A novel intake and exhaust system for a diesel engine and a method of controlling the same

Abstract

This application relates to a novel intake and exhaust system for diesel engines and its control method. The intake and exhaust system includes an intake system, an exhaust system, and a control system. This system improves upon existing diesel engine intake and exhaust systems by installing an intake pressure sensor between the intercooler and the intake manifold in the intake system, and connecting an exhaust bypass valve to the exhaust manifold in the exhaust system. A solenoid valve and a mechanical pressure relief valve are connected in parallel to the exhaust bypass valve. The control system controls the opening degree of the solenoid valve based on the pressure signal. This system uses exhaust gas energy to drive turbocharging as its core, and combines electronic and mechanical dual-loop control to achieve dynamic balance of intake pressure. It can be widely applied to the intake and exhaust systems of diesel engines.

Description

Technical Field

[0001] This application relates to the technical field of diesel engine turbocharging systems, and in particular to a novel intake and exhaust system for diesel engines and its control method. Background Technology

[0002] As a core component for improving the intake air density and output power of a generator set's diesel engine, the performance matching of the turbocharger directly determines the dynamic response speed and operational stability of the unit. In critical scenarios such as emergency power supply and industrial backup, generator sets must simultaneously meet the safety requirements of long-term high-load operation and the rapid response to sudden load increases, which places stringent requirements on turbocharger matching and exhaust energy management.

[0003] Currently, turbocharged generator sets generally face two major technical challenges: First, to improve the sudden increase in response performance from low load to rated load, a fast-response turbocharger with small inertia and high speed is required. However, under high load conditions of diesel engines, such turbochargers are prone to excessive exhaust energy, causing the rotor speed to exceed the rated value by more than 10%, leading to blade wear, bearing failure, and other faults, which seriously shortens the equipment life. Second, traditional exhaust energy control schemes have obvious limitations. Although using an exhaust bypass valve alone can release some excess exhaust, it will sacrifice the energy utilization rate at low loads and exacerbate the turbocharger hysteresis effect, resulting in a sudden load response time that often exceeds 3 seconds, which cannot meet the power supply continuity requirements of sensitive loads such as data centers and hospital ICUs. On the other hand, the adjustment range of a single variable geometry turbine box (VGT) is limited, and it is still difficult to achieve precise distribution of exhaust energy under extreme conditions of extremely low speed or high load.

[0004] In existing technologies, monitoring schemes for turbocharger speed can only achieve status feedback and cannot actively regulate energy distribution to prevent overspeed. Although some joint control schemes integrate bypass valves and variable geometry turbine structures, they are mostly focused on scenarios such as cold start emission optimization of automobile engines. Their control logic is not designed for the characteristics of generator set load fluctuation range and high steady-state operation requirements, making it difficult to achieve the dual goals of "preventing overspeed" and "improving response".

[0005] In view of this, this application aims to develop a turbocharger control scheme that can dynamically adapt to different load conditions and achieve precise distribution of exhaust energy, which is of great practical significance for improving the operational safety and dynamic performance of generator sets. Summary of the Invention

[0006] The technical problem this application aims to solve is that, given the characteristics of generator sets with large load fluctuation ranges and high steady-state operation requirements, it is difficult to simultaneously achieve the dual objectives of "preventing overspeed" and "improving response".

[0007] To address the aforementioned technical problems, according to one aspect of this application, a novel intake and exhaust system for a diesel engine is provided, comprising: an intake system including an air filter, an exhaust gas turbocharger compressor end, an intercooler, an intake manifold, an intake crosspipe, and an engine cylinder intake end connected in sequence, wherein an intake pressure measuring point is provided between the intercooler and the intake manifold; an exhaust system including an engine cylinder exhaust end, an exhaust crosspipe, an exhaust manifold, and an exhaust gas turbocharger turbine end connected in sequence, wherein the exhaust manifold is also connected to the exhaust gas turbocharger turbine end via an exhaust bypass valve; and a control system including an ECU control unit.

