Engine intake system, engine and vehicle

Abstract

The utility model relates to an engine technical field especially relates to an engine air intake system, engine and vehicle. The utility model discloses an engine air intake system, including: first three -way valve, first oil gas sensor, air intake manifold, oil gas adsorption device and electronic control unit. First three -way valve has first import, first export and second export, and first oil gas sensor sets up at first import, is used for obtaining the oil gas content signal in the air of entering first three -way valve, and air intake manifold is linked together with first export, and the air inlet of oil gas adsorption device is linked together with second export, and the air outlet of oil gas adsorption device is linked together with air intake manifold, and electronic control unit is electrically connected with first oil gas sensor, and according to the on-off state of first three -way valve of oil gas content that first oil gas sensor detected controls. The main stream is forced to guide to the adsorption path when the oil gas exceeds the standard, and the oil mist concentration that enters air intake manifold is reduced significantly.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, and in particular to an engine intake system, an engine, and a vehicle. Background Technology

[0002] The intake system of a diesel engine typically operates as follows: the engine draws in air from the atmosphere, which is then filtered by the air filter to remove dust. The air is then compressed by the turbocharger, cooled by the intercooler, and finally enters the cylinder through the intake manifold, where it is atomized and mixed with diesel fuel before combustion. Due to environmental and system conditions, the air entering the intake passage inevitably carries a certain amount of moisture, dust particles, and oil vapors (such as lubricating oil mist or hydrocarbon vapors). Within normal ranges, these impurities, after being filtered and diluted, have minimal impact on the engine after entering the cylinder.

[0003] However, under certain abnormal or transient operating conditions (such as turbocharger shaft seal failure, oil leakage due to poor bearing oil return, oil accumulation inside the intercooler being sucked in during acceleration, abnormal crankcase ventilation, or condensation in cold and humid environments), oil vapor or liquid oil can enter the intake passage at a high rate within a short period and reach the intake manifold. After a large amount of oil vapor is sucked in, it will cause rapid carbon and oil buildup on the throttle body, intake manifold, back of the intake valve, and inside the intercooler, deteriorating intake air quality and causing instability in sensors and actuators. Furthermore, lubricating oil itself is flammable; when the amount entering significantly exceeds the normal fuel ratio control capability, it may induce "spontaneous combustion or speed runaway" in the diesel engine, causing engine overspeed, and subsequently valve floating, valve timing mismatch, etc., posing a risk of valve and piston interference. In more extreme cases, the concentrated intake of liquid oil droplets may also lead to liquid slugging, resulting in serious mechanical failures such as connecting rod bending / breakage and piston damage. Utility Model Content

[0004] The purpose of this invention is to at least solve the problem of how to ensure that the oil content in the gas entering the intake manifold is within a safe range. This purpose is achieved through the following technical solution: The first aspect of this utility model provides an engine intake system, comprising: The first three-way valve includes a first inlet, a first outlet, and a second outlet; A first oil and gas sensor is located at the first inlet. An intake manifold, wherein the intake manifold is connected to the first outlet; An oil and gas adsorption device, wherein the air inlet of the oil and gas adsorption device is connected to the second outlet, and the air outlet of the oil and gas adsorption device is connected to the air intake manifold; The electronic control unit (ECU) is the core electronic control device of a car. It collects data through sensors and controls parameters such as engine ignition timing and fuel injection quantity to achieve efficient combustion and emission optimization. The electronic control unit is electrically connected to the first fuel gas sensor, and the electronic control unit is used to control the opening and closing of the first three-way valve according to the fuel gas content detected by the first fuel gas sensor.

