Method and apparatus for determining cylinder deactivation mode, electronic device, and storage medium

Abstract

The application discloses a stop cylinder mode determination method and device, electronic equipment and a storage medium. The stop cylinder mode determination method comprises the following steps: in the case that the stop cylinder function is enabled, for each optional stop cylinder mode, respectively determining the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value and the stop cylinder uniformity evaluation function value of the optional stop cylinder mode according to engine information; determining the comprehensive cost function value of the optional stop cylinder mode according to the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value and the stop cylinder uniformity evaluation function value; and determining the target stop cylinder mode according to the comprehensive cost function value of each optional stop cylinder mode. The above technical solution utilizes multiple evaluation function values, comprehensively considers the fuel consumption, NVH, switching cost and stop cylinder uniformity of the engine to determine the target stop cylinder mode most suitable for the current working condition, improves the reliability of the stop cylinder operation, and enables the engine to operate efficiently and stably.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a method, apparatus, electronic device and storage medium for determining cylinder deactivation mode. Background Technology

[0002] More and more manufacturers are adding variable intake valves or cylinder deactivation mechanisms to their internal combustion engines to achieve cylinder deactivation under certain operating conditions. Cylinder deactivation mainly refers to the process of cutting off the fuel supply, ignition, and intake and exhaust of some cylinders when the engine is running under partial load, thereby stopping their operation and increasing the load rate of the remaining working cylinders. Proper cylinder deactivation can bring the following benefits: it can quickly raise the engine's exhaust temperature, allowing aftertreatment equipment to reach its operating temperature earlier; under certain operating conditions, it can reduce emissions of nitrogen oxides, soot, etc.; it can reduce engine fuel consumption, thereby reducing carbon dioxide emissions.

[0003] However, if the selected cylinder deactivation mode is not matched with the current operating conditions, not only will the above benefits not be achieved, but it may also lead to problems such as deterioration of engine noise-vibration-harshness (NVH), insufficient output torque to meet driver needs, uneven cylinder wear, and increased oil consumption due to a significant drop in cylinder pressure after cylinder deactivation. Therefore, determining the appropriate cylinder deactivation mode while considering various performance aspects has become an urgent problem to be solved. Summary of the Invention

[0004] This invention provides a method, apparatus, electronic device, and storage medium for determining cylinder deactivation mode, thereby improving the reliability of cylinder deactivation operation and enabling the engine to operate efficiently and stably.

[0005] In a first aspect, embodiments of the present invention provide a method for determining a cylinder deactivation mode, including:

[0006] With cylinder deactivation enabled, for each selectable cylinder deactivation mode, the fuel consumption evaluation function value, NVH evaluation function value, mode switching evaluation function value, and cylinder deactivation uniformity evaluation function value of the selectable cylinder deactivation mode are determined based on engine information.

[0007] The comprehensive cost function value of the selectable cylinder deactivation mode is determined based on the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value.

[0008] The target cylinder deactivation mode is determined based on the comprehensive cost function value of each of the optional cylinder deactivation modes.

[0009] Secondly, embodiments of the present invention also provide a cylinder deactivation mode determination device, comprising:

[0010] The evaluation module is used to calculate the fuel consumption evaluation function value, NVH evaluation function value, mode switching evaluation function value and cylinder deactivation uniformity evaluation function value for each selectable cylinder deactivation mode based on engine information when the cylinder deactivation function is enabled.

[0011] The comprehensive cost calculation module is used to determine the comprehensive cost function value of the selectable cylinder deactivation mode based on the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value.

[0012] The mode determination module is used to determine the target cylinder deactivation mode based on the comprehensive cost function value of each of the optional cylinder deactivation modes.

[0013] Thirdly, embodiments of the present invention provide an electronic device, including:

[0014] One or more processors;

[0015] Storage device for storing one or more programs;

[0016] When the one or more programs are executed by the one or more processors, the one or more processors implement the cylinder deactivation mode determination method as described in the first aspect.

[0017] Fourthly, embodiments of the present invention also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the cylinder deactivation mode determination method as described in the first aspect.

[0018] This invention provides a method, apparatus, electronic device, and storage medium for determining cylinder deactivation modes. The method includes: with cylinder deactivation enabled, for each selectable cylinder deactivation mode, determining a fuel consumption evaluation function value, an NVH evaluation function value, a mode switching evaluation function value, and a cylinder deactivation uniformity evaluation function value based on engine information; determining a comprehensive cost function value for each selectable cylinder deactivation mode based on the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value; and determining a target cylinder deactivation mode based on the comprehensive cost function value of each selectable cylinder deactivation mode. By utilizing multiple evaluation function values ​​and comprehensively considering engine fuel consumption, NVH, switching cost, and cylinder deactivation uniformity, the most suitable target cylinder deactivation mode for the current operating conditions is determined, improving the reliability of cylinder deactivation operation and enabling efficient and stable engine operation. Attached Figure Description

[0019] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0020] Figure 1 A flowchart of a cylinder deactivation mode determination method provided in an embodiment of the present invention;

[0021] Figure 2 This is a schematic diagram of the structure of a four-cylinder diesel engine provided in an embodiment of the present invention;

[0022] Figure 3 A flowchart of cylinder deactivation mode control for a non-uniform power-operating engine is provided in an embodiment of the present invention;

[0023] Figure 4 This is a schematic diagram illustrating how to determine whether the cylinder deactivation function is enabled, provided as an embodiment of the present invention.

[0024] Figure 5 A schematic diagram illustrating the determination of predicted torque demand provided in an embodiment of the present invention;

[0025] Figure 6 This is a schematic diagram illustrating the calculation of the comprehensive cost function value provided in an embodiment of the present invention;

[0026] Figure 7 This is a schematic diagram illustrating how to determine the maximum torque under the current operating condition, as provided in an embodiment of the present invention.

[0027] Figure 8 This is a schematic diagram of a cylinder deactivation mode determination device provided in an embodiment of the present invention;

[0028] Figure 9 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0029] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0030] Before discussing the exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe the steps as sequential processes, many of these steps can be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the steps can be rearranged. The process can be terminated when its operation is complete, but may also have additional steps not included in the figures. The process can correspond to a method, function, procedure, subroutine, subroutine, etc.

[0031] It should be noted that the concepts of "first" and "second" mentioned in the embodiments of the present invention are only used to distinguish different devices, modules, units or other objects, and are not used to limit the order or interdependence of the functions performed by these devices, modules, units or other objects.

[0032] Furthermore, the embodiments and features described herein can be combined with each other, provided there is no conflict.

