阅读说明：本技术 一种停缸方法、系统及车辆 (Cylinder deactivation method and system and vehicle ) 是由 崔亚彬 宋东先 李婧媛 王伟 吴宜兵 薛士悦 于 2020-04-01 设计创作，主要内容包括：本发明提供了一种停缸方法、系统及车辆,其中,本发明实施例所提供的停缸方法能够使发动机在满足工作需求的前提下,尽量以与最佳油耗区相匹配的工作状态进行工作,从而实现对发动机停缸的精细化控制,使得发动机全工况处于较佳油耗区。(The invention provides a cylinder deactivation method, a cylinder deactivation system and a vehicle, wherein the cylinder deactivation method provided by the embodiment of the invention can enable an engine to work in a working state matched with an optimal oil consumption area as much as possible on the premise of meeting working requirements, so that the cylinder deactivation of the engine is finely controlled, and the full working condition of the engine is in the optimal oil consumption area.)

1. A cylinder deactivation method for a vehicle, the method comprising:

acquiring a target torque of an engine;

determining whether a random cylinder deactivation working state needs to be entered;

if the random cylinder deactivation working state needs to be entered, determining the running state of the vehicle;

when the running state of the vehicle is a steady state, determining a target cylinder deactivation rate corresponding to the target torque according to the target torque;

when the running state of the vehicle is transient, determining a target cylinder deactivation rate corresponding to the target torque according to the target torque and the acceleration and deceleration state of the vehicle; the acceleration and deceleration state comprises an acceleration state and a deceleration state, and the target cylinder deactivation rate corresponding to the acceleration state is greater than the target cylinder deactivation rate corresponding to the deceleration state;

and controlling the engine to work according to the target cylinder deactivation rate.

2. The method of claim 1, wherein said determining whether a random cylinder deactivation operating state needs to be entered comprises:

judging whether the stepping speed of the accelerator pedal exceeds a first preset value or not;

and, whether the target torque exceeds a second preset value;

if the stepping speed of the accelerator pedal exceeds a first preset value or the target torque exceeds a second preset value, the working state of random cylinder deactivation is not required to be started;

and if the stepping speed of the accelerator pedal does not exceed the first preset value and the target torque does not exceed the second preset value, entering a random cylinder deactivation working state.

3. The method according to claim 1, characterized in that different deactivation rates correspond to different outer characteristic profiles, which are determined by torque and engine speed, and in which preset optimal oil consumption zones are provided; when the running state of the vehicle is a steady state, determining a target cylinder deactivation rate corresponding to the target torque according to the target torque, wherein the determining comprises the following steps:

determining an outer characteristic curve chart of the current rotating speed in the range of the optimal fuel consumption area;

selecting a target cylinder deactivation rate corresponding to one of the outer maps if a target torque is within an optimal fuel consumption zone of the outer maps;

and if the target torque is not in the optimal oil consumption zone of any outer characteristic graph, selecting the target cylinder deactivation rate corresponding to the outer characteristic graph with the optimal oil consumption zone closest to the target torque.

4. The method of claim 3, wherein different target cylinder deactivation rates differ in stability, and wherein selecting a target cylinder deactivation rate for one of the outer profiles if a target torque is within an optimal fuel consumption zone of the outer profiles comprises:

and if the optimal fuel consumption zone of the at least two outer characteristic graphs contains the target torque, selecting the target cylinder deactivation rate with the highest stability from the cylinder deactivation rates corresponding to the at least two outer characteristic graphs.

5. The method of claim 1, wherein said controlling said engine to operate at said target cylinder deactivation rate comprises:

acquiring a cylinder deactivation table corresponding to the target cylinder deactivation rate according to a preset corresponding relation between the cylinder deactivation rate and the cylinder deactivation table; the cylinder deactivation table is preset with the number of cylinders deactivated in a plurality of working cycles and the cylinder sequence of the cylinder deactivation;

and controlling the engine to work according to the number of cylinders deactivated in a plurality of working cycles in the cylinder deactivation table and the cylinder sequence of cylinder deactivation.

6. The method of claim 5, wherein controlling the engine to operate based on the number of cylinders deactivated and the cylinder order of cylinder deactivation for a plurality of operating cycles in the cylinder deactivation table comprises:

acquiring a target engine speed corresponding to the target torque;

determining the single-cylinder torque of the rest working cylinders according to the number of the cylinders for cylinder deactivation;

inputting the single-cylinder torque of the working cylinder and the target engine rotating speed into a gas path actuator, and determining the opening of an air inlet valve, the opening of an exhaust valve, the opening of a throttle valve and the duty ratio of a target supercharger bypass valve;

inputting the single-cylinder torque of the working cylinder, the target engine rotating speed and the cylinder deactivation sequence into an oil injection module, and determining an oil injection cylinder sequence, the oil injection amount of the single cylinder and an oil injection phase;

and controlling the working cylinder to work according to the opening degree of the air inlet, the opening degree of the air outlet, the opening degree of the throttle valve, the duty ratio of the target supercharger bypass valve, the sequence of the oil injection cylinder, the oil injection amount and the oil injection phase, closing an air inlet valve and an air outlet valve of the cylinder to be stopped, and stopping oil injection on the cylinder to be stopped.

7. A cylinder deactivation system for a vehicle, said system comprising:

a target torque acquisition module for acquiring a target torque of the engine;

the cylinder deactivation determining module is used for determining whether a random cylinder deactivation working state needs to be entered;

the state determination module is used for determining the running state of the vehicle if the random cylinder deactivation working state needs to be entered;

the first cylinder deactivation rate determining module is used for determining a target cylinder deactivation rate corresponding to the target torque according to the target torque when the running state of the vehicle is a steady state;

the second cylinder deactivation rate determining module is used for determining a target cylinder deactivation rate corresponding to the target torque according to the target torque and the acceleration and deceleration state of the vehicle when the running state of the vehicle is transient; the acceleration and deceleration state comprises an acceleration state and a deceleration state, and the target cylinder deactivation rate corresponding to the acceleration state is greater than the target cylinder deactivation rate corresponding to the deceleration state;

and the control module is used for controlling the engine to work according to the target cylinder deactivation rate.

8. The system of claim 7, wherein the cylinder deactivation determination module comprises:

the first judgment unit is used for judging whether the stepping speed of the accelerator pedal exceeds a first preset value or not;

the second judging unit is used for judging whether the target torque exceeds a second preset value or not;

the cylinder deactivation determining unit is used for determining that the random cylinder deactivation working state is not required to be entered if the stepping speed of the accelerator pedal exceeds a first preset value or the target torque exceeds a second preset value; and the controller is also used for determining that the random cylinder deactivation working state needs to be entered if the stepping speed of the accelerator pedal does not exceed a first preset value and the target torque does not exceed a second preset value.

