FR3028564A1 - AIR INTAKE SYSTEM FOR A THERMAL MOTOR AND METHOD FOR OPERATING SUCH A SYSTEM - Google Patents

Abstract

The invention relates to an admission system (1) for admission (1) of air intended for a heat engine (20) of a vehicle, comprising: a first circuit (6) capable of guiding the air towards an engine inlet (20) having a main air intake / exhaust opening (13) and a first filter element (3); a second circuit provided with a secondary air intake opening (14) comprising a first duct (18c) able to guide the air from the secondary opening (14) towards the inlet (19a) of a compressor (5) and a second duct (18a) adapted to guide a compressed air from the outlet (19b) of the compressor (5) to the rear face (21) of the first filter element (3) so as to be able to perform a cleaning of this first filter element (3).

Description

FIELD OF THE INVENTION The present invention relates to an air intake system for a heat engine and a method of operating such a system. The invention also relates to a heat engine and a vehicle comprising such an air intake system.

Traditionally, vehicles including motor vehicles, are provided with air intake systems able to provide filtered air to the engine to prevent unwanted particles present in the air are found in the latter, risking then to disrupt its operation and cause premature wear. The term "particles" is understood here in a broad sense by including references to ashes, residues, dusts, etc. To do this, these systems generally comprise a filter element, also called a filtration cartridge, capable of retaining unwanted particles in a flow of air likely to cross. In order to ensure the efficiency of such air intake systems, it is imperative to regularly clean the filter element or even to replace it. Such cleaning or replacement of the filter element requires disassembly of these air intake systems. The cleaning of the filter element is carried out according to a known method providing the use of a nozzle delivering a jet of water or air of small section, which is a few millimeters, which nozzle is moved on the 3028564 2 clean face of the filter element located downstream of the latter by considering the direction of flow of gases. This process requires the displacement of the nozzle along the entire surface of this face of the filter element in order to extract the particles that are embedded therein. The major disadvantage of these air intake systems is that disassembly and then cleaning (or replacement) of the filter element is often tedious and complex, and often requires the intervention of an expert. Moreover, in the case of cleaning, the time associated with its completion can be very long since the nozzle has to cover the entire surface of this face of the filter element.

It should be noted that these steps must be repeated frequently if the vehicle is to evolve in a particularly particulate environment, for example when driving on dusty tracks. In this context, these steps may then prove to be particularly penalizing and compelling to achieve for the user of the vehicle The invention aims to provide an admission system does not have the disadvantages mentioned above and which, in particular, allows a quick and efficient cleaning of the filter element.

For this purpose, the invention relates to an air intake system for a heat engine of a vehicle, comprising: a first circuit capable of guiding the air towards an engine inlet comprising a main opening 30 an air intake / exhaust and a first filter element; a second circuit provided with a secondary air inlet opening comprising a first duct able to guide the air from the secondary opening to the inlet of a compressor and a second duct able to guide compressed air from the compressor outlet to the rear face of the first filter element so as to be able to clean the first filter element. In other embodiments: the first conduit comprises a second filter element; The first circuit is connected to the second circuit at two junction points; the first circuit comprises: the first filter element which is arranged between the main air intake / exhaust opening and a second connecting element, and / or a first valve arranged between the first filter element and a first filter element. first junction point, especially between the first junction point and a second junction point, for circulating a flow of air in both directions in the first circuit, and / or ^ a third valve arranged between the first point of junction junction and an inlet of the engine, said third valve being particularly adapted to hermetically seal said motor inlet; the second circuit comprises: the first duct which comprises a second valve which is arranged between the second filter element and the inlet of the air compressor, and / or the second duct connecting the compressor outlet to the first circuit at the level a first junction point, and / or a third conduit connecting a second valve to the first circuit at a second junction point; the first and second filter elements are included in filter boxes or in the same filter box; the system comprises an electronic control unit connected to first, second and third valves and to the air compressor; - the compressor is electric. The invention also relates to a method of operating such an air intake system for a heat engine of a vehicle, comprising a step of configuring a: - first mode of operation of the first and second circuits to manage the intake of engine air from an air passing through the first filter element in a first direction, and / or 15 - second mode of operation of the first and second circuits to ensure cleaning of a first filter element of the air intake system by sending compressed air passing through the first filter element in a second direction contrary to the first direction.

