Engine air supplement control method and engine air supplement system

Abstract

The application discloses an engine air supplement control method and an engine air supplement system, and relates to the technical field of automobile equipment. The engine air supplement control method comprises the following steps: obtaining air supplement adjustment parameters according to a mapping relationship between working condition parameters of an engine in an accelerating and braking state and actual air intake of an engine cylinder; and adjusting injection time and injection pressure of air supplement to the engine cylinder according to the air supplement adjustment parameters, so that the engine is kept in a standard working state. According to pre-calibrated air supplement parameters, the engine cylinder is supplemented with air by using an independent air supplement system in the engine braking and accelerating stages, so that the engine response speed is improved, and the engine accelerating performance and the engine braking performance are simultaneously improved.

Description

Technical Field

[0001] This invention relates to the field of automotive equipment technology, specifically to an engine air injection control method and an engine air injection system. Background Technology

[0002] With the continuous increase in car ownership, roads in major cities are becoming increasingly congested, especially during rush hour, when vehicles are stuck in traffic for extended periods and frequently undergo braking and acceleration. Therefore, people have higher expectations for vehicle braking and acceleration performance.

[0003] Conventional automotive compression-ignition or spark-ignition engines typically consist of four strokes: power, exhaust, intake, and compression. During acceleration, the engine often encounters insufficient intake air during the intake stroke, preventing optimal combustion and affecting power output. Conversely, during braking, the in-cylinder exhaust energy is relatively lower during the intake stroke. Related technologies often use external aids (such as turbocharging) to increase intake air volume. However, this method suffers from insufficient responsiveness during acceleration, resulting in slower acceleration. During braking, due to the relatively lower in-cylinder exhaust energy, the turbocharger has even less energy to utilize, leading to a relatively lower intake air volume and poor engine braking performance. Therefore, effectively controlling the pressure of the engine system during braking and acceleration has become a pressing problem for those skilled in the art. Summary of the Invention

[0004] This addresses the issues of insufficient responsiveness and slow acceleration in existing engine technologies during vehicle acceleration, as well as poor braking performance due to relatively lower exhaust energy during braking.

[0005] In a first aspect, this application provides an engine air injection control method, which includes:

[0006] The air replenishment adjustment parameters are obtained based on the mapping relationship between the engine's operating parameters under acceleration and braking conditions and the actual intake air volume of the engine cylinders.

[0007] The injection time and injection pressure of replenishing air to the engine cylinder are adjusted according to the replenishment adjustment parameters so that the engine is kept in standard operating condition.

[0008] In conjunction with the first aspect, in some embodiments of this application, adjusting the injection time and injection pressure of the air supply system according to the air supply adjustment parameters includes:

[0009] An electronically controlled check valve is used to deliver gas from the high-pressure gas tank to the engine cylinder, and the injection pressure adjustment parameters are obtained based on the mapping relationship between the duty cycle of the electronically controlled check valve and the supplementary gas injection pressure received by the engine cylinder.

[0010] The duty cycle of the electronically controlled one-way valve is adjusted according to the injection pressure adjustment parameters to keep the engine in standard operating condition.

[0011] In conjunction with the first aspect, in some embodiments of this application, obtaining the supplementary air adjustment parameters based on the mapping relationship between the engine's operating parameters under acceleration and braking states and the actual intake air volume of the engine cylinders includes:

[0012] The engine speed and throttle acceleration are detected during acceleration and braking, and the actual intake air flow of the engine cylinders is measured in real time.

[0013] In conjunction with the first aspect, in some embodiments of this application, adjusting the injection time and injection pressure of the air supply system according to the air supply adjustment parameters includes:

[0014] During the intake stroke when the engine is accelerating, if the actual intake flow of the engine cylinder is lower than the target intake flow under the current operating condition, the injection pressure and injection time for supplementing the engine cylinder are adjusted according to the supplementary air adjustment parameters until the actual intake flow of the engine cylinder reaches the target intake flow under the current operating condition.

