A parameterization method and system for a supercharger module of a virtual engine model

Abstract

The present invention discloses a parameterization method and system for a virtual engine model supercharger module, which belongs to the field of model simulation technology, and includes: step S1, constructing an engine model; step S2, constructing a supercharger model; step S3, performing supercharger model calibration work; step S4, constructing a hardware-in-the-loop system. The present invention realizes rapid and high-precision calibration of the supercharger partial model by constructing an independent supercharger model and calibration operation; then, the supercharger model is integrated into the engine model to form a full engine model, and the rapid construction of a high-precision engine model based on a digital vehicle powertrain virtual development platform system is realized, and the engine development work is efficiently supported.

Description

Technical Field

[0001] The invention relates to the technical field of model simulation, in particular to a parameterization method of a supercharger module of a virtual engine model. Background Art

[0002] In the process of engine research and development, simulation calculation has become an important development tool as a means of reproducing the engine working process and performance results through computing software and, to a certain extent, providing high-confidence prediction results through technical control. However, simulation still has certain limitations. In the process of simulation calculation, the closer the model processing is to the real process, the more accurate the calculation results can be, but it will often increase the difficulty and time cost of actual work. It is often difficult to find a good balance between these two points in actual development work.

[0003] In the process of modern engine development and use, in order to achieve comprehensive control under various complex working conditions and environments, the engine often receives command control output by the electronic control unit (ECU) after complex logic judgment during actual vehicle driving. It is often difficult to achieve the real simulation of engine action under this complex control strategy in the model by using a single offline simulation method. At present, for the simulation of such a situation, the complex ECU control strategy is often simplified into a separate actuator execution logic, omitting the complex calculation logic and PID control in the logic path. This simplification will cause a certain difference between the simulation results and the actual results. Therefore, it is necessary to use a combination of software and hardware methods, with the help of a digital vehicle powertrain virtual development platform system, to achieve a method for simulating and reproducing the real driving process of the vehicle. The implementation of this method requires simulation engineers to complete high-precision engine model calibration work, and in this part of the work, the calibration of the supercharger model accounts for a large part of the overall work.

[0004] For the calibration of the supercharger model, the traditional method combines the supercharger model with the hardware models of other parts of the engine, performs simulation calculations in the form of a full engine model, and calibrates the supercharger model and other models at the same time. However, when there are many calibration conditions, it is necessary to calibrate all universal characteristic conditions. The influence of the calculation results of other parts of the engine model on the supercharger inlet and outlet boundaries caused by the traditional method will greatly increase the difficulty and time spent on the calibration of the supercharger model. Summary of the invention

[0005] The purpose of the present invention is to address the above-mentioned problems. For example, the high-precision engine model constructed in the present application and applied to the digital vehicle powertrain virtual development platform system needs to be calibrated for all universal characteristic working conditions. The influence of the calculation results of the other parts of the engine model on the inlet and outlet boundaries of the supercharger caused by the traditional method will greatly increase the difficulty and time spent on the calibration of the supercharger part model; therefore, the present application proposes a new independent calibration method for the supercharger model, which can be separated from the other parts of the engine model and calibrated with the supercharger part model as an independent model to achieve rapid and high-precision calibration of the supercharger part model. After the calibration is completed, it can be finally integrated into the full engine model to achieve rapid construction of a high-precision engine model based on the digital vehicle powertrain virtual development platform system, and efficiently support engine development work. The present application relates to the field of simulation computing technology, and in particular to a method for independently parameterizing a supercharger model in a high-precision engine model of a digital vehicle powertrain virtual development platform system under a hardware system such as dSPACE or ETAS using AVL CruiseM simulation software. The method can be used to support the rapid development of a high-precision engine model based on a digital vehicle powertrain virtual development platform system, thereby improving the efficiency and actual effect of real engine development work.