[0008] The system includes a solenoid valve and a mechanical pressure relief valve connected in parallel between the intercooler and the waste gas bypass valve. The waste gas bypass valve receives pressurized air from the solenoid valve / mechanical pressure relief valve through its control air intake port, driving the piston. The waste gas bypass valve is connected to the downstream exhaust pipe of the turbocharger via its waste gas bypass port, and also connects to the low-temperature compressed air after the intercooler through its pressurized air intake port for cooling the valve body. Finally, the waste gas bypass valve is connected to the exhaust manifold via its exhaust manifold bypass port. The solenoid valve and mechanical pressure relief valve are electrically connected to the ECU control unit. The ECU control unit receives real-time intake manifold pressure data from the intake pressure measurement point. Based on the target pressure, the ECU control unit adjusts the opening of the solenoid valve: when the intake pressure is too high, the solenoid valve opens, allowing pressurized air to enter the control air intake port of the waste gas bypass valve, opening the exhaust manifold bypass port to allow partial waste gas bypass, thus reducing turbine speed and intake pressure; when the intake pressure is too low, the solenoid valve closes, maintaining turbine speed and intake pressure.

[0009] According to an embodiment of this application, the waste gas bypass valve includes a housing and components disposed within the housing. Inside the housing, a valve and a piston are coaxially arranged from left to right. A seat ring is tightly fitted to the sealed end of the valve to achieve a seal. A valve spring is provided at the end of the valve away from the sealed end to assist the valve in resetting. A guide tube is sleeved on the main body of the valve. A reset spring is provided on the piston.

[0010] According to an embodiment of this application, the exhaust bypass valve has an exhaust manifold bypass port and a valve exhaust bypass port at one end of its housing, a booster air inlet at the upper side of the valve mounting location, and a vent port and a control air inlet at the lower side of the piston mounting location.

[0011] According to an embodiment of this application, one end of the valve spring is provided with a locking clip for fixing the position of the valve spring.

[0012] According to an embodiment of this application, a gasket is provided between the housing and the seat ring to seal the mating surfaces of the housing and the seat ring.

[0013] According to the embodiments of this application, the mechanical pressure relief valve and the solenoid valve control the boost pressure as redundant backups of each other. The mechanical pressure relief valve provides redundant protection. When the electronic control fails or the pressure exceeds the limit, the mechanical pressure relief valve independently triggers the exhaust bypass valve to operate.

[0014] According to an embodiment of this application, an intake pressure sensor is installed at the intake pressure measurement point, and the intake pressure sensor is electrically connected to the ECU control unit.

[0015] According to an embodiment of this application, the outlet end of the intake manifold and the intake end of the engine cylinder are sealed together.

[0016] According to another aspect of this application, a novel control method for an intake and exhaust system of a diesel engine as described above is provided, comprising the following steps:

[0017] 1) When the intake system is started, fresh air is filtered by the air filter and then enters the compressor end of the turbocharger to be compressed. The high-temperature compressed air enters the intercooler for cooling and then is sent to the engine cylinder through the intake manifold and intake pipe.

[0018] 2) The ECU control unit collects the intake manifold pressure and presets the target pressure;

[0019] 3) Start the exhaust system. The intake pressure sensor collects the intake manifold pressure in real time. The ECU adjusts the opening of the solenoid valve according to the target pressure: When the intake pressure is too high, the solenoid valve opens, and the boosted air enters the control air intake port of the exhaust bypass valve, pushing the piston to the left and causing the valve to open the exhaust manifold bypass port, allowing some exhaust gas to bypass and reducing the turbine speed and intake pressure; When the intake pressure is too low, the solenoid valve closes, and the return spring and valve spring push the piston and valve to return to their original positions, closing the bypass port and maintaining the turbine speed and intake pressure.

[0020] According to an embodiment of this application, the control method further includes mechanical pressure limiting protection: when the P1 pressure exceeds the 3.0 bar threshold, the mechanical pressure limiting valve and the solenoid valve open simultaneously, increasing the control air flow and rapidly reducing the intake pressure to prevent excessive cylinder pressure.

