Engine cylinder deactivation position calibration method and vehicle

Abstract

The invention relates to an engine cylinder deactivation position calibration method and a vehicle, and the method comprises the steps: carrying out the physical position marking of an engine; time sequence compensation parameters are obtained based on the synchronous rotating speed of the engine and the rotating speed in the cylinder deactivation request, and the time sequence compensation parameters are error values, calculated by software, of the theoretical position and the physical position; cylinder deactivation of the engine is controlled based on the time sequence compensation parameters, and NVH parameters of different cylinder deactivation positions are measured; and determining an optimal cylinder deactivation position of the engine based on the NVH parameters. The problems of control source distortion, insufficient calibration efficiency and the like in an existing scheme can be solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle engineering, and in particular to an engine cylinder deactivation position calibration method and a vehicle. BACKGROUND

[0002] In a hybrid vehicle, optimizing the engine cylinder deactivation position is crucial for improving the smoothness of start-stop and NVH performance. Traditional free cylinder deactivation strategies are prone to cause differences in starting load resistance due to random fluctuations in the crankshaft position, leading to shaking, noise, and response delays, which seriously affect the driving experience. Existing technologies usually optimize the deactivation precision through signal control, including synchronous crankshaft / camshaft signal closed-loop control, dynamic compensation of angle error based on resolver signals, or the introduction of feedforward torque mapping to suppress control delays.

[0003] Although the above-mentioned existing methods can improve the position control precision, they still have many shortcomings, such as uncalibrated system errors (e.g., signal processing delays) between direct software observation values and physical positions, which can easily lead to distortion of the control source; or low efficiency and long time for vehicle calibration, which requires repeated debugging of control parameters and makes it difficult to reuse calibration data. SUMMARY

[0004] Embodiments of the present application provide an engine cylinder deactivation position calibration method and a vehicle, aiming to improve the distortion of the control source and the insufficient calibration efficiency in existing solutions.

[0005] The present application first provides an engine cylinder deactivation position calibration method, comprising: physically marking the engine; obtaining a timing compensation parameter based on the synchronous speed of the engine and the speed at the time of cylinder deactivation request, wherein the timing compensation parameter is the error value between the software calculated theoretical position and the physical position; controlling the engine cylinder deactivation based on the timing compensation parameter and measuring the NVH parameters of different cylinder deactivation positions; and determining the optimal cylinder deactivation position of the engine based on the NVH parameters.

[0006] In the engine cylinder deactivation position calibration method of the present application, the basic error between physical marking and software observation value (i.e., obtaining the timing compensation parameter) is first calibrated to solve the problem of distortion of the control source; then the actual cylinder deactivation position is controlled based on the timing compensation parameter, and the position with the smallest real vibration in the physical world is selected through NVH parameter testing, finally the theoretical control target (software position) and the user experience target (NVH performance) are decoupled, ensuring that the engine can be stopped at a specified position and the optimal start comfort point can be selected, i.e., the optimal smoothness of the cylinder deactivation position is achieved through staged calibration.

[0007] In some embodiments, the physical position of the engine is marked, including: taking the compression top dead center of the camshaft as the origin and marking the crankshaft of the engine at a preset angle interval.

[0008] In some embodiments, the method for obtaining the timing compensation parameter based on the synchronous speed and the speed at the time of the request for deactivation of the engine comprises: obtaining the synchronous speed and the speed at the time of the request for deactivation of the engine, wherein the synchronous speed is greater than or equal to the speed at the time of the request for deactivation of the engine; obtaining the working cycle at the time of the collection of the speed and the deceleration ratio between the engine and the motor; and calculating the timing compensation parameter based on the synchronous speed, the working cycle and the deceleration ratio.

[0009] In some embodiments, the method for calibrating the deactivation position of the engine further comprises: filtering the speed, and taking the deactivation position obtained based on the timing compensation parameter as a target deactivation position; and obtaining a target compensation position based on the target deactivation position and a physical position, wherein the target compensation position is an error value between the target deactivation position and the physical position.

