CN115992760B

CN115992760B - Variable displacement control method and system based on hydraulic variable valve mechanism

Info

Publication number: CN115992760B
Application number: CN202310140041.XA
Authority: CN
Inventors: 金兆辉; 程浩洋; 李小平; 张科超; 解方喜; 苏岩; 徐建强; 洪伟
Original assignee: Jilin University
Current assignee: Jilin University
Priority date: 2023-02-21
Filing date: 2023-02-21
Publication date: 2023-07-14
Anticipated expiration: 2043-02-21
Also published as: CN115992760A

Abstract

The invention is applicable to the technical field of engine control, and provides a variable displacement control method and a variable displacement control system based on a hydraulic variable valve mechanism, wherein the method comprises the following steps: receiving a cylinder deactivation control signal; determining a cycle phase of an intake valve of the target cylinder and/or determining a cycle phase of an exhaust valve of the target cylinder according to the time of receiving the cylinder deactivation control signal; controlling the opening of an intake valve throttle valve of the target cylinder if the circulation stage of the intake valve of the target cylinder is in an intake stage, and/or controlling the opening of an exhaust valve throttle valve of the target cylinder if the circulation stage of the exhaust valve of the target cylinder is in an exhaust stage; when the invention enters the cylinder deactivation cycle, the lift of the intake valve is larger than that of the exhaust valve, and part of air can be detained; when acting is restored, the lift of the intake valve is smaller than that of the exhaust valve, so that retained gas is conveniently discharged, reverse suction of engine oil is prevented, and power consumption of first acting is reduced.

Description

Variable displacement control method and system based on hydraulic variable valve mechanism

Technical Field

The invention belongs to the technical field of engine control, in particular to the technical field of automobile engines, and particularly discloses a variable displacement control method and system based on a hydraulic variable valve mechanism.

Background

In order to realize low-carbon emission and zero pollution control of the vehicle, new technology layers of efficient, energy-saving and clean internal combustion engines are endless. Variable displacement technology (also known as cylinder deactivation technology or cylinder deactivation technology) is an effective way to reduce engine part load fuel consumption and emissions. The working mode is that when the engine works under medium and low load, the fuel injection and ignition of one or a plurality of cylinders of the engine are stopped or the movement of the intake and exhaust valves is stopped, so that the cylinder does not work, and when the engine needs high power output, the cylinder to be stopped is added into work separately or simultaneously. The variable displacement technology is mainly applied to multi-cylinder engines, and has the advantages of improving fuel consumption by reducing pumping loss under partial load of the engine, improving partial load efficiency of the gasoline engine and reducing thermal efficiency loss.

The variable displacement technology can be largely divided into a fixed cylinder deactivation mode and a cyclic cylinder deactivation mode, and the type of gas (exhaust gas, fresh air or vacuum) in the cylinder after cylinder deactivation depends on the cylinder deactivation cycle and the variable displacement control strategy during the working mode transition. The gas trapped in the cylinder acts as a "gas spring" and therefore the effect of the residual gas condition in the cylinder on the variable displacement control strategy must be taken into account. The waste gas or air is retained in the cylinder, so that heat transfer loss, friction loss and the like of the cylinder are influenced, and meanwhile, the quantity of the retained gas also influences the movement and turbulence energy of the air flow, so that reactivation of the deactivated cylinder is prevented. If the cylinder is in a vacuum state after cylinder deactivation, engine oil is sucked into the combustion chamber cylinder due to the vacuum degree, and the cylinder is polluted when being reactivated.

Thus, in view of the above, there is a need for a reliable, efficient, energy-efficient variable displacement control method for cylinders.

Disclosure of Invention

An object of an embodiment of the present invention is to provide a variable displacement control method based on a hydraulic variable valve mechanism, which aims to solve the above-mentioned problems of the background art.

The embodiment of the invention is realized in such a way that a variable displacement control method based on a hydraulic variable valve mechanism comprises the following steps:

receiving a cylinder deactivation control signal, wherein the cylinder deactivation control signal comprises one of intake valve opening and closing information of one or more target cylinders, exhaust valve opening and closing information of one or more target cylinders and intake/exhaust valve coupling opening and closing information of one or more target cylinders;

determining a cycle phase of an intake valve of the target cylinder and/or determining a cycle phase of an exhaust valve of the target cylinder according to the time of receiving the cylinder deactivation control signal;

if the cycle phase of the intake valve of the target cylinder is in the intake phase, controlling the opening degree of the throttle valve of the intake valve of the target cylinder, and/or

If the circulation stage of the exhaust valve of the target cylinder is in the exhaust stage, controlling the opening of the throttle valve of the exhaust valve of the target cylinder so that the gain of gas in the target cylinder after the end of the cylinder deactivation transition period meets the expectations;

Otherwise, keeping the opening degree of the throttle valve of the intake valve and the opening degree of the throttle valve of the exhaust valve of the target cylinder to follow a preset cylinder deactivation control profile, and enabling the opening time of the intake valve or the exhaust valve to be earlier along with the cylinder deactivation time so as to realize cylinder deactivation.

Further, the step of determining the cycle phase of the intake valve of the target cylinder according to the time of receiving the cylinder deactivation control signal specifically includes:

acquiring a crank angle corresponding to the current time of an intake valve of a target cylinder;

mapping the crank angle with the opening of an intake valve of a target cylinder;

and comparing the opening of the intake valve of the target cylinder with a reference section of the intake valve of the target cylinder in the intake, compression, expansion and exhaust phases, and determining the circulation phase of the intake valve of the target cylinder.

Further, the step of determining the cycle phase of the exhaust valve of the target cylinder according to the time of receiving the cylinder deactivation control signal specifically includes:

acquiring a crank angle corresponding to the current time of an exhaust valve of a target cylinder;

mapping the crank angle with an exhaust valve opening of a target cylinder;

and comparing the opening of the exhaust valve of the target cylinder with a reference section of the exhaust valve of the target cylinder in the air inlet, compression, expansion and exhaust phases, and determining the circulation phase of the exhaust valve of the target cylinder.

Further, the method further comprises:

receiving a cylinder activation signal, wherein the cylinder activation signal comprises one of intake valve opening and closing information of one or more target cylinders, exhaust valve opening and closing information of one or more target cylinders and intake/exhaust valve coupling opening and closing information of one or more target cylinders;

determining a cycle phase of an intake valve of a target cylinder according to the time of receiving the cylinder activation signal;

if the circulation stage of the intake valve of the target cylinder is in the intake stage, controlling the throttle opening of the intake valve of the target cylinder in the current circulation stage so as to ensure that the residual gas in the cylinder is emptied after the activation transition period of the target cylinder is finished;

otherwise, keeping the opening of the throttle valve of the intake valve and the opening of the throttle valve of the exhaust valve of the target cylinder to follow a preset opening control line, and realizing the activation of the target cylinder.

Further, the method further comprises:

controlling intake valve opening and closing during compression, expansion and exhaust phases of a cycle of the intake valve in response to intake valve opening and closing information of the one or more target cylinders; and/or

And controlling the opening and closing of the exhaust valve in the cycle phase of the exhaust valve in the intake, compression and expansion phases in response to the opening and closing information of the exhaust valve of the one or more target cylinders.