Advantageously, the configuration step comprises the following sub-steps: activation of first, second and third valves so as to control the air flow in the first and second circuits, and stop / start of an air compressor of the intake system. In particular, the step of configuring the second mode of operation is performed when the engine is stopped.

The invention also relates to a heat engine comprising such an air intake system. The invention also relates to a vehicle comprising such an air intake system for a heat engine.

Advantageously, the invention makes it possible to improve the performance of the engine of the vehicle, in particular by reducing its fuel consumption, thanks to a filter element that is always clean.

Other advantages and characteristics of the invention will appear better on reading the description of a preferred embodiment which will follow, with reference to the figures, given as an indicative and nonlimiting example: FIGS. 2 are schematic representations of an air intake system for a heat engine 15 configured in a first mode of operation according to the embodiment of the invention; FIG. 3 is a schematic representation of an air intake system for a heat engine configured in a second mode of operation according to the embodiment of the invention, and FIG. 4 is a flow diagram relating to a operating method of the air intake system according to the embodiment of the invention.

In FIGS. 1 to 3, the air intake system 1 of a vehicle engine 20 comprises an electronic control unit (not shown) and a main circuit 2 comprising first and second filter elements 3, 4 and an air compressor.

The electronic control unit comprises hardware and software elements and connection elements capable of connecting it to the air compressor and to first, second and third valves 15, 16, 17 which are described later. . The air admission system 1 comprises two housings 22, 23 comprising housings designed to receive respectively the first filter element 3 and the second filter element 4. Each filter housing 22, 23 is provided with an inlet and a an outlet thus allowing a flow of air to pass through the first and second filter elements 3, 4. Alternatively, the admission system 1 may comprise a single filter housing 10 comprising two compartments each forming a housing in which each filter element 3, 4 can be arranged. The air compressor 5 comprises an inlet 19a and an outlet 19b. It also comprises a set of components which is capable of increasing the pressure of a volume of air admitted to its inlet 19a under a relatively low pressure, by compression. The compressor 5 is able to diffuse at its outlet 19b a volume of air at high pressure in the main circuit 2 of the intake system 1.

This air compressor 5 can be an electric supercharger comprising a motor whose rotational speed is likely to go from 0 RPM to 70000 RPM, its useful speed, between 250 and 350 ms, preferably 300 ms. It should be noted that the rise time of rotation of this compressor is not as important as the air flow rate to be ensured once the compressor is activated. It is possible for example in the context of its operation to realize a rise ramp in one second, so as not to surprise the driver of the vehicle by the sudden release of the electrical member. Such an electric supercharger can typically provide a large airflow of the order of 200 Kg / hr.

The compressor 5 being present at the level of the air intake system 1 makes it possible to ensure that the heat engine 20 is supercharged with air so as to increase the pressure in the cylinders of the engine 20 almost instantaneously, and hence the pressure and the flow rate of the exhaust gases. This compressor 5 being electric can be used during the running of the engine but also when it is stopped. Note that this electric compressor can be combined with a conventional turbocharger.

In FIGS. 1 to 3, the main circuit 2 of this system 1 is formed by a first circuit 6 connected to a second circuit 7, and comprises: a first free end; a second free end 11; - A third end 12, and 15 - first, second and third valves 15, 16, 17. The first free end 10 is provided with a main opening 13 for admission / discharge of air. This first free end forms an air intake mouth when the intake system 1 is in a first mode of operation 27 to manage the admission of air at the engine inlet 20 and an exhaust air outlet when the intake system 1 is in a second mode of operation 28 for cleaning the first filter element 3.

The main opening 13 is preferably located at the outside fresh air inlets located in a first environment A1 here the external environment of the vehicle. The second free end 11 comprises a secondary opening 14 30 for admission of air. This second free end 11 forms an air intake mouth when the intake system 1 is in the second operating mode 28. This secondary opening 14 is preferably located in a second environment A2 separated from the first environment A1 and which corresponds for example to the environment of a motor compartment of the vehicle covered by a cover 24. In fact, the air entering through the secondary opening 14 of the second end 11 must come from a different environment than the one comprising air entering or discharged through the main opening 13 of the first end 10. Thus, during operation of the intake system 1 in the second mode of operation 28, the particles released into the air by the main opening 13 do not penetrate through the secondary opening 14 to avoid contaminating the second filter element 4.