[0033] Figure 1 This is a flowchart illustrating a cylinder deactivation mode determination method provided in an embodiment of the present invention. This embodiment is applicable to situations where a cylinder deactivation mode is selected for a vehicle engine. Specifically, the cylinder deactivation mode determination method can be executed by a cylinder deactivation mode determination device, which can be implemented through software and / or hardware and integrated into an electronic device. The electronic device includes, but is not limited to, devices such as computers, smartphones, or servers.

[0034] like Figure 1 As shown, the method specifically includes the following steps:

[0035] S110. When the cylinder deactivation function is enabled, for each selectable cylinder deactivation mode, the fuel consumption evaluation function value, NVH evaluation function value, mode switching evaluation function value, and cylinder deactivation uniformity evaluation function value of the selectable cylinder deactivation mode are determined according to the engine information.

[0036] In this embodiment, cylinder deactivation function enable can be understood as meeting the execution conditions for cylinder deactivation operation. For example, the cylinder deactivation function is enabled when engine speed, oil temperature, oil pressure, and engine coolant temperature all meet the requirements for cylinder deactivation operation. Optional cylinder deactivation modes can be understood as candidate cylinder deactivation modes; different optional cylinder deactivation modes correspond to different cylinder operating parameters. With cylinder deactivation function enabled, the most suitable target cylinder deactivation mode can be determined from multiple optional cylinder deactivation modes, and the cylinder deactivation operation is performed based on the target cylinder deactivation mode.

[0037] For each selectable cylinder deactivation mode, engine information can be used to calculate the corresponding evaluation function values ​​from four perspectives: fuel consumption, NVH (noise, vibration, and harshness), switching cost, and cylinder deactivation wear uniformity. Engine information can include engine operating parameters and cylinder deactivation-related parameters, such as engine speed, required torque, predicted required torque, cumulative cylinder deactivation count for each cylinder, and the current cylinder deactivation mode.

[0038] Specifically, for any selectable cylinder deactivation mode, a fuel consumption evaluation function value can be calculated to evaluate the fuel consumption under that mode. Fuel consumption is related to the power fraction, engine speed, and required torque. Lower fuel consumption generally indicates a higher probability that the selectable cylinder deactivation mode will be the target mode, thus reducing fuel consumption. Furthermore, an NVH evaluation function value can be calculated to evaluate the NVH performance under that mode. NVH is a comprehensive indicator of noise, vibration, and comfort, related to engine speed and required torque. Better NVH performance indicates a higher probability that the selectable cylinder deactivation mode will be the target mode, thus reducing noise and vibration. It also improves comfort; it can calculate the mode switching evaluation function value of the optional cylinder deactivation mode, thereby evaluating the switching cost from the current cylinder deactivation mode to the optional cylinder deactivation mode. The switching cost is related to the current cylinder deactivation mode, the predicted torque demand, and the engine speed. The lower the switching cost, the more likely the optional cylinder deactivation mode is to be the target cylinder deactivation mode. It can also calculate the cylinder deactivation uniformity evaluation function value of the optional cylinder deactivation mode, thereby evaluating the wear uniformity or consistency under the optional cylinder deactivation mode. The uniformity is related to the cumulative number of cylinder deactivations for each cylinder. The higher the uniformity, the more likely the optional cylinder deactivation mode is to be the target cylinder deactivation mode, thereby maintaining the stability of engine operation.

[0039] It should be noted that the fuel consumption evaluation function value may be positively or negatively correlated with fuel consumption, the NVH evaluation function value may be positively or negatively correlated with NVH index, the mode switching evaluation function value may be positively or negatively correlated with switching cost, and the cylinder deactivation uniformity evaluation function value may be positively or negatively correlated with uniformity. This embodiment does not limit these aspects.

[0040] Optionally, with the cylinder deactivation function enabled, it can be first determined whether each optional cylinder deactivation mode meets the constraints. For each optional cylinder deactivation mode that meets the constraints, the values ​​of the aforementioned evaluation functions can be determined based on engine information. These constraints may include conditions such as the optional cylinder deactivation mode being fault-free, the number of consecutive cylinder deactivations in the optional cylinder deactivation mode meeting a limit, and / or the maximum torque meeting a limit. For optional cylinder deactivation modes that do not meet the constraints, the evaluation function values ​​may not be calculated.

[0041] S120. Determine the comprehensive cost function value of the selectable cylinder deactivation mode based on the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value.

[0042] Specifically, for each optional cylinder deactivation mode, the comprehensive cost function value of the corresponding optional cylinder deactivation mode can be determined using the aforementioned evaluation function values. The comprehensive cost function value may be positively or negatively correlated with any evaluation function value. For example, the comprehensive cost function value can be used to represent the score of an optional cylinder deactivation mode. For instance, lower fuel consumption, better NVH performance, lower switching cost, or higher uniformity result in a higher score for the corresponding optional cylinder deactivation mode, and a greater probability that the optional cylinder deactivation mode will be the target cylinder deactivation mode. The comprehensive cost function value can also be used to represent the total cost of switching to the corresponding optional cylinder deactivation mode. For instance, lower fuel consumption, better NVH performance, lower switching cost, or higher uniformity result in a lower total cost for the corresponding optional cylinder deactivation mode, and a greater probability that the optional cylinder deactivation mode will be the target cylinder deactivation mode.

[0043] For example, the comprehensive cost function value is obtained by summing the above evaluation function values. Each evaluation function value may also have a corresponding weight. The weighted sum of the evaluation function values ​​can be used as the comprehensive cost function value, and the corresponding weights of each evaluation function value can be adjusted according to the current working conditions. In addition, other forms of operation (such as multiplication, taking the mean, taking the extreme value, normalization and / or taking the reciprocal, etc.) can be performed on the above evaluation function values ​​to obtain the comprehensive cost function value. This embodiment does not limit this.

[0044] S130. Determine the target cylinder deactivation mode based on the comprehensive cost function value of each of the optional cylinder deactivation modes.

[0045] For example, depending on actual needs, one can choose the optional cylinder shutdown mode with the largest or smallest comprehensive cost function value as the target cylinder shutdown mode, or choose the optional cylinder shutdown mode with the comprehensive cost function value within a specified range corresponding to the current operating condition as the target cylinder shutdown mode, or choose the optional cylinder shutdown mode with the comprehensive cost function value closest to the ideal value corresponding to the current operating condition as the target cylinder shutdown mode, etc.

[0046] The cylinder deactivation mode determination method provided in Embodiment 1 of the present invention utilizes multiple evaluation function values ​​to comprehensively consider engine fuel consumption, NVH, switching costs, and cylinder deactivation uniformity to determine the target cylinder deactivation mode most suitable for the current operating conditions, thereby improving the reliability of cylinder deactivation operation and enabling the engine to operate efficiently and stably.

