speeds between zero and the first speed, as long as it is less than the first speed. The auxiliary intake device can be an electric fan, blower, or axial flow unit. Its drive motor is speed-regulated via PWM signals, duty cycle control signals, or voltage control signals. The ECU can determine the output limit value based on the current load rate drop, coolant temperature changes, and device inertia parameters, thereby achieving a smooth speed reduction. This low-speed transition can also be linked with the exhaust gas recirculation (EGR) system, gradually restoring the EGR opening after the first operating state exits, allowing the intake system to smoothly switch from a short-term enhanced mode to a normal operating mode.

[0107] In this embodiment, after the first working state ends, both the airflow state and actuator speed within the intake system retain inertia. Immediately resuming to a high speed could easily cause airflow disturbance and control shock. By limiting the auxiliary intake device speed to below the first speed for a second duration, the air delivery capacity can gradually decrease, reducing mechanical wear and energy consumption fluctuations, and allowing time for subsequent intake state switching to stabilize. Using this method, the auxiliary intake device can avoid frequent high-speed starts and stops after a short period of boost, reducing motor load and fan impact noise, extending the service life of actuators, and making the engine intake volume decrease more smoothly. This helps maintain a stable air-fuel ratio and suppress transient soot generation, thereby improving the engine's power performance and emission consistency under fluctuating load conditions.

[0108] In one possible implementation, determining the operating state of the intake system based on the load rate in step S13 above may include:

[0109] S31: Determine whether the load rate is greater than the second load rate threshold, and the second load rate threshold is less than the first load rate threshold.

[0110] S32: If the load rate is greater than the second load rate threshold, the intake system is determined to be in the fourth operating state: the speed of the auxiliary intake device is dynamically adjusted according to the load rate, and the load rate is positively correlated with the speed of the auxiliary intake device.

[0111] S33: If it is less than or equal to the second load rate threshold, then the intake system is determined to be in the second operating state.

[0112] In this embodiment, the second load rate threshold can be used to divide the engine load into a medium fluctuation range and a low load range. Its value can be determined by combining the typical working conditions in the operation of construction machinery. For example, it can be 25% or 30%, and no restrictions are placed here.

[0113] In this embodiment, the fourth operating state can be used to address situations where the load is higher than the second load rate threshold but has not entered the high load surge range. The ECU continuously adjusts the output capacity of the auxiliary intake device based on the load rate. The load rate is positively correlated with the engine speed, meaning that the ECU maps the load rate to a target engine speed. When the load rate increases, the engine speed is increased; when the load rate decreases, the engine speed is decreased, so that the air supply capacity changes synchronously with the engine's demand.

[0114] In this embodiment, the second operating state can be used for normal operation under low load conditions. The ECU sets the auxiliary intake device to a stopped state to reduce additional power consumption and component wear.

[0115] In its implementation, the ECU reads the current load rate and compares it with a second load rate threshold. If the result is greater than the threshold, a target speed is generated according to a pre-stored load rate-speed mapping relationship, and a corresponding control quantity is output to the drive circuit to make the auxiliary intake device operate at the target speed. If the result is less than or equal to the target speed, the ECU outputs a shutdown control quantity to stop the auxiliary intake device. The mapping relationship can be established using a linear function, a piecewise function, or a lookup table to easily adapt to the intake requirements of different engine models. In practical applications, other models of this component can also be selected, and this application embodiment does not limit this.

[0116] In this embodiment, the intake system can dynamically adjust the supplemental air volume according to the load rate during medium load fluctuations and automatically discontinue supplemental air supply during low loads, ensuring that the control logic matches the engine operating conditions. With this implementation, the auxiliary intake device can continuously adjust with load changes, avoiding the intake lag or energy waste problems caused by traditional simple on / off control. It also helps maintain a stable air-fuel ratio in the engine, reducing combustion degradation and soot formation, and lowering the regeneration frequency. For equipment with frequent load fluctuations, this control method can also improve the adaptability of intake adjustment, enabling the engine to obtain a more stable air supply within the medium-to-low load range.