[0005] According to the engine intake system of this utility model, a first oil-gas sensor is located at the first inlet of the first three-way valve to perform online detection of the raw intake air before it enters the diversion node. This allows for early detection of oil-gas anomalies. The electronic control unit reads the oil-gas content in real time and compares it with a threshold value to form a clear switching trigger condition. When the oil-gas content is within the normal range, the first outlet is directly connected to the intake manifold, and the second outlet is closed. When the oil-gas content is abnormal, the second outlet connects to an oil-gas adsorption device, which then connects to the intake manifold. The adsorption material of the oil-gas adsorption device efficiently captures oil mist / hydrocarbons, reducing the oil content to a safe range. This utility model forcibly guides the mainstream to the adsorption path when oil-gas levels exceed the standard, significantly reducing the concentration of oil mist / hydrocarbons entering the manifold, achieving closed-loop control of detection, judgment, and purification. It also reduces short-term oil content peaks, lowering the probability of extreme risks such as speed runaway, hydraulic slugging, valve-piston interference, and connecting rod damage.

[0006] In addition, the engine intake system according to this utility model may also have the following additional technical features: In some embodiments of this utility model, the engine intake system further includes a second three-way valve, which includes a second inlet, a third inlet and a third outlet. The second inlet is connected to the first outlet, the third inlet is connected to the outlet of the oil and gas adsorption device, and the third outlet is connected to the intake manifold.

[0007] In some embodiments of this utility model, the engine intake system includes a second oil-gas sensor, which is disposed at the third inlet and electrically connected to the electronic control unit.

[0008] In some embodiments of this utility model, the oil and gas adsorption device includes, in sequence, a droplet trapping layer, a flow equalization layer, and an adsorption layer along the direction from the air inlet to the air outlet.

[0009] In some embodiments of this utility model, the adsorption layer is an activated carbon fiber composite adsorption layer.

[0010] In some embodiments of this utility model, the engine intake system includes an alarm device, which is electrically connected to the electronic control unit.

[0011] In some embodiments of this utility model, the engine intake system further includes an air filter, a turbocharger, and an intercooler connected in sequence, and the outlet of the intercooler is connected to the first inlet.

[0012] In some embodiments of this utility model, the first three-way valve is an electromagnetic three-way valve.

[0013] The second aspect of this utility model provides an engine that includes the aforementioned engine intake system.

[0014] A third aspect of this utility model proposes a vehicle that includes the aforementioned engine. Attached Figure Description

[0015] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic diagram of the structure of an engine intake system according to the first embodiment of the present invention is shown. Figure 2 A schematic diagram of the structure of an engine intake system according to a second embodiment of the present invention is shown. Figure 3 A flowchart illustrating a control method for an engine intake system according to an embodiment of the present invention is shown schematically.

[0016] The attached figures are labeled as follows: 10. Air filter; 20. Turbocharger; 30. Intercooler; 40. First fuel-gas sensor; 50. First three-way valve; 51. First inlet; 52. First outlet; 53. Second outlet; 60. Fuel-gas adsorption device; 70. Intake manifold; 80. Combustion chamber; 90. Second three-way valve; 91. Second inlet; 92. Third outlet; 93. Third inlet; 94. Second fuel-gas sensor. Detailed Implementation

[0017] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0018] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0019] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0020] For ease of description, spatial relative terms may be used in the text to describe the relationship of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "over," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure is flipped, an element described as "below other elements or features" or "below other elements or features" would subsequently be oriented "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations.

[0021] like Figures 1 to 2As shown, according to an embodiment of this utility model, an engine intake system is proposed, comprising: a first three-way valve 50, a first oil-gas sensor 40, an intake manifold 70, an oil-gas adsorption device 60, and an electronic control unit. The first three-way valve 50 has a first inlet 51, a first outlet 52, and a second outlet 53. The first oil-gas sensor 40 is disposed at the first inlet 51 to acquire the oil-gas content signal in the intake air entering the first three-way valve 50. The intake manifold 70 is connected to the first outlet 52. The inlet of the oil-gas adsorption device 60 is connected to the second outlet 53, and the outlet of the oil-gas adsorption device 60 is connected to the intake manifold 70. The electronic control unit is electrically connected to the first oil-gas sensor 40 and controls the on / off state of the first three-way valve 50 according to the oil-gas content detected by the first oil-gas sensor 40.