The third free end 12 is connected to the inlet of the motor 20, in particular to at least one intake valve of the vehicle. This intake system 1 preferably comprises first and second and third valves 15, 16, 17 whose position is controlled by the electronic control unit and which make it possible to define the first and second modes of operation 27, 28 of FIG. This system 1. The first and third valves 15, 17 may be for example two-way valves and the second valve 16 a three-way valve.

The first valve 15 is arranged at the level of the first circuit 6 and the second valve 16 at the second circuit 7. The third valve 17 is arranged at the level of the first circuit 6 and is intended to allow / prohibit access to air which flows in the first circuit 6 towards the inlet of the motor 20, in particular in the direction of the intake valves. This third valve 17 corresponds for example to a throttle valve flap of a spark ignition engine or to a damper flap when the engine is a diesel engine and that said flap is used to quench the combustion when stopped. of the engine without vibrational inconvenience. It will be noted that such a damper flap is also present in diesel engines equipped with a particulate filter and / or a NOx trap and that it makes it possible to reduce the air flow admitted into the engine in certain combustion phases to regenerate post-treatment systems such as particulate filter or NOx trap. The first circuit 6 is connected to the second circuit 7 at the first 10 and second junction points 8, 9. The second circuit 7 is formed of three ducts 18a, 18b, 18c, and comprises the second filter element 4, the compressor 5 of air and the second valve 16.

The first duct 18c comprises the second end 11, and is able to guide the air from the secondary opening 14 to the inlet 19a of the compressor 5. This first duct 18c comprises the second filter element 4 included in the housing 23 and the second valve 16, which are located between the secondary opening 14 and the compressor 5. In particular, the second valve 16 is located between the second filter element 4 and the inlet 19a of the air compressor 5 and allows in particular circulating a flow of air in both directions in the first circuit 6. More specifically, the second filter element 4 is located between the secondary opening 14 and the second valve 16. The second conduit 18a is able to connect the outlet 19b of the compressor 5 to the first circuit 6 at the first junction point 8. This second conduit 18a is able to help guide a compressed air from the outlet 19b of the compressor 5 to the rear face 21 of the first filter element 3 so that this first filter element 3 can be cleaned. In this second circuit 7, the air compressor 5 is arranged between the second valve 16 and the first connection point 8. The third conduit 18b of this second circuit 7 connects the second valve 16 to the first circuit 6 at the second junction point 9.

The first circuit 6 comprises the first and third ends 10, 12 and the first filter element 3 included in the housing 22 and the first valve 15. More specifically, this first filter element 3 and the first valve 15 are arranged between the first and second valves 15. and third ends 10, 12 of this first circuit 6. The first filter element 3 is located between the first end 10 and the second junction point 9. The first valve 15 is located between the first and second junction points 8, 9 formed by the connection of the first circuit 6 and the second circuit 7.

The second circuit comprises the third valve 17 which is arranged between the first junction point 8 and the motor inlet 20. Said third valve 17 is able to hermetically close the inlet of the engine in order to direct the flow of the engine. In fact, it may be necessary to ensure that the air flow coming from the outlet of the compressor is directed entirely towards said rear face and that a part of said flow air is not sent through openings of the engine to the inlet of said engine. The intake system 1 may comprise at least one sensor, in particular a hygrometry sensor (not shown) which is connected to the electronic control unit.

An operating method illustrated in FIGS. 1 to 4 makes it possible to implement this air intake system 1 of a heat engine 20. In FIG. 4, this operating method comprises a configuration step. 25 of the system 1 and more specifically of the main circuit 2 formed of the first and second circuits 6, 7 in different operating modes: - the first operating mode 27 of the main circuit 2 which aims to manage the intake of air at the level of motor 20, in particular 10 at the level of at least one intake valve from an air passing through the first filter element 3 in a first direction indicated by the arrows visible in FIGS. 1 and 2, and - the second embodiment of operation 28 of the main circuit 2 for cleaning the first filter element 3 of the air intake system 1, by sending compressed air passing through the first filter element 3 in a second direction, contrary to the first direction, which is indicated by the arrows visible in Figure 3.

The configuration step 25 of the main circuit 2 in the first mode of operation 27 contributes to the fact that the air entering through the main opening 13 provided at the first end 10 passes through the first filter element 3 to be led to the motor 20, in particular to at least one intake valve. In this configuration step 25 of the first operating mode 27, the circulation of the air flow in the system 1 and more particularly in the main circuit 2 is defined by the arrows visible in FIGS. 1 and 2. This step of configuration 25 of the main circuit 2 in this first mode of operation 27 has two different settings of this main circuit 2, resulting from the implementation in particular of the following substeps: -activation 30, 31, 32, 33 of the first , second and third valves 15, 16, 17 so as to allow / prohibit the circulation of air in the main circuit 2, in particular in the first and second circuits 6, 7 and -stop / start 29, 34 of the air compressor 5 intake system 1.