9. The system of claim 7, wherein the first deactivation rate determination module includes:

the outer characteristic curve determining unit is used for determining an outer characteristic curve chart of the current rotating speed in the range of the optimal oil consumption area;

a first cylinder deactivation rate determination unit for selecting a target cylinder deactivation rate corresponding to one of the outer maps if a target torque is within an optimal oil consumption zone of the outer maps;

and the second cylinder deactivation rate determining unit is used for selecting the target cylinder deactivation rate corresponding to the outer characteristic curve graph with the optimal oil consumption zone closest to the target torque if the target torque is not in the optimal oil consumption zone of any outer characteristic curve graph.

10. The system of claim 9, wherein different target cylinder deactivation rates correspond to different degrees of stability; and the first cylinder deactivation rate determining unit is further used for selecting the target cylinder deactivation rate with the highest stability from the cylinder deactivation rates corresponding to the at least two outer characteristic graphs if the optimal fuel consumption area of the at least two outer characteristic graphs contains the target torque.

11. The system of claim 7, wherein the control module comprises:

the cylinder deactivation table acquisition unit is used for acquiring a cylinder deactivation table corresponding to the target cylinder deactivation rate according to the corresponding relation between the preset cylinder deactivation rate and the cylinder deactivation table; the cylinder deactivation table is preset with the number of cylinders deactivated in a plurality of working cycles and the cylinder sequence of the cylinder deactivation;

and the control unit is used for controlling the engine to work according to the number of cylinders for cylinder deactivation in a plurality of working cycles in the cylinder deactivation table and the cylinder sequence of the cylinder deactivation.

12. The system of claim 11, wherein the control unit comprises:

a target rotation speed obtaining subunit, configured to obtain a target engine rotation speed corresponding to the target torque;

the single-cylinder torque determining subunit is used for determining the single-cylinder torque of the rest working cylinders according to the number of the cylinders for cylinder deactivation;

the air path determining subunit is used for inputting the single-cylinder torque of the working cylinder and the target engine rotating speed into an air path actuator and determining the air inlet opening, the exhaust opening, the throttle opening and the duty ratio of a target supercharger bypass valve;

the oil path determining subunit inputs the single-cylinder torque of the working cylinder, the target engine rotating speed and the cylinder deactivation sequence into an oil injection module, and determines an oil injection cylinder sequence, the oil injection amount of the single cylinder and an oil injection phase;

and the control subunit is used for controlling the working cylinder to work according to the air inlet opening, the air outlet opening, the throttle opening, the duty ratio of the target supercharger bypass valve, the oil injection cylinder sequence, the oil injection quantity and the oil injection phase, closing an air inlet valve and an air outlet valve of the cylinder to be stopped, and stopping injecting oil into the cylinder to be stopped.

13. A vehicle, characterized in that the vehicle comprises a cylinder deactivation system according to any one of claims 7 to 12.

Technical Field

The invention relates to the technical field of automobiles, in particular to a cylinder deactivation method, a cylinder deactivation system and an automobile.

Background

At present, environmental problems and energy crisis are getting more and more serious, and the internal combustion engine is a large energy consumption household and a large pollution waste gas manufacturing household, so that the problem of energy conservation and emission reduction of the internal combustion engine is not slow enough.

Based on the purpose of reducing oil consumption, an engine cylinder deactivation technology is available at present, and a part of cylinders of an engine are closed when the engine works at low load so as to reduce pumping loss and friction, so that the engine is in a more economic oil consumption interval when the engine works at low load. For example, the conventional EA211 four-cylinder engine can control two cylinders to stop at low load, and the conventional 3.0 engine can control three cylinders or two symmetrical cylinders to stop at low load, so that the purpose of reducing oil consumption is achieved.

However, current engine cylinder deactivation technology can only mechanically select whether to activate the cylinder deactivation function or not. After the cylinder deactivation is selected to be started, a plurality of preset cylinders are fixedly stopped only when the load of the engine is smaller than a certain preset value, and the cylinder deactivation mode is in a full-cylinder working state when the load of the engine is not smaller than the preset value.

Disclosure of Invention

In view of the above, the present invention aims to provide a cylinder deactivation method, a cylinder deactivation system and a vehicle, so as to solve the problem that the cylinder deactivation control of the existing engine is too rough, and the engine cannot be in a better oil consumption area under all working conditions.

In order to achieve the purpose, the technical scheme of the invention is realized as follows:

a cylinder deactivation method applied to a vehicle, wherein the method comprises the following steps:

acquiring a target torque of an engine;

determining whether a random cylinder deactivation working state needs to be entered;

if the random cylinder deactivation working state needs to be entered, determining the running state of the vehicle;

when the running state of the vehicle is a steady state, determining a target cylinder deactivation rate corresponding to the target torque according to the target torque;

when the running state of the vehicle is transient, determining a target cylinder deactivation rate corresponding to the target torque according to the target torque and the acceleration and deceleration state of the vehicle; the acceleration and deceleration state comprises an acceleration state and a deceleration state, and the target cylinder deactivation rate corresponding to the acceleration state is greater than the target cylinder deactivation rate corresponding to the deceleration state;

and controlling the engine to work according to the target cylinder deactivation rate.

Optionally, in the method, the determining whether the random cylinder deactivation operating state needs to be entered includes:

judging whether the stepping speed of the accelerator pedal exceeds a first preset value or not;

and, whether the target torque exceeds a second preset value;

if the stepping speed of the accelerator pedal exceeds a first preset value or the target torque exceeds a second preset value, the working state of random cylinder deactivation is not required to be started;

and if the stepping speed of the accelerator pedal does not exceed the first preset value and the target torque does not exceed the second preset value, entering a random cylinder deactivation working state.

Optionally, in the method, different cylinder deactivation rates correspond to different outer characteristic graphs, the outer characteristic graphs are determined by torque and engine speed, and preset optimal oil consumption areas are arranged in the outer characteristic graphs; when the running state of the vehicle is a steady state, determining a target cylinder deactivation rate corresponding to the target torque according to the target torque, wherein the determining comprises the following steps:

if the random cylinder deactivation working state is required to be entered, determining an outer characteristic curve graph of the current rotating speed in the optimal oil consumption area range;

selecting a target cylinder deactivation rate corresponding to one of the outer maps if a target torque is within an optimal fuel consumption zone of the outer maps;

and if the target torque is not in the optimal oil consumption zone of any outer characteristic graph, selecting the target cylinder deactivation rate corresponding to the outer characteristic graph with the optimal oil consumption zone closest to the target torque.

Optionally, in the method, the stabilities of the different target cylinder deactivation rates are different, and if the target torque is in the optimal oil consumption zone of the outer characteristic graphs, selecting the target cylinder deactivation rate corresponding to one of the outer characteristic graphs, including:

and if the optimal fuel consumption zone of the at least two outer characteristic graphs contains the target torque, selecting the target cylinder deactivation rate with the highest stability from the cylinder deactivation rates corresponding to the at least two outer characteristic graphs.