Further, the method further comprises:

monitoring the opening and closing states of an intake valve and an exhaust valve of a target cylinder;

and adjusting the opening of the intake valve and the exhaust valve of the target cylinder according to the monitoring result.

In order to accelerate the implementation of the variable displacement control method based on the hydraulic variable valve mechanism, another object of the embodiment of the present invention is to provide a variable displacement control system based on the hydraulic variable valve mechanism, for the variable displacement control method based on the hydraulic variable valve mechanism as described above, in particular, a controller loadable in an automobile, the system comprising: the device comprises a data acquisition module, a timing module, an intake valve control module, an exhaust valve control module and a control line execution module;

the data acquisition module is used for receiving a cylinder deactivation control signal, wherein the cylinder deactivation control signal comprises one of intake valve opening and closing information of one or more target cylinders, exhaust valve opening and closing information of one or more target cylinders and intake/exhaust valve coupling opening and closing information of one or more target cylinders;

the timing module is used for determining the circulation phase of an intake valve of the target cylinder and/or determining the circulation phase of an exhaust valve of the target cylinder according to the time for receiving the cylinder deactivation control signal;

The intake valve control module is used for controlling the opening degree of an intake valve throttle valve of the target cylinder when the circulation stage of the intake valve of the target cylinder is in the intake stage;

the exhaust valve control module is used for controlling the opening degree of an exhaust valve throttle valve of the target cylinder when the circulation stage of the exhaust valve of the target cylinder is in the exhaust stage so as to enable the gas gain in the cylinder to meet the expected requirement after the cylinder deactivation transition period is finished;

the control line execution module is used for keeping the opening degree of the throttle valve of the intake valve and the opening degree of the throttle valve of the exhaust valve of the target cylinder to follow a preset cylinder deactivation control line, so that the opening time of the intake valve or the exhaust valve is delayed and advanced along with the cylinder deactivation time, and cylinder deactivation is realized.

Further, the timing module includes: a crank angle acquisition unit, an opening mapping unit and a cyclic stage reference unit;

the crank angle acquisition unit is used for acquiring the crank angle corresponding to the current time of the intake valve of the target cylinder;

the opening mapping unit is used for mapping the crank angle with the opening of an intake valve of a target cylinder;

and the circulation stage reference unit is used for comparing the opening of the intake valve of the target cylinder with a reference section of the intake valve of the target cylinder in the intake, compression, expansion and exhaust stages, and determining the circulation stage of the intake valve of the target cylinder.

Further, the crank angle obtaining unit is further used for obtaining the crank angle corresponding to the current time of the exhaust valve of the target cylinder;

the opening mapping unit is also used for mapping the crank angle with the opening of the exhaust valve of the target cylinder;

the circulation stage reference unit is further configured to compare an opening of the exhaust valve of the target cylinder with a reference interval of the exhaust valve of the target cylinder in intake, compression, expansion and exhaust stages, and determine a circulation stage of the exhaust valve of the target cylinder.

Further, the data acquisition module is further configured to receive a cylinder activation signal, where the cylinder activation signal includes one of intake valve opening and closing information of one or more target cylinders, exhaust valve opening and closing information of one or more target cylinders, and intake/exhaust valve coupling opening and closing information of one or more target cylinders;

the timing module is used for determining the circulation stage of the air inlet valve of the target air cylinder according to the time of receiving the air cylinder activating signal;

the intake valve control module is further used for controlling the throttle opening of the intake valve of the target cylinder in the current circulation stage when the circulation stage of the intake valve of the target cylinder is in the intake stage, so that the residual gas in the cylinder is emptied after the activation transition period of the target cylinder is finished;

The control line execution module is further used for keeping the opening of the throttle valve of the intake valve and the opening of the throttle valve of the exhaust valve of the target cylinder to follow a preset opening control line so as to realize the activation of the target cylinder.

According to the variable displacement control method based on the hydraulic variable valve mechanism, which is provided by the embodiment of the invention, the intake valve and the exhaust valve of one or more target cylinders can be controlled to be opened and closed at proper moments, so that when cylinder deactivation circulation is carried out, the lift of the intake valve is larger than that of the exhaust valve, and part of air can be detained; when acting is restored, the lift of the intake valve is smaller than that of the exhaust valve, so that retained gas is conveniently discharged, and the effects of preventing engine oil from being sucked backwards and reducing power consumption of first acting are achieved.

Drawings

FIG. 1 is a flow chart of a variable displacement control method based on a hydraulic variable valve mechanism according to an embodiment of the present invention;

FIG. 2 is a valve lift/crank angle cycle chart for an intake and exhaust valve opening and closing mode operating region in one embodiment;

FIG. 3 is a schematic diagram of an embodiment of a control of intake valve opening and closing modes during an intake phase;

FIG. 4 is a schematic diagram of an embodiment of the implementation of controlling intake valve opening and closing modes during compression, expansion, and exhaust phases;

FIG. 5 is a schematic illustration of a non-working cylinder after cylinder deactivation by controlling intake valve opening and closing patterns in one embodiment

A figure;

FIG. 6 is a schematic diagram of an implementation of an exhaust valve opening and closing mode control during an exhaust phase in one embodiment;

FIG. 7 is a schematic diagram of an embodiment of the control of the opening and closing modes of the exhaust valve during the intake, compression and expansion phases;

FIG. 8 is a schematic illustration of a deactivated cylinder achieved by controlling an exhaust valve opening and closing pattern in one embodiment

A figure;

FIG. 9 is a schematic diagram of an embodiment of an intake valve in an intake phase to control the opening and closing modes of the intake and exhaust valves;

FIG. 10 is a schematic diagram of an embodiment of an intake valve in a compression stage controlling the opening and closing of the intake and exhaust valve coupling;

FIG. 11 is a schematic diagram of an embodiment of an intake valve in an expansion phase controlling the implementation of an intake and exhaust valve coupled opening and closing mode;

FIG. 12 is a schematic diagram of an embodiment of an intake valve in an exhaust phase to control the opening and closing modes of the intake and exhaust valves;

FIG. 13 is a schematic diagram of a valve restart implementation in an intake and exhaust valve coupled open and close mode in one embodiment;

FIG. 14 shows a non-working cylinder after cylinder deactivation by an intake and exhaust valve coupled opening and closing mode in one embodiment

A figure;

fig. 15 is a block diagram of a variable displacement control system based on a hydraulic variable valve mechanism according to an embodiment of the present invention.

Detailed Description

The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.