[0022] The working process of this embodiment is as follows: The first oil-gas sensor 40 detects the oil-gas content of the intake air at the first inlet 51 in real time. The electronic control unit acquires the electrical signal of the oil-gas content and compares it with a preset threshold. When the detected oil-gas content is higher than the threshold, the electronic control unit controls the first three-way valve 50 to switch, so that the first inlet 51 is connected to the oil-gas adsorption device 60 through the second outlet 53, and then enters the intake manifold 70 through the outlet of the oil-gas adsorption device 60. At the same time, when the detected oil-gas content is less than or equal to the threshold, the electronic control unit controls the first three-way valve 50 to switch, so that the first inlet 51 is connected to the intake manifold 70 through the first outlet 52. Through the engine intake system and its control, the gas entering the intake manifold 70 is processed by the oil-gas adsorption device 60 when the oil-gas content exceeds the threshold, and directly enters the intake manifold 70 when the oil-gas content is at or below the threshold.

[0023] The engine intake system of this embodiment forcibly guides the mainstream to the adsorption path when the oil mist exceeds the standard, significantly reducing the concentration of oil mist / hydrocarbons entering the manifold and achieving closed-loop control of detection, judgment, and purification. It also reduces short-term oil concentration peaks, lowering the probability of extreme risks such as speed runaway, hydraulic slugging, valve-piston interference, and connecting rod damage.

[0024] Specifically, a sensor mounting base is integrally formed or welded onto the circumferential sidewall of the first inlet 51 of the first three-way valve 50. The mounting base forms a through mounting hole, which communicates with the valve body cavity. The mounting base preferably has an internal thread or bayonet structure and an end-face sealing step on its inner side to mate with the external thread or bayonet on the sensor body and the O-ring for an airtight connection. To avoid weakening the valve body strength, the angle between the axis of the mounting hole and the axis of the first inlet 51 is preferably 10° to 30°, and it is arranged adjacent to the valve body reinforcing ribs.

[0025] The first oil and gas sensor 40 adopts a direct-insertion structure. Its probe tip extends into the inner cavity of the first inlet 51 through the mounting hole. The insertion depth of the probe is preferably 1 / 3 to 1 / 2 of the diameter of the first inlet 51 to ensure representative sampling while reducing flow interference. The sampling surface of the probe is arranged along the incoming flow direction, and its longitudinal axis is basically parallel to the main airflow axis in the inlet to reduce flow separation and boundary layer effects. A secondary seal is achieved between the probe periphery and the mounting hole through a pressure cap and an O-ring.

[0026] In addition, to suppress the impact of large droplets and condensation, a microporous protective cover or an oleophobic and hydrophobic sintered cap is installed between the inside of the mounting hole and the front end of the probe. If necessary, a low-power anti-condensation heating ring is integrated at the mounting base. The electronic control unit controls the on / off state according to the ambient temperature and humidity conditions to ensure stable measurement under low temperature and high humidity conditions.

[0027] Furthermore, the first oil and gas sensor 40 is electrically connected to the electronic control unit via a shielded wiring harness. The wiring harness is equipped with a stress relief buckle and a sealing sleeve at the valve body to meet the requirements for vibration resistance and protection level. An anti-rotation stop plate is provided on the outside of the sensor body to cooperate with the valve body and prevent loosening caused by long-term vibration.

[0028] The first inlet 51 is preferably connected to the upstream pipeline using a short straight pipe of equal diameter, and a straight pipe section with a diameter not less than that of the short straight pipe is provided upstream of the first inlet 51 to ensure uniform flow at the probe. For ease of maintenance, the first oil and gas sensor 40 can be radially removed from the outside of the valve body without disassembling the first three-way valve 50 or the upstream pipeline.