[0021] Compared with the prior art, the technical solution of this application has the following beneficial effects:

[0022] Addressing the challenges of large load fluctuations, high steady-state operation requirements, and the need to balance overspeed prevention with improved response, this intake and exhaust system offers advantages in the following aspects:

[0023] 1. The dual-loop control of electronic and mechanical systems adopted in this application balances response speed and safety redundancy: Through real-time feedback from the intake pressure sensor P1, the ECU control unit can enable the solenoid valve to quickly adjust the opening of the exhaust bypass valve, rapidly adjust the intake pressure during sudden load changes, improve transient response speed, and avoid engine speed fluctuations caused by insufficient intake; when the intake pressure exceeds the 3.0 bar threshold, the mechanical pressure relief valve will act simultaneously with the solenoid valve to quickly increase the bypass flow and forcibly reduce the boost pressure, preventing engine overspeed and excessive pressure from the hardware level, and building a solid safety baseline for steady-state operation.

[0024] 2. This application incorporates an exhaust bypass valve into the intake and exhaust system. The exhaust bypass valve can dynamically allocate exhaust gas flow according to the load: more exhaust gas is bypassed under low load to prevent turbo overspeed; less bypass is added under high load to allow more exhaust gas to drive the turbo, ensuring sufficient intake pressure and enabling the engine to operate stably and efficiently over a wide load range. At the same time, the cooling air circuit design introduces low-temperature air from the intercooler to cool the bypass valve, improving the reliability and lifespan of the valve in high-temperature exhaust gas environments and ensuring the stability of long-term steady-state operation.

[0025] 3. The cooling effect of the intercooler and the precise adjustment of the bypass valve enable the engine to maintain good combustion efficiency and thermal management level under different loads, reduce the thermal load on components, reduce the failure rate, and extend the maintenance cycle and service life of the unit.

[0026] 4. This system can accurately match the intake volume within a large load fluctuation range, which avoids turbine overspeed at low loads and ensures power output at high loads, allowing the generator set to operate stably under complex conditions and improving its adaptability to different application scenarios. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings of the embodiments will be briefly described below. Obviously, the drawings described below only relate to some embodiments of this application, and are not intended to limit this application.

[0028] Figure 1 This is a schematic diagram illustrating the composition of a novel intake and exhaust system for a diesel engine, as exemplified by the present invention.

[0029] Figure 2 This is a cross-sectional structural schematic diagram of an exhaust bypass valve for a novel intake and exhaust system, as exemplified by the present invention.

[0030] The annotations in the attached figures are explained as follows:

[0031] 1. Air filter, 2. Exhaust gas turbocharger, 3. Intercooler, 4. Intake pressure test point, 5. Exhaust bypass valve, 6. Solenoid valve, 7. Mechanical pressure relief valve, 8. Intake manifold, 9. Intake manifold, 10. Engine cylinder, 11. Exhaust manifold, 12. Exhaust main pipe, 20. Housing, 21. Valve, 22. Piston, 23. Exhaust main pipe exhaust bypass port, 24. Valve exhaust bypass port, 25. Boost air intake port, 26. Control air intake port, 27. Blowout port, 211. Valve spring, 212. Locking clip, 213. Guide tube, 214. Gasket, 215. Seat ring, 221. Return spring.

[0032] The arrows represent the direction of airflow. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the described embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0034] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application pertains. The terms “first,” “second,” and similar terms used in the specification and claims of this patent application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “an” or “a,” and similar terms, do not indicate a limitation of quantity, but rather indicate the presence of at least one.

[0035] like Figure 1 and Figure 2 As shown, this application exemplifies a novel intake and exhaust system for a diesel engine, including an intake system, an exhaust system, and a control system. This system improves upon existing diesel engine intake and exhaust systems by installing an intake pressure sensor between the intercooler 3 and the intake manifold 8 in the intake system. An exhaust bypass valve 5 is connected to the exhaust manifold 12 in the exhaust system. A solenoid valve 6 and a mechanical pressure relief valve 7 are connected in parallel to the exhaust bypass valve 5. The control system controls the opening of the solenoid valve 6 based on the pressure signal. This system uses exhaust gas energy to drive boosting as its core, combining electronic and mechanical dual-loop control to achieve dynamic balance of intake pressure. This solves the problem in existing technologies where the large load fluctuation range and high steady-state operation requirements of generator sets make it difficult to simultaneously achieve the dual objectives of "overspeed prevention" and "improved response."

[0036] In this embodiment, as Figure 1As shown, the intake system includes an air filter 1, an exhaust gas turbocharger 2 compressor end, an intercooler 3, an intake manifold 8, an intake manifold 9, and an engine cylinder 10 intake end connected in sequence. An intake pressure measuring point 4 is provided between the intercooler 3 and the intake manifold 8.