In practice, the variable displacement control of the cylinder mainly controls the opening and closing modes of the intake valve and the exhaust valve so as to realize cylinder deactivation. Taking a conventional multi-cylinder engine (three cylinders or four cylinders) as an example, in the process that a non-working cylinder repeatedly undergoes four working strokes of air intake, compression, expansion and exhaust, different opening and closing modes of the air intake and the exhaust valves are different in cylinder retention exhaust gas, air or vacuum form. When combustion exhaust gas is remained in the non-working cylinder, the temperature of the exhaust gas can be kept in the cylinder, which is beneficial to restarting the cylinder (or activating the cylinder) to work, but when a large amount of high-temperature exhaust gas is remained in the non-working cylinder, the operation of the crankshaft can be influenced, and meanwhile, the friction loss and the heat transfer loss can be increased; if stagnant air exists in the non-working cylinder, the air flow movement and turbulence energy can be influenced, and the restarting of the non-working cylinder is blocked; if the cylinder is in a "vacuum" state after cylinder deactivation, engine oil may be sucked into the combustion chamber cylinder due to the vacuum, and there is a risk of contamination when the cylinder is reactivated. Studies of some mechanisms have shown that the indicated pressure during compression and expansion is only 0.002MPa when the cylinder is deactivated. In addition, in order to avoid the reverse suction of engine oil caused by the too low pressure in the cylinder when the non-working cylinder (non-working cylinder) is at the bottom dead center, the lowest pressure in the cylinder stopping circulation cylinder is not lower than 0.02MPa. Similarly, the opening and closing of the intake and exhaust valves affect the oxygen content in the exhaust at any time, and if the oxygen content in the exhaust is too high, the efficiency of the three-way catalytic converter is reduced, so that the mass fraction of oxygen in the exhaust needs to be determined to be less than 1%. Because each cylinder of the variable displacement working mode is frequently switched between acting and cylinder deactivation, when the variable displacement control strategy is evaluated, the power consumption of cylinder deactivation cycle is required to be reduced, and the energy loss is reduced. In addition, when the cylinder is converted from the cylinder-stopping cycle to the working cycle, the reduction of the working capacity of the first working cycle should be avoided. Based on this, the present invention provides the following examples.

As shown in fig. 1, in one embodiment, a variable displacement control method based on a hydraulic variable valve mechanism is specifically proposed, and may include the following steps S101 to S109:

s101, receiving a cylinder deactivation control signal, wherein the cylinder deactivation control signal comprises one of intake valve opening and closing information of one or more target cylinders, exhaust valve opening and closing information of one or more target cylinders and intake/exhaust valve coupling opening and closing information of one or more target cylinders;

in step S101, the cylinder deactivation control signal includes three control modes, specifically, the first mode is: independently controlling an opening and closing mode of the intake valve, and opening and closing the exhaust valve according to cam molded line motion at the moment; the second is: independently controlling the opening and closing modes of the exhaust valve, and opening and closing the intake valve according to cam molded line motion at the moment; the third is: and controlling the coupling opening and closing modes of the air inlet valve and the air outlet valve.

S103, determining a circulation stage of an intake valve of the target cylinder and/or determining a circulation stage of an exhaust valve of the target cylinder according to the time of receiving the cylinder deactivation control signal;

in this step, there are three cases, the first, in one example, the step of determining the cycle phase of the intake valve of the target cylinder according to the time of receiving the cylinder deactivation control signal, specifically includes:

Second, in another example, the step of determining a cycle phase of the exhaust valve of the target cylinder according to the time of receiving the cylinder deactivation control signal specifically includes:

mapping the crank angle with an exhaust valve opening of a target cylinder;

Thirdly, determining the circulation phase of an intake valve of the target cylinder and the circulation phase of an exhaust valve of the target cylinder at the same time, and controlling the opening and closing of the intake valve and the exhaust valve according to the determined results; correspondingly, the three control modes are responded, namely, the opening and closing mode of the air inlet valve is independently controlled, the opening and closing mode of the air outlet valve is independently controlled, and the coupling opening and closing mode of the air inlet valve and the air outlet valve is controlled.

In this embodiment, after determining the cycle phase of the intake valve of the target cylinder, the opening time of the intake valve section of the target cylinder may be controlled according to the determination result; step S105 can be entered;

s105, if the circulation stage of the intake valve of the target cylinder is in the intake stage, controlling the opening degree of the throttle valve of the intake valve of the target cylinder, and/or

In this embodiment, after determining the cycle phase of the exhaust valve of the target cylinder, the opening time of the exhaust valve section of the target cylinder may be controlled according to the determination result; step S107 can be entered;

s107, if the circulation stage of the exhaust valve of the target cylinder is in the exhaust stage, controlling the opening of the throttle valve of the exhaust valve of the target cylinder so that the gas gain in the target cylinder meets the expected value after the cylinder deactivation transition period is finished;

in the step, aiming at the cylinder deactivation transition period; in general, since the rotation speed of the stepping motor for controlling the opening and closing time of the throttle valve is lower than the working rotation speed of the engine, in this embodiment, 3 engine working cycles are required for opening and closing the intake and exhaust valves as measured by the bench test, so that at least 6 engine working cycles are required in the cylinder deactivation cycle of each cylinder when the cylinder deactivation cycle mode variable displacement control is designed; the target cylinder is characterized in that the gain of gas in the cylinder after the cylinder deactivation transition period is finished meets the requirement, and the requirement is that: after the set transition cycle after the emission of the cylinder deactivation control signal, the minimum pressure in the cylinder after the cylinder deactivation cycle is not lower than 0.02MPa.

It can be understood that when the cylinder deactivation control signal is sent, the air inlet valve and the air outlet valve are controlled to stop working, and meanwhile, the fuel injection and the ignition in the cylinder are stopped.

Otherwise, the cycle phase of the intake valve of the target cylinder is not in the intake phase, and the cycle phase of the intake valve of the target cylinder can be determined to be in the compression, expansion and exhaust phases;

or, if the cycle phase of the exhaust valve of the target cylinder is not in the exhaust phase, it may be determined that the cycle phase of the exhaust valve of the target cylinder is in the intake, compression and expansion phases;

in this way, step S109 may be performed, in which the opening time of the intake valve or the exhaust valve is retarded and advanced with the cylinder deactivation time to realize cylinder deactivation while keeping the opening degree of the intake valve throttle valve and the opening degree of the exhaust valve throttle valve of the target cylinder following the preset cylinder deactivation control line.

The preset cylinder deactivation control molded lines are respectively an air inlet cam molded line and an air outlet cam molded line, as shown in fig. 2. The four-stroke working cycle of the engine is divided into four stages of air intake, compression, expansion and exhaust; after the cylinder deactivation control signal is sent, the cylinder deactivation can be realized only after 3 engine working cycles; correspondingly, a first transition cycle, a second transition cycle and a third transition cycle are shown in the diagram;

Wherein the solid line of the intake phase in the first transition cycle represents the actual lift curve of the intake valve and the solid line of the exhaust phase represents the actual lift curve of the exhaust valve; similarly, the corresponding solid lines in the second transition cycle and the third transition cycle have the same meaning, and are not described herein.

Further, it is understood that the dashed line of the intake phase in the first transition cycle represents the original lift curve of the intake valve and the dashed line of the exhaust phase represents the original lift curve of the exhaust valve, as shown in fig. 3.

As shown in fig. 3 and 4, in one embodiment, when the intake valve opening and closing mode is controlled to realize cylinder deactivation, the intake valve throttle opening is controlled to realize the lift change of the intake valve, and finally the intake valve is opened and closed. And the exhaust valve throttle valve for controlling the lift of the exhaust valve is closed, and the lift change of the exhaust valve is opened and closed according to the exhaust cam profile, namely the cylinder deactivation control profile. The control moment of the cylinder deactivation of the intake valve is divided into four phases of air intake, compression, expansion and exhaust according to the four-stroke working cycle of the engine.