[0029] Specifically, the first oil and gas sensor 40 can be any one of an infrared absorption hydrocarbon concentration sensor, a light scattering oil mist sensor, or a semiconductor gas sensor. Its output is sent to the electronic control unit in the form of a voltage / current / digital signal. The electronic control unit filters and diagnoses the validity of the signal before using it to control the switching logic of the first three-way valve 50.

[0030] In some embodiments, the engine intake system further includes a second three-way valve 90, which includes a second inlet 91, a third inlet 93, and a third outlet 92. The second inlet 91 is connected to the first outlet 52 of the first three-way valve 50, the third inlet 93 is connected to the outlet of the oil-gas adsorption device 60, and the third outlet 92 is connected to the intake manifold 70. This embodiment, through the coordinated switching of the first three-way valve 50 and the second three-way valve 90, forces the gas entering the intake manifold 70 to be purified by the oil-gas adsorption device 60 when the oil-gas content exceeds a threshold, and directly enters the intake manifold 70 when the oil-gas content is at or below the threshold. The second three-way valve 90 improves the certainty and sealing of the switching by uniformly merging and isolating the two airflows, reducing the risk of mixing. Compared to a scheme using only a single three-way valve for switching, this embodiment maintains response speed while facilitating smooth transition control and structural integration, helping to ensure that the oil content of the gas entering the intake manifold 70 is within a safe range.

[0031] Specifically, the first outlet 52 of the first three-way valve 50 is connected to the second inlet 91 of the second three-way valve 90 via a short, straight pipe of equal diameter. The second outlet 53 of the first three-way valve 50 is connected to the inlet of the oil-gas adsorption device 60 via a pipe of equal diameter. The outlet of the oil-gas adsorption device 60 is then connected to the third inlet 93 of the second three-way valve 90 via a pipe. The third outlet 92 of the second three-way valve 90 is connected to the intake manifold 70 via a short, straight pipe. All connections use elastic seals (such as O-rings or gaskets) to ensure reliable sealing, and the number of bends is minimized to reduce pressure drop.

[0032] Preferably, the first three-way valve 50 is an L-type directional valve with its first inlet 51 as the common port, and the second three-way valve 90 is a three-way mixing valve. Both valves can be operated by electric or pneumatic actuators.

[0033] Furthermore, the engine intake system also includes a second oil-gas sensor 94 for online detection of the gas after treatment by the oil-gas adsorption device 60. Specifically, the second three-way valve 90 has a second inlet 91, a third inlet 93, and a third outlet 92, wherein the third inlet 93 is connected to the outlet of the oil-gas adsorption device 60, and the second oil-gas sensor 94 is located at the third inlet 93. It can be a direct-insertion sensor installed inside the third inlet 93 of the second three-way valve 90, or an online sampling sensor installed on a short straight pipe section leading to the third inlet 93.

[0034] Preferably, the probe end of the second oil and gas sensor 94 is arranged in the same direction relative to the pipeline axis, and its insertion depth is 1 / 3 to 1 / 2 of the pipe diameter. It is sealed to the valve body or pipe body through a sealing ring to ensure measurement stability and airtightness.

[0035] The second oil and gas sensor 94 is electrically connected to the electronic control unit. The electronic control unit establishes signal acquisition channels with both the first oil and gas sensor 40 and the second oil and gas sensor 94, and processes the acquired oil and gas content. The first oil and gas sensor 40 is located at the first inlet 51 of the first three-way valve 50 to detect the oil and gas content of the raw intake air before entering the diversion node. The second oil and gas sensor 94 is located at the third inlet 93 of the second three-way valve 90 to detect the oil and gas content of the gas after treatment by the oil and gas adsorption device 60. Based on the detection results of the first oil and gas sensor 40, the electronic control unit controls the switching between the first three-way valve 50 and the second three-way valve 90 in the direct path and the purification path. At the same time, the electronic control unit judges and monitors the purification effect based on the detection results of the second oil and gas sensor 94.

