Simulation optimization method, device and equipment of vehicle combustion system and storage medium

Abstract

The application discloses a simulation optimization method, device and equipment of a vehicle combustion system and a storage medium, and comprises the following steps: acquiring engine main parameters, determining combustion chamber parameters of the vehicle combustion system according to the engine main parameters; when a cylinder flow evaluation execution condition is met, determining a cylinder flow evaluation result of an engine cylinder according to the combustion chamber parameters; when a cylinder injection evaluation execution condition is met, determining a cylinder injection evaluation result of the engine cylinder according to the combustion chamber parameters or the cylinder flow evaluation result; and when the cylinder flow evaluation result and the cylinder injection evaluation result both meet corresponding preset conditions, determining a simulation optimization result of the combustion system. The above technical solution improves the working efficiency of the vehicle combustion system, saves time cost and economic cost, and effectively realizes energy saving and emission reduction on the basis of ensuring engine power.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a simulation optimization method, apparatus, device, and storage medium for a vehicle combustion system. Background Technology

[0002] With the continuous development of vehicle technology, the rapid iteration and updating of automobile products require engine research and development to be updated accordingly. Whether in terms of fuel consumption, emissions, or power performance, modern gasoline engines place higher demands on combustion speed. Among the many measures to improve combustion speed, improving combustion system design is crucial and direct.

[0003] Currently, traditional combustion system design methods are time-consuming, labor-intensive, and lengthy. If design standards are not met, the original design must be reverted to for adjustments. In traditional combustion system design methods, multiple design factors are coupled together, making it difficult to identify individual influencing factors, which is extremely detrimental to the optimization and improvement of the design. Therefore, the entire optimization design process struggles to meet the demands of rapid engine development updates and cannot guarantee engine power and fuel economy. Summary of the Invention

[0004] This invention provides a simulation optimization method, device, equipment, and storage medium for a vehicle combustion system, which improves the working efficiency of the vehicle combustion system, saves time and economic costs, and effectively achieves energy conservation and emission reduction while ensuring engine power.

[0005] In a first aspect, embodiments of this disclosure provide a simulation optimization method for a vehicle combustion system, including:

[0006] Obtain the engine master parameters, and determine the combustion chamber parameters of the vehicle combustion system based on the engine master parameters;

[0007] When the conditions for performing in-cylinder flow evaluation are met, the in-cylinder flow evaluation result of the engine cylinder is determined based on the combustion chamber parameters.

[0008] When the conditions for in-cylinder spray evaluation are met, the in-cylinder spray evaluation result of the engine cylinder is determined based on the combustion chamber parameters or the in-cylinder flow evaluation result.

[0009] When both the in-cylinder flow evaluation results and the in-cylinder spray evaluation results meet the corresponding preset conditions, the simulation optimization results of the combustion system are determined.

[0010] Secondly, embodiments of this disclosure provide a simulation optimization device for a vehicle combustion system, comprising:

[0011] The parameter acquisition module is used to acquire the main engine parameters and determine the combustion chamber parameters of the vehicle combustion system based on the main engine parameters.

[0012] The flow result acquisition module is used to determine the in-cylinder flow evaluation result of the engine cylinder based on the combustion chamber parameters when the in-cylinder flow evaluation execution conditions are met.

[0013] The spray result acquisition module is used to determine the in-cylinder spray evaluation result of the engine cylinder based on the combustion chamber parameters or the in-cylinder flow evaluation result when the in-cylinder spray evaluation execution conditions are met.

[0014] The optimization result determination module is used to determine the simulation optimization result of the combustion system when both the in-cylinder flow evaluation result and the in-cylinder spray evaluation result meet the corresponding preset conditions.

[0015] Thirdly, embodiments of this disclosure provide an electronic device, including:

[0016] At least one processor; and

[0017] A memory that is communicatively connected to at least one processor; wherein,

[0018] The memory stores a computer program that can be executed by at least one processor, such that the at least one processor is able to execute the simulation optimization method for the vehicle combustion system provided in the first aspect embodiment above.

[0019] Fourthly, embodiments of this disclosure provide a computer-readable storage medium storing computer instructions that, when executed by a processor, implement the simulation optimization method for the vehicle combustion system provided in the first aspect of the embodiments.

[0020] The simulation optimization method, apparatus, device, and storage medium for a vehicle combustion system according to embodiments of the present invention acquire engine master parameters and determine combustion chamber parameters of the vehicle combustion system based on the engine master parameters; when the in-cylinder flow evaluation execution conditions are met, the in-cylinder flow evaluation result of the engine cylinder is determined based on the combustion chamber parameters; when the in-cylinder spray evaluation execution conditions are met, the in-cylinder spray evaluation result of the engine cylinder is determined based on the combustion chamber parameters or the in-cylinder flow evaluation result; when both the in-cylinder flow evaluation result and the in-cylinder spray evaluation result meet the corresponding preset conditions, the simulation optimization result of the combustion system is determined. The above technical solution, by decoupling the in-cylinder flow evaluation and in-cylinder spray evaluation processes, and by simultaneously running the in-cylinder flow evaluation cycle and the in-cylinder spray evaluation cycle, improves the working efficiency of the vehicle combustion system, saves time and economic costs, and effectively achieves energy conservation and emission reduction while ensuring engine power.

[0021] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart of a simulation optimization method for a vehicle combustion system provided in Embodiment 1 of the present invention;

[0024] Figure 2 This is a flowchart of a simulation optimization method for a vehicle combustion system provided in Embodiment 2 of the present invention;

[0025] Figure 3 This is a flowchart of another simulation optimization method for a vehicle combustion system provided in Embodiment 2 of the present invention;

[0026] Figure 4 This is a flowchart of another simulation optimization method for a vehicle combustion system provided in Embodiment 2 of the present invention;

[0027] Figure 5 This is a schematic diagram of the structure of a simulation optimization device for a vehicle combustion system provided in Embodiment 3 of the present invention;

[0028] Figure 6 This is a schematic diagram of the structure of an electronic device provided in Embodiment 4 of the present invention. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0030] It should be noted that the terms "first," "second," and "target," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] Example 1

[0032] Figure 1 This is a flowchart of a simulation optimization method for a vehicle combustion system provided in Embodiment 1 of the present invention. This embodiment is applicable to the situation of simulating and optimizing the vehicle combustion system. The method can be executed by a simulation optimization device for the vehicle combustion system, which can be implemented in hardware and / or software.

[0033] like Figure 1 As shown, the method includes:

[0034] S101. Obtain the main engine parameters and determine the combustion chamber parameters of the vehicle combustion system based on the main engine parameters.

[0035] In this embodiment, engine main parameters can be understood as parameters that characterize engine performance, such as displacement, intake method, turbocharging, supercharging, cylinder arrangement, number of cylinders, number of valves per cylinder, compression ratio, valve train, bore × stroke, maximum power, maximum torque, fuel grade, fuel supply method, cylinder head material, and cylinder block material. The vehicle combustion system can be understood as a system that prepares a mixture of a certain quantity and concentration according to the engine's needs, which is then burned in the cylinder to provide power for the vehicle. Combustion chamber parameters can be understood as the basic parameters of the engine cylinder combustion chamber, such as the intake and exhaust valve angles and the roof height.