Optionally, in the method, the controlling the engine to operate according to the target cylinder deactivation rate includes:

acquiring a cylinder deactivation table corresponding to the target cylinder deactivation rate according to a preset corresponding relation between the cylinder deactivation rate and the cylinder deactivation table; the cylinder deactivation table is preset with the number of cylinders deactivated in a plurality of working cycles and the cylinder sequence of the cylinder deactivation;

and controlling the engine to work according to the number of cylinders deactivated in a plurality of working cycles in the cylinder deactivation table and the cylinder sequence of cylinder deactivation.

Optionally, in the method, the controlling the engine to operate according to the number of cylinders deactivated in a plurality of working cycles in the cylinder deactivation table and the cylinder order of cylinder deactivation includes:

acquiring a target engine speed corresponding to the target torque;

determining the single-cylinder torque of the rest working cylinders according to the number of the cylinders for cylinder deactivation;

inputting the single-cylinder torque of the working cylinder and the target engine rotating speed into a gas path actuator, and determining the opening of an air inlet valve, the opening of an exhaust valve, the opening of a throttle valve and the duty ratio of a target supercharger bypass valve;

inputting the single-cylinder torque of the working cylinder, the target engine rotating speed and the cylinder deactivation sequence into an oil injection module, and determining an oil injection cylinder sequence, the oil injection amount of the single cylinder and an oil injection phase;

and controlling the working cylinder to work according to the opening degree of the air inlet, the opening degree of the air outlet, the opening degree of the throttle valve, the duty ratio of the target supercharger bypass valve, the sequence of the oil injection cylinder, the oil injection amount and the oil injection phase, closing an air inlet valve and an air outlet valve of the cylinder with cylinder deactivation, and stopping injecting oil into the cylinder with cylinder deactivation.

The invention provides a cylinder deactivation system, which is applied to a vehicle, wherein the system comprises:

a target torque acquisition module for acquiring a target torque of the engine;

the cylinder deactivation determining module is used for determining whether a random cylinder deactivation working state needs to be entered;

the state determination module is used for determining the running state of the vehicle if the random cylinder deactivation working state needs to be entered;

the first cylinder deactivation rate determining module is used for determining a target cylinder deactivation rate corresponding to the target torque according to the target torque when the running state of the vehicle is a steady state;

the second cylinder deactivation rate determining module is used for determining a target cylinder deactivation rate corresponding to the target torque according to the target torque and the acceleration and deceleration state of the vehicle when the running state of the vehicle is transient; the acceleration and deceleration state comprises an acceleration state and a deceleration state, and the target cylinder deactivation rate corresponding to the acceleration state is greater than the target cylinder deactivation rate corresponding to the deceleration state;

and the control module is used for controlling the engine to work according to the target cylinder deactivation rate.

Optionally, in the system, the cylinder deactivation determining module includes:

the first judgment unit is used for judging whether the stepping speed of the accelerator pedal exceeds a first preset value or not;

the second judging unit is used for judging whether the target torque exceeds a second preset value or not;

the cylinder deactivation determining unit is used for determining that the random cylinder deactivation working state is not required to be entered if the stepping speed of the accelerator pedal exceeds a first preset value or the target torque exceeds a second preset value; and the controller is also used for determining that the random cylinder deactivation working state needs to be entered if the stepping speed of the accelerator pedal does not exceed a first preset value and the target torque does not exceed a second preset value.

Optionally, in the system, different cylinder deactivation rates correspond to different outer characteristic graphs, the outer characteristic graphs are determined by torque and engine speed, a preset optimal oil consumption zone is arranged in the outer characteristic graphs, and the first cylinder deactivation rate determining module includes:

the outer characteristic curve determining unit is used for determining an outer characteristic curve chart of the current rotating speed in the optimal oil consumption area range if the random cylinder deactivation working state is required to be entered;

a first cylinder deactivation rate determination unit for selecting a target cylinder deactivation rate corresponding to one of the outer maps if a target torque is within an optimal oil consumption zone of the outer maps;

and the second cylinder deactivation rate determining unit is used for determining the cylinder deactivation rate, and is used for selecting the target cylinder deactivation rate corresponding to the outer characteristic curve graph with the optimal oil consumption zone closest to the target torque if the target torque is not in the optimal oil consumption zone of any outer characteristic curve graph.

Optionally, in the system, the stabilities corresponding to different target cylinder deactivation rates are different; and the first cylinder deactivation rate determining unit is further used for selecting the target cylinder deactivation rate with the highest stability from the cylinder deactivation rates corresponding to the at least two outer characteristic graphs if the optimal fuel consumption area of the at least two outer characteristic graphs contains the target torque.

Optionally, in the system, the control module includes:

the cylinder deactivation table acquisition unit is used for acquiring a cylinder deactivation table corresponding to the target cylinder deactivation rate according to the corresponding relation between the preset cylinder deactivation rate and the cylinder deactivation table; the cylinder deactivation table is preset with the number of cylinders deactivated in a plurality of working cycles and the cylinder sequence of the cylinder deactivation;

and the control unit is used for controlling the engine to work according to the number of cylinders for cylinder deactivation in a plurality of working cycles in the cylinder deactivation table and the cylinder sequence of the cylinder deactivation.

Optionally, in the system, the control unit includes:

a target rotation speed obtaining subunit, configured to obtain a target engine rotation speed corresponding to the target torque;

the single-cylinder torque determining subunit is used for determining the single-cylinder torque of the rest working cylinders according to the number of the cylinders for cylinder deactivation;

the air path determining subunit is used for inputting the single-cylinder torque of the working cylinder and the target engine rotating speed into an air path actuator and determining the air inlet opening, the exhaust opening, the throttle opening and the duty ratio of a target supercharger bypass valve;

the oil path determining subunit inputs the single-cylinder torque of the working cylinder, the target engine rotating speed and the cylinder deactivation sequence into an oil injection module, and determines an oil injection cylinder sequence, the oil injection amount of the single cylinder and an oil injection phase;

and the control subunit is used for controlling the working cylinder to work according to the air inlet opening, the air outlet opening, the throttle opening, the duty ratio of the target supercharger bypass valve, the oil injection cylinder sequence, the oil injection quantity and the oil injection phase, closing an air inlet valve and an air outlet valve of the cylinder to be stopped, and stopping injecting oil into the cylinder to be stopped.

Compared with the prior art, the cylinder deactivation method and system have the following advantages:

whether a random cylinder deactivation working state needs to be entered is determined by obtaining the target torque of the engine, and when the random cylinder deactivation working state needs to be entered, the target cylinder deactivation rate corresponding to the target torque is determined according to the running state of the vehicle, and then the engine is controlled to work according to the target cylinder deactivation rate corresponding to the target torque.

The invention also provides a vehicle, wherein the vehicle comprises the cylinder deactivation system.

The vehicle has the same advantages as the cylinder deactivation method compared with the prior art, and the detailed description is omitted.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:

FIG. 1 is a flow chart of a cylinder deactivation method according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of a main logic process of cylinder deactivation control according to an embodiment of the present invention;

FIG. 3 is a schematic diagram illustrating the logic process for determining whether the engine currently satisfies the all-cylinder operating condition according to the target vehicle state information in the embodiment of the present invention;

FIG. 4 is a schematic diagram of a logic determination process for determining whether the engine currently satisfies a fixed cylinder deactivation rate in an embodiment of the present disclosure;

FIG. 5 is a functional block diagram of a cylinder deactivation control system for an engine according to an embodiment of the present invention.