[0010] In some embodiments, the method for obtaining the target compensation position based on the target deactivation position and the physical position comprises: determining a plurality of target deactivation positions at a preset angle interval; recording the physical position corresponding to the target deactivation position by adjusting loop parameters, wherein the loop parameters are related to PID coefficients, gradient coefficients, speed coefficients, PI coefficients of the speed loop and gradient coefficients of the speed loop used for controlling the deactivation of the engine; and obtaining the target compensation position by calculating the difference between the target deactivation position and the physical position.

[0011] In some embodiments, the method for measuring the NVH parameter at different deactivation positions comprises: arranging NVH test equipment at predetermined positions of the engine; and controlling the deactivation of the engine based on the timing compensation parameter, and measuring the NVH parameter at different deactivation positions by using the NVH test equipment.

[0012] In some embodiments, the method for measuring the NVH parameter at different deactivation positions further comprises: arranging NVH test equipment at predetermined positions of the engine; and controlling the deactivation of the engine based on the timing compensation parameter and the target compensation position, and measuring the NVH parameter at different deactivation positions by using the NVH test equipment.

[0013] In some embodiments, the method for calibrating the deactivation position of the engine further comprises: obtaining the timing compensation parameter and / or the target compensation position, and applying the timing compensation parameter and / or the target compensation position to the control equipment of the vehicle.

[0014] In some embodiments, the method for calibrating the deactivation position of the engine further comprises: obtaining a plurality of sets of timing compensation parameters and / or target compensation positions based on the load curve of the engine at different deactivation positions, and controlling the deactivation of the engine based on the plurality of sets of timing compensation parameters and / or target compensation positions.

[0015] The application also provides a vehicle, the deactivation position of the engine of which is calibrated by the method for calibrating the deactivation position of the engine according to any one of the above embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 is a flow chart of the engine deactivation position calibration method of an embodiment of the present application.

[0017] Figure 2 is a schematic diagram of the actual camshaft signal and signal timing calibration in MCU of an embodiment of the present application.

[0018] Figure 3 is a sub-flow chart of step S200 of an embodiment of the present application.

[0019] Figure 4 is a sub-flow chart of step S300 of an embodiment of the present application.

[0020] Figure 5 is a flow chart of the engine deactivation position calibration method of another embodiment of the present application.

[0021] Figure 6 is a sub-flow chart of step S410 of an embodiment of the present application.

[0022] Figure 7 is a sub-flow chart of step S510 of an embodiment of the present application.

[0023] Figure 8 is a structural schematic diagram of an assembly bench of an embodiment of the present application.

[0024] The following detailed description will further describe the present application in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0025] In order to make the technical problems, technical solutions and beneficial effects of the present application clearer, the present application will be further described in detail below in conjunction with embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0026] In a hybrid vehicle, optimizing the engine deactivation (also referred to as "stop") position is crucial to improving the smoothness of start-stop and driving experience. The crank angle position at the time of engine deactivation directly affects the resistance load to be overcome for the next start. If the deactivation position fluctuates randomly, even if the same start torque is applied, the difference in load resistance will cause start shaking, noise increase and response delay, seriously affecting the NVH performance of the vehicle and the user's driving comfort. The traditional "free deactivation" strategy relies on engine inertia coasting, and it is difficult to ensure the stability and controllability of the deactivation position, so it is urgent to introduce precise deactivation control technology to solve this problem.

[0027] The prior art mainly optimizes the cylinder stop position through signal control means to minimize the resistance load. Typical solutions include: using the crankshaft / camshaft signal to synchronize with the motor rotary variable signal, combining PID closed-loop control to control the engine in the preset resistance minimum angle range; using the rotary variable signal to dynamically compensate the crankshaft angle error, thereby improving the cylinder stop position accuracy; and introducing a torque feedforward mechanism based on water temperature and piston position mapping to reduce control delay and overshoot. These methods improve the accuracy and response speed of the cylinder stop from different angles.

[0028] However, the above-mentioned technologies still have many deficiencies. First, there is an inherent system error between the software observation value and the actual physical position, such as signal processing delay and filter lag. The existing method does not eliminate this deviation through calibration before application, resulting in distortion of control accuracy at the source. Second, in vehicle calibration, control parameters need to be repeatedly debugged for different vehicle models, which cannot reuse existing calibration data, resulting in prolonged verification period and low development efficiency.