[0036] like Figure 3 As shown, in one operating mode, the electronic control unit acquires the oil and gas content of the first oil and gas sensor 40 at a preset sampling period and compares it with a threshold. When the detected oil and gas content is higher than the threshold, the electronic control unit controls the first three-way valve 50 to connect the first inlet 51 to the second outlet 53, and controls the second three-way valve 90 to connect the third inlet 93 to the third outlet 92, so that the intake air enters the intake manifold 70 after being purified by the oil and gas adsorption device 60. When the detected oil and gas content is less than or equal to the threshold, the electronic control unit controls the first three-way valve 50 to connect the first inlet 51 to the first outlet 52, and controls the second three-way valve 90 to connect the second inlet 91 to the third outlet 92, so that the intake air directly enters the intake manifold 70. To avoid frequent switching, the electronic control unit can use a hysteresis control based on high and low dual thresholds and a minimum holding time criterion.

[0037] In another operating mode, the electronic control unit simultaneously monitors the output of the second oil and gas sensor 94 and judges the processing effect of the purification path. When the oil and gas content detected by the second oil and gas sensor 94 continuously reaches or exceeds the preset upper limit value after purification, the electronic control unit triggers a prompt message and records fault information. If necessary, it can keep both valves in the purification path connected and limit engine torque output until the purified oil and gas content returns to the allowable range. In addition, the electronic control unit can perform differential or ratio judgment on the detection values ​​of the first oil and gas sensor 40 and the second oil and gas sensor 94. When the difference is lower than the preset minimum purification difference or an abnormal relationship occurs, it is determined that the oil and gas adsorption device 60 may be saturated or the bypass seal is abnormal, so as to implement maintenance prompts or enter the degraded mode.

[0038] Specifically, the second oil and gas sensor 94 can be any one of an infrared absorption oil and gas concentration sensor, a light scattering oil mist sensor, or a semiconductor hydrocarbon gas sensor, and its output can be a voltage signal, a current signal, or a digital signal. The second oil and gas sensor 94 is connected to the electronic control unit via a shielded wiring harness. The electronic control unit filters and diagnoses the validity of the sensor signal, and, based on this, coordinates with the detection results of the first oil and gas sensor 40 to complete the coordinated control of the first three-way valve 50 and the second three-way valve 90, and to ensure the online monitoring of the oil and gas content of the gas entering the intake manifold 70. The above embodiments are not limited to specific sensing principles, installation methods, or electrical signal types. Any equivalent replacement installed at the third inlet 93 and electrically connected to the electronic control unit to achieve the detection of purified oil and gas content falls within the scope of this embodiment.

[0039] In some embodiments, the oil and gas adsorption device 60 is provided with a drip-catching layer, a flow equalization layer, and an adsorption layer sequentially along the airflow direction from its inlet to its outlet, and is assembled within a sealed housing. The housing includes an inlet connected to the inlet pipeline, an outlet connected to the third inlet 93 of the second three-way valve 90, a core cavity for supporting the stratification components, and end caps for sealing and press-fitting. The housing and pipeline are sealed by O-rings or gaskets, and the core is a detachable structure for maintenance and replacement.

[0040] Specifically, the adsorption layer is an activated carbon fiber composite adsorption layer, which is the core functional layer for the deep removal of fine-particle oil mist and volatile hydrocarbons. Its structure can be a honeycomb matrix (metal or ceramic) or a corrugated folded matrix, with a channel density preferably of 200-400 cpsi, an opening ratio of ≥70%, and an axial thickness of 10-30 mm. The interior of the matrix channels is coated with a composite coating formed by activated carbon fibers and molecular sieves or MOF (metal-organic framework, a crystalline porous material formed by the self-assembly of metal ions / clusters and organic ligands through coordination bonds).