Detailed Description

Embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While embodiments of the present application are illustrated in the accompanying drawings, it should be understood that the present application may be embodied 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.

It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.

The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.

In this embodiment, the operating state of the engine is divided into a full-cylinder operating state and a random cylinder deactivation operating state. The all-cylinder working state is a state that all cylinders of the engine work; the random cylinder deactivation working state refers to that in the running process of the vehicle, the engine is controlled to work at different cylinder deactivation rates and cylinder deactivation sequences according to torque requirements under different loads, namely the vehicle can randomly control part of cylinders to stop working according to different torque requirements, so that the purpose that the engine can work with the fewest cylinders on the premise of meeting the torque requirements is achieved, and the optimal working condition oil consumption of the engine can be achieved as far as possible.

The random cylinder deactivation working state can save the energy consumption of the engine, and the principle thereof is as follows:

the engine pushes the piston to rotate by consuming fuel oil in the working process, but the consumed fuel oil generates energy which is used for pushing the piston to rotate the crankshaft, and besides, part of the energy is taken away by high-temperature tail gas and cooling water, and part of the energy is used for overcoming friction resistance to do work, and in addition, part of the energy is used for overcoming pumping loss. Further, the larger the engine displacement, the greater the capacity loss due to friction and pumping loss, and therefore, the same torque is output and the smaller the energy loss of the small displacement engine to overcome friction and pumping loss is than that of the large displacement engine. Therefore, if the engine is controlled to operate at a low load, that is, when the target torque is small, the torque output by the cylinders which are partially closed and are ensured to continue operating can meet the target torque demand of the engine, and since the partial cylinders are closed, which corresponds to the reduction of the displacement of the engine, the pumping loss and the friction loss can be reduced.

It can be seen that the working principle of the random cylinder deactivation working state is equivalent to dynamically adjusting the displacement of the engine according to different working conditions, thereby realizing the reduction of the energy consumption of the engine. In order to realize the working state of random cylinder deactivation, each cylinder of the engine is provided with an intake valve, an exhaust valve, an oil nozzle and an ignition device which can be independently closed or opened at any time, so that the intake and exhaust of any cylinder can be stopped at any time by closing the intake valve and the exhaust valve, and the ignition and the oil injection are simultaneously stopped, thereby realizing the effect of random cylinder deactivation.

FIG. 1 is a flow chart illustrating the steps of a cylinder deactivation method according to the present embodiment. The embodiment takes a vehicle as an execution carrier of the whole scheme.

As shown in fig. 1, the cylinder deactivation method described in the present embodiment includes steps S101 to S104.

And step S101, acquiring the target torque of the engine.

In this step, the target torque of the engine can be obtained by obtaining the current accelerator pedal angle according to the preset corresponding relationship between the accelerator pedal angle and the torque. The target torque directly corresponds to the working state of the engine; when the target torque is larger, the engine needs to enter a high-load working state; when the target torque is small, it indicates that the engine needs to enter a low-load operating state. Therefore, if the target torque changes, it indicates that the engine use request of the driver changes, and accordingly, the operating state of the engine should be adjusted accordingly to output a torque matching the target torque.

And step S102, determining whether the random cylinder deactivation working state needs to be entered.

Since the engine is dynamically adjusted to stop operating in part of the cylinders according to the target torque after entering the stochastic cylinder deactivation operating state, but part of the cylinders will stop operating, which will inevitably affect the driver's progress of some special driving demands on the vehicle, in this step, it is necessary to first determine whether the condition for causing the engine to enter the stochastic cylinder deactivation operating state is currently satisfied. If not, controlling the engine to work in a full-cylinder working state; and if so, controlling the engine to enter a random cylinder deactivation working state.

Optionally, the step S102 includes: judging whether the stepping speed of the accelerator pedal exceeds a first preset value or not; and whether the target torque exceeds a second preset value.

Specifically, in step S102, if the depressing speed of the accelerator pedal exceeds a first preset value, it is determined that the engine does not need to enter the random cylinder deactivation operating state. The first preset value is preset and used for distinguishing whether a driver needs to control the vehicle to enter an accelerator pedal speed value for rapid acceleration, if the accelerator pedal speed value exceeds the first preset value, the fact that the driver wants to be capable of increasing the vehicle speed as soon as possible means that all cylinders of an engine cylinder need to work, and therefore the engine is controlled not to enter a random cylinder deactivation working state. The first predetermined value is typically 30 °/0.1s, which can be calibrated by experiment.

Specifically, in step S102, if the target torque exceeds the second preset value, it is determined that the engine does not need to enter the random cylinder deactivation operating state. The second preset value is preset and is used for distinguishing whether a driver needs to control the vehicle to enter a torque value for rapid acceleration, if the target torque exceeds the second preset value, the fact that the driver wants to be capable of increasing the vehicle speed as soon as possible is indicated, all cylinders of the engine cylinder need to work, and therefore the engine is controlled not to enter a random cylinder deactivation working state. If the target torque exceeds the second preset value to control the engine to stop the cylinder, the engine cannot meet the use requirement, and the cylinder stopping is not advantageous. The second preset value is generally 8bar, and can be calibrated by self according to experiments.

Specifically, in step S102, if the depressing speed of the accelerator pedal does not exceed the first preset value and the target torque does not exceed the second preset value, it is determined that the engine needs to enter the random cylinder deactivation operating state.

Step S103, if the random cylinder deactivation working state is required to be entered, determining the running state of the vehicle;

in this step, the driving state of the vehicle includes a steady state and a transient state, and may be determined by comparing the current torque of the engine and the target torque. If the current torque is equal to the target torque, determining that the vehicle is in a steady state; and if the current torque is not equal to the target torque, determining that the vehicle is in the transient state currently.

Step S104, when the running state of the vehicle is a steady state, determining a target cylinder deactivation rate corresponding to the target torque according to the target torque;

in the step, after the engine is determined to be in a random cylinder deactivation working state, if the vehicle is in a stable running state at present, the target cylinder deactivation rate corresponding to the target torque can be directly determined according to the target torque, and when the engine works by using the cylinder deactivation rate, the engine can meet the requirement of outputting the torque matched with the target torque and can work in a working state matched with an optimal oil consumption area as much as possible, so that the refined control of the cylinder deactivation of the engine is realized, the engine is in the optimal oil consumption area under all working conditions, and fuel oil is saved.

In practical use, the target cylinder deactivation rate can enable the working load of the engine to be matched with the optimal fuel consumption area to be larger than a third preset value. The third preset value is used for judging whether the working load of the engine is in a critical value of the optimal oil consumption area, and if the matching degree of the working load of the engine and the optimal oil consumption area is greater than the third preset value, the engine is in a more ideal oil consumption working state.