[0047] In one embodiment, the engine information includes engine speed, required torque, predicted required torque, cumulative cylinder deactivation count for each cylinder, and current cylinder deactivation mode.

[0048] For each selectable cylinder deactivation mode, the comprehensive cost function value of the selectable cylinder deactivation mode is determined based on the fuel consumption evaluation function value, NVH evaluation function value, mode switching evaluation function value, and cylinder deactivation uniformity evaluation function value, including S1110-S1140:

[0049] S1110. Determine the fuel consumption evaluation function value of the optional cylinder deactivation mode based on the power fraction, engine speed, and required torque corresponding to the optional cylinder deactivation mode. The power fraction reflects the power output. For example, a higher power fraction, higher engine speed, or greater required torque results in higher fuel consumption.

[0050] S1120. Determine the NVH evaluation function value for the optional cylinder deactivation mode based on engine speed, required torque, and optional cylinder deactivation mode. For example, the lower the engine speed or the lower the required torque, the better the NVH performance.

[0051] S1130. Determine the mode switching evaluation function value for the optional cylinder deactivation mode based on the current cylinder deactivation mode, the optional cylinder deactivation mode, the predicted torque demand, and the engine speed. For example, the closer the cylinder state of the current cylinder deactivation mode and the optional cylinder deactivation mode are, or the lower the engine speed, the lower the switching cost.

[0052] S1140. Determine the cylinder shutdown uniformity coefficient for each cylinder based on the cumulative number of cylinder shutdowns. Add the uniformity coefficients of the cylinders shut down in each selectable cylinder shutdown mode to obtain the cylinder shutdown uniformity evaluation function value. For example, the closer the cumulative number of cylinder shutdowns for each cylinder, the higher the uniformity.

[0053] In one embodiment, the comprehensive cost function value of the selectable cylinder deactivation mode is determined based on the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value, including:

[0054] S1210. Based on the current driving mode, determine the weighting coefficients corresponding to the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value, respectively.

[0055] S1220. Calculate the weighted sum of the fuel consumption evaluation function value, NVH evaluation function value, mode switching evaluation function value, and cylinder deactivation uniformity evaluation function value based on each weighting coefficient to obtain the comprehensive cost function value of the selectable cylinder deactivation mode.

[0056] Driving mode refers to different engine operating conditions, such as fuel-saving mode, comfort mode, or power mode. Fuel consumption, NVH (noise, vibration, and harshness), required torque, and cylinder wear may differ under different driving modes. The values ​​of each evaluation function may be the same or different under different driving modes, and the weighting coefficients corresponding to each evaluation function value may also be the same or different under different driving modes.

[0057] For example, for driving mode A, the fuel consumption evaluation function value for a certain optional cylinder deactivation mode is s1, with a corresponding weighting coefficient of w1; the NVH evaluation function value is s2, with a corresponding weighting coefficient of w2; the mode switching evaluation function value is s3, with a corresponding weighting coefficient of w3; and the cylinder deactivation uniformity evaluation function value is s4, with a corresponding weighting coefficient of w4. Then, the comprehensive cost function value of this optional cylinder deactivation mode under driving mode A is s1*w1 + s2*w2 + s3*w3 + s4*w4; while for driving mode A... Formula B: The fuel consumption evaluation function value of the optional cylinder deactivation mode is s1', the corresponding weighting coefficient is w1', the NVH evaluation function value is s2', the corresponding weighting coefficient is w2', the mode switching evaluation function value is s3', the corresponding weighting coefficient is w3', and the cylinder deactivation uniformity evaluation function value is s4', the corresponding weighting coefficient is w4'. Then, the comprehensive cost function value of the optional cylinder deactivation mode under driving mode A is s1'*w1'+s2'*w2'+s3'*w3'+s4'*w4'.

[0058] In one embodiment, the method further includes:

[0059] S100: Determine the predicted torque demand based on engine speed, the rate of change of engine speed, throttle pedal opening, the actual engine output torque, and intake manifold pressure. Specifically, the engine speed, the rate of change of engine speed, the throttle pedal opening, the actual engine output torque, and intake manifold pressure can be input into a trained neural network, and the predicted torque demand can be obtained through neural network inference. Alternatively, a Gaussian Process Regression (GPR) model can be used to determine the predicted torque demand based on engine speed, the rate of change of engine speed, the throttle pedal opening, the actual engine output torque, and intake manifold pressure.

[0060] In one embodiment, the target cylinder deactivation mode is determined based on the comprehensive cost function value of each selectable cylinder deactivation mode, including S1310-S1330:

[0061] S1310. Determine whether each optional cylinder deactivation mode meets the constraint conditions.

[0062] S1320. If none of the selectable cylinder deactivation modes meet the constraints, then the target cylinder deactivation mode is determined to be the default cylinder deactivation mode.

[0063] S1330. If there are optional cylinder shutdown modes that satisfy the constraints, the target cylinder shutdown mode is determined based on the comprehensive cost function value of each optional cylinder shutdown mode that satisfies the constraints.

[0064] The constraints can refer to the fault state of the optional cylinder deactivation mode, the number of consecutive cylinder deactivations, and / or maximum torque limits. Optional cylinder deactivation modes that meet the constraints may be selected as target cylinder deactivation modes, and it is necessary to calculate their evaluation function values ​​and overall cost function values. Optional cylinder deactivation modes that do not meet the constraints will not be selected as target cylinder deactivation modes, and it is not necessary to calculate their evaluation function values ​​and overall cost function values. For each optional cylinder deactivation mode that meets the constraints, the optional cylinder deactivation mode with the highest or lowest overall cost function value can be selected as the optional cylinder deactivation mode according to actual needs. If none of the optional cylinder deactivation modes meet the constraints, the default cylinder deactivation mode can be used, i.e., the default or preset cylinder operating parameters can be used.

[0065] In one embodiment, the constraints include fault state constraints, consecutive cylinder shutdown number constraints, and / or maximum torque limit constraints.

[0066] Determine whether each optional cylinder deactivation mode meets the constraints, including:

[0067] For each optional cylinder deactivation mode

[0068] S1312. If the cylinder deactivation state of each cylinder in the optional cylinder deactivation mode is the achievable cylinder deactivation state of the corresponding cylinder, then the optional cylinder deactivation mode satisfies the fault state constraint condition. Here, the achievable cylinder deactivation state of a certain cylinder under any operating condition may be cylinder deactivation and / or cylinder deactivation, depending on whether there is a cylinder deactivation actuator fault, fuel injector fault, ignition actuator fault, and the specific situation of the cylinder deactivation mechanism.