[0015] During the power stroke when the engine is accelerating, if the throttle increase rate exceeds a preset limit, the injection pressure and injection time for replenishing air to the engine cylinder are adjusted according to the replenishment adjustment parameters until the actual intake flow rate of the engine cylinder reaches the target intake flow rate under this operating condition.

[0016] In conjunction with the first aspect, in some embodiments of this application, the step of adjusting the injection pressure and injection time for replenishing air to the engine cylinder according to the replenishment adjustment parameters when the actual intake air flow rate of the engine cylinder is lower than the target intake air flow rate under the current operating condition includes:

[0017] Based on the actual pressure inside the engine cylinder, the intake stroke of the engine in the acceleration state is divided into a high-pressure period and a low-pressure period.

[0018] When the engine cylinder is in a low-pressure period, no air is supplied to the engine cylinder; when the engine cylinder is in a high-pressure period, air is supplied to the engine cylinder.

[0019] In conjunction with the first aspect, in some embodiments of this application, the high-pressure period includes the first 1 / 3 of the intake stroke when the engine cylinder is in an acceleration state;

[0020] The low-pressure period includes the last two-thirds of the intake stroke when the engine cylinder is in an acceleration state.

[0021] In conjunction with the first aspect, in some embodiments of this application, adjusting the injection time and injection pressure of the air supply system according to the air supply adjustment parameters includes:

[0022] During the intake, compression, and exhaust strokes of the engine while it is under braking, the air supply system is controlled to supply air to the engine cylinders.

[0023] In conjunction with the first aspect, in some embodiments of this application, when the engine is in the intake stroke under braking conditions, the injection pressure of the air replenishment system is adjusted so that the injection pressure of the air replenishment system is greater than the actual pressure in the engine cylinder, and the pressure difference between the two is 0.5 bar.

[0024] Secondly, please provide an engine air replenishment system, which includes:

[0025] A pressure sensor is installed inside the engine cylinder, and the pressure sensor is used to detect the actual intake air volume of the engine cylinder;

[0026] A high-pressure gas tank, which is connected to the engine cylinder;

[0027] The engine electronic controller is connected to the pressure sensor and the high-pressure gas tank signal.

[0028] In conjunction with the second aspect, some embodiments of this application further include: an electrically controlled one-way valve is provided on the high-pressure gas tank, the high-pressure gas tank is connected to the high-pressure gas nozzle through the electrically controlled one-way valve, and the electrically controlled one-way valve is signal-connected to the engine electronic controller.

[0029] In summary, this application uses an independent air injection system to inject air into the engine cylinders during engine braking and acceleration phases based on pre-calibrated air injection parameters, thereby improving engine response speed and simultaneously improving engine acceleration and braking performance. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of the air replenishment system in an embodiment of the present invention;

[0032] Figure 2 This is a comparison diagram of the intake and exhaust profiles of the engine under acceleration conditions in an embodiment of the present invention;

[0033] Figure 3 This is a comparison diagram of the intake and exhaust profiles under engine braking conditions in an embodiment of the present invention. Detailed Implementation

[0034] 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 embodiments of this application, not all embodiments. Based on the 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.

[0035] The embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. The present invention addresses the problem that existing engines have insufficient responsiveness and slow acceleration during vehicle acceleration. Furthermore, during braking, the engine's braking performance is poor due to the relatively lower exhaust energy in the cylinder.

[0036] It should be noted that the engine air intake control method described in this application is applicable to both compression-ignition and spark-ignition engines. During the intake stroke of acceleration in compression-ignition and spark-ignition engines, insufficient intake air can easily occur, preventing optimal combustion and affecting power output. Current methods typically compensate for this by using external cylinder auxiliary measures to increase intake air volume, but these methods suffer from insufficient responsiveness. Furthermore, during the intake stroke under engine braking conditions, the exhaust energy within the engine cylinders is relatively lower, resulting in less usable energy and consequently, a relatively smaller intake air volume.

[0037] In a first aspect, this application provides an engine air injection control method, which includes the following steps:

[0038] S1. The air replenishment adjustment parameters are obtained based on the mapping relationship between the engine's operating parameters under acceleration and braking conditions and the actual intake air volume of the engine cylinders;

[0039] Specifically, step S1 includes: detecting the engine speed and throttle acceleration of the engine under acceleration and braking conditions, and measuring the actual intake air flow of the engine cylinder in real time.