[0036] Specifically, after obtaining the main engine parameters input by the operator, the total combustion chamber volume is calculated based on the corresponding main engine parameters. The combustion chamber volume is then allocated according to the cylinder head combustion chamber volume allocation ratio requirements. Finally, the combustion chamber volume allocation design is carried out through a simplified combustion chamber model based on the combustion chamber volume, and combustion chamber parameters such as the intake and exhaust valve angles and the top height are determined.

[0037] S102. When the conditions for performing in-cylinder flow evaluation are met, the in-cylinder flow evaluation results of the engine cylinder are determined based on the combustion chamber parameters.

[0038] In this embodiment, the in-cylinder flow evaluation execution conditions can be understood as the conditions for initiating or repeating the in-cylinder flow evaluation cycle, such as the combustion chamber parameters being determined or the previous in-cylinder flow evaluation cycle not meeting the preset cycle end conditions. This embodiment does not impose any limitations on this. The in-cylinder flow evaluation result can be understood as the result determined after calculating and evaluating the in-cylinder gas flow in the engine cylinder, including the in-cylinder flow data obtained from the in-cylinder flow calculation and the evaluation result determined after evaluating the in-cylinder flow data.

[0039] Specifically, after determining the combustion chamber parameters, the combustion chamber parameters are used as input data for the in-cylinder flow evaluation cycle. When the in-cylinder flow evaluation execution conditions are met, the calculation and evaluation of the gas flow in the engine cylinder are completed within the in-cylinder flow evaluation cycle. The in-cylinder flow data and corresponding evaluation results for each cycle are obtained, and the obtained in-cylinder flow data and corresponding evaluation results are determined as the in-cylinder flow evaluation results for the current cycle, until the in-cylinder flow cycle ends and the final in-cylinder flow evaluation result is obtained.

[0040] S103. When the conditions for in-cylinder spray evaluation are met, the in-cylinder spray evaluation result of the engine cylinder is determined based on the combustion chamber parameters or the in-cylinder flow evaluation result.

[0041] In this embodiment, the in-cylinder spray evaluation execution conditions can be understood as the conditions for initiating or repeating the in-cylinder spray evaluation cycle. Examples include: combustion chamber parameters have been determined; initial data sufficient for in-cylinder spray calculation has been obtained; in-cylinder flow evaluation has been performed a preset number of times; or the previous in-cylinder spray evaluation cycle did not meet a preset cycle termination condition. This embodiment does not impose any limitations on these conditions. The in-cylinder spray evaluation result can be understood as the result determined after calculating and evaluating the in-cylinder spray situation in the engine cylinder, including the in-cylinder spray data obtained from the in-cylinder spray calculation and the evaluation result determined after evaluating the in-cylinder spray data.

[0042] Specifically, after determining the combustion chamber parameters, these parameters are used as input data for the in-cylinder spray evaluation cycle; or, after obtaining the in-cylinder flow evaluation results determined according to the in-cylinder flow evaluation cycle, these results are used as input data for the in-cylinder spray evaluation cycle. When the in-cylinder spray evaluation execution conditions are met, the calculation and evaluation of engine in-cylinder spray are completed within the in-cylinder spray evaluation cycle. In-cylinder spray data and corresponding evaluation results for each cycle are obtained, and the obtained in-cylinder spray data and corresponding evaluation results are determined as the in-cylinder spray evaluation result for the current cycle, until the in-cylinder spray cycle ends, obtaining the final in-cylinder spray evaluation result.

[0043] Understandably, after the in-cylinder flow evaluation cycle completes a preset number of cycles based on actual conditions, the in-cylinder spray evaluation execution conditions are triggered. Simultaneously with the next cycle of the in-cylinder flow evaluation, the in-cylinder spray evaluation cycle also begins. That is, when the in-cylinder spray evaluation execution conditions are met, the in-cylinder flow evaluation cycle and the in-cylinder spray evaluation cycle run concurrently. After the in-cylinder spray evaluation cycle begins running, the in-cylinder spray evaluation execution conditions change to the previous in-cylinder spray evaluation cycle failing to meet the preset standard.

[0044] S104. When both the in-cylinder flow evaluation results and the in-cylinder spray evaluation results meet the corresponding preset conditions, determine the simulation optimization results of the combustion system.

[0045] In this embodiment, the preset conditions can be understood as the conditions for ending the in-cylinder flow evaluation cycle and the in-cylinder spray evaluation cycle, such as both the in-cylinder flow evaluation results and the in-cylinder spray evaluation results reaching a certain standard. The simulation optimization results of the combustion system can be understood as whether the simulation optimization of the vehicle combustion system has been completed or the degree of simulation optimization of the vehicle combustion system.

[0046] Specifically, when the in-cylinder flow evaluation result meets its corresponding evaluation criteria, and the in-cylinder spray evaluation result also meets its corresponding evaluation criteria, it can be determined that both the in-cylinder flow evaluation cycle and the in-cylinder spray evaluation cycle have ended. Based on the in-cylinder flow evaluation result and the in-cylinder spray evaluation result, the combustion knock situation in the engine cylinder is determined, and based on the combustion knock situation, it is determined whether the current vehicle combustion system has been optimized. If it has been optimized, the degree of optimization of the combustion system is determined.

[0047] In this embodiment, by acquiring the engine's main parameters, the combustion chamber parameters of the vehicle's combustion system are determined based on these parameters. When the in-cylinder flow evaluation execution conditions are met, the in-cylinder flow evaluation result of the engine cylinder is determined based on the combustion chamber parameters. When the in-cylinder spray evaluation execution conditions are met, the in-cylinder spray evaluation result of the engine cylinder is determined based on the combustion chamber parameters or the in-cylinder flow evaluation result. When both the in-cylinder flow evaluation result and the in-cylinder spray evaluation result meet the corresponding preset conditions, the simulation optimization result of the combustion system is determined. This technical solution, by decoupling the in-cylinder flow evaluation and in-cylinder spray evaluation processes, and by simultaneously running the in-cylinder flow evaluation cycle and the in-cylinder spray evaluation cycle, improves the working efficiency of the vehicle's combustion system, saves time and economic costs, and effectively achieves energy conservation and emission reduction while ensuring engine power.

[0048] Example 2

[0049] Figure 2This is a flowchart of a simulation optimization method for a vehicle combustion system provided in Embodiment 2 of the present invention. This embodiment is a further optimization of any of the above embodiments and can be applied to the situation of simulating and optimizing the vehicle combustion system. The method can be executed by a simulation optimization device for the vehicle combustion system, which can be implemented in hardware and / or software.

[0050] like Figure 2 As shown, the method includes:

[0051] S201. Obtain the engine main parameters and determine the combustion chamber parameters of the vehicle combustion system based on the engine main parameters.

[0052] S202. Receive the first design information corresponding to the design of the cylinder head combustion chamber and piston combustion chamber in the engine cylinder based on the combustion chamber parameters, and use it as the current first design information.