More precisely within the framework of the first parameterization visible in FIGS. 1 and 4, the configuration step 25 comprises the following substeps: stopping 29 of the air compressor 5; activating the first and third valves 15, 17 in an open position so as to allow the flow of air from the first filter element 3 into the first circuit 6 to the inlet of the motor 20; activation 31 of the second valve 16 in a first position intended to prevent the passage of air coming from the second filter element 4 into the second circuit 7 and thus into the main circuit 2 of the intake system 1. being in this first position, the second valve 16 simultaneously closes a portion of the first conduit 18c of the second circuit 7 located between the second filter element 4 and the inlet 19a of the air compressor 5 and the opening of the Third conduit 18b of this second circuit 7. Thus, the air penetrating through the main opening 13 of the first end 10 is conducted via the first circuit 6 to the motor inlet 20 in the direction of the arrows visible in FIG. 1.

In the context of the second parameterization visible in FIGS. 2 and 4, the configuration step 25 comprises the following substeps: activation of: the first valve in a closed position preventing the circulation of the air from the first filter element 3 in a portion of the first circuit 6 located between the first junction point 8 and the second junction point 9, and - the third valve 17 in an open position to allow the circulation of the compressed air from the compressor 5 to the inlet of the engine 20, and - activation 33 of the second valve 16 in a first position to prevent the passage of air from the second filter element 4 into the second circuit 7 and therefore in the main circuit 2 of the intake system 1; - Start-up 34 of the compressor 5 so that the air received at its inlet 19a and from the first filter element 3 is compressed; diffusion of the compressed air at the outlet 19b of the compressor 5 in the main circuit 2, in particular in the second duct 18a connected to the first circuit 6. More specifically, the compressed air is directed by the main circuit 2 to the input of the motor 20, in particular because of the closure of the portion of the first circuit 6 situated between the first and second junction points 8, 9 by the first valve 15. Thus with reference to the arrows visible in FIG. 2 , the air penetrating through the main opening 13 of the first end 10 passes through the first filter element 3 and is conducted via the first circuit 6, the compressor 5 and the second circuit 7 to the input 30 of the motor 20. In the As part of this second parameterization, the configuration step 25 makes it possible to ensure an air supercharging of the heat engine 20. The activation sub-steps 30, 31, 32, 33 of the first, second and third valves 15 , 16, 17 may be made simultaneously. The method also includes the step of configuring the main circuit 2 in the second operating mode 28. This configuration step 25 also comprises the following sub-steps: activation of the first, second and third valves, 16, 17 so as to allow / prohibit the circulation of air in the main circuit 2, in particular in the first and second circuits 6, 7, and -stopping / starting 43, 40 of the air compressor 5 of the heating system. admission 1.

The configuration step 25 of the main circuit 2 in the second operating mode 28 allows the air entering through the secondary opening 14 provided at the second end 11 to pass through the second filter element 4 to be led to the first filter element 3. In this configuration step 25 of the second mode of operation, the circulation of the air flow in the system 1 and more particularly in the main circuit 2, is defined by the arrows visible in FIG. FIGS. 3 and 4, this configuration step 25 comprises a sub-step 36 for identifying the state of the vehicle, namely a state of: - running when the engine 20 of the vehicle is in operation, and - stopping when the engine 20 no longer works and simultaneously the vehicle is no longer moving.

In particular, for a state of the stationary vehicle it is to be understood that the identification sub-step 36 is intended to determine a stopping of the engine 20 when the vehicle is immobilized in order to prevent the cleaning of the first element. 3 during the second mode of operation 28, 5 is made with compressed air resulting from the suction by the second filter element 4 of a particulate laden air (for example a cloud of dust) present in the second environment A2 (environment of the engine compartment of the vehicle covered by the cover 24), said particulate-laden air being generated by the movement of the vehicle. Such a situation may occur when a hybrid-type power train equipping the vehicle makes combustion interruptions of the engine 20 and an electric motor then takes over from the engine 20 to move the vehicle.

Note that when the engine 20 is stopped the engine intake valves 20 are in a closed position and the third valve 17 is activated in the closed position to prevent the passage of air to the inlet motor 20 (visible in Figure 3).