[0040] It should be noted that the engine's operating parameters under acceleration and braking conditions include: by collecting engine speed and throttle acceleration, the actual operating conditions of the engine under acceleration and braking conditions can be effectively monitored.

[0041] S2. Adjust the injection time and injection pressure of replenishing air to the engine cylinder according to the air replenishment adjustment parameters so that the engine remains in standard operating condition.

[0042] Specifically, step S2 includes:

[0043] a. Use an electronically controlled one-way valve to deliver gas from the high-pressure gas tank to the engine cylinder, and obtain injection pressure adjustment parameters based on the mapping relationship between the duty cycle of the electronically controlled one-way valve and the supplementary gas injection pressure received by the engine cylinder.

[0044] b. Adjust the duty cycle of the electronically controlled one-way valve according to the injection pressure adjustment parameters to keep the engine in standard operating condition.

[0045] It is understandable that an electronically controlled check valve is used to control the injection pressure and injection time. The electronically controlled check valve can prevent gas backflow and control the injection pressure (the higher the duty cycle, the greater the injection pressure).

[0046] Furthermore, this application provides a specific control method for step S2, which includes the following steps:

[0047] Step 1. During the intake stroke of the engine in acceleration mode, if the actual intake flow rate of the engine cylinder is lower than the target intake flow rate under the current operating condition, adjust the injection pressure and injection time of the supplementary air to the engine cylinder according to the supplementary air adjustment parameters until the actual intake flow rate of the engine cylinder reaches the target intake flow rate under the current operating condition.

[0048] Specifically, the step of adjusting the injection pressure and injection time for replenishing air to the engine cylinder according to the replenishment adjustment parameters when the actual intake air flow of the engine cylinder is lower than the target intake air flow under the current operating conditions includes:

[0049] Based on the actual pressure within the engine cylinders, the intake stroke of the engine during acceleration is divided into a high-pressure period and a low-pressure period. Specifically, during the low-pressure period, no air is supplied to the engine cylinders; during the high-pressure period, air is supplied to the engine cylinders.

[0050] Understandably, the intake stroke allows for a wider range of injection timing options due to the low cylinder pressure. During the power stroke, the cylinder pressure is generally higher (around 50-200 bar) for the first third of the stroke, and injection typically occurs in the latter two-thirds. Therefore, the high-pressure period includes the first third of the intake stroke when the engine cylinders are in an acceleration state; the low-pressure period includes the latter two-thirds of the intake stroke when the engine cylinders are in an acceleration state.

[0051] Step 2. During the power stroke of the engine in acceleration mode, when the throttle increase rate exceeds the preset limit, adjust the injection pressure and injection time of the air supply to the engine cylinder according to the air supply adjustment parameters until the actual air intake flow of the engine cylinder reaches the target air intake flow under this operating condition.

[0052] Furthermore, adjusting the injection time and injection pressure of the air replenishment system according to the air replenishment adjustment parameters includes:

[0053] During the intake, compression, and exhaust strokes of the engine while it is braking, the air supply system is controlled to supply air to the engine cylinders. Specifically, during the intake stroke while the engine is braking, the injection pressure is adjusted to ensure that the injection pressure is greater than the actual pressure inside the engine cylinder, with a pressure difference of 0.5 bar.

[0054] Secondly, this application provides an engine air replenishment system, comprising: a pressure sensor, a high-pressure gas tank, and an engine electronic controller; wherein,

[0055] A pressure sensor, located inside the engine cylinder, is used to detect the actual intake air volume of the engine cylinder. A high-pressure gas tank is connected to the engine cylinder. The engine electronic controller is connected to the pressure sensor and the high-pressure gas tank via signal transmission.

[0056] It should be noted that, since the injection pressure range required by the air replenishment system is higher, the compressed air tank used in the vehicle cannot be used as the air replenishment unit of the air replenishment system. In this embodiment, high-pressure gas is directly injected into the cylinder through a high-pressure gas tank, which directly assists the piston, resulting in a faster response and a wider range of injection pressure adjustment.