[0029] Therefore, the embodiments of the present application provide an engine cylinder stop position calibration method and a vehicle, aiming to improve the control source distortion and calibration efficiency in the existing scheme. The vehicle can be any kind of hybrid vehicle, such as parallel, series (i.e. range extender) and hybrid vehicles.

[0030] In the present application, the NVH parameter refers to the physical quantity such as vibration acceleration and noise sound pressure of the engine start-stop process measured by a sensor or test equipment, i.e. noise, vibration and harshness (Noise, Vibration, Harshness), which is used to quantitatively evaluate the vehicle smoothness and quietness.

[0031] In the present application, the compression top dead center refers to the highest position point reached by the piston in the compression stroke, which can be used as the mechanical reference origin of the engine crankshaft angle position in the present application.

[0032] In the present application, the synchronous speed refers to the stable speed threshold when the motor controller and the engine crankshaft signal are matched, which is used to represent the system entering a controllable state.

[0033] In the present application, the adjustment loop parameter refers to the proportional-integral-derivative (PID) coefficient and gradient adjustment variable used for dynamic correction of position deviation in closed-loop control.

[0034] In the present application, the assembly bench refers to an engine-motor system independent calibration platform integrated with high-precision test equipment and control units.

[0035] Figure 1 is the flowchart of the engine cylinder stop position calibration method of the embodiments of the present application.

[0036] The application first provides an engine cylinder deactivation position calibration method, which can also be referred to as a calibration method or a method for convenience of description. As shown in Figure 1 The calibration method can include the following steps. Step S100: physically marking the engine.

[0037] The physical position refers to the actual rotation angle of the camshaft of the engine.

[0038] In some embodiments, step S100 can specifically include marking the crankshaft of the engine at a preset angle interval with the compression top dead center of the camshaft as the origin. In this case, the compression top dead center of the camshaft is the piston dynamics load boundary point (expansion / compression stroke conversion), and the physical marking based on this can make the load curve quantification more accurate; the preset angle interval marking (such as every 30° crankshaft rotation angle) can cover the entire working cycle of the engine, providing a standardized position reference system for subsequent multi-position NVH testing, and reducing the problem of marking blind area affecting data continuity.

[0039] In some embodiments, the way of physically marking the engine can be to obtain scale marks around the camshaft by using scale labels.

[0040] Figure 2 is a schematic diagram of the actual camshaft signal and the signal timing calibration in the MCU of the embodiments of the application.

[0041] As shown in Figure 1 The calibration method can further include the following steps. Step S200: obtaining a timing compensation parameter based on the synchronous speed of the engine and the speed at the time of the cylinder deactivation request.

[0042] The timing compensation parameter can be the error value of the theoretical position calculated by software and the physical position. As shown in Figure 2 In the software execution process, all tasks are triggered or called at a specific period, and when the signal falling edge (corresponding to the compression top dead center position of a cylinder of the engine) sent by the engine management system (EMS) through a hard line arrives, the motor controller (MCU) can be executing other tasks, resulting in a delay in the actual sampling of the signal position by the cylinder deactivation control task. This delay time directly reflects the size of the position error, so the error needs to be compensated (i.e., the timing compensation parameter is obtained) to reduce the mismatch between the motor synchronous position and the actual engine position caused by the too large cylinder deactivation position deviation, and to further cause the smoothness problem of the engine start.

[0043] It should be noted that the "synchronization" described in the present application refers to the process of corresponding matching of the engine position signal sent by the MCU through the EMS via the hard line and the motor rotary variable signal. Based on the synchronization relationship, the engine stop position can be accurately controlled by controlling the motor rotary variable position, so that it is stably stopped at the preset target position.

[0044] Figure 3 is a subflowchart of step S200 of the embodiment of the present application.

[0045] In some embodiments, as shown in Figure 3 , step S200 can specifically include: Step S201: Obtain the synchronous speed and the speed at the time of the request for stopping the cylinder.