[0041] Specifically, the droplet-catching layer is located downstream of the air inlet and upstream of the flow equalization layer. It is used to inertially collide and coalesce large-diameter oil droplets / condensate droplets entering the device, and to prevent them from directly penetrating subsequent layers. The droplet-catching layer can be made of oleophilic and hydrophobic fiber felt, sintered metal fiber felt, or multi-layer stainless steel woven mesh composite, preferably with an average pore size of 20 to 80 μm and a thickness of 2 to 6 mm.

[0042] Specifically, the flow equalization layer is positioned between the droplet-catching layer and the adsorption layer to rectify and diffuse the airflow after passing through the droplet-catching layer, weaken local jets, suppress bypass effects and channeling, and improve the effective utilization rate of subsequent adsorption. The flow equalization layer is preferably a microporous baffle or a short-section honeycomb flow equalization plate. When using a microporous baffle, the pore size can be arranged with decreasing diameters along the radial direction. The pore size in the central region is approximately 0.8 mm, gradually decreasing to 0.3 mm towards the periphery, with an opening ratio of 35% to 55% and a thickness of 1 to 2 mm. When using a honeycomb flow equalization plate, the channel density is 100 to 200 cpsi, and the thickness is 3 to 8 mm.

[0043] In some embodiments, the engine intake system includes an alarm device electrically connected to the electronic control unit (ECU) for alerting and protecting the system when abnormal oil content in the intake air or related component malfunctions are detected. The alarm device may include at least one of the following: an acoustic buzzer, an indicator light / backlight, a warning icon on the instrument cluster, or a pop-up window on the vehicle information display interface. The ECU acquires the oil content signal from the first oil vapor sensor 40 at a preset sampling period and compares it with a threshold. When the detected value is higher than the threshold and the duration reaches a set threshold, the ECU sends an alarm command to the alarm device, illuminates the warning icon, and simultaneously records fault information and a timestamp in the memory. When the detected value returns to or below the low threshold and remains below it for a set time, the ECU controls the alarm to be deactivated. In embodiments employing a second oil vapor sensor 94, the ECU can also monitor the purified oil content. If the purified oil content still exceeds the allowable upper limit, the alarm device enters an aggravated alarm state and can cooperate with engine control to implement torque reduction or power limiting protection.

[0044] In some embodiments, the engine intake system further includes an air filter 10, a turbocharger 20, and an intercooler 30 connected in sequence, with the outlet of the intercooler 30 connected to the first inlet 51 of the first three-way valve 50. Specifically, ambient air enters the compressor side of the turbocharger 20 through the clean side of the air filter 10, is compressed, and then enters the vehicle intercooler 30 for heat exchange and cooling. The outlet of the intercooler 30 is connected to the first inlet 51 of the first three-way valve 50 through a short straight pipe of equal diameter, forming the main air path from the intercooler 30 to the splitting node. To improve the representativeness of the detection and reduce the response delay, the first oil-gas sensor 40 is preferably installed at the first inlet 51 or a straight pipe section immediately upstream therefrom, so that it can perform online detection of the raw intake air before entering the splitting node. To ensure sensing stability, a straight pipe section of not less than one pipe diameter is preferably retained between the outlet of the intercooler 30 and the first inlet 51, and a sealing element is used at the connection to achieve an airtight connection. In this embodiment, oil-related abnormalities (such as oil accumulated in the intercooler 30 being sucked in or oil leakage at the booster end) can be promptly identified by the first oil and gas sensor 40 before reaching the first three-way valve 50. Based on this, the ECU drives the first three-way valve 50 to select a direct or purification path via the oil and gas adsorption device 60.

[0045] In some embodiments, the first three-way valve 50 is an electromagnetic three-way valve, which includes a valve body and an electromagnetic actuator. The valve body has a first inlet 51, a first outlet 52 and a second outlet 53. The electromagnetic actuator is driven by an electrical signal from the ECU to control the valve core to switch between two positions.