[0057] Preferably, to prevent gas backflow and control injection pressure, the high-pressure gas tank is equipped with an electronically controlled one-way valve. The high-pressure gas tank is connected to the high-pressure gas nozzle through the electronically controlled one-way valve, and the electronically controlled one-way valve is connected to the engine electronic controller signal.

[0058] In some alternative embodiments, the engine's air supply system further includes a high-pressure gas compressor (with a maximum pressure of 200 bar), equipped with a dedicated motor and a dedicated battery. The high-pressure gas compressor supplies gas to a high-pressure gas tank. The high-pressure gas tank is also equipped with a pressure sensor; when the gas pressure inside the tank falls below a limit, the engine ECU controls the dedicated motor to drive the high-pressure gas compressor to supply high-pressure gas to the high-pressure gas tank.

[0059] The specific working principle of the gas replenishment system in this application includes:

[0060] A. When the engine is accelerating:

[0061] a1. Intake Stroke System: When the actual intake air flow rate of the engine cylinder (measured by a sensor) is lower than the target intake air flow rate under the current operating conditions (pre-calibrated and stored in the engine ECU, i.e., electronic control unit), the electronically controlled one-way valve is opened during the intake stroke to inject high-pressure gas into the cylinder (the injection timing and duration can be calibrated) to compensate for the insufficient intake air volume, ensure combustion, and thus ensure power and emissions.

[0062] a2. During the power stroke: When the engine ECU detects that the throttle increase rate exceeds the limit (indicating high acceleration demand), the electronically controlled one-way valve is opened during the power stroke to inject high-pressure gas into the cylinder (the injection timing and duration can be pre-calibrated according to the injection adjustment parameters). This is equivalent to increasing the cylinder's combustion pressure, thereby improving acceleration performance and also improving emission problems caused by insufficient intake during transient acceleration.

[0063] It should be noted that during the intake stroke, due to the very low cylinder pressure, the injection timing has a wider range of options; during the power stroke, the cylinder pressure is generally higher (around 50-200 bar) for the first 1 / 3 of the stroke, and the injection timing is generally selected for the latter 2 / 3 of the time. Furthermore, at the same engine speed, the greater the throttle acceleration, the earlier the injection timing (not earlier than the main combustion phase), and the longer the injection duration. The smaller the throttle acceleration, the later the injection timing (not earlier than the main combustion phase), and the shorter the injection duration. Relevant control parameters and tables are pre-calibrated through bench and vehicle tests (adjusting the injection timing and duration at different engine speeds and throttle accelerations to meet predetermined acceleration performance targets). During the intake stroke in acceleration, the cylinder pressure is very low, generally around 1-3 bar. The injection pressure only needs to be about 0.5 bar higher than the cylinder pressure. During the power stroke in acceleration... Generally, the cylinder pressure is relatively high (around 50-200 bar) for the first 1 / 3 of the time, so the injection pressure range can be set to 100-200 bar.

[0064] B. During engine braking:

[0065] b1. During the intake stroke, injecting a lower pressure gas will not provide assistance to the piston's downward movement, but it will increase the amount of fresh air in the cylinder. The more air in the cylinder, the higher the engine's braking power.

[0066] b2. During the compression and exhaust strokes—injecting high-pressure gas into the cylinder—the upward resistance of the piston is increased, which in turn increases the power of engine braking and improves engine braking performance. Simultaneously, designing a new engine braking profile increases the profile lift during the power stroke (e.g., Figure 3 The profile marked as the "power" section is designed to ensure that the gas in the compression stroke can be discharged quickly to prevent it from continuing to expand and do work, which would affect the engine's braking performance.

[0067] Specifically, during the intake stroke, the cylinder pressure is very low, typically around 1-3 bar. The injection pressure only needs to be about 0.5 bar higher than the cylinder pressure. During the compression stroke, the injection pressure range can be set between 20-150 bar. During the exhaust stroke, the injection pressure range is controlled between 2-50 bar.