[0037] Specifically, the outlet end of the intake manifold 9 and the intake end of the engine cylinder 10 are sealed together.

[0038] Specifically, an intake pressure sensor is installed at intake pressure measurement point 4, and the intake pressure sensor is electrically connected to the ECU control unit. The intake pressure sensor collects the pressure of the intake manifold 8 in real time, and the ECU control unit adjusts the opening of the solenoid valve 6 according to the target pressure.

[0039] Specifically, the intake process of the intake system is as follows: air filter 1 → exhaust gas turbocharger 2 (compressor end) → intercooler 3 → intake manifold 8 → intake manifold 9 → engine cylinder 10. Its function is to filter, pressurize, and cool fresh air, and finally send it into the engine cylinder 10 to participate in combustion.

[0040] In this embodiment, as Figure 1 As shown, the exhaust system includes the exhaust end of the engine cylinder 10, the exhaust manifold 11, the exhaust main pipe 12 and the turbine end of the exhaust gas turbocharger 2 connected in sequence. The exhaust main pipe 12 is also connected to the turbine end of the exhaust gas turbocharger 2 through the exhaust bypass valve 5.

[0041] Specifically, such as Figure 2 As shown, the waste gas bypass valve 5 includes a housing 20 and components disposed within the housing 20. The housing 20 serves as the mounting base for the entire valve. Inside the housing 20, a valve 21 and a piston 22 are coaxially arranged from left to right. The sealing end of the valve 21 is tightly fitted with a seat ring 215 to achieve a seal, ensuring that waste gas will not leak from the bypass port when the valve is closed. A valve spring 211 is provided at the end of the valve 21 away from the sealing end to assist the valve 21 in resetting, enhance the sealing performance when closed, and offset part of the thrust of the waste gas pressure on the valve 21. A conduit 213 is sleeved on the main body of the valve 21, which provides guidance for the movement of the piston 22, ensuring smooth and unobstructed operation. A return spring 221 is provided on the piston 22. Under the action of the control pressure air, the piston 22 moves to the left, pushing the valve 21 to open. When the control pressure disappears, the return spring 221 pushes the piston 22 to the right to reset, closing the valve 21.

[0042] Specifically, one end of the valve spring 211 is provided with a locking clip 212 to fix the position of the valve spring 211 and prevent it from falling off or shifting during operation.

[0043] Specifically, a gasket 214 is provided between the housing 20 and the seat ring 215 to seal the mating surfaces of the housing 20 and the seat ring 215.

[0044] Specifically, such as Figure 2 As shown, the exhaust bypass valve 5 has an exhaust manifold bypass port 23 and a valve exhaust bypass port 24 at one end of its housing 20. A boost air inlet 25 is located above the valve 21 mounting location, and a vent port 27 and a control air inlet 26 are located below the piston 22 mounting location. It can be understood that the boost air inlet 25 connects to the low-temperature compressed air after the intercooler 3, used to cool the inside of the valve body and prevent high-temperature exhaust gas from causing valve deformation or failure. The valve exhaust bypass port 24 connects to the downstream exhaust pipe of the turbocharger and is the outlet for bypassed exhaust gas. The exhaust manifold bypass port 23 directly connects to the engine's exhaust manifold 12 and is the inlet for bypassed exhaust gas. The control air inlet 26 receives control pressure air from the solenoid valve 6 or the mechanical pressure relief valve 7 to drive the piston 22. The vent port 27 is used to discharge residual air from the piston 22 chamber, ensuring the sensitivity of the piston 22's movement.