[0069] S1314. If the number of consecutive cylinder shutdowns for each cylinder in each optional cylinder shutdown mode is less than the preset number, then the optional cylinder shutdown mode satisfies the constraint condition for the number of consecutive cylinder shutdowns.

[0070] S1316. If the maximum torque of each optional cylinder deactivation mode is greater than the required torque, then the optional cylinder deactivation mode satisfies the maximum torque limit constraint. The maximum torque is determined based on the ignition fraction and engine speed. The ignition fraction can be equal to the number of cylinders operating normally divided by the total number of cylinders in the engine.

[0071] In one embodiment, the method further includes:

[0072] S102. Determine the enabling status of the engine's cylinder deactivation function based on engine speed, oil temperature, oil pressure, engine coolant temperature, critical fault flag, and rapid acceleration transient flag. The enabling status includes enabling or disabling.

[0073] In one embodiment, determining the enable state of the engine's cylinder deactivation function based on engine speed, oil temperature, oil pressure, engine coolant temperature, critical fault flags, and rapid acceleration transient flags includes:

[0074] S1020. If the preset conditions are met, then the cylinder deactivation function is disabled.

[0075] S1022. If the preset conditions are not met within the set time period, ensure that the cylinder shutdown function is enabled.

[0076] The preset conditions include at least one of the following:

[0077] The engine speed is lower than the speed threshold.

[0078] The engine oil temperature is below the engine oil temperature threshold.

[0079] The oil pressure is lower than the oil pressure threshold.

[0080] The engine coolant temperature is below the coolant temperature threshold.

[0081] The rapid acceleration transient flag is set to its first value;

[0082] The critical fault flag is set to the first value.

[0083] Specifically, if the first derivative of the required torque is greater than the corresponding threshold and remains so for a period of time, the rapid acceleration transient flag will be set to the first value, and the cylinder deactivation function will be disabled. If the oil temperature, oil pressure, and / or engine coolant temperature sensors malfunction, the critical fault flag will be set to the first value, and the cylinder deactivation function will be disabled.

[0084] In one embodiment, the method further includes:

[0085] S104. Determine the default cylinder deactivation state and the reachable cylinder deactivation state for each cylinder based on the cylinder deactivation actuator failure state, fuel injector failure state and ignition actuator failure state for each cylinder.

[0086] S106. Determine the engine's default cylinder deactivation mode based on the default cylinder deactivation state of each cylinder.

[0087] The default cylinder deactivation state of a cylinder can refer to whether the cylinder is deactivated or not by default. The default cylinder deactivation mode mainly refers to the target cylinder deactivation mode adopted when none of the optional cylinder deactivation modes meet the constraints, and is determined by the default cylinder deactivation state. The achievable cylinder deactivation state of a cylinder may be deactivated and / or not deactivated, depending on whether there is a cylinder deactivation actuator failure, fuel injector failure, ignition actuator failure, and the specific situation of the cylinder deactivation mechanism.

[0088] In one embodiment, determining the default cylinder deactivation state and the achievable cylinder deactivation state for each cylinder based on the cylinder deactivation actuator fault state, the fuel injector fault state, and the ignition actuator fault state includes:

[0089] S1040. If any cylinder has at least one of the following faults, then the default cylinder stop state and the reachable cylinder stop state of the cylinder are determined to be cylinder stop: fuel injector fault, ignition actuator fault, cylinder stop actuator fault causing the cylinder to be in a cylinder stop state.

[0090] S1042. If the cylinder stop actuator of any cylinder fails and is in a non-stop state, then the default cylinder stop state and the reachable cylinder stop state of the cylinder are determined to be non-stop.

[0091] S1044. If any cylinder is not faulty and the cylinder stopping mechanism can be in a cylinder stopping state or a cylinder not stopping state, then the default cylinder stopping state of the cylinder is determined to be cylinder not stopping. The cylinder stopping states include cylinder stopping and cylinder not stopping.

[0092] The cylinder deactivation mode determination method of this application embodiment can be applied to various types of engines, including spark-ignition engines and compression-ignition engines. Figure 2 This is a schematic diagram of a four-cylinder diesel engine provided in an embodiment of the present invention. Figure 2As shown, when all cylinders are performing power strokes, ambient air passes through the turbocharger 010, is cooled by the intercooler 020, and mixes with the cooled exhaust gas from the engine, which has passed through the exhaust gas intercooler 070 and exhaust gas recirculation valve 080. During the intake stroke, this mixture enters the engine cylinders through the intake valve 030. Simultaneously, low-pressure fuel in the fuel tank passes through the high-pressure pump control valve 090 and is pressurized by the high-pressure pump before being pumped into the common rail 091. The rail pressure sensor 092 on the common rail 091 measures the pressure within it. The diesel injector 040 is connected to the common rail 091 via a high-pressure fuel line. During the engine compression stroke, around the time the piston reaches top dead center, the diesel injector 040 injects high-pressure fuel into the engine cylinders to mix with the internal high-pressure air. This fuel then performs power during the power stroke, releasing energy and driving the piston to drive the crankshaft and output torque. During the exhaust stroke, the gas in the cylinders enters the exhaust pipe through the exhaust valve 050, and its temperature can be measured by the exhaust temperature sensor 060. In operations where not all cylinders perform work: during the intake stroke of the cylinder that is not performing work, the intake valve 030 closes to prevent the air-fuel mixture from entering the cylinder; during its compression stroke, the diesel injector 040 does not inject fuel; and during its exhaust stroke, the exhaust valve 050 remains closed. The benefits of this reasonable non-uniform work are mainly as follows: First, it can quickly raise the engine's exhaust temperature, allowing aftertreatment equipment to reach operating temperature earlier; second, it can reduce emissions of nitrogen oxides, soot, etc.; third, it can reduce pumping losses, lower engine fuel consumption, and thus reduce carbon dioxide emissions. Ultimately, these results in reduced engine fuel consumption and effectively reduced pollutant content in the exhaust.

[0093] Figure 3 This is a flowchart illustrating cylinder deactivation mode control for a non-uniform power-operating engine, provided as an embodiment of the present invention. Figure 3 As shown, in S10, based on engine speed, oil temperature, oil pressure, engine coolant temperature, critical fault flag, and rapid acceleration transient flag, it can be comprehensively determined whether the current engine cylinder deactivation function is enabled, that is, whether the cylinder deactivation function enable flag is a specified value (such as 1).

[0094] In S20, the predicted required torque is obtained through the corresponding calculation module based on the current engine speed, speed change rate, throttle pedal opening, throttle pedal opening change rate, current actual engine output torque, and intake manifold pressure.