[0046] The speed at the time of the request for stopping the cylinder refers to the speed or speed range at the time when the engine sends the oil cut-off and dies. In order to be compatible with different hybrid vehicle models and ensure sufficient time for synchronization and execution of the stop cylinder control, the synchronous speed can be greater than or equal to the speed at the time of the request for stopping the cylinder. In addition, since the engine dynamic speed compensation itself has inherent errors, and the compensation error is larger when the speed is higher, the synchronous speed should not be set too high, otherwise, the timing delay will be further increased, resulting in an increase in the synchronization angle error and affecting the control accuracy.

[0047] In some embodiments, the synchronous speed can be converted into the highest synchronous speed allowed by the system according to 1 / 3 times the timing compensation parameter.

[0048] Step S202: Obtain the working period at the time of collecting the speed and the deceleration ratio between the engine and the motor.

[0049] The working period at the time of collecting the speed refers to the working period of the MUC at the time of collecting the engine speed at the request for stopping the cylinder.

[0050] Step S203: Calculate the timing compensation parameter based on the synchronous speed, the working period, and the deceleration ratio.

[0051] In step S200 (specifically, steps S201 to S203), the synchronous speed of the engine being greater than or equal to the stop request speed can ensure that the system is in a stable response state when the control command is issued, and exclude the disturbance of speed fluctuation; and the working period associated with the deceleration ratio can convert the motor control period (discrete signal) to the continuous motion of the engine crankshaft, and compensate for the phase lag caused by multi-stage transmission. Thus, the response delay of the electronic control system (mainly the MCU), the power transmission loss can be converted into a quantifiable compensation amount, and the stop cylinder control accuracy is improved.

[0052] As shown in Figure 1 , the calibration method can further include: Step S300: Control the engine to stop the cylinder based on the timing compensation parameter, and measure the NVH parameter at different stop cylinder positions.

[0053] Figure 4 FIG. 3 is a subflow chart of step S300 of the embodiment of the present application.

[0054] In some embodiments, as shown in FIG. 3, step S300 can specifically include: Figure 4 Step S301: Arrange the NVH test equipment at a predetermined position of the engine.

[0055] The predetermined position of the engine can include the left suspension, the right suspension, and the engine pull rod position, etc.

[0056] Step S302: Control the engine to stop the cylinder based on the timing compensation parameter.

[0057] In some embodiments, the step S301 of controlling the engine to stop the cylinder based on the timing compensation parameter can be: obtaining a plurality of sets of timing compensation parameters based on the load curve of the engine at different stop cylinder positions and controlling the engine to stop the cylinder based on the plurality of sets of timing compensation parameters.

[0058] Step S303: Measure the NVH parameter at different stop cylinder positions by the NVH test equipment.

[0059] In steps S301 to S303, by arranging the NVH test equipment at the predetermined position of the engine, the physical signals such as the engine instantaneous cylinder vibration and the in-vehicle noise can be directly collected; and by controlling the test at the compensated position, the engine is stopped based on the calibrated position, so as to ensure that the NVH data reflects the true optimization potential. In this way, the modeling error of the suspension system transfer function can be avoided, and the real user experience data can be obtained.

[0060] As shown in FIG. 4, the calibration method can further include: Figure 1 Step S400: Determine the optimal stop cylinder position of the engine based on the NVH parameter.

[0061] Through step S400, the optimal engine comfort point can be selected, and when the parameters in the method are reused to the whole vehicle, the optimal smoothness of the stop cylinder position can be realized.

[0062] As shown in FIG. 5, in some embodiments, the engine stop cylinder position calibration method can further include: Figure 1 Step S500: Obtain the timing compensation parameter by the control equipment, and apply the timing compensation parameter to the control equipment of the automobile.

[0063] The control equipment can be MUC or VCU.

[0064] ​​​In the steps S100 to S500 of the engine cylinder deactivation position calibration method of the present application, firstly, the basic error of the physical mark and the software observation value is calibrated (i.e. the timing compensation parameter is obtained), the distortion problem of the control source is solved; then the actual cylinder deactivation position is controlled based on the timing compensation parameter, and the position with the minimum vibration in the physical world is selected through the NVH parameter test, finally the theoretical control target (software position) and the user experience target (NVH performance) are decoupled, and it is ensured that the engine can be de-activated at the specified position and the optimal start comfort point can be selected, that is, the optimal smoothness of the cylinder deactivation position is realized through the staged calibration.