In one example of this embodiment, the opening and closing (including opening and closing) of the intake valve of the target cylinder is controlled during the intake phase, the opening and closing of the intake valve may be achieved by an intake valve throttle, and the operation of the intake valve throttle may be achieved by the driving of a stepper motor drivingly connected thereto; as indicated by a in fig. 3, the process from the emission of the cylinder deactivation command to the complete cylinder deactivation is referred to as a cylinder deactivation transitional period, and the intake valve closing command is emitted from 0 ° CA (intake top dead center).

It can be seen from the figure that after the cylinder deactivation control signal is sent, the stepping motor controls the throttle valve of the air inlet valve to open, so that the effective flow area in the hydraulic system is changed, part of hydraulic oil flows through the throttle valve of the air inlet valve to return to the oil tank, the pressure of the piston cavity of the air inlet valve is reduced, and the lift of the air inlet valve deviates from a normal lift curve from the control moment. Because the engine working cycle is fast, the control response time of the throttle valve of the intake valve is relatively long, and the pressure of the piston cavity of the intake valve cannot be reduced to zero in one cylinder deactivation transition cycle, the throttle valve of the intake valve is continuously opened and becomes larger in the first cylinder deactivation transition cycle, and the pressure of the piston cavity of the intake valve is continuously reduced. In the second cylinder deactivation transition cycle, the intake valve throttle valve has been opened for one engine operating cycle and the intake valve piston chamber pressure is relatively low. In the second cylinder deactivation transition cycle intake stroke after the cylinder deactivation control signal is sent, the intake valve lift curve is obviously reduced, the intake valve lift is obviously lower than the exhaust valve lift under the cylinder deactivation transition cycle, part of air is sucked in the intake stage, and the air is discharged into the exhaust manifold in the exhaust stage after the compression and expansion stages (after the cylinder deactivation control command is sent, only the piston reciprocates and fuel injection and combustion are not carried out in the cylinder deactivation transition cycle stage). In the third cylinder deactivation transition cycle after the cylinder deactivation control signal is sent, the throttle valve of the intake valve is opened for two engine working cycles, and the pressure of the piston cavity of the intake valve is small. In the third cylinder deactivation transition cycle intake stroke, the lift of the intake valve is very small, only a small amount of air can be sucked in the intake stage, after the compression and expansion stages, the piston is positioned at the bottom dead center in the beginning of the exhaust stroke, the pressure in the cylinder is relatively low, and the high-temperature and high-pressure exhaust gas of other working cylinders can be sucked into the cylinder from the exhaust pipe in a backflow way, so that the temperature in the cylinder of the non-working cylinder can be maintained. In the exhaust stroke, the exhaust valve piston moves upwards to gradually discharge the exhaust gas, and only residual exhaust gas exists in the cylinder at the end of the exhaust stage. Considering the influence of the exhaust retard angle, the exhaust valve is still open for a short period of time when the exhaust valve piston is descending the next cycle, and a small amount of exhaust gas may enter the cylinder.

In the following cylinder deactivation cycle, the intake valve throttle valve has been opened for a longer period of time, the hydraulic system has been lowered to the pressure required by the intake valve piston chamber after cylinder deactivation, and the intake valve is normally closed to effect cylinder deactivation.

In one embodiment, the hydraulic variable valve mechanism is a cam-driven hydraulic variable valve mechanism based on electrohydraulic control, for four engines, comprising: the valve body assembly comprises an upper valve body piece and a lower valve body piece; the bottom plate is arranged at one end of the valve body assembly and is used for connecting the valve body assembly with the cylinder cover; the top plate is arranged at one end, far away from the bottom plate, of the valve body assembly and is used for connecting the valve body assembly with the cylinder cover; the valve body assembly includes: a plurality of valve bodies; the oil duct is arranged on the valve body; the oil duct plug is arranged on the oil duct and matched with the oil duct; the oil inlet one-way piece is arranged on the valve body, the cam plunger piece is arranged on the valve body, and the cam plunger piece is propped against an engine air inlet cam or a scheduling cam; the valve plunger piece is arranged on the valve body and abuts against the valve rod; the overflow valve is arranged on the valve body and is used for properly reducing the oil pressure in the oil duct according to external signals, and when the movement amplitude of the cam plunger group driven by the cam is unchanged, the movement amplitude of the valve plunger group is changed, so that the function of changing the valve opening is achieved; the valve plunger member includes: the valve plunger is connected with the valve body through a valve plunger sleeve, one end of the valve plunger is propped against the air inlet cam or the air outlet cam, and when the cam plunger moves up and down back and forth under the action of the air inlet cam or the air outlet cam, oil pressure is transmitted to the valve plunger through the oil duct, so that the valve plunger drives the valve to reciprocate up and down to realize valve opening and closing. The valve plunger is provided with a seating buffering unit, the seating buffering unit comprises a seating buffering one-way valve main oil duct and a seating bypass auxiliary oil duct, when the valve plunger is far away from the bottom of the valve plunger cavity, oil enters and exits from the bypass auxiliary oil duct, and when the valve plunger is close to the bottom of the valve plunger cavity and covers the bypass auxiliary oil duct, oil enters and exits from the seating buffering one-way valve main oil duct; the main oil duct of the seating buffering check valve is provided with a seating buffering check valve core and a seating buffering check valve spring, a buffering damping hole is formed in the seating buffering check valve core, the seating buffering check valve core is opened when the valve plunger is far away from the bottom of the valve plunger cavity, the seating buffering check valve core is closed when the valve plunger is close to the bottom of the valve plunger cavity, and oil flows out through the buffering damping hole on the seating buffering check valve core.

In one embodiment, the method further comprises:

In this embodiment, the monitoring of the opening and closing states of the intake valve and the exhaust valve of the target cylinder may be implemented by monitoring the opening and closing states of the intake valve and the exhaust valve, and specifically may be implemented by monitoring the oil pressure of the relevant oil paths; or by monitoring the radian data of the motion of the cams in the cam plunger set.

In one embodiment, after determining the cycle phase non-exhaust phase of the exhaust valve of the target cylinder or determining the cycle phase non-intake phase of the intake valve of the target cylinder, further, the opening and closing of the intake valve and the opening and closing of the exhaust valve of the target cylinder may be controlled by the following method, which further includes:

As shown in fig. 4, in one example of the present embodiment, in the compression, expansion, and exhaust phases, the opening and closing of the intake valve of the target cylinder is controlled, and as shown by a in fig. 4, the process from the cylinder deactivation command to the complete cylinder deactivation is referred to as a cylinder deactivation transition period, and the valve closing command is issued from 0 ° CA (intake top dead center).

When the valve closing command is issued, the intake valve is in a closed state during the compression, expansion and exhaust phases of the cycle phase of the intake valve. Compared to controlling the closing of the intake valve during the intake phase, the intake valve throttle valve has been opened for a period of time before the cylinder deactivation control signal is asserted for the first opening of the intake valve, and the intake valve piston chamber pressure is reduced, so that the intake valve lift is less during the first cylinder deactivation transition cycle than during the intake phase control. In other cylinder deactivation transition cycles, the cylinder deactivation process is basically consistent with the control of the inlet valve stage, and the cylinder deactivation is finally realized after the cylinder deactivation transition cycle. In the control process of compression, expansion and exhaust stages, the first cylinder deactivation transition cycle closing lift of an air inlet valve is reduced along with the advance of the cylinder deactivation time, the opening time of the air inlet valve is advanced along with the retard of the cylinder deactivation time, and the maximum air inlet advance angle is reached.