[0095] In S30, the default cylinder deactivation state and achievable cylinder deactivation state of each cylinder are determined by comprehensively considering the cylinder deactivation actuator failure state, fuel injector failure state and ignition actuator failure state of each cylinder, and the engine's default cylinder deactivation mode is calculated.

[0096] In S40, based on engine speed, required torque, predicted required torque, cumulative cylinder deactivation times for each cylinder, current cylinder deactivation mode and selectable cylinder deactivation mode, the fuel consumption evaluation function value, NVH evaluation function value, mode switching evaluation function value and cylinder deactivation uniformity evaluation function value can be calculated respectively. The above evaluation function values ​​are multiplied by the corresponding weighting coefficients and then summed to obtain the comprehensive cost function value of each selectable cylinder deactivation mode.

[0097] In S50, the fault state constraints, consecutive cylinder shutdown count constraints, and maximum torque limit constraints for each selectable cylinder shutdown mode are judged to determine whether each selectable cylinder shutdown mode meets the above constraints. The specific process is as follows: First, check whether the cylinder shutdown state of each cylinder in the selectable cylinder shutdown mode is within its reachable cylinder shutdown state range. If all are met, the fault state constraint condition satisfaction flag is set to the first value (e.g., 1); otherwise, it is set to the second value (e.g., 0). Second, condition judgment is made based on the consecutive cylinder shutdown count of the cylinders corresponding to the cylinders that are shut down in the current cylinder shutdown mode and the selectable cylinder shutdown modes. If the number of consecutive cylinder deactivation cycles for all cylinders that have undergone cylinder deactivation is less than the corresponding threshold, then the consecutive cylinder deactivation cycle constraint is satisfied, and the flag is set to the first value (e.g., 1); otherwise, it is set to the second value (e.g., 0). Finally, the maximum torque under the selectable cylinder deactivation mode is obtained by mapping the ignition fraction and engine speed of each selectable cylinder deactivation mode. If this value is greater than the required torque, then the maximum torque limit constraint is satisfied, and the flag is set to the first value (e.g., 1); otherwise, it is set to the second value (e.g., 0). If the selectable cylinder deactivation mode simultaneously satisfies the above three constraints, then the constraint satisfaction flag is set to the first value (e.g., 1); otherwise, it is set to the second value (e.g., 0).

[0098] In S60, the cylinder deactivation mode selection module calculates the following: If there is no optional cylinder deactivation mode that meets the constraints or the cylinder deactivation function enable flag is equal to 0, the default cylinder deactivation mode is selected; otherwise, optional cylinder deactivation modes that do not meet the constraints are first excluded, and the cylinder deactivation mode with the smallest or largest cost function value among the remaining optional cylinder deactivation modes is selected as the final cylinder deactivation mode.

[0099] Let's take a four-cylinder diesel engine as an example. The firing mode is a binary code of length N (where N is the number of cylinders in the engine, for example, 4), where 0 represents cylinder deactivation and 1 represents cylinder operation. For example, for a four-cylinder engine: 1111 means all four cylinders are operating; 1010 means cylinders 1 and 3 are deactivated, while cylinders 2 and 4 are operating; 0000 means all cylinders are deactivated. The firing fraction equals the number of cylinders operating normally divided by the total number of cylinders in the engine. For example, the firing fractions for the firing modes 1111, 1010, and 0000 are 1, 0.5, and 0, respectively.

[0100] Figure 4This is a schematic diagram illustrating how to determine whether the cylinder deactivation function is enabled, as provided in an embodiment of the present invention. Figure 4 As shown, if the engine speed 101 is less than the cylinder deactivation threshold speed 130, or the oil temperature 102 is less than the cylinder deactivation oil temperature threshold 131, or the oil pressure 103 is less than the cylinder deactivation oil pressure threshold 132, or the engine coolant temperature 104 is less than the cylinder deactivation coolant temperature threshold 133, or the critical fault flag 105 is 1, or the rapid acceleration transient flag 106 is 1, then the cylinder deactivation function enable flag 201 is set to 0, and the cylinder deactivation function is disabled; otherwise, if none of the above conditions are met, and the cylinder deactivation enable delay time 134 is maintained, then the cylinder deactivation function enable flag 201 is set to 1, and the cylinder deactivation function is enabled. The condition for setting the critical fault flag 105 can be set to a fault in the oil temperature, oil pressure, and / or engine coolant temperature sensor. The condition for setting the rapid acceleration transient flag 106 can be set to the condition that the first derivative of the required torque 115 is greater than the threshold and remains so for a period of time.

[0101] For example, in the above four-cylinder diesel engine, the fuel injection fault status is 0010b, indicating that the injector in the second cylinder is malfunctioning and cannot inject fuel. The cylinder deactivator fault status is 0100b, indicating that the cylinder deactivation mechanism in the third cylinder is malfunctioning, and its fault is that it cannot close (it remains in a deactivated state). The default principle is that as long as there is no fault, the cylinder will not close by default. Therefore, the default states of the first, second, third, and fourth cylinders are cylinder deactivation, cylinder deactivation, cylinder deactivation, and cylinder deactivation, respectively. The default cylinder deactivation mode of the engine is 1001b, and the achievable cylinder deactivation states of the first, second, third, and fourth cylinders are (cylinder deactivation, cylinder deactivation), (cylinder deactivation), (cylinder deactivation), and (cylinder deactivation, cylinder deactivation), respectively. As another example, in the above four-cylinder diesel engine, the fuel injection fault status is 0010b, indicating that the injector in the second cylinder is malfunctioning and cannot inject fuel. The cylinder deactivator fault status is 1000b, indicating that the cylinder deactivation mechanism in the fourth cylinder is malfunctioning, and its fault is that it cannot activate (it remains in a deactivated state). The default states of cylinders 1, 2, 3, and 4 are cylinder stop, cylinder stop, cylinder stop, and cylinder stop, respectively. The engine's default cylinder stop mode is 1011b, and the achievable cylinder stop states of cylinders 1, 2, 3, and 4 are (cylinder stop, cylinder stop), (cylinder stop), (cylinder stop, cylinder stop), and (cylinder stop).

[0102] Figure 5 This is a schematic diagram illustrating the determination of predicted torque demand according to an embodiment of the present invention. Figure 5As shown, by inputting the current engine speed 101 and its rate of change 107, the accelerator pedal opening 108 and its rate of change 109, the current actual engine output torque 110, and the intake manifold pressure 111 into a pre-trained Long Short-Term Memory (LSTM) network, the predicted demand torque 202 can be obtained. The LSTM neural network described above is just one example. In addition, commonly used regression methods such as Support Vector Machine (SVM), Back Propagation (BP) neural network, and GPR model can also be used to determine the predicted demand torque.