[0053] In this embodiment, the first design information can be understood as the detailed design parameter information determined after performing a detailed system design of the vehicle combustion system, including the cylinder head combustion chamber parameters, the piston combustion chamber parameters, and the combustion system structural model. The cylinder head combustion chamber parameters include parameters such as the intake and exhaust valve diameters, intake and exhaust valve positions, spark plug positions, injector positions, and exhaust gas ejection surfaces of the engine cylinders. The piston combustion chamber parameters include the cylinder head protrusion height, combustion chamber recess shape, combustion chamber recess depth, and intake and exhaust valve recess depth. The current first design information can be understood as the first design information determined within the current in-cylinder flow evaluation cycle.

[0054] Specifically, after obtaining the combustion chamber parameters of the vehicle combustion system determined and output by the vehicle combustion system simulation optimization device based on the engine's main parameters, the operator will perform a detailed design of the vehicle combustion system based on parameters including the intake and exhaust valve angles and roof height, as well as the engine's main parameters. This yields first design information, including cylinder head combustion chamber parameters, piston combustion chamber parameters, and the combustion system structural model. This first design information is then re-inputted into the vehicle combustion system simulation optimization device. The vehicle combustion system simulation optimization device receives the first design information determined by the operator after designing the cylinder head combustion chamber and piston combustion chamber based on the combustion chamber parameters, and identifies it as the current first design information for the current in-cylinder flow evaluation cycle.

[0055] The cylinder head combustion chamber parameters in the first design information are based on the following parameters: intake valve spacing, distance between the intersection of the intake valve axis and the bottom surface of the cylinder head and the cylinder bore center, distance between the intersection of the intake valve axis and the bottom surface of the cylinder head and the center of the intake valve bottom surface, intake valve disc diameter, intake valve seat outer diameter, intake valve seat height, intake valve throat diameter, intake valve design verification (Dv) value, exhaust valve spacing, distance between the intersection of the exhaust valve axis and the bottom surface of the cylinder head and the cylinder bore center, distance between the intersection of the exhaust valve axis and the bottom surface of the cylinder head and the center of the intake valve bottom surface, exhaust valve disc diameter, exhaust valve seat outer diameter, exhaust valve seat height, exhaust valve throat diameter, exhaust valve design verification (Dv) value, and spark plug amperage. The parameters for the spark plug mounting hole are determined by evaluating 27 key indicators, including the angle between the spark plug mounting hole axis and the cylinder axis, the distance between the spark plug ignition center and the bottom surface of the cylinder head, the height of the cylinder head roof (highest point), the distance from the intake / exhaust side extrusion surface to the cylinder axis, the distance from the exhaust side extrusion surface to the cylinder axis, the spark plug positive / negative electrode gap, the spark plug heat value, the angle between the injector axis and the cylinder axis, the distance from the injector outlet point to the bottom surface of the cylinder head, and the distance from the injector outlet point to the cylinder axis. The piston combustion chamber parameters in the first design information are based on the piston combustion chamber recess shape, piston combustion chamber recess depth, piston combustion chamber recess width, intake valve lift, intake envelope angle, and intake variable valve timing system. The system is evaluated and determined based on 18 key indicators, including valve timing (VVT), intake initial phase, intake valve recess depth, minimum distance between intake valve recess and first ring groove, exhaust valve lift, exhaust wrap angle, exhaust variable valve timing system (VVT), exhaust initial phase, exhaust valve recess depth, minimum distance between exhaust valve recess and first ring groove, piston protrusion height, fire land height, and distance from piston top surface to cylinder top surface.

[0056] S203. Determine the in-cylinder flow data of the engine cylinder based on the current first design information.

[0057] In this embodiment, the in-cylinder flow data of the engine cylinder can be understood as the data determined after calculation based on the combustion system structure model in the current first design information using computational fluid dynamics (CFD).

[0058] Specifically, after determining the current primary design information, CFD calculations are performed on the combustion system structural model within the primary design information to obtain in-cylinder flow data. The CFD calculations include preprocessing, computation, post-processing, and report generation. Preprocessing includes model simplification, mesh processing, model assembly, boundary condition setting, and initial condition setting; computation includes algorithm selection, model trial calculation, model debugging, convergence determination, and breakpoint continuation; post-processing includes result rationality assessment, result organization, result extraction, data statistical analysis, and image rendering; report generation includes report template development, result comparison and analysis, analysis conclusions, and optimization suggestions.

[0059] S204. The in-cylinder flow data of the engine cylinder is evaluated from the dimensions of tumble intensity, turbulent kinetic energy, and residual exhaust gas to obtain the in-cylinder flow evaluation results.

[0060] In this embodiment, after determining the in-cylinder flow data, the in-cylinder flow data is evaluated from different dimensions to determine the evaluation results corresponding to the in-cylinder flow data in different dimensions.

[0061] Specifically, the in-cylinder flow data of the engine cylinder is evaluated from the perspective of tumble intensity, based on the tumble ratio curve, the peak tumble ratio during the intake phase, the peak tumble ratio during the intake phase at the power point, the peak tumble ratio during the intake phase at the torque point, the peak tumble ratio during the intake phase at the lowest fuel consumption point, the peak tumble ratio during the intake phase at the cold start point, the peak tumble ratio during the intake phase at 2000 r / min - 2 bar, the peak tumble ratio during the intake phase at the hot idle point, the peak tumble ratio during the compression phase, the peak tumble ratio during the compression phase at the power point, the peak tumble ratio during the compression phase at the torque point, the peak tumble ratio during the compression phase at the lowest fuel consumption point, the peak tumble ratio during the compression phase at the cold start point, the peak tumble ratio during the compression phase at 2000 r / min - 2 bar, the peak tumble ratio during the compression phase at the hot idle point, and the peak tumble ratio during the compression phase. The in-cylinder flow data of the engine cylinder is evaluated using 36 evaluation parameters, including tumble ratio at ignition time, vortex ratio, Ω tumble, Y-axis tumble, flow field development process, intake reverse flow, intake airflow adhering to the wall, relationship between intake flow and exhaust valve position, intake airflow separation, tumble center position, tumble center and cylinder center position, reverse tumble, local reverse tumble, local vortex, spark plug velocity at ignition time, spark plug velocity at power point ignition time, spark plug velocity at torque point ignition time, spark plug velocity at minimum fuel consumption point ignition time, spark plug velocity at cold start point ignition time, spark plug velocity at 2000r / min-2bar point ignition time, and spark plug velocity at hot idle point ignition time. The evaluation results of the in-cylinder flow data corresponding to the tumble intensity dimension are obtained.