In one embodiment, the method further comprises:

In one example of this embodiment, shown as b in FIG. 3, during the intake phase, the intake valve opening is controlled to be similar to the intake valve closing, and also during the first transient cycle, the intake valve throttle closing time is short and the intake valve piston chamber pressure is small and insufficient to fully open the intake valve. After three transition cycles, the pressure in the piston cavity of the air inlet valve meets the requirement of fully opening the air inlet valve, the air inlet valve resumes normal operation, fuel injection and ignition are resumed in the cylinder, and the cylinder begins to work again.

As can be seen from the figure, the intake valve throttle control response time is relatively long due to the fast engine operating cycle, and the intake valve piston cavity pressure cannot be raised to normal air pressure in one cylinder deactivation transition cycle, so the intake valve throttle continues to be closed and the intake valve piston cavity pressure continues to be raised in the first transition cycle. In the second transition cycle, the intake valve throttle has been closed for one engine operating cycle and the intake valve piston chamber pressure is greater. In the second transition cycle intake stroke after the cylinder activation signal is sent, the lift curve of the intake valve is obviously raised, the lift of the intake valve is still lower than the lift of the exhaust valve under the cylinder activation transition cycle, part of air is sucked in the intake stage, and the air is discharged into the exhaust manifold in the exhaust stage after the compression and expansion stages (after the cylinder deactivation control command is sent, the injection and the ignition are not performed any more, so that only the piston reciprocates in the cylinder activation transition cycle stage, and no fuel injection and combustion are performed). In a third transition cycle after the cylinder activation control signal is sent, the throttle valve of the intake valve is closed for two engine working cycles, and the pressure of the piston cavity of the intake valve is high. In the third transition cycle air intake stroke, the lift of the air inlet valve is very large, a large amount of air can be sucked in the air inlet stage, the pressure in the piston cavity of the air inlet valve meets the requirement of completely opening the air inlet valve, the air inlet valve resumes normal operation, fuel injection and ignition are resumed in the air cylinder, and the air cylinder begins to work again.

Similarly, as shown in b of fig. 4, during compression, expansion and exhaust phases, the intake valve opening is controlled to be similar to the intake valve closing, and also in the first transition cycle, the intake valve throttle closing time is short, and the pressure in the intake valve piston cavity is small, which is insufficient to fully open the intake valve. After three transition cycles, the pressure in the piston cavity of the air inlet valve meets the pressure of the fully opened air inlet valve, the air inlet valve resumes normal operation, fuel injection and ignition are resumed in the air cylinder, and the air cylinder begins to work again. Therefore, during the control process of compression, expansion and exhaust stages, the magnitude of the opening lift of the first cylinder deactivation transition cycle of the air inlet valve is increased along with the advance of the opening time of the air inlet valve, the opening time of the air inlet valve is advanced along with the advance of the opening time of the throttle valve of the air inlet valve, and the maximum air inlet advance angle is reached.

As shown in fig. 5, during the engine operation after the cylinder deactivation, no gas enters the inactive cylinder in the intake stage, and the residual exhaust gas and a small amount of exhaust gas which may have been introduced by the late closing of the exhaust gas in the previous cycle in the cylinder operation in the intake, compression and expansion stages are small, and the in-cylinder pressure is lower than 0.02MPa when the piston is operated to the bottom dead center. In the exhaust stage, due to low pressure in the cylinder, exhaust manifold exhaust gas flows back into the cylinder after the exhaust valve is opened, and residual exhaust gas and a small amount of exhaust gas possibly entering from an exhaust slow-closing angle still exist in the cylinder after the exhaust stage is finished. In the embodiment, when the opening and closing modes of the intake valve are independently controlled to realize cylinder deactivation, the opening of the throttle valve of the intake valve is controlled to realize the lift change of the intake valve, and finally the opening and closing of the intake valve are realized; after the cylinder is deactivated, a small amount of residual exhaust gas and a small amount of exhaust gas possibly entering from an exhaust late-closing angle are operated in the cylinder, so that the temperature in the cylinder is conveniently kept; when the cylinder is stopped, the working cycle is operated, only part of gas exists in the cylinder, and the power consumption loss is small; in addition, the opening lift of the first cylinder-stopping transition cycle of the air inlet valve is reduced along with the delay of the cylinder-stopping moment, and in the cylinder-stopping transition cycle, oil is not injected and is not ignited in the cylinder, and part of air enters the cylinder and is pushed into the exhaust manifold through the exhaust stroke, so that the mass fraction of oxygen in tail gas is reduced along with the delay of the cylinder-stopping control moment.

6, 7, in one embodiment, when the exhaust valve opening and closing mode is independently controlled to realize cylinder deactivation, the exhaust valve throttle opening is controlled to realize the exhaust valve lift change, and finally the exhaust valve is opened and closed;

in this embodiment, the exhaust valve lift is changed by controlling the opening of the exhaust valve throttle valve, and finally the exhaust valve is opened and closed, and at the same time, the intake valve throttle valve controlling the intake valve lift is closed, and the intake valve lift is opened and closed according to the intake cam profile. Meanwhile, the opening degree of the throttle valve of the exhaust valve can be cooperatively controlled by the valve plunger piece and the seating buffer unit, so that the oil pressure fluctuation in a hydraulic system is small, and stable and smooth opening and closing control is realized.

As shown in a of fig. 6, in one example, during the exhaust phase, the exhaust valve opening and closing mode is controlled separately, the process from the cylinder deactivation control signal to the complete cylinder deactivation is referred to as a cylinder deactivation transition period, and the corresponding valve closing command is issued from 0 ° CA (intake top dead center).

After the cylinder deactivation control signal is sent out, the stepping motor controls the throttle valve of the exhaust valve to open, so that the effective flow area in the hydraulic system is changed, part of hydraulic oil flows through the throttle valve of the exhaust valve to return to the oil tank, the pressure of the piston cavity of the exhaust valve is reduced, and the lift of the exhaust valve deviates from a normal lift curve from the control moment. Because the engine work cycle is fast, the control response time of the throttle valve of the exhaust valve is relatively long, and the pressure of the piston cavity of the exhaust valve cannot be reduced to zero in one cylinder deactivation transition cycle, the throttle valve of the exhaust valve is continuously opened and becomes larger in the first cylinder deactivation transition cycle, and the pressure of the piston cavity of the exhaust valve is continuously reduced. In the second cylinder deactivation transition cycle after the cylinder deactivation control signal is sent, the exhaust valve throttle valve is opened for one engine working cycle, and the pressure of the exhaust valve piston cavity is smaller. In the exhaust stroke of the second cylinder deactivation transition cycle, the exhaust valve lift curve is obviously reduced, the exhaust valve lift is obviously lower than the intake valve lift in the cylinder deactivation transition cycle, the exhaust valve is closed in advance while the exhaust valve lift is reduced, and the exhaust is not smooth in the exhaust stage, and part of air remains in the cylinder. In the third cylinder deactivation transition cycle after the cylinder deactivation control signal is sent, the exhaust valve throttle valve is opened for two engine working cycles, and the pressure of the exhaust valve piston cavity is small. The intake valve is normally opened in this cycle, and the residual gas pressure in the cylinder at the intake start stage causes a drop in the intake air amount due to the residual part of air in the cylinder of the previous cycle. After the compression and expansion phases, the lift of the exhaust valve is small at the beginning of the exhaust stroke, only little gas is discharged in the exhaust phase, most of air is retained in the engine cylinder, residual air in the cylinder along with the ascending of the piston is compressed, and the pressure in the cylinder is higher than the atmospheric pressure. In the following intake stage, the intake valve is opened and the in-cylinder trapped gas is flushed into the intake manifold, under the influence of the intake advance angle. In the following cylinder deactivation cycle, the exhaust throttle valve has been opened for a longer period of time, the hydraulic system has been lowered to the pressure required by the exhaust valve piston chamber after cylinder deactivation, and the exhaust valve is normally closed to effect cylinder deactivation.