[0103] For a four-cylinder engine, there are a total of sixteen selectable cylinder deactivation modes: 0000b, 0001b, 0010b, 0011b---1111b.

[0104] Figure 6 This is a schematic diagram illustrating the calculation of the comprehensive cost function value, provided as an embodiment of the present invention. Figure 6 As shown, assuming that driving mode 135 takes values ​​1, 2, and 3 to represent fuel-saving mode, comfort mode, and power mode respectively, the weighting coefficients of the fuel consumption evaluation function 123, NVH evaluation function 124, mode switching evaluation function 125, and cylinder deactivation uniformity evaluation function 126 are obtained by looking up different tables according to driving mode 135.

[0105] In fuel-saving mode, the weighting coefficient 123 of the fuel consumption evaluation function can be assigned a larger value; in comfort mode, the weighting coefficient 124 of the NVH evaluation function can be assigned a larger value; in power mode, the weighting coefficient 125 of the switching evaluation function can be assigned a larger value.

[0106] Assume the evaluation function value here is designed so that a larger value indicates worse performance. Next, based on the firing fraction 128 of the selectable cylinder deactivation mode, engine speed 101, and required torque 115, a fuel consumption evaluation function value 119 is obtained after mapping. Based on engine speed 101, required torque 115, and selectable cylinder deactivation mode 118, a corresponding mapping is performed to obtain NVH evaluation function value 120. Based on the current cylinder deactivation mode 117, selectable cylinder deactivation mode 118, predicted required torque 202, and engine speed 101, a corresponding mapping is performed to obtain mode switching evaluation function value 121. The above mapping operations can be performed using simple table lookups or more complex methods such as neural networks or support vector machines. Then, a cylinder deactivation uniformity evaluation function is calculated based on the cumulative number of cylinder deactivations per cylinder 116 and the selectable cylinder deactivation mode 118. Assume the cumulative cylinder deactivation count 116 for each cylinder is (10000, 9000, 8000, 7000), representing the cylinder deactivation counts for cylinders 1, 2, 3, and 4 as 10000, 9000, 8000, and 7000 times respectively. The uniformity coefficient is calculated as follows: if the number of cylinder deactivations is greater than the average of each cylinder, the corresponding uniformity coefficient is 1; otherwise, it is 0. Therefore, the uniformity coefficients for cylinders 1, 2, 3, and 4 are 1, 1, 0, and 0 respectively. If the optional cylinder deactivation mode 118 takes the values ​​1111b, 0011b, 1100b, and 0101b, then its corresponding cylinder deactivation uniformity evaluation function values ​​122 are 2, 2, 0, and 1 respectively. Finally, multiplying the above four evaluation function values ​​by their corresponding weighting coefficients and summing them yields the corresponding cost function value 206 for each optional cylinder deactivation mode. The above 16 target cylinder deactivation modes 118 are processed as follows... Figure 6 The calculation process can yield the corresponding cylinder shutdown mode cost function value 206.

[0107] Figure 7 This is a schematic diagram illustrating how to determine the maximum torque under the current operating condition, as provided in an embodiment of the present invention. Figure 7 As shown, the maximum torque of 129 Nm under the selectable cylinder deactivation mode is obtained by looking up the two-dimensional table based on the engine speed of 101 and the firing fraction of 128. Assuming the engine's default cylinder deactivation mode is 1001b, the achievable cylinder deactivation states for the first, second, third, and fourth cylinders are (no cylinder deactivation, cylinder deactivation), (cylinder deactivation), (cylinder deactivation), and (no cylinder deactivation, cylinder deactivation), respectively; the number of consecutive cylinder deactivation cycles is (60, 101, 90, 70); the threshold for consecutive cylinder deactivation cycles is 120; the current cylinder deactivation mode is 1001b; and the required torque of 115 Nm is 208 Nm. The constraint condition judgment results can be found in Table 1.

[0108] Table 1 is an information table of some optional cylinder deactivation modes provided by an embodiment of the present invention. As shown in Table 1, the optional cylinder deactivation modes that satisfy the constraint condition flag bit 1 (i.e., satisfy the fault state constraint condition, the consecutive cylinder deactivation number constraint condition, and the maximum torque limit constraint condition) include 0001b, 1000b, and 1001b. Assuming that the corresponding comprehensive cost function values ​​of the optional cylinder deactivation modes are 1.1, 1.3, and 2, respectively, the target cylinder deactivation mode can be determined as 0001b by taking the minimum value.

[0109] Table 1 contains information on selectable cylinder deactivation modes.

[0110]

[0111] Figure 8 This is a schematic diagram of a cylinder deactivation mode determination device provided in an embodiment of the present invention. The cylinder deactivation mode determination device provided in this embodiment includes:

[0112] Evaluation module 210 is used to calculate, based on engine information, the fuel consumption evaluation function value, NVH evaluation function value, mode switching evaluation function value, and cylinder deactivation uniformity evaluation function value for each selectable cylinder deactivation mode when the cylinder deactivation function is enabled.

[0113] The comprehensive cost calculation module 220 is used to determine the comprehensive cost function value of the selectable cylinder deactivation mode based on the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value.

[0114] The mode determination module 230 is used to determine the target cylinder deactivation mode based on the comprehensive cost function value of each of the optional cylinder deactivation modes.

[0115] This device uses multiple evaluation function values ​​to determine the comprehensive cost function value of the selectable cylinder deactivation modes, and then determines the target cylinder deactivation mode. It comprehensively considers various factors of the engine to make the best decision, which can adapt to different vehicle operating conditions and improve the reliability of cylinder deactivation.

[0116] Based on the above embodiments, the engine information includes engine speed, required torque, predicted required torque, cumulative cylinder deactivation count for each cylinder, and current cylinder deactivation mode;

[0117] For each selectable cylinder deactivation mode, the fuel consumption evaluation function value, NVH evaluation function value, mode switching evaluation function value, and cylinder deactivation uniformity evaluation function value are determined based on the engine information, including:

[0118] For each optional cylinder deactivation mode, the fuel consumption evaluation function value of the optional cylinder deactivation mode is determined based on the power fraction, engine speed and required torque corresponding to the optional cylinder deactivation mode;

[0119] The NVH evaluation function value of the optional cylinder deactivation mode is determined based on the engine speed, the required torque, and the optional cylinder deactivation mode;

[0120] The mode switching evaluation function value of the optional cylinder deactivation mode is determined based on the current cylinder deactivation mode, the optional cylinder deactivation mode, the predicted torque demand, and the engine speed.

[0121] The cylinder shutdown uniformity coefficient is determined based on the cumulative number of cylinder shutdowns for each cylinder. The cylinder shutdown uniformity evaluation function value is obtained by summing the cylinder shutdown uniformity coefficients of the cylinders in each of the selectable cylinder shutdown modes.