[0045] In this embodiment, the control system includes an ECU control unit;

[0046] In this embodiment, a solenoid valve 6 and a mechanical pressure relief valve 7 are connected in parallel between the intercooler 3 and the waste gas bypass valve 5. The waste gas bypass valve 5 receives pressurized air from the solenoid valve 6 / mechanical pressure relief valve 7 through the control air inlet 26, driving the piston 22 to move. The waste gas bypass valve 5 is connected to the downstream exhaust pipe of the waste gas turbocharger 2 through the waste gas bypass port 24. The waste gas bypass valve 5 is connected to the low-temperature compressed air after the intercooler 3 through the pressurized air inlet 25 for cooling the inside of the valve body. The waste gas bypass valve 5 is connected to the exhaust manifold 12 through the exhaust manifold bypass port 23. Among them, the solenoid valve 6 and the mechanical pressure relief valve 7 are connected to the ECU control unit. The ECU control unit receives the intake manifold pressure 8 collected in real time from the intake pressure measuring point 4. The ECU control unit adjusts the opening of the solenoid valve 6 according to the target pressure: when the intake pressure is too high, the solenoid valve 6 opens, and the pressurized air enters the control air intake port 26 of the exhaust bypass valve 5, opening the exhaust manifold exhaust bypass port 23 to bypass part of the exhaust gas, thereby reducing the turbine speed and intake pressure; when the intake pressure is too low, the solenoid valve 6 closes to maintain the turbine speed and intake pressure.

[0047] Specifically, the mechanical pressure relief valve 7 and the solenoid valve 6 control the boost pressure and are redundant backups of each other. The mechanical pressure relief valve 7 provides redundant protection. When the electronic control fails or the pressure exceeds the limit, the mechanical pressure relief valve 7 independently triggers the exhaust bypass valve 5 to operate.

[0048] Specifically, the ECU control unit controls the solenoid valve 6 and the mechanical pressure relief valve 7: the intake pressure sensor collects the intake manifold pressure 8 in real time, and the ECU adjusts the opening of the solenoid valve 6 according to the target pressure. When the intake pressure is too high, the solenoid valve 6 opens, and the pressurized air enters the control air intake port 26 of the exhaust bypass valve 5, pushing the piston 22 to the left, which drives the valve 21 to open the exhaust manifold exhaust bypass port 23, allowing some exhaust gas to bypass and reducing the turbine speed and intake pressure; when the intake pressure is too low, the solenoid valve 6 closes, and the return spring 221 and the valve spring 211 push the piston 22 and the valve 21 to return to their original positions, closing the bypass port and maintaining the turbine speed and intake pressure; mechanical pressure relief protection: when the P1 pressure exceeds the 3.0 bar threshold, the mechanical pressure relief valve 7 and the solenoid valve 6 open simultaneously, increasing the control air flow and rapidly reducing the intake pressure to prevent excessive cylinder pressure.

[0049] Another aspect of this application discloses a novel control method for an intake and exhaust system of a diesel engine, comprising the following steps:

[0050] 1) Start the intake system. Fresh air is filtered by the air filter 1 and then enters the compressor end of the turbocharger to be compressed. The high-temperature compressed air enters the intercooler 3 to be cooled, and then is sent to the engine cylinder 10 through the intake manifold 8 and intake manifold 9.

[0051] 2) The ECU control unit collects the pressure from the intake manifold 8 and presets the target pressure;

[0052] 3) Start the exhaust system. The intake pressure sensor collects the pressure of the intake manifold 8 in real time. The ECU adjusts the opening of the solenoid valve 6 according to the target pressure: When the intake pressure is too high, the solenoid valve 6 opens, and the pressurized air enters the control air intake port 26 of the exhaust bypass valve 5, pushing the piston 22 to the left, which drives the valve 21 to open the exhaust manifold exhaust bypass port 23, allowing some exhaust gas to bypass and reducing the turbine speed and intake pressure; When the intake pressure is too low, the solenoid valve 6 closes, and the return spring 221 and the valve spring 211 push the piston 22 and the valve 21 to return to their original positions, closing the bypass port and maintaining the turbine speed and intake pressure.

[0053] Specifically, the above control method also includes mechanical pressure limiting protection: when the P1 pressure exceeds the 3.0 bar threshold, the mechanical pressure limiting valve 7 and the solenoid valve 6 open simultaneously to increase the control air flow and quickly reduce the intake pressure to prevent the cylinder from over-pressure.