[0065] In the present embodiment, the engine cylinder deactivation position calibration method can be completed by an assembly bench, wherein the assembly bench can include a test device (such as EMS) for obtaining the physical position and a control device (MCU) for controlling the engine cylinder deactivation. The test device (such as the laser position measuring instrument in EMS) can realize the physical position measurement, and the control device directly outputs the compensation parameter, which can reduce the signal conversion error of the vehicle-mounted ECU and generate pure reference data.

[0066] Figure 5 is a flow chart of the engine cylinder deactivation position calibration method of another embodiment of the present application.

[0067] Due to the signal stability requirement and the smoothness requirement, the engine speed is generally filtered in actual application, so the position calculated by the speed actually has a delay error with the actual position, and this part of error can be calibrated and realized by compensating the software target position. Therefore, in some other embodiments, as shown in Figure 5 The engine cylinder deactivation position calibration method further includes steps S110 to S710, wherein the step S110 is the same as the step S100 of the foregoing embodiment, the step S210 is the same as the step S200 of the foregoing embodiment, and the step S610 is the same as the step S400 of the foregoing embodiment, and details are not repeated here.

[0068] In the present embodiment of the present application, as shown in Figure 5 The calibration method can include: Step S310: filtering the speed, and recording the cylinder deactivation position obtained based on the timing compensation parameter as a target cylinder deactivation position.

[0069] Step S410: obtaining a target compensation position based on the target cylinder deactivation position and the physical position.

[0070] The target compensation position is an error value between the target cylinder deactivation position and the physical position.

[0071] The speed filtering in steps S310 and S410 can suppress high-frequency interference (such as sensor noise) and reduce distortion of the compensation parameter caused by sudden signals. The secondary calibration of the target deactivation position to the physical position can first solve dynamic errors through the timing compensation parameter, and then correct the static deviation of the mechanical system (such as gear backlash) through the target compensation parameter, so as to form an error convergence mechanism, reduce working condition disturbance, and ensure the repeatability of the deactivation position. Thus, accurate deactivation control can be achieved at different preset angles, thereby providing a consistent and reliable pose reference for subsequent reuse in the engine starting process, and effectively improving the smoothness and control accuracy.

[0072] Figure 6 FIG. 4 is a subflowchart of step S410 of the embodiment of the present application.

[0073] As shown in FIG. 4, step S410 can include the following steps. Figure 6 Step S411: Determine a plurality of target deactivation positions at preset angle intervals.

[0074] Step S412: Record the physical position corresponding to the target deactivation position by adjusting the loop parameter.

[0075] The loop parameter is related to the PID coefficient, gradient coefficient, speed coefficient, PI coefficient of the speed loop, and gradient coefficient of the speed loop used for controlling the deactivation of the engine.

[0076] Step S413: Obtain the target compensation position by calculating the difference between the target deactivation position and the physical position.

[0077] Suppose the target deactivation position is TargetPos, and the target position is set to this value in the MCU software. By adjusting the loop parameter (including each PID parameter and gradient parameter), if the actual physical marker position of the engine is observed to be ActPos, the target compensation position can be initially set to the difference between TargetPos and ActPos (TargetPos-ActPos) in the MCU software. If there is a reduction ratio relationship between the MCU and the EMS, the compensation value needs to be multiplied by the reduction ratio, that is, the target compensation position is: reduction ratio x (TargetPos-ActPos). In the embodiment of the present application, to improve the reliability of the calibration result, multiple repeated tests can be performed, and the average value of the compensation values is taken as the final result.

[0078] ​Subsequently, the calibrated timing compensation parameters and target compensation parameters need to be verified at preset angular intervals in the above embodiments (e.g., every 30° interval, i.e., 0°, 30°, 60°...360°). A shutdown test is performed at each interval to confirm whether the software observation position matches the actual physical position of the engine. If a large deviation is found at a certain position point, it indicates that the current parameters are not applicable at that position (i.e., angle). In this case, the parameters should be fine-tuned appropriately to ensure that the software observation values ​​at all key position points accurately match the actual physical positions.