[0122] Based on the above embodiments, the comprehensive cost function value of the selectable cylinder deactivation mode is determined according to the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value, including:

[0123] Based on the current driving mode, determine the weighting coefficients corresponding to the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value, respectively.

[0124] The weighted sum of the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value is calculated based on each weighting coefficient to obtain the comprehensive cost function value of the selectable cylinder deactivation mode.

[0125] Based on the above embodiments, the device further includes:

[0126] The prediction module is used to determine the predicted required torque based on engine speed, speed change rate, accelerator pedal opening, opening change rate, actual engine output torque, and intake manifold pressure.

[0127] Based on the above embodiments, the target cylinder deactivation mode is determined according to the comprehensive cost function value of each of the optional cylinder deactivation modes, including:

[0128] Determine whether each of the optional cylinder deactivation modes satisfies the constraints;

[0129] If none of the optional cylinder deactivation modes meet the constraints, then the target cylinder deactivation mode is determined to be the default cylinder deactivation mode.

[0130] If there are alternative cylinder deactivation modes that satisfy the constraints, then the target cylinder deactivation mode is determined based on the comprehensive cost function value of each alternative cylinder deactivation mode that satisfies the constraints.

[0131] Based on the above embodiments, the constraints include fault state constraints, cylinder consecutive cylinder shutdown number constraints, and / or maximum torque limit constraints.

[0132] Determining whether each of the optional cylinder deactivation modes meets the constraints includes:

[0133] For each of the aforementioned optional cylinder deactivation modes

[0134] If the cylinder stop state of each cylinder in the optional cylinder stop mode is the reachable cylinder stop state of the corresponding cylinder, then the optional cylinder stop mode satisfies the fault state constraint condition.

[0135] If the number of consecutive cylinder shutdowns for each cylinder in each optional cylinder shutdown mode is less than the preset number, then the optional cylinder shutdown mode satisfies the consecutive cylinder shutdown number constraint condition.

[0136] If the maximum torque of each optional cylinder deactivation mode is greater than the required torque, then the optional cylinder deactivation mode satisfies the maximum torque limit constraint, wherein the maximum torque is determined based on the firing fraction and engine speed.

[0137] Based on the above embodiments, the device further includes:

[0138] The enable determination module is used to determine the enable state of the engine's cylinder deactivation function based on engine speed, oil temperature, oil pressure, engine coolant temperature, critical fault flag bit, and rapid acceleration transient flag bit. The enable state includes enabling or disabling.

[0139] Based on the above embodiments, the enabling state of the engine's cylinder deactivation function is determined according to engine speed, oil temperature, oil pressure, engine coolant temperature, critical fault flags, and rapid acceleration transient flags, including:

[0140] If the preset conditions are met, the cylinder deactivation function will be disabled.

[0141] If the preset conditions are not met within the set time period, the cylinder shutdown function will be enabled.

[0142] The preset conditions include at least one of the following:

[0143] The engine speed is lower than the speed threshold.

[0144] The engine oil temperature is below the engine oil temperature threshold.

[0145] The oil pressure is lower than the oil pressure threshold.

[0146] The engine coolant temperature is below the coolant temperature threshold.

[0147] The rapid acceleration transient flag is set to its first value;

[0148] The critical fault flag is set to the first value.

[0149] Based on the above embodiments, the device further includes:

[0150] The status determination module is used to determine the default cylinder deactivation state and the reachable cylinder deactivation state of each cylinder based on the cylinder deactivation actuator failure state, fuel injector failure state and ignition actuator failure state of each cylinder.

[0151] The default cylinder deactivation mode of the engine is determined based on the default cylinder deactivation state of each cylinder.

[0152] Based on the above embodiments, the default cylinder deactivation state and achievable cylinder deactivation state for each cylinder are determined according to the cylinder deactivation actuator failure state, fuel injector failure state, and ignition actuator failure state, including:

[0153] If any of the cylinders has at least one of the following faults, then the default cylinder stop state and the reachable cylinder stop state of the cylinder are both determined to be cylinder stop: there is a fuel injector fault, there is an ignition actuator fault, or a cylinder stop actuator fault causing the cylinder to be in a cylinder stop state.

[0154] If the cylinder stop actuator of any of the cylinders fails, resulting in a cylinder stop state, then the default cylinder stop state and the reachable cylinder stop state of the cylinder are both determined to be cylinder stop.

[0155] If any of the cylinders is not faulty and the cylinder stopping mechanism can be in a cylinder stopping state or a cylinder not stopping state, then the default cylinder stopping state of the cylinder is determined to be cylinder not stopping, and the cylinder stopping state includes cylinder stopping and cylinder not stopping.

[0156] The cylinder deactivation mode determination device provided in this embodiment of the invention can be used to execute the cylinder deactivation mode determination method provided in any of the above embodiments, and has corresponding functions and beneficial effects.

[0157] Figure 9 A schematic diagram of an electronic device 10, which can be used to implement embodiments of the present invention, is shown. The electronic device 10 is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device 10 may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, user equipment, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0158] like Figure 9As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0159] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks and wireless networks.

[0160] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above.

[0161] In some embodiments, the methods described above can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the methods described above can be performed. Alternatively, in other embodiments, processor 11 can be configured to perform the methods of any of the embodiments described above by any other suitable means (e.g., by means of firmware).

[0162] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0163] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0164] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0165] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device 10, which includes: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device 10. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0166] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0167] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through a communication network. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0168] This application also provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the cylinder deactivation mode determination method as described in any of the above embodiments.

[0169] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0170] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for determining cylinder deactivation mode, characterized in that, include: With cylinder deactivation enabled, for each selectable cylinder deactivation mode, the fuel consumption evaluation function value, NVH evaluation function value, mode switching evaluation function value, and cylinder deactivation uniformity evaluation function value of the selectable cylinder deactivation mode are determined based on engine information. The comprehensive cost function value of the selectable cylinder deactivation mode is determined based on the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value. The target cylinder deactivation mode is determined based on the comprehensive cost function value of each of the optional cylinder deactivation modes; The engine information includes engine speed, required torque, predicted required torque, cumulative cylinder deactivation count for each cylinder, and current cylinder deactivation mode. For each selectable cylinder deactivation mode, the fuel consumption evaluation function value, NVH evaluation function value, mode switching evaluation function value, and cylinder deactivation uniformity evaluation function value are determined based on the engine information, including: For each optional cylinder deactivation mode, the fuel consumption evaluation function value of the optional cylinder deactivation mode is determined based on the power fraction, engine speed and required torque corresponding to the optional cylinder deactivation mode; The NVH evaluation function value of the optional cylinder deactivation mode is determined based on the engine speed, the required torque, and the optional cylinder deactivation mode; The mode switching evaluation function value of the optional cylinder deactivation mode is determined based on the current cylinder deactivation mode, the optional cylinder deactivation mode, the predicted torque demand, and the engine speed. The cylinder shutdown uniformity coefficient is determined based on the cumulative number of cylinder shutdowns for each cylinder. The cylinder shutdown uniformity evaluation function value is obtained by summing the cylinder shutdown uniformity coefficients of the cylinders in each of the optional cylinder shutdown modes. The comprehensive cost function value of the selectable cylinder deactivation mode is determined based on the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value, including: Based on the current driving mode, determine the weighting coefficients corresponding to the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value, respectively. The weighted sum of the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value is calculated based on each weighting coefficient to obtain the comprehensive cost function value of the selectable cylinder deactivation mode.