It will be appreciated that during the exhaust phase, the exhaust valve opening mode is controlled solely and the exhaust valve opening is similar to the exhaust valve closing, as shown by b in fig. 6, and in one example, the throttle closing time is short and the exhaust valve piston chamber pressure is small enough to fully open the exhaust valve, also during the first transition cycle. After three transition cycles, the pressure in the piston cavity of the exhaust valve meets the requirement of completely opening the exhaust valve, the exhaust valve resumes normal operation, oil injection and ignition resume in the cylinder, and the cylinder begins to resume operation.

As shown in fig. 7, in one example of the present embodiment, the exhaust valve opening and closing mode is controlled separately, and the exhaust valve is in the closed state at the time of the intake, compression, and expansion stage control. Compared to control during the exhaust phase, the exhaust valve throttle valve has been open for a period of time before the cylinder deactivation command (or cylinder deactivation control signal) is issued and the exhaust valve piston chamber pressure is reduced, so that the exhaust valve lift is less during the first cylinder deactivation transition cycle than during the exhaust phase control. In other cylinder deactivation transition cycles, the cylinder deactivation process is basically consistent with the control of the exhaust valve stage, and the cylinder deactivation is finally realized after the cylinder deactivation transition cycle. In the control process of air intake, compression and expansion stages, the lift of the exhaust valve closed by the transition cycle of the first cylinder deactivation of the exhaust valve is reduced along with the advance of the cylinder deactivation time, the opening time of the exhaust valve is advanced along with the retard of the cylinder deactivation time, and the maximum exhaust advance angle is reached.

Similarly, the exhaust valve opening is similar to the exhaust valve closing, and also in the first opening transition cycle, the exhaust valve throttle closing time is very short and the pressure in the exhaust valve piston chamber is very small, which is insufficient to fully open the exhaust valve. After three opening transition cycles, the pressure in the piston cavity of the exhaust valve meets the requirement of completely opening the exhaust valve, the exhaust valve resumes normal operation, oil injection and ignition resume in the cylinder, and the cylinder begins to work again. In the control process of compression, expansion and exhaust stages, the opening lift of the first opening transition cycle of the exhaust valve is increased along with the advance of the opening time, the opening time of the exhaust valve is advanced along with the advance of the opening time, and the maximum exhaust advance angle is reached.

As shown in FIG. 8, the cylinder is deactivated in the present embodiment

In the diagram, during the running process of the engine after cylinder deactivation, gas enters a non-working cylinder in an air inlet stage, the pressure in the cylinder rises to about 2MPa in a compression stage, and the lowest pressure in the cylinder is 0.085MPa when a piston runs to a bottom dead center due to air retention in the cylinder; after the cylinder is stopped, air is retained in the cylinder, so that the pressure in the cylinder is not too low.

In one embodiment, in the third control manner in step S101, the intake valve and the exhaust valve are coupled to the opening and closing mode, and the lift change of the intake valve and the exhaust valve (or the intake valve and the exhaust valve) is realized by simultaneously controlling the opening of the throttle valve of the intake valve and the throttle valve of the exhaust valve, so that the intake valve and the exhaust valve are finally closed together. The control moment of cylinder deactivation of the intake valve and the exhaust valve is divided into four stages of intake, compression, expansion and exhaust according to the four-stroke working cycle of the engine, and the intake valve and the exhaust valve can be respectively controlled to be cylinder deactivated in the four stages, so that the coupling opening and closing modes of the intake valve and the exhaust valve can be divided into 16 cases.

In some cases, the intake valve is controlled during the intake phase and the exhaust valve is controlled separately during the four phases. As shown in fig. 9 in detail, the solid line in the first stage and the solid line in the fourth stage of the first transition cycle represent actual lift curves of the intake and exhaust valves, respectively. The solid line in the first stage and the broken line in the fourth stage respectively represent the lift curves of the intake and exhaust valves of the original engine. The process from the cylinder deactivation command (or the cylinder deactivation control signal) to the complete cylinder deactivation is called a cylinder deactivation transition period, and the valve opening and closing command is sent from 0 ° CA (intake top dead center).

In one case, the intake valve is controlled in the intake stage, the exhaust valve is controlled in the intake, compression and expansion stages, as shown in a, b and c in fig. 9, after the cylinder deactivation control signals are sent, the stepping motor controls the throttle valve of the intake valve and the exhaust valve to be opened, so that the effective flow area in the hydraulic system is changed, part of hydraulic oil flows through the throttle valve to return to the oil tank, and the pressure of the piston cavity of the intake valve and the exhaust valve is reduced. In the first cylinder deactivation transition cycle, the lift of the intake valve deviates from a normal lift curve from the control moment, after the compression and expansion phases, the throttle valve of the exhaust valve is opened for three engine working strokes of intake, compression and expansion during the exhaust phase, and the pressure of the piston cavity of the exhaust valve is lower than that of the piston cavity of the intake valve in the same cylinder deactivation transition cycle, so that the lift of the exhaust valve is smaller, the exhaust resistance is increased, and the residual air in the cylinder is remained. In the following two to three cylinder deactivation transition cycles, the lift of the intake valve is larger than that of the exhaust valve in the same cylinder deactivation cycle, and part of air is retained in the cylinder. After the intake valve and the exhaust valve are completely closed to realize cylinder deactivation, the medium running in the cylinder is the part of air which is retained.

In one case, the intake valve is controlled during the intake phase and the exhaust valve is controlled during the exhaust phase, as shown in fig. 9 d, with both the intake and exhaust valves beginning to control the throttle valve during the present working stroke, regulating the intake and exhaust valve piston chamber pressure. Therefore, in the same cylinder deactivation transition cycle, the lift curve difference of the intake valve and the exhaust valve is small.

In the control process of the exhaust valve in four stages of air intake, compression, expansion and exhaust, the first cylinder deactivation transition cycle closing lift of the exhaust valve is reduced along with the advance of the cylinder deactivation time, namely L1 is less than L2 and less than L3 and less than L4, the opening time of the exhaust valve is advanced along with the retard of the cylinder deactivation time, and the maximum exhaust advance angle is reached. Between the first transition cycle and the second transition cycle, the exhaust valve-to-intake valve lift difference increases with the exhaust valve closing time lag, i.e., Δh1 < Δh2 < Δh3 < Δh4.