[0117] In one possible implementation, the method may further include:

[0118] S41: Determine whether any of the following conditions are met:

[0119] A: The exhaust temperature after the diesel oxidation catalyst DOC is less than the second temperature threshold.

[0120] B: The time from the completion of the last regeneration to the carbon load being greater than the carbon load threshold is less than the third time, and the exhaust temperature after DOC is less than the second temperature threshold.

[0121] S42: If satisfied, the intake system is determined to be in the fifth operating state: the speed of the auxiliary intake device is 0 and the exhaust gas recirculation system is closed.

[0122] In this embodiment, the exhaust gas temperature after the DOC (Distillation Catalyst) can be used to characterize the exhaust thermal state at the diesel oxidation catalyst outlet, reflecting whether the aftertreatment system has the thermal conditions required to maintain passive regeneration. The exhaust gas temperature after the DOC can be detected using an exhaust gas temperature sensor after the DOC.

[0123] In this embodiment, the second temperature threshold can be a pre-calibrated temperature limit used to determine whether the exhaust temperature after DOC is too low. The specific second temperature threshold can be flexibly set by those skilled in the art according to actual conditions; for example, it can be 260°C or 250°C, without any limitations.

[0124] In this embodiment, carbon load can be used to characterize the accumulated soot load within the DPF, and is typically estimated by combining differential pressure sensor signals, exhaust flow rate, and fuel injection quantity models. A carbon load threshold can be used to indicate that the DPF soot load has reached a critical level requiring focused management. Specific carbon load thresholds can be flexibly set by those skilled in the art according to actual conditions, and no limitations are imposed here.

[0125] In this embodiment, the DPF soot accumulation state can be divided into five states (1, 2, 3, 4, 5), which correspond to the degree of soot blockage inside the DPF. State 1 corresponds to successful regeneration, 3 to automatic regeneration, 4 to manual regeneration, and 5 to service regeneration. These states can be detected by a DPF differential pressure sensor. State 2 is an intermediate node after state 1, and the soot accumulation state corresponds to the carbon loading threshold.

[0126] In this embodiment, the time elapsed from the completion of the last regeneration to the carbon loading exceeding the carbon loading threshold is used to characterize the time it takes for soot to accumulate to a critical state again after regeneration. The third time is the upper limit of this time, used to determine whether soot accumulation is too rapid. The specific third time can be flexibly set by those skilled in the art according to actual conditions; for example, it can be 18000s or 18600s, without any limitation.

[0127] In this embodiment, the ECU can start a third timer after the last regeneration ends, and the timer will end when the carbon load is greater than the carbon load threshold.

[0128] In actual control, the ECU can make a joint judgment based on engine running time, regeneration end mark, DOC outlet temperature sensor signal, and DPF carbon load estimation value. When the exhaust temperature after DOC is detected to be lower than the second temperature threshold, it indicates that the aftertreatment system has insufficient heat. Alternatively, if the time from regeneration to carbon load exceeding the threshold again is shorter than the third time, it indicates that the carbon buildup rate is too fast, requiring suppression of further carbon buildup and improvement of exhaust thermal state. At this time, the ECU switches the intake system to the fifth operating state, stopping the auxiliary intake device and shutting down the exhaust gas recirculation system, thereby reducing the adverse effects of additional airflow at the fresh air inlet on exhaust temperature rise, while avoiding the exhaust gas dilution effect caused by EGR recirculation.

[0129] In the fifth operating state, the speed of the auxiliary intake device is controlled to zero. This is achieved by sending a stop command to the motor driver, which then cuts off the motor power supply or reduces the torque command to zero, causing the fan impeller to stop rotating. The exhaust gas recirculation (EGR) system can be shut down by adjusting the EGR valve to the fully closed position. If necessary, the EGR bypass channel can also be closed simultaneously to prevent exhaust gas from flowing back into the intake side. With this control method, the proportion of fresh air entering the cylinder increases, raising the combustion and exhaust temperatures. This provides a higher heat load for the DOC and DPF, thereby improving passive regeneration conditions and slowing down the continued accumulation of soot.