[0062] The in-cylinder flow data of the engine cylinder is evaluated from the perspective of turbulent kinetic energy, based on the following parameters: peak turbulent kinetic energy at the power point compression stage, peak turbulent kinetic energy at the torque point compression stage, peak turbulent kinetic energy at the minimum fuel consumption point compression stage, peak turbulent kinetic energy at the cold start point compression stage, peak turbulent kinetic energy at the 2000 r / min - 2 bar point compression stage, peak turbulent kinetic energy at the hot idle point compression stage, turbulent kinetic energy at the power point ignition moment, turbulent kinetic energy at the torque point ignition moment, turbulent kinetic energy at the minimum fuel consumption point ignition moment, turbulent kinetic energy at the cold start point ignition moment, and peak turbulent kinetic energy at the 2000 r / min - 2 bar point. Twenty evaluation parameters, including turbulent kinetic energy at ignition moment, turbulent kinetic energy at hot idle ignition moment, turbulent kinetic energy at power ignition moment, turbulent kinetic energy at torque ignition moment, turbulent kinetic energy at minimum fuel consumption ignition moment, turbulent kinetic energy at cold start ignition moment, turbulent kinetic energy at 2000r / min-2bar ignition moment, turbulent kinetic energy at hot idle ignition moment, turbulent kinetic energy in the fuel injection nose area, and turbulent kinetic energy near the spark plug, are used to evaluate the in-cylinder flow data of the engine cylinder and obtain the evaluation results of the in-cylinder flow data corresponding to the turbulent kinetic energy dimension.

[0063] The in-cylinder flow data of the engine cylinder is evaluated from the perspective of residual exhaust gas. Based on two evaluation parameters, residual exhaust gas rate and residual exhaust gas distribution, the in-cylinder flow data of the engine cylinder is evaluated to obtain the evaluation results of the in-cylinder flow data corresponding to the residual exhaust gas dimension.

[0064] After obtaining the in-cylinder flow data evaluation results from the dimensions of tumble intensity, turbulent kinetic energy, and residual exhaust gas, the in-cylinder flow evaluation results are determined based on the current first design information, the in-cylinder flow data, and the in-cylinder flow data evaluation results.

[0065] S205. If the in-cylinder flow evaluation result does not meet the first evaluation standard, an evaluation failure prompt will be issued to remind the engine cylinder head combustion chamber and piston combustion chamber to be redesigned, and the first design information receiving operation will be re-executed.

[0066] In this embodiment, the first evaluation criterion can be understood as a standard used to determine whether the in-cylinder flow evaluation result meets the preset requirements. For example, it can be that all data in the in-cylinder flow evaluation result meets the preset standard value, or that most of the data in the in-cylinder flow evaluation result meets the preset standard value. The specific evaluation criterion is determined according to actual needs, and this embodiment does not limit it.

[0067] Specifically, it is determined whether the in-cylinder flow evaluation result meets the first evaluation criterion. If it does, step S211 is executed; if it does not, an evaluation failure prompt is issued to remind the operator to redesign the cylinder head combustion chamber and piston combustion chamber of the engine cylinder, and the process returns to re-execute the first design information receiving operation in step S202. The evaluation failure prompt can be a visual prompt presented through a visualization platform, or it can be a prompt conveyed through sound or other means; this embodiment does not impose any limitations on this.

[0068] S206. Receive the second design information corresponding to the design of the fuel injector in the engine cylinder based on the combustion chamber parameters, and use it as the current second design information.

[0069] In this embodiment, the second design information can be understood as the injector design parameter information determined after designing the injector for the vehicle combustion system, including the injector static flow rate and injector fuel jet. The current second design information can be understood as the second design information determined within the current in-cylinder spray evaluation cycle.

[0070] Specifically, after obtaining the combustion chamber parameters of the vehicle combustion system determined and output by the vehicle combustion system simulation optimization device based on the engine's main parameters, the operator will perform a detailed design of the vehicle combustion system based on parameters including the intake and exhaust valve angles and roof height, as well as the engine's main parameters. This results in second design information, including injector static flow rate and injector fuel jet, which is then re-inputted into the vehicle combustion system simulation optimization device. The vehicle combustion system simulation optimization device receives the second design information determined by the operator after designing the in-cylinder injectors based on the combustion chamber parameters and identifies it as the current second design information for the current in-cylinder spray evaluation cycle.

[0071] S207. Receive the second design information corresponding to the design of the in-cylinder injector based on the in-cylinder flow evaluation results, and use it as the current second design information.

[0072] In this embodiment, the second design information can be understood as the injector design parameter information determined after designing the injector for the vehicle combustion system, including the injector static flow rate and injector fuel jet. The current second design information can be understood as the second design information determined within the current in-cylinder spray evaluation cycle.

[0073] Specifically, after the operator obtains the combustion chamber parameters of the vehicle combustion system determined and output by the simulation optimization device based on the engine's main parameters, the system performs a detailed design based on parameters such as the intake and exhaust valve angles and roof height, as well as the engine's main parameters. This yields first design information, including cylinder head combustion chamber parameters, piston combustion chamber parameters, and a combustion system structural model. After obtaining this first design information, the system designs the injectors based on the combustion system structural model and preset simulation input information, yielding second design information, including injector static flow rate and injector fuel jet. The vehicle combustion system simulation optimization device receives the second design information determined by the operator after designing the in-cylinder injectors based on the first design information from the in-cylinder flow evaluation results, and sets this as the current second design information for the current in-cylinder spray evaluation cycle.

[0074] The injector static flow rate and injector jet included in the second design information are determined by evaluating the injector based on 17 key indicators, including static flow rate, maximum injection duration, dynamic flow rate, number of jets, single jet cone angle, distance between landing points, included angle between jets, landing point deviation, spray penetration distance, Sauter mean diameter (SMD), installation deviation, manufacturing deviation, nonlinearity of use, distance between jet and cylinder head, distance between jet and valve, distance between jet and cylinder barrel, and distance between jet and piston.

[0075] S208. Determine the in-cylinder spray data of the engine cylinder based on the current second design information.

[0076] In this embodiment, the in-cylinder spray data of the engine cylinder can be understood as the data determined after calculation based on the current second design information and / or in-cylinder flow data according to computational fluid dynamics (CFD).

[0077] Specifically, when the received second design information is determined based on combustion chamber parameters, CFD calculations are performed based on the injector static flow rate and injector fuel jet in the current second design information; when the received second design information is determined based on in-cylinder flow evaluation results, CFD calculations are performed based on the in-cylinder flow data included in the in-cylinder flow evaluation results and the current second design information to obtain in-cylinder spray data.

[0078] The CFD calculation includes preprocessing, computation, postprocessing, and obtaining the analysis report. Preprocessing includes model simplification, mesh processing, model assembly, boundary condition setting, and initial condition setting; computation includes algorithm selection, model trial calculation, model debugging, convergence determination, and breakpoint continuation; postprocessing includes result rationality judgment, calculation result organization, calculation result extraction, data statistical analysis, and image rendering; obtaining the analysis report includes report template development, result comparison and analysis, analysis conclusions, and optimization suggestions.

[0079] S209. The in-cylinder spray data of the engine cylinder is evaluated from the dimensions of injection strategy, fuel jet impact, fuel evaporation, and fuel-air mixing to obtain the in-cylinder spray evaluation results.

[0080] In this embodiment, after determining the in-cylinder spray data, the in-cylinder spray data is evaluated from different dimensions to determine the evaluation results corresponding to the in-cylinder spray data in different dimensions.