[0079] As described above, in the embodiments of this application, the calibration method may further include: Step S510: Control the engine cylinder deactivation based on timing compensation parameters and target compensation parameters, and measure NVH parameters at different cylinder deactivation positions.

[0080] Figure 7 This is a sub-flowchart of step S510 in an embodiment of this application.

[0081] Similar to step S300 in the foregoing embodiment, as follows: Figure 7 As shown, step S510 may specifically include: Step S511: Install NVH testing equipment at the predetermined location on the engine.

[0082] Step S512: Control the engine cylinder deactivation based on timing compensation parameters and target compensation position.

[0083] In some embodiments, step S512 may include: obtaining multiple sets of timing compensation parameters and target compensation positions based on the load curves of the engine at different cylinder deactivation positions, and controlling the engine to deactivate cylinders based on the multiple sets of timing compensation parameters and target compensation positions.

[0084] Step S513: Measure the NVH parameters at different cylinder deactivation positions using NVH testing equipment.

[0085] Steps S511 to S513 are similar to the aforementioned steps S301 to S303, so the relevant descriptions can be found in the above content and will not be repeated here.

[0086] As described above, in the embodiments of this application, the calibration method further includes: Step S710: Obtain timing compensation parameters and / or target compensation position, and apply the timing compensation parameters and / or target compensation position to the vehicle's control equipment.

[0087] After the timing compensation parameters and target compensation parameters are transferred to the vehicle through step S710, the same engine family only needs to be calibrated on the assembly bench once to adapt to vehicles with different suspension systems. By only needing to fine-tune the NVH target position, the problem of repeated investment in cross-model calibration of the hybrid platform is solved.

[0088] Figure 8 This is a schematic diagram of the assembly stand 10 according to an embodiment of this application.

[0089] It is understandable that the above method requires assembly test bench 10, therefore, if Figure 8 As shown, the assembly bench 10 may include at least an engine management system 11 (containing an engine 110), a motor controller 12, and a vehicle controller 13. A hardwired connection needs to be established between the engine management system 11 (EMS) and the motor controller 12 (MCU) of the assembly bench 10, allowing the EMS to transmit camshaft and crankshaft signals to the MCU. Simultaneously, the vehicle controller 13 (VCU) communicates with both the MCU and the EMS via a CAN bus. After the engine 110 starts running, the MCU begins synchronizing the engine position signal and matching it with the motor resolver signal. At this time, the software defaults to using theoretically calculated timing compensation parameters.

[0090] During the calibration process on assembly bench 10, when engine 110 requires fuel cut-off and shutdown, the VCU sends a cylinder deactivation request to the MCU, which then performs cylinder deactivation control on the electric motor. The system records the software-observed position after shutdown and the actual marked physical shutdown position of engine 110, and calculates the positional deviation between the two. Theoretically, a set of timing compensation parameters should be applicable to different position points; therefore, the theoretically calculated value needs to be fine-tuned based on different position points to ensure its applicability to all possible shutdown positions.

[0091] On the assembly test bench 10, the system performs scanning tests at fixed angle intervals. Based on the actual physical position of the engine when it stops, it completes the calibration and verification of the software observation position and determines the optimal position point for the next start. This optimal position point will eventually be applied to the actual vehicle, allowing the engine position and actual stopping position to be directly observed in real time through the software window on the vehicle, thus achieving precise control.

[0092] Finally, this application also provides a vehicle in which the engine cylinder deactivation position is calibrated using the engine cylinder deactivation position calibration method of any of the above embodiments of this application.

[0093] In this application, "multiple" refers to two or more. Unless otherwise expressly defined, the term "connection" should be interpreted broadly, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0094] The terms "first", "second", "third", "fourth" and the like in the present application, if any, are used to distinguish between similar objects, and do not necessarily have to describe a particular sequential or chronological order. The term "and / or" in the present application is merely a description of the association relationship between the associated objects, which means that there can be three kinds of relationships, for example, A and / or B can represent the following three cases: A exists alone, A and B exist together, and B exists alone. In addition, the character " / " in the present application generally represents an "or" relationship between the associated objects.