[0130] In this embodiment, when the aftertreatment system's thermal condition is insufficient and carbon soot accumulation shows a rapid growth trend, shutting off the auxiliary intake device and EGR allows exhaust heat to be more concentrated in the aftertreatment chain, increasing exhaust temperature, reducing the risk of repeated carbon buildup at low temperatures, and creating a more favorable temperature base for subsequent regeneration. This improves the targeting of DPF management, reduces energy consumption increases and operational interruptions caused by frequent regeneration, while balancing engine emission stability and overall engine operating economy.

[0131] In one possible implementation, when the intake system is in the fifth operating state, it may further include:

[0132] After four hours from when the exhaust temperature after DOC reaches the third temperature threshold, the regeneration is confirmed to be complete, and the intake system is confirmed to be in the sixth working state: the auxiliary intake device and exhaust gas recirculation system are activated.

[0133] The third temperature threshold is greater than the second temperature threshold.

[0134] In this embodiment, the third temperature threshold can be used to characterize that the exhaust temperature after DOC has reached a temperature level sufficient to sustain the regeneration reaction. The corresponding temperature range can be determined according to the engine displacement, after-treatment arrangement and carbon load calibration. For example, it can be 280°C or 290°C, as long as the third temperature threshold is greater than the second temperature threshold. No restrictions are imposed here.

[0135] In this embodiment, the fourth duration can be used to ensure that the exhaust temperature after DOC remains at a certain level for a confirmation period after reaching the third temperature threshold, so as to avoid misjudging the end of regeneration based solely on a momentary temperature rise. The specific fourth duration can be flexibly set by those skilled in the art according to actual conditions; for example, it can be 1500s or 1600s, and no limitation is made here.

[0136] In this embodiment, the ECU can start a fourth timer after the exhaust temperature after DOC reaches a third temperature threshold, and end the timer after the fourth duration is reached.

[0137] In practice, during the fifth operating state of the intake system, the ECU continuously reads the exhaust temperature signal after DOC and filters the temperature signal to suppress errors caused by exhaust pulsation and sensor fluctuations. When the detected value first reaches the third temperature threshold, the ECU initiates the fourth-duration timing logic and continues to monitor temperature changes during the timing period. If the temperature remains above the third temperature threshold and the fourth duration is reached, a regeneration completion command is output, and the intake system is switched to the sixth operating state, controlling the auxiliary intake device to restart and reactivating the exhaust gas recirculation system. If the temperature drops below the third temperature threshold during the timing period, the temperature confirmation process can be re-entered to ensure the reliability of the determination.

[0138] In this embodiment, the determination of regeneration completion can be based on two conditions: "temperature reaches the threshold" and "duration meets the requirement." This ensures that the confirmation of regeneration completion does not depend on a single instantaneous temperature point, thereby improving the stability of the determination. In the sixth operating state, after regeneration is completed, the auxiliary intake device and exhaust gas recirculation system resume coordinated operation, allowing the engine to return to its normal intake regulation state, facilitating the maintenance of air-fuel ratio balance under subsequent load changes. This implementation avoids misjudging short-term temperature rise as regeneration completion, reduces the risk of regeneration control fluctuations, and ensures that the intake system promptly returns to normal control mode after regeneration. This improves the accuracy of aftertreatment control, reduces unnecessary state switching, and ultimately improves overall engine stability and emission control performance.

[0139] The intake control method of the engine of this application will be described below with a specific embodiment.

[0140] In one specific embodiment, a fuel-powered excavator is performing loading operations. The excavator's engine intake system has an auxiliary intake device located on the front air intake side of the air filter. During operation, the engine's intake control process is as follows:

[0141] The first step is for the electronic control unit to obtain the engine load rate and the coolant temperature in the cooling system.

[0142] The second step is that when the electronic control unit determines at time A that 25% < load rate = 40% < 90%, it determines that the intake system is in the fourth working state: dynamically adjust the speed of the auxiliary intake device according to the load rate, and control the operation of the intake system accordingly.

[0143] Third, at time B, the electronic control unit determines that the load rate is 92% > 90% and the coolant temperature is 80℃ < 100℃. Then, it determines that the intake system is in the first working state: the speed of the auxiliary intake device is the pre-calibrated first speed, and the exhaust gas recirculation system is shut down. Based on this, the intake system is controlled to operate.