Step S105, when the running state of the vehicle is transient, determining a target cylinder deactivation rate corresponding to the target torque according to the target torque and the acceleration and deceleration state of the vehicle; the acceleration and deceleration state comprises an acceleration state and a deceleration state, and the target cylinder deactivation rate corresponding to the acceleration state is greater than the target cylinder deactivation rate corresponding to the deceleration state.

In this step, after it is determined that the engine needs to enter the random cylinder deactivation operating state, if the vehicle is currently in a transient state, that is, when the vehicle is in a torque variation operating state, a target cylinder deactivation rate corresponding to the target torque needs to be determined in combination with the target torque and the acceleration and deceleration conditions of the vehicle, so that when the engine operates by using the target cylinder deactivation rate, the engine can meet not only the torque matched with the target torque but also the acceleration and deceleration requirements of the engine.

Under the condition that the target torque is the same, if the vehicle is in an acceleration state, the current torque of the engine is smaller, and more cylinders can be correspondingly arranged to be deactivated; when the vehicle is in a deceleration state, the current torque of the engine is larger, and less cylinders can be correspondingly arranged for cylinder deactivation, so that the target cylinder deactivation rate corresponding to the acceleration state is set to be larger than the target cylinder deactivation rate corresponding to the deceleration state, the engine can work with fewer cylinders, the working state matched with the optimal oil consumption area is performed as far as possible, the refined control on the cylinder deactivation of the engine is realized, the full working condition of the engine is in the optimal oil consumption area, and the fuel is saved.

And S106, controlling the engine to work according to the target cylinder deactivation rate.

In the step, partial cylinders of the engine are controlled to stop working, so that the cylinder deactivation rate reaches the target cylinder deactivation rate, the engine works with fewer cylinders on the premise of meeting the target torque requirement, and the energy consumption is saved.

In summary, according to the cylinder deactivation method provided in the embodiments of the present invention, it is determined whether a random cylinder deactivation working state needs to be entered by obtaining a target torque of an engine, and a target cylinder deactivation rate corresponding to the target torque is determined according to a driving state of a vehicle, so as to control the engine to operate according to the target cylinder deactivation rate corresponding to the target torque.

Optionally, in an embodiment, different cylinder deactivation rates correspond to different outer characteristic graphs, the outer characteristic graphs are determined by torque and engine speed, and preset optimal oil consumption areas are arranged in the outer characteristic graphs and are obtained in advance according to actual use. For example, for an engine with a cylinder deactivation rate adjustable at intervals of 10% from 10% to 70%, the external characteristic curves corresponding to different cylinder deactivation rates are shown in fig. 2, where a, b, c, d, e, f, g, and h in fig. 2 sequentially represent the external characteristic curves at 0%, 10%, 20%, 30%, 40%, 50%, 60%, and 70%, and the ellipses in the figure represent the corresponding optimal fuel consumption zones.

In this embodiment, because the outer characteristic curve is determined by the torque and the engine speed, and the outer characteristic curve is provided with the preset optimal oil consumption zone, after it is determined that the engine needs to enter the random cylinder deactivation working state, the corresponding target cylinder deactivation rate can be determined according to the target torque and the current speed, so that the target torque is in the optimal oil consumption zone of the outer characteristic curve, and thus, the engine can input the target torque, and simultaneously, the engine can work in the optimal oil consumption state on the premise of outputting the target torque, thereby saving oil consumption. Accordingly, the step S104 includes steps S401 to S403.

And S401, if the cylinder is required to be in the random cylinder deactivation working state, determining an outer characteristic curve chart of the current rotating speed in the range of the optimal oil consumption area.

In the step, after the working state of random cylinder deactivation is determined to be required, the current rotating speed of the engine is obtained, and an external characteristic curve graph which includes the current rotating speed in the range of the optimal oil consumption zone is found.

And S402, if the target torque is in the optimal oil consumption area of the outer characteristic graphs, selecting a target cylinder deactivation rate corresponding to one of the outer characteristic graphs.

In the step, after the corresponding outer characteristic curve diagram is determined through the current rotating speed, whether the target torque is in the optimal oil consumption area of the corresponding outer characteristic curve diagram is judged, if the target torque is in the optimal oil consumption area of the outer characteristic curve diagram, the fact that the engine works at the cylinder deactivation rate corresponding to the outer characteristic curve diagram can meet the requirement of the target torque and can achieve the optimal oil consumption effect is shown, but the outer characteristic curve diagrams meeting the two conditions can still have a plurality of conditions, and therefore the cylinder deactivation rate corresponding to one of the outer characteristic curve diagrams meeting the two conditions can be selected as the target cylinder deactivation rate.

Preferably, in a specific embodiment, the stabilities of the different target cylinder deactivation rates are different, step S402 further includes: and if the optimal fuel consumption area of the at least two outer characteristic graphs contains the target torque, selecting the cylinder deactivation rate with the highest stability from the cylinder deactivation rates corresponding to the at least two outer characteristic graphs as the target cylinder deactivation rate. In practical application, the stability is determined by noise, vibration and sound vibration roughness, the stability is higher when the noise is smaller, the stability is higher when the vibration is smaller, and the stability is higher when the sound vibration roughness is smaller. Because the cylinder deactivation rates corresponding to the at least two external characteristic graphs meet the conditions, the engine has different stability under different engine cylinder deactivation rates, and the cylinder deactivation rate with the highest stability is selected as the target cylinder deactivation rate, the stability of the operation of the engine can be ensured, and the damage to the engine is reduced.

And S403, if the target torque is not in the optimal oil consumption area of any outer characteristic curve graph, selecting the target cylinder deactivation rate corresponding to the outer characteristic curve graph with the optimal oil consumption area closest to the target torque.

In this step, if the optimal fuel consumption areas of all the external characteristic graphs do not contain the target torque, it indicates that the fuel consumption effect of the engine cannot be optimized under the condition that the engine meets the requirements of the torque and the rotating speed. Therefore, in this step, if the optimal fuel consumption region in any of the outer characteristic diagrams determined in step S402 does not include the target torque, the cylinder deactivation rate corresponding to the outer characteristic diagram in which the optimal fuel consumption region is closest to the target torque is selected as the target cylinder deactivation rate, so that the engine is operated as close as possible to the optimal fuel consumption state.

Preferably, in an embodiment, in step S105, if it is required to enter the random cylinder deactivation state and the vehicle is currently in a transient state, a target cylinder deactivation rate corresponding to the target torque may be determined according to the target torque and the acceleration and deceleration state. The method comprises the steps of comparing a target torque with a current torque, determining whether a driver needs to enter an acceleration state, a deceleration state or a driving state maintaining a steady state, and selecting different cylinder deactivation rates according to an acceleration and deceleration expectation and the target torque and an outer characteristic curve graph so that a curve drawn by the torque is included in an optimal fuel consumption area of the corresponding outer characteristic curve graph.

Specifically, on the premise that the target torque is the same, the target cylinder deactivation rate corresponding to the acceleration state is set to be greater than the target cylinder deactivation rate corresponding to the deceleration state, that is, the curve drawn by the torque can be included in the optimal fuel consumption area of the corresponding outer characteristic curve.