[0054] The working principle of the intake and exhaust system in this embodiment is as follows: The system uses exhaust gas energy to drive supercharging as its core, and combines electronic and mechanical dual-loop control to achieve dynamic balance of intake pressure: 1) Normal supercharging mode: Fresh air is filtered by air filter 1 and then enters the compressor end of the turbocharger to be compressed. The high-temperature compressed air enters the intercooler 3 for cooling, and then enters the cylinder through the intake manifold 8 and the manifold. The exhaust gas generated by combustion enters the turbine end through the exhaust manifold 11 and the main pipe, driving the turbine impeller to rotate, which in turn drives the compressor impeller to increase pressure synchronously; 2) Pressure closed-loop control: ECU electronic control: The intake pressure sensor collects the pressure of the intake manifold 8 in real time, and the ECU The opening of solenoid valve 6 is adjusted according to the target pressure: When the intake pressure is too high, solenoid valve 6 opens, and pressurized air enters the control air intake port 26 of the exhaust bypass valve 5, pushing piston 22 to the left, which drives valve 21 to open the exhaust manifold exhaust bypass port 23, allowing some exhaust gas to bypass and reducing turbine speed and intake pressure; when the intake pressure is too low, solenoid valve 6 closes, and return spring 221 and valve spring 211 push piston 22 and valve 21 to return to their original positions, closing the bypass port and maintaining turbine speed and intake pressure; when the pressure exceeds the 3.0 bar threshold, mechanical pressure relief valve 7 and solenoid valve 6 open simultaneously, increasing the control air flow and rapidly reducing intake pressure to prevent excessive cylinder overpressure.

[0055] In summary, the technical solution of this application has the following beneficial effects:

[0056] Addressing the challenges of large load fluctuations, high steady-state operation requirements, and the need to balance overspeed prevention with improved response, this intake and exhaust system offers advantages in the following aspects:

[0057] 1. The dual-loop control of electronic and mechanical systems adopted in this application balances response speed and safety redundancy: Through real-time feedback from the intake pressure sensor P1, the ECU control unit can enable the solenoid valve to quickly adjust the opening of the exhaust bypass valve, rapidly adjust the intake pressure during sudden load changes, improve transient response speed, and avoid engine speed fluctuations caused by insufficient intake; when the intake pressure exceeds the 3.0 bar threshold, the mechanical pressure relief valve will act simultaneously with the solenoid valve to quickly increase the bypass flow and forcibly reduce the boost pressure, preventing engine overspeed and excessive pressure from the hardware level, and building a solid safety baseline for steady-state operation.

[0058] 2. This application incorporates an exhaust bypass valve into the intake and exhaust system. The exhaust bypass valve can dynamically allocate exhaust gas flow according to the load: more exhaust gas is bypassed under low load to prevent turbo overspeed; less bypass is added under high load to allow more exhaust gas to drive the turbo, ensuring sufficient intake pressure and enabling the engine to operate stably and efficiently over a wide load range. At the same time, the cooling air circuit design introduces low-temperature air from the intercooler to cool the bypass valve, improving the reliability and lifespan of the valve in high-temperature exhaust gas environments and ensuring the stability of long-term steady-state operation.

[0059] 3. The cooling effect of the intercooler and the precise adjustment of the bypass valve enable the engine to maintain good combustion efficiency and thermal management level under different loads, reduce the thermal load on components, reduce the failure rate, and extend the maintenance cycle and service life of the unit.

[0060] 4. This system can accurately match the intake volume within a large load fluctuation range, which avoids turbine overspeed at low loads and ensures power output at high loads, allowing the generator set to operate stably under complex conditions and improving its adaptability to different application scenarios.

[0061] The above are merely exemplary embodiments of this application and are not intended to limit the scope of protection of this application, which is determined by the appended claims.