[0081] Specifically, the in-cylinder spray data of the engine cylinder is evaluated from the perspective of injection strategy. Based on four evaluation parameters, namely injection rail pressure, injection opening angle, injection duration, and multiple injections, the in-cylinder spray data of the engine cylinder is evaluated to obtain the evaluation results of the in-cylinder spray data corresponding to the injection strategy dimension.

[0082] The in-cylinder spray data of the engine cylinder is evaluated from the perspective of oil jet impact on the cylinder wall. Based on 24 evaluation parameters from 4 positions (cylinder head, valve, cylinder barrel, piston) and 6 operating conditions (power point, torque point, minimum fuel consumption point, cold start point, 2000r / min-2bar point, and hot idle point), the in-cylinder spray data of the engine cylinder is evaluated, and the evaluation results of the in-cylinder spray data corresponding to the oil jet impact on the cylinder wall are obtained.

[0083] The in-cylinder spray data of the engine cylinder is evaluated from the perspective of fuel evaporation. Based on 10 evaluation parameters, including fuel temperature, ambient temperature, in-cylinder temperature, in-cylinder pressure, boundary temperature, cylinder head combustion chamber temperature, piston top surface temperature, cylinder barrel temperature, intake valve head temperature, and exhaust valve head temperature, the in-cylinder spray data of the engine cylinder is evaluated to obtain the evaluation results of the in-cylinder spray data corresponding to the fuel evaporation dimension.

[0084] This evaluation assesses in-cylinder spray data from the perspective of air-fuel mixture, based on the following factors: mixture uniformity curve, mixture uniformity curve development history, mixture uniformity at power ignition point, mixture uniformity at torque ignition point, mixture uniformity at minimum fuel consumption ignition point, mixture uniformity at cold start ignition point, mixture uniformity at 2000 rpm - 2 bar ignition point, mixture uniformity at hot idle ignition point, mixture distribution development history, fuel-airflow interaction, in-cylinder mixture distribution, mixture distribution near spark plug, spark plug lambd at power ignition point, spark plug lambd at torque ignition point, spark plug lambd at minimum fuel consumption ignition point, spark plug lambd at cold start ignition point, and the mixture uniformity at 2000 rpm. The in-cylinder spray data of the engine cylinder is evaluated based on 30 evaluation parameters, including n-2bar ignition timing spark plug lamb, hot idle ignition timing spark plug lamb, rich mixture distribution area, local minimum lamb of power ignition timing, local minimum lamb of torque ignition timing, local minimum lamb of minimum fuel consumption ignition timing, local minimum lamb of cold start ignition timing, local minimum lamb of 2000r / min-2bar ignition timing, local minimum lamb of hot idle ignition timing, valve recess lamb, fuel injector nose lamb, lamb near the wall, lean mixture distribution area, and comparison of mixture distribution with turbulent kinetic energy distribution. The in-cylinder spray data evaluation results corresponding to the air-fuel mixture dimension are obtained.

[0085] The in-cylinder spray data evaluation results obtained by evaluating the in-cylinder flow data of the engine cylinder from the dimensions of tumble intensity, turbulent kinetic energy, and residual exhaust gas are determined as the in-cylinder spray evaluation results of the engine cylinder.

[0086] S210. If the in-cylinder spray evaluation result does not meet the second evaluation standard, an evaluation failure prompt will be issued to remind the injector in the engine cylinder to be redesigned and to return to the second design information receiving operation for re-execution.

[0087] In this embodiment, the second evaluation criterion can be understood as a standard used to determine whether the in-cylinder spray evaluation result meets the preset requirements. For example, it can be that all the evaluation data in the in-cylinder spray evaluation result meets the preset standard value, or it can be that most of the evaluation data in the in-cylinder spray evaluation result meets the preset standard value. The specific evaluation criterion is determined according to actual needs, and this embodiment does not limit it.

[0088] Specifically, the system determines whether the in-cylinder spray evaluation result meets the second evaluation criterion. If it does, step S211 is executed; otherwise, an evaluation failure message is displayed to remind the operator to redesign the cylinder head combustion chamber and piston combustion chamber of the engine, and the system returns to re-execute the second design information receiving operation in step S206 or S207. The evaluation failure message can be a visual message presented through a visualization platform, or it can be a message conveyed through sound or other means; this embodiment does not impose any limitations on this.

[0089] S211. When the in-cylinder flow evaluation result meets the first evaluation standard and the in-cylinder spray evaluation result meets the second evaluation standard, the in-cylinder combustion knock evaluation result of the engine cylinder is determined based on the in-cylinder flow evaluation result and the in-cylinder spray evaluation result.

[0090] In this embodiment, when the in-cylinder flow evaluation result obtained from the in-cylinder flow evaluation cycle meets the first evaluation criterion, and the in-cylinder spray evaluation result obtained from the in-cylinder spray evaluation cycle meets the second evaluation criterion, it is determined that the evaluation of in-cylinder combustion knock in the engine cylinder can be initiated. Based on the output in-cylinder flow evaluation result and in-cylinder spray evaluation result, in-cylinder combustion knock calculation is performed on the engine cylinder to determine the in-cylinder combustion knock condition, and an evaluation is conducted based on the combustion knock condition to obtain the in-cylinder combustion knock evaluation result.

[0091] Optionally, the in-cylinder combustion knock evaluation results for the engine cylinders, determined based on the in-cylinder flow evaluation results and the in-cylinder spray evaluation results, include:

[0092] S2111. Determine the in-cylinder combustion knock data of the engine cylinder based on the in-cylinder flow evaluation results and in-cylinder spray evaluation results.

[0093] In this embodiment, the in-cylinder combustion knock data can be understood as the data determined by CFD calculation of the in-cylinder flow evaluation results and the in-cylinder spray evaluation results.

[0094] Specifically, when the in-cylinder flow evaluation result meets the first evaluation criterion and the in-cylinder spray evaluation result meets the second evaluation criterion, CFD calculation is performed based on the data of the in-cylinder flow evaluation result and the in-cylinder spray evaluation result obtained in the most recent cycle to obtain the in-cylinder combustion knock data of the engine cylinder.

[0095] S2112. The in-cylinder combustion knock data are evaluated from the dimensions of flame propagation, knock generation, temperature field, and thermal boundary to obtain the in-cylinder combustion knock evaluation results of the engine cylinder.

[0096] In this embodiment, after determining the in-cylinder combustion knock data, the in-cylinder combustion knock data is evaluated from different dimensions to determine the evaluation results corresponding to the in-cylinder combustion knock data in different dimensions.

[0097] Specifically, the in-cylinder combustion knock data of the engine cylinder is evaluated from the perspective of flame propagation. Based on three evaluation parameters—flame development process, flame distribution, and flame front impact on the wall—the in-cylinder combustion knock data of the engine cylinder is evaluated to obtain the evaluation results of the in-cylinder combustion knock data corresponding to the flame propagation dimension.