In practical use, in step S105, an outer characteristic curve of the current engine speed within the optimal fuel consumption zone range may be determined, if the target torque is within the optimal fuel consumption zone of the outer characteristic curve, a target cylinder deactivation rate corresponding to the outer characteristic curve may be further determined according to an acceleration/deceleration state of the vehicle, and if the vehicle is currently in an acceleration state, a larger cylinder deactivation rate of the cylinder deactivation rates corresponding to the outer characteristic curve may be selected as the target cylinder deactivation rate; and if the vehicle is in a deceleration state at present, selecting a smaller cylinder deactivation rate in the cylinder deactivation rates corresponding to the outer characteristic curve graph as a target cylinder deactivation rate. Specifically, as shown in fig. 3, assuming that the target torque is point B and the current torque is point a, 40% of the cylinder deactivation rate is selected if the current acceleration state is present, and 20% of the cylinder deactivation rate is selected if the current deceleration state is present.

Optionally, in an embodiment, the step S106 specifically includes steps S601 to S602.

Step S601, acquiring a cylinder deactivation table corresponding to the target cylinder deactivation rate according to a preset corresponding relation between the cylinder deactivation rate and the cylinder deactivation table; the cylinder deactivation table is preset with the number of cylinders deactivated in a plurality of working cycles and the cylinder sequence of cylinder deactivation.

The step can control the engine to perform cylinder deactivation according to the cylinder deactivation table on the basis of meeting the target cylinder deactivation rate, and the cylinder deactivation table considers factors of noise, vibration and irregularity, so that the vibration of the engine is minimum when the engine works under the same cylinder deactivation rate.

For example, for a four-cylinder engine, a corresponding preset table may be obtained according to the target cylinder deactivation rate, and several cylinders of the engine may be deactivated and which cylinder may be deactivated during one ignition sequence 1-3-4-2 may be determined according to the obtained cylinder deactivation table.

For example, in the case of a four-cylinder engine, if the target cylinder deactivation rate is 10%, the corresponding cylinder deactivation table is shown in table 1, and the engine can be controlled to perform the cylinder deactivation control in the order shown in table 1. As shown in Table 1, at the 1 st engine working cycle, all 4 cylinders are controlled not to be deactivated; controlling none of the 4 cylinders to be deactivated during the 2 nd engine working cycle; controlling the cylinder deactivation of the 3 rd cylinder in the 3 rd engine working cycle; controlling none of the 4 cylinders to be deactivated during the 4 th engine working cycle; controlling deactivation of the 2 nd cylinder during the 5 th engine operating cycle; then at the working cycle of the 5 th engine, the cylinders of 4 cylinders are controlled not to be deactivated, and the cycle is carried out, so that the target cylinder deactivation rate of 10% is realized.

TABLE 1

10％	1 Cylinder	2 jar	3 jar	4 jar
					1
2
					3			Stop
4
					5		Stop
6
					7
8			Stop
					9
10		Stop

For example, in the case of a four-cylinder engine, if the target cylinder deactivation rate is 20%, the corresponding cylinder deactivation table is shown in table 2, and the engine can be controlled to perform the cylinder deactivation control in the order shown in table 2. As shown in table 2, at the 1 st engine working cycle, none of the 4 cylinders are controlled to be deactivated; controlling cylinder deactivation of the 1 st cylinder during the 2 nd engine operating cycle; controlling the cylinder deactivation of the 3 rd cylinder in the 3 rd engine working cycle; controlling deactivation of the 4 th cylinder during the 4 th engine operating cycle; controlling deactivation of the 2 nd cylinder during the 5 th engine operating cycle; then at the 6 th engine working cycle, controlling 4 cylinders to be not deactivated, and thus, achieving the target cylinder deactivation rate of 20 percent.

TABLE 2

For example, in the case of a four-cylinder engine, if the target cylinder deactivation rate is 30%, the corresponding cylinder deactivation table is shown in table 3, and the engine can be controlled to perform the cylinder deactivation control in the order shown in table 3. As shown in table 3, the cylinder deactivation of the 4 th cylinder is controlled at the 1 st engine operating cycle; controlling the cylinder deactivation of the 3 rd cylinder at the 2 nd engine working cycle; controlling cylinder deactivation for cylinder 1 and cylinder 2 during the 3 rd engine operating cycle; controlling deactivation of the 4 th cylinder during the 4 th engine operating cycle; controlling deactivation of the 4 th cylinder during the 5 th engine operating cycle; then when the 6 th engine working cycle, controlling the 3 rd cylinder to stop; then, when the 7 th engine working cycle is carried out, the 1 st cylinder and the 2 nd cylinder are controlled to be deactivated; when the 8 th engine working cycle is carried out, the cylinder deactivation of the 4 th cylinder is controlled; when the 9 th engine working cycle is carried out, the 3 rd cylinder is controlled to be deactivated; controlling the cylinder deactivation of the 3 rd cylinder at the 10 th engine working cycle; thereby achieving a target cylinder deactivation rate of 30%.

TABLE 3

	1 Cylinder	2 jar	3 jar	4 jar
					1				Stop
2			Stop
					3	Stop	Stop
4				Stop
					5				Stop
6			Stop
					7	Stop	Stop
8				Stop
					9			Stop
10			Stop

For example, in the case of a four-cylinder engine, if the target cylinder deactivation rate is 40%, the corresponding cylinder deactivation table is shown in table 4, and the engine can be controlled to perform the cylinder deactivation control in the order shown in table 4. As shown in Table 4, during the 1 st engine operating cycle, the 4 th cylinder is controlled to be deactivated; controlling cylinder deactivation for cylinder 1 and cylinder 3 during the 2 nd engine operating cycle; controlling deactivation of the 2 nd and 4 th cylinders during the 3 rd engine operating cycle; controlling cylinder deactivation for cylinder 1 and cylinder 3 at the 4 th engine operating cycle; controlling deactivation of the 4 th cylinder during the 5 th engine operating cycle; then, when the 6 th engine working cycle is carried out, the 1 st cylinder and the 3 rd cylinder are controlled to be deactivated; then when the 7 th engine working cycle, the 4 th cylinder is controlled to be deactivated; during the 8 th engine working cycle, the cylinder deactivation of the 1 st cylinder and the 3 rd cylinder is controlled; when the engine works in the 9 th cycle, the cylinder deactivation of the 4 th cylinder is controlled; controlling the cylinder deactivation of the 1 st and 3 rd cylinders during the 10 th engine working cycle; thereby achieving a target cylinder deactivation rate of 40%.

TABLE 4

	1 Cylinder	2 jar	3 jar	4 jar
					1				Stop
2	Stop		Stop
					3		Stop		Stop
4	Stop		Stop
					5				Stop
6	Stop		Stop
					7				Stop
8	Stop		Stop
					9				Stop
10	Stop		Stop

For example, in the case of a four-cylinder engine, if the target cylinder deactivation rate is 50%, the corresponding cylinder deactivation table is shown in table 5, and the engine can be controlled to perform the cylinder deactivation control in the order shown in table 5. As shown in Table 5, cylinder deactivation is controlled for cylinder 1 and cylinder 4, and cylinder 2 and cylinder 3 are controlled to achieve a target cylinder deactivation rate of 50% for each engine operating cycle.