[0144] Fourth step: within 10 seconds after time B, the electronic control unit detects that the coolant temperature = 102℃ > 100℃, then interrupts the first working state and determines that the intake system is in the third working state: the speed of the auxiliary intake device is reduced to the second speed, and the exhaust gas recirculation system is activated, and the intake system is controlled accordingly.

[0145] Fifth, within 300 seconds after time B, the electronic control unit controls the speed of the auxiliary air intake device to be lower than the first speed.

[0146] Step 6: When the electronic control unit detects that the exhaust temperature after DOC is 250℃ < 260℃ at time C, it determines that the intake system is in the fifth working state: the speed of the auxiliary intake device is 0 and the exhaust gas recirculation system is closed, and controls the operation of the intake system accordingly.

[0147] Step 7: After detecting DOC and the exhaust temperature reaches 280℃ for 1500 seconds, the electronic control unit determines that the regeneration is complete and determines that the intake system is in the sixth working state: the auxiliary intake device and the exhaust gas recirculation system are turned on, and the intake system is controlled accordingly.

[0148] Figure 4 This is a schematic diagram of the structure of an electronic control unit according to an embodiment of this application, as shown below. Figure 4As shown, the electronic control unit includes: an acquisition module 41 for acquiring the engine load rate and the coolant temperature in the engine cooling system; a processing module 42 for determining the operating state of the engine intake system based on the load rate and coolant temperature, wherein an auxiliary intake device is provided on the front air side of the air filter in the intake system; and controlling the operation of the intake system according to the operating state of the intake system to keep the engine air-fuel ratio in a balanced state.

[0149] The electronic control unit provided in this application embodiment can execute the technical solution shown in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be repeated here.

[0150] Figure 5 This is a schematic diagram of the structure of an electronic control unit according to another embodiment of this application, as shown below. Figure 5 As shown, the electronic control unit includes a processor 501 and a memory 502 communicatively connected to the processor 501; the memory 502 stores computer-executed instructions; the processor 501 executes the computer-executed instructions stored in the memory 502 to implement the steps of the engine intake control method in the above-described method embodiments.

[0151] In the aforementioned electronic control unit, the memory 502 and the processor 501 are electrically connected directly or indirectly to enable data transmission or interaction. For example, these components can be electrically connected to each other via one or more communication buses or signal lines, such as a bus connection. The memory 502 stores computer-executable instructions that implement data access control methods, including at least one software function module that can be stored in the memory 502 in the form of software or firmware. The processor 501 executes various functional applications and data processing by running the software programs and modules stored in the memory 502.

[0152] The memory 502 may be, but is not limited to, Random Access Memory (RAM), Read Only Memory (ROM), Programmable Read-Only Memory (PROM), Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), etc. The memory 502 stores programs, which are then executed by the processor 501 upon receiving execution instructions. Furthermore, the software programs and modules within the memory 502 may include an operating system, which may include various software components and / or drivers for managing system tasks (e.g., memory management, storage device control, power management, etc.) and can communicate with various hardware or software components to provide an operating environment for other software components.

[0153] Processor 501 can be an integrated circuit chip with signal processing capabilities. The aforementioned processor 501 can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor.

[0154] One embodiment of this application also provides an engine, which may include: such as Figure 5 The electronic control unit shown.

[0155] The electronic control unit is connected to the auxiliary air intake device and the exhaust gas recirculation system respectively. The auxiliary air intake device is located on the front air intake side of the air filter in the air intake system.

[0156] An embodiment of this application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the steps of the various method embodiments of this application.

[0157] An embodiment of this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the various method embodiments of this application.

[0158] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this application.

[0159] It should be further noted that although the steps in the flowchart are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowchart may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0160] It should be understood that the above-described device embodiments are merely illustrative, and the device of this application can also be implemented in other ways. For example, the division of units / modules in the above embodiments is only a logical functional division, and there may be other division methods in actual implementation. For example, multiple units, modules, or components may be combined, or integrated into another system, or some features may be ignored or not executed.