Claims

1. A novel intake and exhaust system for a diesel engine, characterized in that, include: The intake system includes an air filter, an exhaust gas turbocharger compressor end, an intercooler, an intake manifold, an intake duct, and an engine cylinder intake end connected in sequence. An intake pressure measuring point is provided between the intercooler and the intake manifold. An exhaust system includes, in sequence, an engine cylinder exhaust end, an exhaust manifold, an exhaust header, and an exhaust gas turbocharger turbine end, wherein the exhaust header is also connected to the exhaust gas turbocharger turbine end via an exhaust bypass valve; and Control system, including ECU control unit; The intercooler and the waste gas bypass valve are connected in parallel with a solenoid valve and a mechanical pressure relief valve. The waste gas bypass valve receives pressurized air from the solenoid valve / mechanical pressure relief valve through a control air inlet, driving a piston to move. The waste gas bypass valve is connected to the downstream exhaust pipe of the waste gas turbocharger through a waste gas bypass port. The waste gas bypass valve is also connected to the low-temperature compressed air after the intercooler through a pressurized air inlet for cooling the valve body. The waste gas bypass valve is connected to the exhaust manifold through the exhaust manifold bypass port. The solenoid valve and mechanical pressure relief valve are electrically connected to the ECU control unit. The ECU control unit receives the intake manifold pressure collected in real time from the intake pressure measuring point. The ECU control unit adjusts the opening of the solenoid valve according to the target pressure: when the intake pressure is too high, the solenoid valve opens, and the pressurized air enters the control air inlet of the exhaust bypass valve, opening the exhaust manifold exhaust bypass port to allow some exhaust gas to bypass, thereby reducing the turbine speed and intake pressure; when the intake pressure is too low, the solenoid valve closes to maintain the turbine speed and intake pressure.

2. A novel intake and exhaust system for a diesel engine according to claim 1, characterized in that, The waste gas bypass valve includes a housing and components disposed within the housing. Inside the housing, a valve and a piston are coaxially arranged from left to right. The sealing end of the valve is tightly fitted with a seat ring to cooperate with the valve to achieve a seal. A valve spring is provided at the end of the valve away from the sealing end to assist the valve in resetting. A guide tube is sleeved on the main body of the valve. A reset spring is provided on the piston.

3. A novel intake and exhaust system for a diesel engine according to claim 2, characterized in that, The exhaust bypass valve has an exhaust manifold bypass port and a valve exhaust bypass port at one end of its housing. The booster air inlet is located on the upper side of the valve mounting location, and the vent and control air inlet are located on the lower side of the piston mounting location.

4. A novel intake and exhaust system for a diesel engine according to claim 2, characterized in that, One end of the valve spring is provided with a locking clip to fix the position of the valve spring.

5. A novel intake and exhaust system for a diesel engine according to claim 2, characterized in that, A gasket is provided between the housing and the seat ring to seal the mating surfaces of the housing and the seat ring.

6. A novel intake and exhaust system for a diesel engine according to claim 1, characterized in that, The mechanical pressure relief valve and the solenoid valve control the boost pressure and are redundant backups of each other. The mechanical pressure relief valve provides redundant protection. When the electronic control fails or the pressure exceeds the limit, the mechanical pressure relief valve independently triggers the exhaust gas bypass valve to operate.

7. A novel intake and exhaust system for a diesel engine according to claim 1, characterized in that, An intake pressure sensor is installed at the intake pressure measurement point, and the intake pressure sensor is electrically connected to the ECU control unit.

8. A novel intake and exhaust system for a diesel engine according to claim 1, characterized in that, The outlet end of the intake manifold and the intake end of the engine cylinder are sealed together.

9. A novel control method for an intake and exhaust system of a diesel engine as described in any one of claims 1-9, characterized in that, Includes the following steps: 1) When the intake system is started, fresh air is filtered by the air filter and then enters the compressor end of the turbocharger to be compressed. The high-temperature compressed air enters the intercooler for cooling and then is sent to the engine cylinder through the intake manifold and intake pipe. 2) The ECU control unit collects the intake manifold pressure and presets the target pressure; 3) Start the exhaust system. The intake pressure sensor collects the intake manifold pressure in real time. The ECU adjusts the opening of the solenoid valve according to the target pressure: When the intake pressure is too high, the solenoid valve opens, and the boosted air enters the control air intake port of the exhaust bypass valve, pushing the piston to the left and causing the valve to open the exhaust manifold exhaust bypass port, allowing some exhaust gas to bypass and reducing the turbine speed and intake pressure; When the intake pressure is too low, the solenoid valve closes, and the return spring and valve spring push the piston and valve to return to their original positions, closing the bypass port and maintaining the turbine speed and intake pressure.

10. The control method according to claim 9, characterized in that, It also includes mechanical pressure limiting protection: When the P1 pressure exceeds the 3.0 bar threshold, the mechanical pressure relief valve and the solenoid valve open simultaneously, increasing the control air flow and rapidly reducing the intake pressure to prevent excessive cylinder pressure.

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