[0098] The in-cylinder combustion knock data of the engine cylinder is evaluated from the perspective of knock generation. Based on two evaluation parameters, namely combustion duration and natural generation location, the in-cylinder combustion knock data of the engine cylinder is evaluated to obtain the evaluation results of the in-cylinder combustion knock data corresponding to the knock generation dimension.

[0099] The in-cylinder combustion knock data of the engine cylinder is evaluated from the perspective of temperature field. Based on two evaluation parameters, namely the development history of temperature field and temperature distribution, the in-cylinder combustion knock data of the engine cylinder is evaluated, and the evaluation results of in-cylinder combustion knock data corresponding to the temperature field dimension are obtained.

[0100] This paper evaluates in-cylinder combustion knock data of an engine cylinder from the perspective of thermal boundaries. Based on two evaluation parameters—temperature boundary and heat transfer coefficient boundary—the data is assessed to obtain the evaluation results corresponding to the thermal boundary dimension. The temperature boundaries include the cylinder head temperature boundary, piston temperature boundary, intake manifold temperature boundary, exhaust manifold temperature boundary, intake valve temperature boundary, exhaust valve temperature boundary, and spark plug temperature boundary. The heat transfer coefficient boundaries include the cylinder head heat transfer coefficient boundary, piston heat transfer coefficient boundary, intake manifold heat transfer coefficient boundary, exhaust manifold heat transfer coefficient boundary, intake valve heat transfer coefficient boundary, exhaust valve heat transfer coefficient boundary, and spark plug heat transfer coefficient boundary.

[0101] The evaluation results of in-cylinder combustion knock data obtained by evaluating the in-cylinder combustion knock data from the dimensions of flame propagation, knock generation, temperature field, and thermal boundary are determined as the in-cylinder combustion knock evaluation results of the engine cylinder.

[0102] S212. Determine the simulation optimization results of the combustion system based on the combustion knock evaluation results.

[0103] In this embodiment, the combustion knock evaluation results can be used to determine whether the currently operating vehicle combustion system has been optimized. If it has been optimized, the degree of optimization of the vehicle combustion system can also be determined, and the above content can be defined as the simulation optimization result of the combustion system.

[0104] In this embodiment, by acquiring the engine master parameters, the combustion chamber parameters of the vehicle combustion system are determined based on the engine master parameters; the first design information corresponding to the design of the cylinder head combustion chamber and piston combustion chamber in the engine cylinder based on the combustion chamber parameters is received as the current first design information; the in-cylinder flow data of the engine cylinder is determined based on the current first design information; the in-cylinder flow data of the engine cylinder is evaluated from the dimensions of tumble intensity, turbulent kinetic energy, and residual exhaust gas to obtain the in-cylinder flow evaluation result; when the in-cylinder flow evaluation result does not meet the first evaluation standard, an evaluation failure prompt is given to remind the redesign of the cylinder head combustion chamber and piston combustion chamber in the engine cylinder, and the first design information receiving operation is re-executed; the second design information corresponding to the design of the fuel injector in the engine cylinder based on the combustion chamber parameters is received as the current second design information; or the root The second design information corresponding to the design of the in-cylinder injector based on the in-cylinder flow evaluation results is used as the current second design information. The in-cylinder spray data of the engine cylinder is determined based on the current second design information. The in-cylinder spray data of the engine cylinder is evaluated from the dimensions of injection strategy, fuel jet impact, fuel evaporation, and fuel-air mixing to obtain the in-cylinder spray evaluation results. If the in-cylinder spray evaluation results do not meet the second evaluation criteria, an evaluation failure prompt is issued to remind the in-cylinder injector to be redesigned, and the process of receiving the second design information is restarted. When the in-cylinder flow evaluation results meet the first evaluation criteria and the in-cylinder spray evaluation results meet the second evaluation criteria, the in-cylinder combustion knock evaluation results of the engine cylinder are determined based on the in-cylinder flow evaluation results and the in-cylinder spray evaluation results. The simulation optimization results of the combustion system are determined based on the combustion knock evaluation results. The above technical solution uses data determined by combustion chamber parameters or in-cylinder flow evaluation cycle during the conceptual design phase to perform in-cylinder spray evaluation cycle. Although the in-cylinder spray evaluation cycle depends on the in-cylinder flow evaluation cycle, it can be decoupled from the in-cylinder flow evaluation cycle process. This allows the in-cylinder flow evaluation cycle and the in-cylinder spray evaluation cycle to operate simultaneously after meeting preset conditions, thereby improving the working efficiency of the vehicle combustion system, saving time and economic costs, and effectively achieving energy conservation and emission reduction while ensuring engine power.

[0105] Optional, Figure 3 This is a flowchart of another simulation optimization method for a vehicle combustion system provided in Embodiment 2 of the present invention, as shown below. Figure 3As shown, after activating the simulation optimization of the vehicle combustion system, the simulation optimization device acquires the engine master parameters input by the operator, determines the combustion chamber parameters of the vehicle combustion system based on the engine master parameters, and completes the conceptual design of the combustion system. The operator implements the detailed design of the combustion system based on the combustion chamber parameters, determining the first design information. The simulation optimization device receives the first design information corresponding to the design of the cylinder head combustion chamber and piston combustion chamber in the engine cylinder, using it as the current first design information. Based on the current first design information, the in-cylinder flow calculation of the engine cylinder is completed, and the in-cylinder flow data is determined and saved to facilitate obtaining in-cylinder spray evaluation results. After obtaining the in-cylinder flow data, it is evaluated, obtaining the evaluation results corresponding to each evaluation dimension. The current first design information, the in-cylinder flow data, and the evaluation results of each dimension are determined as the in-cylinder flow evaluation results. It is determined whether the data in the in-cylinder flow evaluation results meet the first evaluation standard. If not, an evaluation failure prompt is given to remind the operator to re-perform the detailed design of the combustion system and return to re-execute the first design information receiving operation. After a preset number of cycles (e.g., 1-2) of in-cylinder flow evaluation cycles, an in-cylinder spray evaluation cycle is performed based on the first design information determined by the detailed combustion system design and the in-cylinder flow data determined by in-cylinder flow calculations. Specifically, the operator completes the injector design for the engine cylinder based on the current first design information, obtaining second design information. The vehicle combustion system simulation optimization device receives the second design information corresponding to the injector design in the engine cylinder as the current second design information. In-cylinder spray mixing calculations are performed based on the current second design information and the most recently saved in-cylinder flow data to obtain in-cylinder spray data. The in-cylinder spray data is evaluated, obtaining the evaluation results for each evaluation dimension. The set of evaluation results for each dimension is determined as the in-cylinder spray evaluation result. If the in-cylinder spray evaluation result does not meet the second evaluation criteria, an evaluation failure prompt is issued to remind the operator to redesign the injector in the engine cylinder and return to re-execute the second design information receiving operation. When the in-cylinder flow evaluation result meets the first evaluation criterion and the in-cylinder spray evaluation result meets the second evaluation criterion, in-cylinder combustion knock is calculated based on the in-cylinder flow evaluation result and the in-cylinder spray evaluation result to obtain in-cylinder combustion knock data. The combustion knock data is evaluated to determine the in-cylinder combustion knock evaluation result of the engine cylinder. The simulation optimization result of the combustion system is determined based on the combustion knock evaluation result.