In some cases, the intake valve is controlled in the compression stage and the exhaust valve is controlled in four stages, respectively, as shown in fig. 10, and the same applies, wherein the solid line in the first stage and the solid line in the fourth stage of the first transition cycle represent the actual lift curves of the intake and exhaust valves, respectively. The solid line in the first stage and the broken line in the fourth stage respectively represent the lift curves of the intake and exhaust valves of the original engine. The transition period from the emission of the cylinder deactivation command to the complete cylinder deactivation is called a cylinder deactivation transition period, and the valve opening and closing command is emitted from 0 ° CA (intake top dead center).

In one case, the intake valve is controlled in a compression stage following the intake stage, so that the throttle valve is not opened when the intake valve is opened in the intake stage in the transition cycle of the cylinder deactivation issued by the cylinder deactivation control command, and the lift of the intake valve is still normally the same as the original size. Before the exhaust valve opens, the exhaust throttle valve has opened two compression and expansion strokes, and at this time, the pressure of the piston cavity of the exhaust valve has fallen, so the lift of the exhaust valve is reduced, and the exhaust resistance is increased, so that the residual air in the cylinder is remained. In the following two to three cylinder deactivation transition cycles, the lift of the intake valve is larger than that of the exhaust valve in the same cylinder deactivation cycle, and part of air is retained in the cylinder. After the intake valve and the exhaust valve are completely closed to realize cylinder deactivation, the medium running in the cylinder is the part of air which is retained. In the control process of the exhaust valve in four stages, the first cylinder deactivation transition cycle closing lift of the exhaust valve is reduced along with the advance of the cylinder deactivation time, the opening time of the exhaust valve is advanced along with the retard of the cylinder deactivation time, and the maximum exhaust advance angle is reached. The cylinder deactivation control results in more first cylinder deactivation transition cycles intake than the intake valve control during the intake phase, resulting in greater exhaust resistance.

In some cases, the intake valve is controlled in the expansion phase, the exhaust valve is controlled in four phases respectively, and specifically, as shown in fig. 11, the process from the emission of the cylinder deactivation command to the complete cylinder deactivation is called a cylinder deactivation transition period, and the valve opening and closing command is emitted from 0 ° CA (intake top dead center).

The cylinder deactivation control is substantially the same as the control shown in fig. 10, with only a difference in intake valve lift, and more intake is cycled for the second cylinder deactivation transition, resulting in greater exhaust resistance. In the same cylinder deactivation transition cycle, the opening of the intake valve is still larger than that of the exhaust valve, and the operation characteristics are not substantially different.

In some cases, the intake valve is controlled during the exhaust phase and the exhaust valve is controlled separately during the four phases; as particularly shown in fig. 12. The transition period from the emission of the cylinder deactivation command to the complete cylinder deactivation is called a cylinder deactivation transition period, and the valve opening and closing command is emitted from 0 ° CA (intake top dead center). The result of this cylinder deactivation control is substantially the same as the control shown in fig. 11, with only the intake valve lift being different, and the second cylinder deactivation transition cycle being more intake, resulting in greater exhaust resistance. In the same cylinder deactivation transition cycle, the opening of the intake valve is still larger than that of the exhaust valve, and the operation characteristics are not substantially different.

In one example of this embodiment, as shown in fig. 13, the control of the intake and exhaust valve coupled opening operation mode, the valve opening is similar to the valve closing, except for the case that the intake and exhaust valves are controlled in the intake and exhaust stages respectively, the pressure of the piston chamber of the intake valve is smaller than the pressure increasing time of the piston chamber of the exhaust valve in all other 15 cases, so that the lift of the first transition cycle of the intake valve opening is smaller than the lift of the exhaust valve in the same cycle, the exhaust is smoother than the intake, and the air retained by the cylinder deactivation is conveniently discharged. Since the valve closing and opening processes are highly symmetrical and similar, they will not be described in detail.

As shown in FIG. 13, in one example, an intake and exhaust valve coupled open mode of operation is provided, taking an example of the intake and exhaust valves being simultaneously restarted during an intake phase. In the air inlet stage, the throttle valve of the air inlet valve and the throttle valve of the air outlet valve start to be closed, the pressure of a hydraulic system in a piston cavity of the air inlet valve starts to increase, the air inlet cam can drive the air valve to move through the hydraulic system, the air inlet valve is gradually opened, and the air inlet valve cannot be completely opened in the first transition cycle of opening due to lower pressure in the hydraulic system, so that the air valve lift is smaller. After the compression and expansion phases, the exhaust valve is restored to be opened in the exhaust phase, and the pressure in the piston cavity of the exhaust valve is large because the throttle valve of the exhaust valve is closed in three phases, so that the lift of the exhaust valve is larger than that of the intake valve in the first transition cycle of opening, the exhaust is smooth, and the air retained in the cylinder is conveniently discharged. In the following two to three cycles, the pressure of the hydraulic system in the piston cavity of the intake valve and the exhaust valve is gradually increased, the lift of the exhaust valve is still larger than that of the intake valve under the same cycle, and the air retained in the cylinder is gradually discharged when the cylinder is stopped. In the subsequent cycle, the intake and exhaust valves are restored to normal lift, and the cylinder is restored to inject fuel, ignite and work again.

In this embodiment, the cylinder is deactivated

As shown in fig. 14, since the intake valve lift is larger than the exhaust valve lift for each cylinder deactivation transition cycle, air is trapped in the cylinder. When the piston moves to the bottom dead center, the in-cylinder pressure is not lower than 0.02MPa. The gas trapped in the cylinder reciprocates in the cylinder like a "gas spring". Because of the fixity of the four stages of air intake, compression, expansion and exhaust in one cylinder deactivation transition cycle, the air intake stage is arranged at the first position of the cylinder deactivation transition cycle, and the lift of the air intake valve is reduced at the earliest in the next cycle as long as the air intake valve is not controlled by the air intake stroke; the exhaust phase is arranged at the end of a cycle, and whenever the exhaust valve deactivation timing is controlled, its lift drop must be manifested in the current cycle commanded by the deactivation control. Thus, the intake valve lift for each cylinder deactivation transition cycle must be greater than the exhaust valve lift. Therefore, the cylinder deactivation schemes at the various control moments are identical in nature and all are stagnant air. When the cylinder is stopped, part of gas stays in the cylinder, the lowest pressure in the cylinder is not too low to cause reverse suction of engine oil, and meanwhile, the residual part of gas in the cylinder is lost, so that the power consumption is low; the cylinder is stopped, abnormal gas backflow phenomenon is avoided in the transition stage, pumping loss is small, and the influence on the normal gas distribution process is small; and the cylinder deactivation cycle is entered, the lift of the intake valve is larger than that of the exhaust valve, and part of air can be detained. When work is recovered, the lift of the intake valve is smaller than that of the exhaust valve, so that the retained gas can be conveniently discharged; because the retention gas is air, the temperature in the cylinder cannot be kept, and the temperature in the cylinder drops faster; the cylinder is not injected with oil or ignited in the transition stage of cylinder deactivation, thereby meeting the design requirement.