TABLE 5

	1 Cylinder	2 jar	3 jar	4 jar
					1	Stop			Stop
2	Stop			Stop
					3	Stop			Stop
4	Stop			Stop
					5	Stop			Stop
6	Stop			Stop
					7	Stop			Stop
8	Stop			Stop
					9	Stop			Stop
10	Stop			Stop

For example, in the case of a four-cylinder engine, if the target cylinder deactivation rate is 60%, the corresponding cylinder deactivation table is shown in table 6, and the engine can be controlled to perform the cylinder deactivation control in the order shown in table 6. As shown in table 6, cylinder deactivation is controlled for cylinder 2 and cylinder 3 during the 1 st engine operating cycle; controlling cylinder deactivation of the 1 st cylinder, the 3 rd cylinder and the 4 th cylinder during the 2 nd engine working cycle; controlling cylinder deactivation of the 2 nd cylinder and the 3 rd cylinder again in the 3 rd engine working cycle; controlling cylinder deactivation of the 1 st cylinder, the 2 nd cylinder and the 4 th cylinder during the 4 th engine working cycle; controlling cylinder deactivation of the 2 nd cylinder and the 3 rd cylinder again at the 5 th engine working cycle; then when the 6 th engine working cycle, the 1 st cylinder and the 4 th cylinder are controlled to be deactivated; then when the 7 th engine working cycle, the 2 nd cylinder and the 3 rd cylinder are controlled to be deactivated; when the 8 th engine working cycle is carried out, cylinder deactivation of the 1 st cylinder, the 3 rd cylinder and the 4 th cylinder is controlled; during the 9 th engine working cycle, the cylinder deactivation of the 2 nd cylinder and the 3 rd cylinder is controlled; controlling the cylinder deactivation of the 1 st cylinder, the 2 nd cylinder and the 4 th cylinder at the 10 th engine working cycle; thereby achieving a target cylinder deactivation rate of 60%.

TABLE 6

	1 Cylinder	2 jar	3 jar	4 jar
					1		Stop	Stop
2	Stop		Stop	Stop
					3		Stop	Stop
4	Stop	Stop		Stop
					5		Stop	Stop
6	Stop			Stop
					7		Stop	Stop
8	Stop		Stop	Stop
					9		Stop	Stop
10	Stop	Stop		Stop

For example, in the case of a four-cylinder engine, if the target cylinder deactivation rate is 70%, the corresponding cylinder deactivation table is shown in table 7, and the engine can be controlled to perform the cylinder deactivation control in the order shown in table 7. As shown in table 7, cylinder deactivation is controlled for cylinder 1, cylinder 3, and cylinder 4 during the 1 st engine operating cycle; controlling cylinder deactivation of the 1 st cylinder and the 4 th cylinder during the 2 nd engine working cycle; controlling all cylinders to be deactivated in the 3 rd engine working cycle; controlling cylinder deactivation of the 1 st cylinder and the 4 th cylinder during the 4 th engine working cycle; at the working cycle of the 5 th engine, all cylinders are controlled to be deactivated; then controlling the cylinder deactivation of the 1 st cylinder and the 4 th cylinder in the 6 th engine working cycle; then when the 7 th engine working cycle, all cylinders are controlled to stop; during the 8 th engine working cycle, the cylinder deactivation of the 1 st cylinder and the 4 th cylinder is controlled; when the 9 th engine working cycle is carried out, cylinder deactivation of the 1 st cylinder, the 2 nd cylinder and the 4 th cylinder is controlled; controlling the cylinder deactivation of the 1 st cylinder and the 4 th cylinder in the 10 th engine working cycle; thereby achieving a target cylinder deactivation rate of 70%.

TABLE 7

	1 Cylinder	2 jar	3 jar	4 jar
					1	Stop		Stop	Stop
2	Stop			Stop
					3	Stop	Stop	Stop	Stop
4	Stop			Stop
					5	Stop	Stop	Stop	Stop
6	Stop			Stop
					7	Stop	Stop	Stop	Stop
8	Stop			Stop
					9	Stop	Stop		Stop
10	Stop			Stop

And step S602, controlling the engine to work according to the number of cylinders in cylinder deactivation in a plurality of working cycles in the cylinder deactivation table and the cylinder sequence of cylinder deactivation.

In the step, the corresponding cylinder of the engine is controlled to be deactivated or not to be deactivated in a plurality of working cycles according to the acquired content of the cylinder deactivation table.

Preferably, in one embodiment, step S602 includes steps S6021 to S6025.

And S6021, acquiring a target engine speed corresponding to the target torque.

In this step, the target engine speed is calculated from the acquired target torque according to the correspondence between the target engine speed and the target torque.

And S6022, determining the single-cylinder torque of the rest working cylinder according to the number of the cylinders of the cylinder deactivation.

In this step, after the engine is partially deactivated, the same target torque is generated, and the torque of a single cylinder increases, so that the number of the remaining cylinders is obtained by subtracting the number of the deactivated cylinders from the total number of cylinders of the engine according to the number of the deactivated cylinders, and the single cylinder torque of the remaining cylinders is obtained by dividing the target torque by the number of the cylinders.

And S6023, inputting the single-cylinder torque of the working cylinder and the target engine speed into a gas path actuator, and determining the air inlet opening, the exhaust opening, the throttle opening and the duty ratio of the target supercharger bypass valve.

In this step, since the setting of the gas path controller is determined by a preset gas path parameter map for describing the correspondence relationship between the intake opening, the exhaust opening, the throttle opening, the duty ratio of the target supercharger bypass valve, and the single-cylinder torque and the engine speed, the abscissa of the map is the engine speed and the ordinate is the torque of the single-cylinder engine. After the single-cylinder torque is determined, the single-cylinder torque is combined with the target engine rotating speed and input into the air path actuator to determine the air inlet opening, the air outlet opening, the throttle opening and the duty ratio of the target supercharger bypass valve.

And S6024, inputting the single-cylinder torque of the working cylinder, the target engine rotating speed and the cylinder deactivation sequence into an oil injection module, and determining an oil injection cylinder sequence, the oil injection quantity of the single cylinder and an oil injection phase.

In the step, the oil injection module can determine to close oil injection to the cylinder deactivation according to the cylinder deactivation sequence; meanwhile, determining the oil injection amount of the single cylinder according to the corresponding relation between the single cylinder torque and the oil amount; and meanwhile, determining an oil injection time point, namely determining an oil injection phase, according to the target engine rotating speed and the acting time point of the working cylinder.

And S6025, controlling the working cylinder to work according to the air inlet opening, the air outlet opening, the throttle opening, the duty ratio of the target supercharger bypass valve, the oil injection cylinder sequence, the oil injection quantity and the oil injection phase, closing an air inlet valve and an air outlet valve of the cylinder to be stopped, and stopping oil injection on the cylinder to be stopped.