[0106] Optional, Figure 4 This is a flowchart of another simulation optimization method for a vehicle combustion system provided in Embodiment 2 of the present invention. Figure 4As shown, after activating the simulation optimization of the vehicle combustion system, the simulation optimization device acquires the engine master parameters input by the operator, determines the combustion chamber parameters of the vehicle combustion system based on the engine master parameters, and completes the conceptual design of the combustion system. The operator implements the detailed design of the combustion system based on the combustion chamber parameters, determining the first design information. The simulation optimization device receives the first design information corresponding to the design of the cylinder head combustion chamber and piston combustion chamber in the engine cylinder, using it as the current first design information. Based on the current first design information, the in-cylinder flow calculation of the engine cylinder is completed, and the in-cylinder flow data is determined and saved to facilitate obtaining in-cylinder spray evaluation results. After obtaining the in-cylinder flow data, it is evaluated, obtaining the evaluation results corresponding to each evaluation dimension. The current first design information, the in-cylinder flow data, and the evaluation results of each dimension are determined as the in-cylinder flow evaluation results. It is determined whether the data in the in-cylinder flow evaluation results meet the first evaluation standard. If not, an evaluation failure prompt is given to remind the operator to re-perform the detailed design of the combustion system and return to re-execute the first design information receiving operation. After a preset number of cycles (e.g., 1-2) of in-cylinder flow evaluation cycles, an in-cylinder spray evaluation cycle is performed based on the combustion chamber parameters determined by the combustion system conceptual design and the in-cylinder flow data determined by the in-cylinder spray evaluation cycle. Specifically, the operator completes the injector design for the engine cylinder based on the combustion chamber parameters, obtaining second design information. The vehicle combustion system simulation optimization device receives the second design information corresponding to the injector design in the engine cylinder as the current second design information. In-cylinder spray mixing calculation is performed based on the current second design information and the most recently saved in-cylinder flow data to obtain in-cylinder spray data. The in-cylinder spray data is evaluated, obtaining the evaluation results corresponding to each evaluation dimension. The set of evaluation results corresponding to each dimension is determined as the in-cylinder spray evaluation result. If the in-cylinder spray evaluation result does not meet the second evaluation criteria, an evaluation failure prompt is issued to remind the operator to redesign the injector in the engine cylinder and return to re-execute the second design information receiving operation. When the in-cylinder flow evaluation result meets the first evaluation criterion and the in-cylinder spray evaluation result meets the second evaluation criterion, in-cylinder combustion knock is calculated based on the in-cylinder flow evaluation result and the in-cylinder spray evaluation result to obtain in-cylinder combustion knock data. The combustion knock data is evaluated to determine the in-cylinder combustion knock evaluation result of the engine cylinder. The simulation optimization result of the combustion system is determined based on the combustion knock evaluation result.

[0107] Example 3

[0108] Figure 5 This is a schematic diagram of the structure of a simulation optimization device for a vehicle combustion system provided in Embodiment 3 of the present invention. Figure 6 As shown, the device includes:

[0109] Parameter acquisition module 31 is used to acquire engine main parameters and determine the combustion chamber parameters of the vehicle combustion system based on the engine main parameters;

[0110] The flow result acquisition module 32 is used to determine the in-cylinder flow evaluation result of the engine cylinder based on the combustion chamber parameters when the in-cylinder flow evaluation execution conditions are met.

[0111] The spray result acquisition module 33 is used to determine the in-cylinder spray evaluation result of the engine cylinder based on the combustion chamber parameters or the in-cylinder flow evaluation result when the in-cylinder spray evaluation execution conditions are met.

[0112] The optimization result determination module 34 is used to determine the simulation optimization result of the combustion system when both the in-cylinder flow evaluation result and the in-cylinder spray evaluation result meet the corresponding preset conditions.

[0113] The simulation optimization device for the vehicle combustion system used in this technical solution improves the working efficiency of the vehicle combustion system by decoupling the two processes of in-cylinder flow evaluation and in-cylinder spray evaluation, and by running the in-cylinder flow evaluation cycle and the in-cylinder spray evaluation cycle simultaneously, thereby saving time and economic costs and effectively achieving energy conservation and emission reduction while ensuring engine power.

[0114] Optionally, the flow result acquisition module 32 is specifically used for:

[0115] Receive the first design information corresponding to the design of the cylinder head combustion chamber and piston combustion chamber in the engine cylinder based on the combustion chamber parameters, and use it as the current first design information;

[0116] The in-cylinder flow data of the engine cylinder is determined based on the current first design information;

[0117] The in-cylinder flow data of the engine cylinder are evaluated from the dimensions of tumble intensity, turbulent kinetic energy, and residual exhaust gas to obtain in-cylinder flow evaluation results.

[0118] Optionally, the flow result acquisition module 32 is also used for:

[0119] If the in-cylinder flow evaluation result does not meet the first evaluation criterion, an evaluation failure prompt will be issued to remind the cylinder head combustion chamber and piston combustion chamber of the engine cylinder to be redesigned, and the process of receiving the first design information will be returned to be re-executed.

[0120] Optionally, the spray result acquisition module 33 is specifically used for:

[0121] Receive second design information corresponding to the design of the fuel injector in the engine cylinder based on the combustion chamber parameters, as the current second design information; or

[0122] Receive the second design information corresponding to the design of the in-cylinder injector of the engine based on the in-cylinder flow evaluation results, and use it as the current second design information;

[0123] The in-cylinder spray data of the engine cylinder is determined based on the current second design information;

[0124] The in-cylinder spray data of the engine cylinder is evaluated from the dimensions of injection strategy, fuel jet impact, fuel evaporation, and fuel-air mixing to obtain in-cylinder spray evaluation results.

[0125] Optionally, the spray result acquisition module 33 is also used for:

[0126] If the in-cylinder spray evaluation result does not meet the second evaluation criterion, an evaluation failure prompt will be issued to remind the injector in the engine cylinder to be redesigned, and the process of receiving the second design information will be restarted.

[0127] Optionally, the optimization result determination module 34 includes:

[0128] The evaluation result acquisition unit is used to determine the in-cylinder combustion knock evaluation result of the engine cylinder based on the in-cylinder flow evaluation result and the in-cylinder spray evaluation result when the in-cylinder flow evaluation result meets the first evaluation standard and the in-cylinder spray evaluation result meets the second evaluation standard.

[0129] The optimization result determination unit is used to determine the simulation optimization result of the combustion system based on the combustion knock evaluation result.

[0130] Optional, the evaluation result acquisition unit is specifically used for:

[0131] The in-cylinder combustion knock data of the engine cylinder are determined based on the in-cylinder flow evaluation results and the in-cylinder spray evaluation results;

[0132] The in-cylinder combustion knock data are evaluated from the dimensions of flame propagation, knock generation, temperature field, and thermal boundary to obtain the in-cylinder combustion knock evaluation results of the engine cylinder.