[0068] Further, injection quantity control is implemented (applicable to both engine throttle and engine braking modes).

[0069] i. Control is achieved by calibrating the duty cycle of the one-way solenoid valve. The larger the duty cycle, the longer the solenoid valve remains open, and the greater the injection volume.

[0070] ii. Engine positive power mode - based on engine speed and throttle acceleration; Engine braking model - based on engine speed.

[0071] Thirdly, this application provides a vehicle comprising a refueling system, which includes: a pressure sensor, a high-pressure gas tank, and an engine electronic controller; wherein...

[0072] A pressure sensor, located inside the engine cylinder, is used to detect the actual intake air volume of the engine cylinder. A high-pressure gas tank is connected to the engine cylinder. The engine electronic controller is connected to the pressure sensor and the high-pressure gas tank via signal transmission.

[0073] It should be noted that, since the injection pressure range required by the air replenishment system is higher, the compressed air tank used in the vehicle cannot be used as the air replenishment unit of the air replenishment system. In this embodiment, high-pressure gas is directly injected into the cylinder through a high-pressure gas tank, which directly assists the piston, resulting in a faster response and a wider range of injection pressure adjustment.

[0074] Preferably, to prevent gas backflow and control injection pressure, the high-pressure gas tank is equipped with an electronically controlled one-way valve. The high-pressure gas tank is connected to the high-pressure gas nozzle through the electronically controlled one-way valve, and the electronically controlled one-way valve is connected to the engine electronic controller signal.

[0075] In some alternative embodiments, the engine's air supply system further includes a high-pressure gas compressor (with a maximum pressure of 200 bar), equipped with a dedicated motor and a dedicated battery. The high-pressure gas compressor supplies gas to a high-pressure gas tank. The high-pressure gas tank is also equipped with a pressure sensor; when the gas pressure inside the tank falls below a limit, the engine ECU controls the dedicated motor to drive the high-pressure gas compressor to supply high-pressure gas to the high-pressure gas tank.

[0076] The specific working principle of the gas replenishment system in this application includes:

[0077] A. When the engine is accelerating:

[0078] a1. Intake Stroke System: When the actual intake air flow rate of the engine cylinder (measured by a sensor) is lower than the target intake air flow rate under the current operating conditions (pre-calibrated and stored in the engine ECU, i.e., electronic control unit), the electronically controlled one-way valve is opened during the intake stroke to inject high-pressure gas into the cylinder (the injection timing and duration can be calibrated) to compensate for the insufficient intake air volume, ensure combustion, and thus ensure power and emissions.

[0079] a2. During the power stroke: When the engine ECU detects that the throttle increase rate exceeds the limit (indicating high acceleration demand), the electronically controlled one-way valve is opened during the power stroke to inject high-pressure gas into the cylinder (the injection timing and duration can be pre-calibrated according to the injection adjustment parameters). This is equivalent to increasing the cylinder's combustion pressure, thereby improving acceleration performance and also improving emission problems caused by insufficient intake during transient acceleration.

[0080] B. During engine braking:

[0081] b1. During the intake stroke, injecting a lower pressure gas will not provide assistance to the piston's downward movement, but it will increase the amount of fresh air in the cylinder. The more air in the cylinder, the higher the engine's braking power.

[0082] b2. During the compression and exhaust strokes—injecting high-pressure gas into the cylinder—the upward resistance of the piston is increased, which in turn increases the power of engine braking and improves engine braking performance. Simultaneously, designing a new engine braking profile increases the profile lift during the power stroke (e.g., Figure 3 In the middle, the profile line marked as the "power" section is used to ensure that during the compression stroke.

[0083] In summary, this application utilizes an independent air injection system to inject air into the engine cylinders during engine braking and acceleration phases, based on pre-calibrated air injection parameters, to improve engine response speed and thus simultaneously enhance both engine acceleration and braking performance. When the engine ECU receives an acceleration request, this device can respond immediately, increasing the engine's effective power and improving acceleration performance; similarly, during engine braking, it can also respond immediately without altering the existing engine braking mechanism, increasing braking power and improving braking performance.

