Abstract Cylinder deactivation is an effective measure to reduce the fuel consumption of internal combustion engines. This paper presents a control strategy for the cylinder deactivation (CDA) process and the cylinder reactivation (CRA) process, based on the inversion of a control-oriented discrete-event model. The focus of this paper lies on quantity-controlled stoichiometrically-operated engines with different layouts. Nevertheless, the main results are transferable to other engines, including quality-controlled engines. Two major aspects of CDA and CRA are considered in detail in this paper. The first aspect is the cycle-averaged torque during the CDA and CRA. Due to the reciprocating behaviour of the engine, an unavoidable discontinuity in the cycle-averaged torque is identified, irrespective of the type of engine. The amplitude of this torque ripple depends on the duration of the CDA or CRA and can be quantified a priori. A trade-off between the torque ripple amplitude and the CDA or CRA duration is identified. The second aspect is the amount of fuel consumed during the CDA and CRA. It is shown that to achieve a CDA or CRA with a limited torque ripple amplitude, some combustion cycles at unfavourable low-load conditions must occur. For example, ignition retardation might be used resulting in a significant portion of the fuel energy being lost. As a result an increase in the amount of fuel consumed during the CDA or CRA compared to that of continued operation in activated cylinder mode may arise. The conducted investigations show that this increase in fuel consumption is compensated after a few seconds of operation in the more fuel-efficient deactivated cylinder mode.

中文翻译：

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停缸控制策略

摘要 停缸是降低内燃机油耗的有效措施。本文基于面向控制的离散事件模型的反演，提出了气缸停用 (CDA) 过程和气缸重新启用 (CRA) 过程的控制策略。本文的重点在于具有不同布局的数量控制的化学计量操作发动机。然而，主要结果可转移到其他引擎，包括质量控制引擎。本文详细考虑了 CDA 和 CRA 的两个主要方面。第一个方面是 CDA 和 CRA 期间的循环平均扭矩。由于发动机的往复运动，无论发动机类型如何，都会识别出循环平均扭矩中不可避免的不连续性。该转矩脉动的幅度取决于 CDA 或 CRA 的持续时间，并且可以先验量化。确定了转矩脉动幅度和 CDA 或 CRA 持续时间之间的权衡。第二个方面是 CDA 和 CRA 期间消耗的燃料量。结果表明，要实现具有有限转矩脉动幅度的 CDA 或 CRA，必须在不利的低负载条件下发生一些燃烧循环。例如，可能使用点火延迟导致大量燃料能量损失。因此，与在启用汽缸模式下的持续操作相比，CDA 或 CRA 期间消耗的燃料量可能会增加。