[0161] Furthermore, unless otherwise specified, the functional units / modules in the various embodiments of this application can be integrated into one unit / module, or each unit / module can exist physically separately, or two or more units / modules can be integrated together. The integrated units / modules described above can be implemented in hardware or as software program modules.

[0162] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification.

[0163] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the appended claims.

[0164] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. An intake control method for an engine, characterized in that, The engine's air filter has an auxiliary air intake device on its front air side; the method includes: Obtain the engine load rate and the coolant temperature in the engine's cooling system; The operating status of the engine's intake system is determined based on the load rate and the coolant temperature. The operation of the intake system is controlled according to its working state to keep the air-fuel ratio of the engine in a balanced state.

2. The intake control method for an engine according to claim 1, characterized in that, Determining the operating state of the engine's intake system based on the load rate and the coolant temperature includes: When the load rate exceeds the first load rate threshold and the coolant temperature is less than the first temperature threshold, the intake system is determined to be in a first working state: the speed of the auxiliary intake device is the pre-calibrated first speed, and the exhaust gas recirculation system is shut down; When the load rate exceeds the first load rate threshold and the coolant temperature is greater than or equal to the first temperature threshold, the intake system is determined to be in a second operating state: the rotational speed of the auxiliary intake device is 0. When the load rate does not exceed the first load rate threshold, the operating state of the intake system is determined based on the load rate.

3. The intake control method for an engine according to claim 2, characterized in that, When the intake system is in the first operating state, it further includes: When the duration of the first working state is less than the first duration, if the load rate is detected to be less than the first load rate threshold, or the coolant temperature is greater than the first temperature threshold, the first working state is interrupted, and the intake system is determined to be in the third working state: the speed of the auxiliary intake device is reduced to the second speed, and the exhaust gas recirculation system is turned on. When the duration of the first working state reaches the first duration, the first working state ends, and the intake system is determined to be in the third working state.

4. The intake control method for an engine according to claim 3, characterized in that, Also includes: Within a second time period after the first working state is interrupted or the first working state is ended, the rotational speed of the auxiliary air intake device is less than the first rotational speed.

5. The intake control method for an engine according to claim 2, characterized in that, Determining the operating state of the intake system based on the load rate includes: Determine whether the load rate is greater than a second load rate threshold, wherein the second load rate threshold is less than the first load rate threshold; If the load rate is greater than the second load rate threshold, the intake system is determined to be in the fourth operating state: the rotation speed of the auxiliary intake device is dynamically adjusted according to the load rate, and the load rate is positively correlated with the rotation speed of the auxiliary intake device; If the load rate is less than or equal to the second load rate threshold, the intake system is determined to be in the second operating state.

6. The intake control method for an engine according to any one of claims 1 to 5, characterized in that, Also includes: Determine whether any of the following conditions are met: The exhaust temperature after the diesel oxidation catalyst DOC is lower than the second temperature threshold. The time from the completion of the last regeneration to the carbon load being greater than the carbon load threshold is less than the third time, and the exhaust temperature after DOC is less than the second temperature threshold; If the conditions are met, the intake system is determined to be in the fifth operating state: the speed of the auxiliary intake device is 0 and the exhaust gas recirculation system is closed.

7. The intake control method for an engine according to claim 6, characterized in that, When the intake system is in the fifth operating state, it also includes: After a fourth time interval from when the exhaust temperature after the DOC reaches the third temperature threshold, the regeneration is determined to be complete, and the intake system is determined to be in the sixth working state: the auxiliary intake device and the exhaust gas recirculation system are turned on. The third temperature threshold is greater than the second temperature threshold.

8. An electronic control unit, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory is used to store computer-executed instructions; The processor is configured to execute computer execution instructions stored in the memory, causing the processor to perform the intake control method of the engine as described in any one of claims 1 to 7.

9. An engine, characterized in that, include: The electronic control unit as described in claim 8; The electronic control unit is connected to the auxiliary air intake device and the exhaust gas recirculation system respectively. The auxiliary air intake device is located on the front air intake side of the air filter in the air intake system.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the intake control method of the engine according to any one of claims 1 to 7.

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