[0084] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0085] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0086] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. An engine air injection control method, characterized in that, include: The air replenishment adjustment parameters are obtained based on the mapping relationship between the engine's operating parameters under acceleration and braking conditions and the actual intake air volume of the engine cylinders. The injection time and injection pressure of replenishing air to the engine cylinder are adjusted according to the air replenishment adjustment parameters so that the engine is kept in standard operating condition; The step of adjusting the injection time and injection pressure of replenishing gas to the engine cylinder according to the replenishment adjustment parameters includes: using an electronically controlled one-way valve to deliver gas from the high-pressure gas tank to the engine cylinder, obtaining injection pressure adjustment parameters according to the mapping relationship between the duty cycle of the electronically controlled one-way valve and the replenishment gas injection pressure received by the engine cylinder, and adjusting the duty cycle of the electronically controlled one-way valve according to the injection pressure adjustment parameters to keep the engine in a standard operating state; The method of obtaining the air replenishment adjustment parameters based on the mapping relationship between the engine's operating parameters under acceleration and braking conditions and the actual air intake volume of the engine cylinder includes: detecting the engine speed and throttle acceleration under acceleration and braking conditions, and measuring the actual air intake flow of the engine cylinder in real time. The step of adjusting the injection time and injection pressure of replenishing air to the engine cylinder according to the replenishment adjustment parameters further includes: controlling the replenishment system to replenish air to the engine cylinder during the intake stroke, compression stroke and exhaust stroke when the engine is in a braking state; and adjusting the replenishment injection pressure during the intake stroke when the engine is in a braking state so that the replenishment injection pressure is greater than the actual pressure in the engine cylinder and the pressure difference between the two is 0.5 bar.

2. The engine air injection control method as described in claim 1, characterized in that, The step of adjusting the injection time and injection pressure of replenishing air to the engine cylinder according to the replenishment adjustment parameters includes: During the intake stroke when the engine is accelerating, if the actual intake flow of the engine cylinder is lower than the target intake flow under the current operating condition, the injection pressure and injection time for supplementing the engine cylinder are adjusted according to the supplementary air adjustment parameters until the actual intake flow of the engine cylinder reaches the target intake flow under the current operating condition. During the power stroke when the engine is accelerating, if the throttle acceleration exceeds a preset limit, the injection pressure and injection time for replenishing air to the engine cylinder are adjusted according to the replenishment adjustment parameters until the actual intake air flow of the engine cylinder reaches the target intake air flow under this operating condition.

3. The engine air injection control method as described in claim 2, characterized in that, When the actual intake flow rate of the engine cylinder is lower than the target intake flow rate under the current operating condition, adjusting the injection pressure and injection time of the supplementary air to the engine cylinder according to the supplementary air adjustment parameters includes: Based on the actual pressure inside the engine cylinder, the intake stroke of the engine in the acceleration state is divided into a high-pressure period and a low-pressure period. When the engine cylinder is in a low-pressure period, no air is supplied to the engine cylinder; when the engine cylinder is in a high-pressure period, air is supplied to the engine cylinder.

4. The engine air injection control method as described in claim 3, characterized in that: The high-pressure period includes the first 1 / 3 of the intake stroke when the engine cylinder is in an accelerated state; The low-pressure period includes the last two-thirds of the intake stroke when the engine cylinder is in an acceleration state.

5. An air injection system for implementing the engine air injection control method as described in claim 1, characterized in that, include: A pressure sensor is installed inside the engine cylinder, and the pressure sensor is used to detect the actual intake air volume of the engine cylinder; A high-pressure gas tank, which is connected to the engine cylinder; The engine electronic controller is connected to the pressure sensor and the high-pressure gas tank signal.

6. The gas replenishment system as described in claim 5, characterized in that, Also includes: The high-pressure gas tank is equipped with an electronically controlled one-way valve. The high-pressure gas tank is connected to the high-pressure gas nozzle through the electronically controlled one-way valve, and the electronically controlled one-way valve is connected to the engine electronic controller signal.

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