[0046] This invention also provides an engine, which further includes at least one combustion chamber 80. An intake manifold 70 is connected to each combustion chamber 80 via an intake passage on the cylinder head and is opened and closed via intake valves located at the intake passages. Intake air distributed by the intake manifold 70 enters the corresponding combustion chamber 80 during the intake valve opening period, mixes with fuel, and is then combusted. The above connection is not limited to single-cylinder or multi-cylinder structures; any typical engine structure connected to the combustion chamber 80 via the intake manifold 70—intake passage—intake valve is applicable to this embodiment. The engine can be a diesel engine, a gasoline engine, or a natural gas / mixed fuel engine, and is not limited by fuel type.

[0047] This utility model also provides a vehicle, which includes the aforementioned engine. The vehicle's power system supplies power to the ECU and the first three-way valve 50. The ECU establishes a communication connection with the vehicle's instrument / body controller to provide audible and visual alarms and / or power output limitation when the oil and gas content is abnormal. The outlet of the vehicle's intercooler 30 is connected to the first inlet 51 of the intake system. The oil and gas adsorption device 60 is arranged in the engine compartment near the section of pipe between the intercooler 30 outlet and the intake manifold 70 to shorten the pipeline and reduce pressure drop. During vehicle start-up, acceleration, and hill climbing, if a transient high oil content occurs upstream, the system automatically switches to the purification path as described above to achieve online control of the oil content of the gas entering the intake manifold 70. Under normal cruising conditions, the system maintains a straight path to reduce normal pressure drop and energy consumption. The aforementioned vehicle can be an engineering vehicle (such as an excavator or mining truck).

[0048] The above description is merely a preferred embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. An engine air intake system characterized by, include: The first three-way valve (50) includes a first inlet (51), a first outlet (52), and a second outlet (53); The first oil and gas sensor (40) is located at the first inlet (51). An intake manifold (70) is connected to the first outlet (52); An oil and gas adsorption device (60) is provided, wherein the inlet of the oil and gas adsorption device (60) is connected to the second outlet (53), and the outlet of the oil and gas adsorption device (60) is connected to the inlet manifold (70). An electronic control unit is electrically connected to the first oil and gas sensor (40), and the electronic control unit is used to control the opening and closing of the first three-way valve (50) according to the oil and gas content detected by the first oil and gas sensor (40).

2. The engine air intake system of claim 1, wherein, The engine intake system also includes a second three-way valve (90), which includes a second inlet (91), a third inlet (93) and a third outlet (92). The second inlet (91) is connected to the first outlet (52), the third inlet (93) is connected to the outlet of the oil and gas adsorption device (60), and the third outlet (92) is connected to the intake manifold (70).

3. The engine air intake system of claim 2, wherein, The engine intake system includes a second oil and gas sensor (94), which is located at the third inlet (93) and is electrically connected to the electronic control unit.

4. The engine air intake system of claim 1, wherein, The oil and gas adsorption device (60) includes, in sequence, a droplet trapping layer, a flow equalization layer and an adsorption layer along the direction from the air inlet to the air outlet.

5. The engine air intake system of claim 4, wherein, The adsorption layer is an activated carbon fiber composite adsorption layer.

6. The engine air intake system of any one of claims 1 to 5, wherein, The engine intake system includes an alarm device, which is electrically connected to the electronic control unit.

7. The engine air intake system of any one of claims 1 to 5, wherein, The engine intake system also includes an air filter (10), a turbocharger (20) and an intercooler (30) connected in sequence, with the outlet of the intercooler (30) connected to the first inlet (51).

8. The engine air intake system of any one of claims 1 to 5, wherein, The first three-way valve (50) is an electromagnetic three-way valve.

9. An engine characterized by, Includes the engine intake system as described in any one of claims 1 to 8.

10. A vehicle characterized by comprising: Includes the engine as described in claim 9.

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