[0133] The vehicle combustion system simulation optimization device provided in this embodiment of the invention can execute the vehicle combustion system simulation optimization method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the method execution.

[0134] Example 4

[0135] Figure 6A schematic diagram of an electronic device 40 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein. The electronic device 40 may also include a vehicle with processing capabilities.

[0136] like Figure 6 As shown, the electronic device 40 includes at least one processor 41 and a memory, such as a read-only memory (ROM) 42 or a random access memory (RAM) 43, communicatively connected to the at least one processor 41. The memory stores computer programs executable by the at least one processor. The processor 41 can perform various appropriate actions and processes based on the computer program stored in the ROM 42 or loaded into the RAM 43 from storage unit 48. The RAM 43 may also store various programs and data required for the operation of the electronic device 40. The processor 41, ROM 42, and RAM 43 are interconnected via a bus 44. An input / output (I / O) interface 45 is also connected to the bus 44.

[0137] Multiple components in electronic device 40 are connected to I / O interface 45, including: input unit 46, such as keyboard, mouse, etc.; output unit 47, such as various types of monitors, speakers, etc.; storage unit 48, such as disk, optical disk, etc.; and communication unit 49, such as network card, modem, wireless transceiver, etc. Communication unit 49 allows electronic device 40 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0138] Processor 41 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 41 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 41 performs the various methods and processes described above, such as simulation optimization methods for vehicle combustion systems.

[0139] In some embodiments, the simulation optimization method for a vehicle combustion system can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 48. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 40 via ROM 42 and / or communication unit 49. When the computer program is loaded into RAM 43 and executed by processor 41, one or more steps of the simulation optimization method for a vehicle combustion system described above can be performed. Alternatively, in other embodiments, processor 41 can be configured to execute the simulation optimization method for a vehicle combustion system by any other suitable means (e.g., by means of firmware).

[0140] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0141] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0142] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0143] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0144] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0145] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0146] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0147] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A simulation optimization method for a vehicle combustion system, characterized in that, include: Obtain the engine master parameters, and determine the combustion chamber parameters of the vehicle combustion system based on the engine master parameters; When the conditions for performing in-cylinder flow evaluation are met, the in-cylinder flow evaluation result of the engine cylinder is determined based on the combustion chamber parameters. When the in-cylinder flow evaluation cycle meets the preset number of times, the in-cylinder spray evaluation execution condition is triggered, and the in-cylinder spray evaluation cycle starts running at the same time as the in-cylinder flow evaluation cycle is in its next cycle. Receive the second design information corresponding to the design of the fuel injector in the engine cylinder based on the combustion chamber parameters, and use it as the current second design information; or Receive the second design information corresponding to the design of the in-cylinder injector of the engine based on the in-cylinder flow evaluation results, and use it as the current second design information; The in-cylinder spray data of the engine cylinder is determined based on the current second design information; The in-cylinder spray data of the engine cylinder is evaluated from the dimensions of fuel injection strategy, fuel jet impact, fuel evaporation, and fuel-air mixing to obtain in-cylinder spray evaluation results; when both the in-cylinder flow evaluation results and the in-cylinder spray evaluation results meet the corresponding preset conditions, the simulation optimization results of the combustion system are determined.

2. The method according to claim 1, characterized in that, When the in-cylinder flow evaluation execution conditions are met, the in-cylinder flow evaluation result of the engine cylinder is determined based on the combustion chamber parameters, including: Receive the first design information corresponding to the design of the cylinder head combustion chamber and piston combustion chamber in the engine cylinder based on the combustion chamber parameters, and use it as the current first design information; The in-cylinder flow data of the engine cylinder is determined based on the current first design information; The in-cylinder flow data of the engine cylinder are evaluated from the dimensions of tumble intensity, turbulent kinetic energy, and residual exhaust gas to obtain in-cylinder flow evaluation results.

3. The method according to claim 2, characterized in that, Also includes: If the in-cylinder flow evaluation result does not meet the first evaluation criterion, an evaluation failure prompt will be issued to remind the cylinder head combustion chamber and piston combustion chamber of the engine cylinder to be redesigned, and the process of receiving the first design information will be returned to be re-executed.

4. The method according to claim 1, characterized in that, Also includes: If the in-cylinder spray evaluation result does not meet the second evaluation criterion, an evaluation failure prompt will be issued to remind the injector in the engine cylinder to be redesigned, and the process of receiving the second design information will be restarted.

5. The method according to any one of claims 1-4, characterized in that, When both the in-cylinder flow evaluation result and the in-cylinder spray evaluation result meet the corresponding preset conditions, the simulation optimization result of the combustion system is determined, including: When the in-cylinder flow evaluation result meets the first evaluation criterion and the in-cylinder spray evaluation result meets the second evaluation criterion, the in-cylinder combustion knock evaluation result of the engine cylinder is determined based on the in-cylinder flow evaluation result and the in-cylinder spray evaluation result. The simulation optimization results of the combustion system are determined based on the combustion knock evaluation results.

6. The method according to claim 5, characterized in that, The step of determining the in-cylinder combustion knock evaluation result of the engine cylinder based on the in-cylinder flow evaluation result and the in-cylinder spray evaluation result includes: The in-cylinder combustion knock data of the engine cylinder are determined based on the in-cylinder flow evaluation results and the in-cylinder spray evaluation results; The in-cylinder combustion knock data are evaluated from the dimensions of flame propagation, knock generation, temperature field, and thermal boundary to obtain the in-cylinder combustion knock evaluation results of the engine cylinder.

7. A simulation optimization device for a vehicle combustion system, characterized in that, include: The parameter acquisition module is used to acquire the main engine parameters and determine the combustion chamber parameters of the vehicle combustion system based on the main engine parameters. The flow result acquisition module is used to determine the in-cylinder flow evaluation result of the engine cylinder based on the combustion chamber parameters when the in-cylinder flow evaluation execution conditions are met. When the in-cylinder flow evaluation cycle meets the preset number of times, the in-cylinder spray evaluation execution condition is triggered, and the in-cylinder spray evaluation cycle starts running at the same time as the in-cylinder flow evaluation cycle is in its next cycle. The spray result acquisition module is used to receive the second design information corresponding to the design of the fuel injector in the engine cylinder based on the combustion chamber parameters, as the current second design information; Alternatively, it can receive second design information corresponding to the design of the injector in the engine cylinder based on the in-cylinder flow evaluation results, as the current second design information; determine the in-cylinder spray data of the engine cylinder based on the current second design information; evaluate the in-cylinder spray data of the engine cylinder from the dimensions of injection strategy, fuel jet impact, fuel evaporation, and fuel-air mixing, and obtain the in-cylinder spray evaluation results; The optimization result determination module is used to determine the simulation optimization result of the combustion system when both the in-cylinder flow evaluation result and the in-cylinder spray evaluation result meet the corresponding preset conditions.

8. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform a simulation optimization method for a vehicle combustion system according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute and implement the simulation optimization method for a vehicle combustion system according to any one of claims 1-6.

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