When the state of the identified vehicle corresponds to the stop, the identification sub-step 36 may additionally provide: a determination of a duration t of the last displacement made by the vehicle, and a detection of the overrun of the vehicle. a threshold duration ts by an upper or lower value of the determined duration t. If such an exceeding of the threshold duration ts is not detected then the cleaning of the first filter element 3 is not performed.

On the other hand, if an overshoot is detected then the process configuration step 25 implements an activation sub-step 37 of the second valve 16. More precisely, the second valve 16 is activated in a second embodiment. second position in which the air from the second environment A2 can pass through the second filter element 4 to be led to the inlet 19a of the air compressor 5. In this second position, the second valve 16 sequentially realizes the opening of a portion of the first conduit 18c of the second circuit 7 located between the second filter element 4 and the inlet 19a of the air compressor 5, and the closure of the third conduit 18b of the second circuit 7.

During an activation sub-step 38, the first valve 15 is activated in an open position and the third valve 17 is activated in a closed position so as to allow the circulation of compressed air likely to come from the compressor. 5 in the first circuit 6 to the first filter element 3.

The configuration step 25 may comprise a sub-step 39 for estimating the density of moving particles in the second environment A2 where the second end 11 of the main circuit 2 is located. This sub-step 39 makes it possible to detect the instant when this second environment A2 comprises the least possible particles in motion, that is to say the moment when these particles have fallen back. Such an estimation sub-step 39 can be carried out just after the identification sub-step 36 in which the state of the condition is verified on the displacement of the vehicle and the stopping state of the engine 25 20. This estimation substep 39 provides: - a delay after the identification that the state of the vehicle corresponds to the stop during the identification step 36, such a delay being relative to an average duration beyond which one skilled in the art considers that the dust particles in the second environment A2 have had time to fall back and that the cleaning of the first filter element 3 can then be performed, and / or a determination of the particle density in the second environment A2, implemented for example from an optical sensor observing the opacity of a signal received from a light source emitted into the air present in this second environment; t A2.

Subsequently, the configuration step 25 includes a substepping step 40 of the compressor 5 so that the air received at its inlet 19a and from the second filter element 4 is compressed. Then, the configuration step 25 comprises a substep 41 of diffusion of the compressed air at the outlet 19b of the compressor 5 into the main circuit 2. The first valve 15 being in an open position and the third valve 17 in a closed position, the compressed air by the compressor 5 is passed through the portion of the second duct 18a of the second circuit 7 located between the outlet 19b of the compressor 5 and the first connection point 8, and the first circuit 6 to the first filter element 3. Note that the activation of the third valve 17 in the closed position avoids the passage of compressed air to the intake valves which are in the closed position when the engine 20 is at a standstill and already prevents the passage of this air at the inlet of the motor 20. The configuration step 25 subsequently comprises a sub-step of determining the stop 42 of the compressor 5 by the determination of his activation time T during which it is able to diffuse the compressed air 3028564 18 towards the first filter element 3. This activation time T corresponding to the time required for the compressor 5 to suck up the volume of air present in the second environment A2 where is located the second end 11 of the main circuit 2, here the engine compartment 5 covered by the cover 24. Thus, the particles discharged through the first end 10 and which are suspended in the air can not be sucked to the level of the second filter element 4 by the compressor 5. This duration T is determined according to the characteristics of the compressor 5 and the volume of air present in the second environment A2. More precisely, this duration T can be determined by the following equation: T = V / Q, with V the volume in liters of air available in the second environment A2 and Q the average flow rate in liters per second of compressed air The hardware and software elements of the electronic control unit make it possible to calculate this duration T. During a cleaning step 41 of the first filter element 3, the compressed air passes through the latter to be evacuated. in the environment 20 outside the vehicle through the main opening 13 of the first free end 10 of the main circuit 2. The compressed air thus passes through the first filter element 3 from the rear face 21, also called clean face, of this element filtering 3 to the first environment A1. This rear face 21 corresponds to the face 21 of the first filter element 3 25 situated upstream with respect to the direction of circulation of the compressed air indicated by the arrows visible in FIG. 3. When the air passes into the first element 3, the particles included in this filter element 3 are then expelled into the first environment A1. Thus, the first filter element 3 is then cleaned by this stream of compressed air filtered by the second filter element 4. During this step of cleaning 41, the compressed air is then diffused to the first filter element 3 until the duration T is reached and the compressor then stops working. The configuration step 25 of the main circuit 2 in the second mode of operation 28 may also comprise a substep of measuring the moisture content present in the air included in the first environment A1 in order to determine to what extent the particles included in this first filter element 3 are loaded with moisture. If the measured humidity level is substantially greater than a predefined and configurable humidity threshold then the configuration step 25 of the main circuit 2 in the second operating mode 28 may not be carried out. Conversely, if this rate is substantially below this threshold, this configuration step 25 is implemented. In this configuration step 25 of the main circuit 2 in the second operating mode 28, the activation sub-steps 37, 38 of the first, second and third valves 15, 16, 17 can be performed simultaneously. It should be noted that the second filter element 4 does not need to be changed or cleaned often, since it is in this embodiment dedicated to this use which is preferably performed when the vehicle is stationary. It is therefore little used unlike the first filter element 3. The present invention is not limited to the embodiment that has been explicitly described, but it includes the various variants and generalizations contained in the scope of the claims below.