2. The method according to claim 1, characterized in that, Also includes: The predicted required torque is determined based on engine speed, rate of change of engine speed, accelerator pedal opening, rate of change of accelerator pedal opening, actual engine output torque, and intake manifold pressure.

3. The method according to claim 1, characterized in that, The target cylinder deactivation mode is determined based on the comprehensive cost function value of each of the optional cylinder deactivation modes, including: Determine whether each of the optional cylinder deactivation modes satisfies the constraints; If none of the optional cylinder deactivation modes meet the constraints, then the target cylinder deactivation mode is determined to be the default cylinder deactivation mode. If there are optional cylinder shutdown modes that satisfy the constraints, then the target cylinder shutdown mode is determined based on the comprehensive cost function value of each optional cylinder shutdown mode that satisfies the constraints. The default cylinder deactivation mode is determined based on the default cylinder deactivation state of each cylinder. The method further includes: If any of the cylinders has at least one of the following faults, then the default cylinder stop state and the reachable cylinder stop state of the cylinder are both determined to be cylinder stop: fuel injector fault, ignition actuator fault, or cylinder stop actuator fault causing the cylinder to be in a cylinder stop state. If the cylinder stop actuator of any of the cylinders fails, resulting in a cylinder stop state, then the default cylinder stop state and the reachable cylinder stop state of the cylinder are both determined to be cylinder stop. If any of the cylinders is not faulty and the cylinder stopping mechanism can be in a cylinder stopping state or a cylinder not stopping state, then the default cylinder stopping state of the cylinder is determined to be cylinder not stopping, and the cylinder stopping state includes cylinder stopping and cylinder not stopping.

4. The method according to claim 3, characterized in that, The constraints include fault state constraints, consecutive cylinder shutdown number constraints, and maximum torque limit constraints. Determining whether each of the optional cylinder deactivation modes meets the constraints includes: For each of the aforementioned optional cylinder deactivation modes If the cylinder stop state of each cylinder in the optional cylinder stop mode is the reachable cylinder stop state of the corresponding cylinder, then the optional cylinder stop mode satisfies the fault state constraint condition. If the number of consecutive cylinder shutdowns for each cylinder in each optional cylinder shutdown mode is less than the preset number, then the optional cylinder shutdown mode satisfies the consecutive cylinder shutdown number constraint condition. If the maximum torque of each optional cylinder deactivation mode is greater than the required torque, then the optional cylinder deactivation mode satisfies the maximum torque limit constraint, wherein the maximum torque is determined based on the firing fraction and engine speed.

5. The method according to claim 1, characterized in that, Also includes: The enabling state of the engine's cylinder deactivation function is determined based on engine speed, oil temperature, oil pressure, engine coolant temperature, critical fault flags, and rapid acceleration transient flags. The enabling state includes enabling or disabling.

6. The method according to claim 5, characterized in that, The enabling status of the engine's cylinder deactivation function is determined based on engine speed, oil temperature, oil pressure, engine coolant temperature, critical fault flags, and transient acceleration flags, including: If any of the preset conditions are met, the cylinder deactivation function is disabled. If none of the preset conditions are met within the set time period, then the cylinder shutdown function is enabled. The preset conditions include at least one of the following: The engine speed is lower than the speed threshold. The engine oil temperature is below the engine oil temperature threshold. The oil pressure is lower than the oil pressure threshold. The engine coolant temperature is below the coolant temperature threshold. The rapid acceleration transient flag is set to its first value; The critical fault flag is set to the first value.

7. A cylinder deactivation mode determination device, characterized in that, include: The evaluation module is used to calculate the fuel consumption evaluation function value, NVH evaluation function value, mode switching evaluation function value and cylinder deactivation uniformity evaluation function value for each selectable cylinder deactivation mode based on engine information when the cylinder deactivation function is enabled. The comprehensive cost calculation module is used to determine the comprehensive cost function value of the selectable cylinder deactivation mode based on the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value. The mode determination module is used to determine the target cylinder deactivation mode based on the comprehensive cost function value of each of the optional cylinder deactivation modes; The engine information includes engine speed, required torque, predicted required torque, cumulative cylinder deactivation count for each cylinder, and current cylinder deactivation mode. For each selectable cylinder deactivation mode, the fuel consumption evaluation function value, NVH evaluation function value, mode switching evaluation function value, and cylinder deactivation uniformity evaluation function value are calculated based on engine information, including: For each optional cylinder deactivation mode, the fuel consumption evaluation function value of the optional cylinder deactivation mode is determined based on the power fraction, engine speed and required torque corresponding to the optional cylinder deactivation mode; The NVH evaluation function value of the optional cylinder deactivation mode is determined based on the engine speed, the required torque, and the optional cylinder deactivation mode; The mode switching evaluation function value of the optional cylinder deactivation mode is determined based on the current cylinder deactivation mode, the optional cylinder deactivation mode, the predicted torque demand, and the engine speed. The cylinder shutdown uniformity coefficient is determined based on the cumulative number of cylinder shutdowns for each cylinder. The cylinder shutdown uniformity evaluation function value is obtained by summing the cylinder shutdown uniformity coefficients of the cylinders in each of the optional cylinder shutdown modes. The step of determining the comprehensive cost function value of the selectable cylinder deactivation mode based on the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value includes: Based on the current driving mode, determine the weighting coefficients corresponding to the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value, respectively. The weighted sum of the fuel consumption evaluation function value, the NVH evaluation function value, the mode switching evaluation function value, and the cylinder deactivation uniformity evaluation function value is calculated based on each weighting coefficient to obtain the comprehensive cost function value of the selectable cylinder deactivation mode.

8. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the cylinder deactivation mode determination method as described in any one of claims 1-6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the program implements the cylinder deactivation mode determination method as described in any one of claims 1-6.

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