By the steps, oil injection, air intake and exhaust can be carried out on the working cylinder according to the single-cylinder torque requirement, and meanwhile, an intake valve and an exhaust valve are closed and oil injection is stopped for the cylinder with cylinder deactivation, so that the cylinder deactivation is accurate under the condition of meeting the target torque requirement, and the effects of energy conservation and emission reduction are achieved.

For convenience of understanding, in the case that the engine is a four-cylinder engine, the process of executing the air path and the oil path in step S6022 may be performed with reference to fig. 4, that is, determining a single-cylinder target torque from the target torque and the number of cylinder deactivation, and simultaneously acquiring a target rotation speed and a cylinder deactivation sequence, and then inputting the single-cylinder target torque and the target rotation speed to the air path actuator to obtain an air intake opening, an exhaust opening, a throttle opening, and a duty ratio of a target supercharger bypass valve; and simultaneously, inputting the target torque, the target rotating speed and the cylinder deactivation sequence of the single cylinder into the oil injection module to obtain the oil injection cylinder sequence, the oil injection quantity of the single cylinder and the oil injection phase.

On the basis of the embodiment, the embodiment of the invention also provides a cylinder deactivation system.

Referring to fig. 5, a block diagram of a cylinder deactivation system according to an embodiment of the present invention is shown, and specifically includes the following modules:

a target torque acquisition module 100 for acquiring a target torque of an engine;

the cylinder deactivation determining module 200 is used for determining whether a random cylinder deactivation working state needs to be entered;

the state determination module 300 is used for determining the running state of the vehicle if the random cylinder deactivation working state needs to be entered;

a first cylinder deactivation rate determining module 400, configured to determine, when a driving state of the vehicle is a steady state, a target cylinder deactivation rate corresponding to the target torque according to the target torque;

the second cylinder deactivation rate determining module 500 is configured to determine, when the driving state of the vehicle is a transient state, a target cylinder deactivation rate corresponding to the target torque according to the target torque and the acceleration and deceleration state of the vehicle; the acceleration and deceleration state comprises an acceleration state and a deceleration state, and the target cylinder deactivation rate corresponding to the acceleration state is greater than the target cylinder deactivation rate corresponding to the deceleration state;

a control module 600 configured to control the engine to operate at the target cylinder deactivation rate.

Optionally, in the system, the cylinder deactivation determination module 400 includes:

the first judgment unit is used for judging whether the stepping speed of the accelerator pedal exceeds a first preset value or not;

the second judging unit is used for judging whether the target torque exceeds a second preset value or not;

the cylinder deactivation determining unit is used for determining that the random cylinder deactivation working state is not required to be entered if the stepping speed of the accelerator pedal exceeds a first preset value or the target torque exceeds a second preset value; and the controller is also used for determining that the random cylinder deactivation working state needs to be entered if the stepping speed of the accelerator pedal does not exceed a first preset value and the target torque does not exceed a second preset value.

Optionally, in the system, different cylinder deactivation rates correspond to different outer characteristic graphs, the outer characteristic graphs are determined by torque and engine speed, a preset optimal oil consumption zone is arranged in the outer characteristic graphs, and the cylinder deactivation rate determining module 400 includes:

the outer characteristic curve determining unit is used for determining an outer characteristic curve chart of the current rotating speed in the optimal oil consumption area range if the random cylinder deactivation working state is required to be entered;

a first cylinder deactivation rate determination unit for selecting a target cylinder deactivation rate corresponding to one of the outer maps if a target torque is within an optimal oil consumption zone of the outer maps;

and the second cylinder deactivation rate determining unit is used for selecting the target cylinder deactivation rate corresponding to the outer characteristic curve graph with the optimal oil consumption zone closest to the target torque if the target torque is not in the optimal oil consumption zone of any outer characteristic curve graph.

Optionally, in the system, the stabilities corresponding to different target cylinder deactivation rates are different; and the cylinder deactivation rate determining unit is further used for selecting the target cylinder deactivation rate with the highest stability from the cylinder deactivation rates corresponding to the at least two outer characteristic graphs if the optimal fuel consumption area of the at least two outer characteristic graphs contains the target torque.

Optionally, in the system, the control module 600 includes:

the cylinder deactivation table acquisition unit is used for acquiring a cylinder deactivation table corresponding to the target cylinder deactivation rate according to the corresponding relation between the preset cylinder deactivation rate and the cylinder deactivation table; the cylinder deactivation table is preset with the number of cylinders deactivated in a plurality of working cycles and the cylinder sequence of the cylinder deactivation;

and the control unit is used for controlling the engine to work according to the number of cylinders for cylinder deactivation in a plurality of working cycles in the cylinder deactivation table and the cylinder sequence of the cylinder deactivation.

Optionally, in the system, the control unit includes:

a target rotation speed obtaining subunit, configured to obtain a target engine rotation speed corresponding to the target torque;

the single-cylinder torque determining subunit is used for determining the single-cylinder torque of the rest working cylinders according to the number of the cylinders for cylinder deactivation;

the air path determining subunit is used for inputting the single-cylinder torque of the working cylinder and the target engine rotating speed into an air path actuator and determining the air inlet opening, the exhaust opening, the throttle opening and the duty ratio of a target supercharger bypass valve;

the oil path determining subunit inputs the single-cylinder torque of the working cylinder, the target engine rotating speed and the cylinder deactivation sequence into an oil injection module, and determines an oil injection cylinder sequence, the oil injection amount of the single cylinder and an oil injection phase;

and the control subunit is used for controlling the working cylinder to work according to the air inlet opening, the air outlet opening, the throttle opening, the duty ratio of the target supercharger bypass valve, the oil injection cylinder sequence, the oil injection quantity and the oil injection phase, closing an air inlet valve and an air outlet valve of the cylinder to be stopped, and stopping injecting oil into the cylinder to be stopped.

The invention further provides a vehicle, wherein the vehicle comprises the control system for starting the function of the lamp.

Technical details and benefits regarding the above-described system and vehicle have been set forth in the above-described method and will not be described in detail herein.

In summary, according to the cylinder deactivation method, the cylinder deactivation system and the vehicle provided by the application, whether a random cylinder deactivation working state needs to be entered is determined by obtaining the target torque of the engine, and when the random cylinder deactivation working state needs to be entered, the engine is controlled to work according to the target cylinder deactivation rate corresponding to the target torque, and the target cylinder deactivation rate can enable the matching degree of the working load and the optimal oil consumption area when the engine works to be larger than a third preset value. Because the cylinder deactivation rate is dynamically adjusted according to the target torque, and the matching degree of the working load of the engine during working and the optimal oil consumption area is larger than a third preset value, the engine can work in a working state matched with the optimal oil consumption area as much as possible on the premise of meeting working requirements, and therefore fine control over cylinder deactivation of the engine is achieved, and the engine is in a better oil consumption area under all working conditions.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.