Claims (12)

REVENDICATIONS1. An air intake system (1) for a combustion engine (20) of a vehicle, comprising a first circuit (6) for guiding air to an engine inlet (20) having a main opening (13) ) intake / exhaust air and a first filter element (3); a second circuit (7) provided with a secondary air intake opening (14) comprising a first duct (18c) adapted to guide the air from the secondary opening (14) towards the inlet (19a) of a compressor (5) and a second conduit (18a) adapted to guide a compressed air from the outlet (19b) of the compressor (5) to the rear face (21) of the first filter element (3) so as to be able to produce a cleaning of this first filter element (3). 2. System according to the preceding claim, characterized in that the first conduit (18c) comprises a second filter element (4). 3. System according to any one of the preceding claims, characterized in that the first circuit (6) is connected to the second circuit (7) at two junction points (8, 9). 4. System according to any of the preceding claims, characterized in that: the first circuit (6) comprises: a first filter element (3) which is arranged between the main opening (13) admission / evacuation of air and a second junction point (9), and / or 30 ^ a first valve (15) arranged between a first filter element (3) and a first junction point (8), in particular between 3028564 21 the first point junction (8) and a second junction point (9), for circulating a flow of air in both directions in the first circuit (6), and / or ^ a third valve (17) arranged between a first junction point (8) and an inlet of the motor (20), said third valve (17) being able in particular to hermetically seal said motor inlet, and / or the second circuit (7) comprises the first duct (18c) which comprises a second valve (16) which is arranged between a second filter element (4) ) and the inlet (19a) of the air compressor (5), and / or the second duct (18a) connecting the outlet (19b) of the compressor (5) to the first circuit (6) at a first junction point (8), and / or 15 ^ a third conduit (18b) connecting a second valve (16) to the first circuit (6) at a second junction point (9). 5. System according to any one of the preceding claims, characterized in that first and second filter elements (3, 4) are included in filter housings (22, 23) or in the same filter housing. 6, System according to any one of the preceding claims, characterized in that it comprises an electronic control unit connected to first, second and third valves (15, 16, 17) and to the compressor (5) of air . 7. System according to any one of the preceding claims, characterized in that the compressor (5) is electric. 3028564 22 A method of operating an air intake system (1) for a heat engine (20) of a vehicle according to any one of the preceding claims, comprising a step of configuring (25) a 5 - first operating mode (27) of the first and second circuits (6, 7) for managing the intake of engine air from an air passing through the first filter element (3) in a first direction, and / or - second mode of operation (28) of the first and second circuits (6, 7) for cleaning a first filter element (3) of the air intake system (1) by sending an air compressed through the first filter element (3) in a second direction contrary to the first direction. 15 9. Method according to the preceding claim, characterized in that the configuration step (25) comprises the following sub-steps -activation (30, 31, 32, 33, 37, 38) of first, second and third valves (15). , 16, 17) so as to control the air flow in the first and second circuits (6, 7), and -stop / start-up (29, 43/34, 40) of a compressor (5) air intake system (1). 10.A method according to any one of claims 8 and 9, characterized in that the step of configuring (25) the second operating mode (28) is performed when the motor (20) is stopped. 11.A thermal engine characterized in that it comprises an air intake system according to any one of claims 1 to 30 7. 3028564 23 Vehicle (1) comprising an air intake system (1) for a heat engine (20) according to any one of claims 1 to 7.