[0095] Unless otherwise specified, all steps in the present application can be performed in sequence or randomly. For example, the method comprises steps A and B, which means that the method can comprise steps A and B performed in sequence, or steps B and A performed in sequence. For example, the method can further comprise step C, which means that step C can be added to the method in any order, for example, the method can comprise steps A, B and C, or steps A, C and B, or steps C, A and B, etc.

[0096] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A method for calibrating the cylinder deactivation position of an engine, characterized in that, include: Physically mark the engine's location; Timing compensation parameters are obtained based on the synchronous speed of the engine and the speed at which the cylinder deactivation request is made, wherein the timing compensation parameters are the error values ​​between the theoretical position calculated by the software and the physical position. The engine cylinder deactivation is controlled based on the timing compensation parameters, and NVH parameters at different cylinder deactivation positions are measured. The optimal cylinder deactivation position of the engine is determined based on the NVH parameters.

2. The engine cylinder deactivation position calibration method according to claim 1, characterized in that, The physical location marking of the engine includes: The crankshaft of the engine is marked with the top dead center of the camshaft compression as the origin and at preset angular intervals.

3. The engine cylinder deactivation position calibration method according to claim 1, characterized in that, The timing compensation parameters obtained based on the engine's synchronous speed and the speed at the time of cylinder deactivation request include: The synchronous speed and the speed at which the cylinder deactivation request is made are obtained, wherein the synchronous speed is greater than or equal to the speed at which the cylinder deactivation request is made; The working cycle during which the rotational speed is collected and the reduction ratio between the engine and the motor are obtained; The timing compensation parameters are calculated based on the synchronous speed, the working cycle, and the reduction ratio.

4. The engine cylinder deactivation position calibration method according to claim 2, characterized in that, Also includes: The rotational speed is filtered, and the cylinder stop position obtained based on the timing compensation parameters is recorded as the target cylinder stop position. A target compensation position is obtained based on the target cylinder stop position and the physical position, wherein the target compensation position is the error value between the target cylinder stop position and the physical position.

5. The engine cylinder deactivation position calibration method according to claim 4, characterized in that, The process of obtaining the target compensation position based on the target cylinder deactivation position and the physical position includes: Multiple target cylinder stop positions are determined at the preset angle intervals; The physical position corresponding to the target cylinder deactivation position is recorded by adjusting the loop parameters, wherein the adjusting loop parameters are related to the PID coefficient, gradient coefficient, speed coefficient, PI coefficient of the speed loop, and gradient coefficient of the speed loop used to control the engine cylinder deactivation. The target compensation position is obtained by calculating the difference between the target cylinder stop position and the physical position.

6. The engine cylinder deactivation position calibration method according to claim 1, characterized in that, The measurement of NVH parameters at different cylinder deactivation positions includes: NVH testing equipment was installed at the designated location on the engine. The engine cylinder deactivation is controlled based on the timing compensation parameters, and the NVH parameters at different cylinder deactivation positions are measured using the NVH testing equipment.

7. The engine cylinder deactivation position calibration method according to claim 4, characterized in that, The measurement of NVH parameters at different cylinder deactivation positions includes: NVH testing equipment was installed at the designated location on the engine. The engine cylinder deactivation is controlled based on the timing compensation parameters and the target compensation position, and the NVH parameters at different cylinder deactivation positions are measured using the NVH testing equipment.

8. The engine cylinder deactivation position calibration method according to claim 7, characterized in that, Also includes: Obtain the timing compensation parameters and / or the target compensation position, and apply the timing compensation parameters and / or the target compensation position to the vehicle's control equipment.

9. The engine cylinder deactivation position calibration method according to claim 4, characterized in that, Also includes: Based on the load curves of the engine at different cylinder deactivation positions, multiple sets of timing compensation parameters and / or target compensation positions are obtained, and the engine cylinder deactivation is controlled based on the multiple sets of timing compensation parameters and / or target compensation positions.

10. A vehicle, characterized in that, The engine cylinder deactivation position is calibrated using the engine cylinder deactivation position calibration method as described in any one of claims 1 to 8.

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