In another embodiment, as shown in fig. 15, a variable displacement control system based on a hydraulic variable valve mechanism is provided, applied to a controller of an automobile, the system comprising: the system comprises a data acquisition module 100, a timing module 200, an intake valve control module 300, an exhaust valve control module 400 and a control line execution module 500;

the data acquisition module 100 is configured to receive a cylinder deactivation control signal, where the cylinder deactivation control signal includes one of intake valve opening and closing information of one or more target cylinders, exhaust valve opening and closing information of one or more target cylinders, and intake/exhaust valve coupling opening and closing information of one or more target cylinders;

the timing module 200 determines a cycle phase of an intake valve of a target cylinder and/or a cycle phase of an exhaust valve of the target cylinder according to the time of receiving the cylinder deactivation control signal;

the intake valve control module 300 is configured to control an opening degree of an intake valve throttle valve of the target cylinder when a cycle phase of an intake valve of the target cylinder is in an intake phase;

the exhaust valve control module 400 is configured to control an opening of an exhaust valve throttle valve of the target cylinder when a cycle phase of an exhaust valve of the target cylinder is in an exhaust phase, so that a gain of gas in the target cylinder after a cylinder deactivation transition period is over meets a desired value;

The control profile execution module 500 is configured to keep the opening of the throttle valve of the intake valve and the opening of the throttle valve of the exhaust valve of the target cylinder to follow a preset control profile for cylinder deactivation, so that the opening time of the intake valve or the exhaust valve is delayed and advanced along with the cylinder deactivation time, and cylinder deactivation is achieved.

In one example of the present embodiment, the data obtaining module 100 is further configured to receive a cylinder activation signal, where the cylinder activation signal includes one of intake valve opening and closing information of one or more target cylinders, exhaust valve opening and closing information of one or more target cylinders, and intake/exhaust valve coupling opening and closing information of one or more target cylinders;

the timing module 200 also determines a cycle phase of an intake valve of a target cylinder according to the time of receiving the cylinder activation signal;

the intake valve control module 300 is further configured to control an intake valve throttle opening of the target cylinder in a current cycle stage when the cycle stage of the intake valve of the target cylinder is in an intake stage, so that the residual gas in the target cylinder is emptied after the activation transition period is over;

the control profile execution module 500 is further configured to keep the opening of the throttle valve of the intake valve and the opening of the throttle valve of the exhaust valve of the target cylinder to follow a preset opening control profile, so as to activate the target cylinder.

In one example of the present embodiment, the data acquisition module 100 has the three control modes described above, where the first is: independently controlling an opening and closing mode of the intake valve, and opening and closing the exhaust valve according to cam molded line motion at the moment; the second is: independently controlling the opening and closing modes of the exhaust valve, and opening and closing the intake valve according to cam molded line motion at the moment; the third is: controlling a coupling opening and closing mode of an intake valve and an exhaust valve; in addition, the three control modes can be used for controlling the engine to open the air inlet valve and the air outlet valve in any cycle stage of the air inlet valve and the air outlet valve, and have higher flexibility.

In one example of this embodiment, the timing module 200 includes: a crank angle acquisition unit, an opening mapping unit and a cyclic stage reference unit;

In one example of the present embodiment, the crank angle obtaining unit is further configured to obtain a crank angle corresponding to the current time of the exhaust valve of the target cylinder;

It will be appreciated by those skilled in the art that the structure shown in fig. 15 is merely a block diagram of a portion of the structure associated with the present application and is not limiting of the computer device to which the present application is applied, and that a particular computer device may include more or fewer components than shown, or may combine certain components, or have a different arrangement of components.

It should be understood that, although the steps in the flowcharts of the embodiments of the present invention are shown in order as indicated by the arrows, these steps are not necessarily performed in order as indicated by the arrows. The steps are not strictly limited to the order of execution unless explicitly recited herein, and the steps may be executed in other orders. Moreover, at least some of the steps in various embodiments may include multiple sub-steps or stages that are not necessarily performed at the same time, but may be performed at different times, nor do the order in which the sub-steps or stages are performed necessarily performed in sequence, but may be performed alternately or alternately with at least a portion of the sub-steps or stages of other steps or other steps.

The foregoing examples illustrate only a few embodiments of the invention and are described in detail herein without thereby limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention.

Claims

1. A variable displacement control method based on a hydraulic variable valve mechanism, characterized by comprising the steps of:

if the circulation stage of the intake valve of the target cylinder is in the intake stage, controlling the opening of the throttle valve of the intake valve of the target cylinder so that the gain of gas in the cylinder after the end of the cylinder deactivation transition period of the target cylinder meets the expectations; and/or

If the circulation stage of the exhaust valve of the target cylinder is in the exhaust stage, controlling the opening of the throttle valve of the exhaust valve of the target cylinder so that the gain of gas in the target cylinder after the end of the cylinder deactivation transition period meets the expectations; the expectation is that: after a set transition cycle after the emission of the cylinder deactivation control signal, the lowest pressure in the cylinder after the cylinder deactivation cycle is not lower than 0.02MPa;

2. The variable displacement control method based on a hydraulic variable valve mechanism according to claim 1, characterized in that the step of determining the cycle phase of the intake valve of the target cylinder according to the time of receiving the cylinder deactivation control signal specifically includes:

3. The variable displacement control method based on a hydraulic variable valve mechanism according to claim 2, characterized in that the step of determining the cycle phase of the exhaust valve of the target cylinder according to the time of receiving the cylinder deactivation control signal specifically includes:

Mapping the crank angle with an exhaust valve opening of a target cylinder;

4. The variable displacement control method based on a hydraulic variable valve mechanism according to claim 1, characterized in that the method further comprises:

5. The variable displacement control method based on a hydraulic variable valve mechanism according to claim 1, characterized in that the method further comprises:

6. The variable displacement control method based on a hydraulic variable valve mechanism according to claim 1, characterized in that the method further comprises:

7. A variable displacement control system based on a hydraulic variable valve train, applied to a controller of an automobile, comprising: the device comprises a data acquisition module, a timing module, an intake valve control module, an exhaust valve control module and a control line execution module;

the air inlet valve control module is used for controlling the opening degree of an air inlet valve throttle valve of the target air cylinder when the circulation stage of the air inlet valve of the target air cylinder is in the air inlet stage so as to enable the air gain in the air cylinder to meet the expected after the cylinder deactivation transition period is finished;

the exhaust valve control module is used for controlling the opening degree of an exhaust valve throttle valve of the target cylinder when the circulation stage of the exhaust valve of the target cylinder is in the exhaust stage so as to enable the gas gain in the cylinder to meet the expected requirement after the cylinder deactivation transition period is finished; the expectation is that: after a set transition cycle after the emission of the cylinder deactivation control signal, the lowest pressure in the cylinder after the cylinder deactivation cycle is not lower than 0.02MPa;

8. The variable displacement control system based on a hydraulic variable valve train of claim 7, wherein the timing module comprises: a crank angle acquisition unit, an opening mapping unit and a cyclic stage reference unit;

9. The variable displacement control system based on a hydraulic variable valve mechanism according to claim 8, wherein,

the crank angle acquisition unit is also used for acquiring the crank angle corresponding to the current time of the exhaust valve of the target cylinder;

10. The variable displacement control system based on a hydraulic variable valve mechanism according to claim 7, wherein,

the data acquisition module is further used for receiving a cylinder activation signal, wherein the cylinder activation signal comprises one of intake valve opening and closing information of one or more target cylinders, exhaust valve opening and closing information of one or more target cylinders and intake/exhaust valve coupling opening and closing information of one or more target cylinders;