[0006] In order to achieve the above object, the technical solution adopted by the present invention is:

[0007] A parameterization method for a supercharger module of a virtual engine model includes the following contents:

[0008] Step S1, constructing an engine model;

[0009] Step S2, constructing a supercharger model;

[0010] Step S3, executing supercharger model calibration, including the following processing flow:

[0011] S31, establishing the compressor inlet and outlet boundaries of the supercharger model, and establishing the turbine inlet and outlet boundaries of the supercharger model;

[0012] S32, setting the coaxial speed control of the compressor and turbine of the supercharger model;

[0013] S33, setting control logic to achieve normal control of the supercharger model, and automatically obtaining calibration parameters through calculation;

[0014] S34, calculating the obtained supercharger related correction, and adjusting the supercharger basic map and the correction map to meet the accuracy requirements, and then solidifying the supercharger basic map and the correction map;

[0015] S35, decoupling the compressor and the turbine to establish independent speed control; then, adjusting the PID control logic of the supercharger wastegate valve to be related to the exhaust pressure to obtain the wastegate valve flow coefficient;

[0016] S36, recalculating and obtaining the wastegate valve characteristic map, solidifying all maps and integrating the supercharger model into the engine model;

[0017] S37, running calculations in the state of the full engine model and fine-tuning the supercharger-related map until the accuracy meets the requirements; and then solidifying the supercharger-related map to the full engine model;

[0018] Step S4: constructing a hardware-in-the-loop system, including the following processing flow:

[0019] S41. Build the data interaction channel required for integration into the digital vehicle assembly virtual development platform, and adjust the signal flow, change the input source of all model requirements to input from the real control unit, and output the signals required by the real control unit;

[0020] S42, construct matching engineering files to convert the physical / digital signals received and sent by the real control unit into digital / physical signals to meet the environment required for the normal operation of the vehicle model and the actuator;

[0021] S43, connecting to a real control unit and an actuator to form a hardware-in-the-loop system;

[0022] S44, debugging and matching engineering files, until the whole vehicle model runs the universal test test cycle to test whether the model action can continuously perform normally and meet the accuracy requirements;

[0023] S45, solidify the vehicle model and matching engineering files to form an engine model including a real-time control unit.

[0024] Among them, step S31 includes the following contents: the compressor inlet boundary is set to the boundary form of temperature and pressure, and the outlet boundary is set to the flow boundary, so as to calculate the pressure and temperature results of the compressor outlet, and finally obtain the compressor efficiency and flow correction map data; the turbine inlet boundary is the turbine front exhaust temperature, pressure and flow boundary of the engine model startup test data, and the outlet boundary is set to the turbine rear exhaust temperature and pressure boundary, so as to calculate the pressure and temperature results of the turbine outlet, and finally obtain the turbine efficiency and flow correction map data.

[0025] Step S33 includes the following contents: establishing a PID related to the compressor outlet temperature to automatically correct the compressor efficiency, establishing a PID related to the turbine outlet temperature to automatically correct the turbine efficiency, and establishing an exhaust bypass valve flow coefficient PID related to the boost pressure to automatically correct the exhaust bypass volume; according to the measured monitoring values ​​of the compressor and turbine and the supercharger characteristic map provided by the supplier, the P, I, and D parameters are set based on the basic principles of PID and the control process is stabilized, and then the model can be run. After running the complete engine universal operating condition calculation case, the difference between the map data and the actual supercharger performance under all operating conditions and the required corresponding correction results are automatically obtained, and the correction results are fixed to the model.

[0026] Due to the adoption of the above technical solution, the present invention has the following beneficial effects:

[0027] The present invention realizes rapid and high-precision calibration of the supercharger partial model by constructing an independent supercharger model and calibration operation. Then, the supercharger model is integrated into the engine model to form a full engine model, realizing the rapid construction of a high-precision engine model based on a digital vehicle powertrain virtual development platform system, and efficiently supporting engine development work. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a processing flow chart of the parameterization method of the present invention.

[0029] Figure 2 It is a flow chart of specific processing steps of an example of the parameterization method of the present invention. DETAILED DESCRIPTION

[0030] The specific implementation of the invention is further described below with reference to the accompanying drawings.

[0031] Example 1

[0032] See also Figure 1 As mentioned above, the parameterization method of the present application includes step S1-S4 schemes, wherein the order of step S1 and step S2 can be interchanged, and the technical feature combination of the specific example scheme is as mentioned above. In order to simplify the description, only the best example of all technical feature combinations of the above schemes is described here.

[0033] like Figure 2 As shown, a general method for developing an independent parameterized supercharger model of an engine model based on a digital vehicle powertrain virtual development platform system is shown. An embodiment of a method for developing a diesel engine model with a mechanical wastegate supercharger based on AVL CruiseM software and applying it to a digital vehicle powertrain virtual development platform system is taken as an example, which includes the following steps:

[0034] 101. Obtain engine data and test data;

[0035] The engine data refers to the engine physical structure parameter data required to establish the engine model, such as cylinder diameter, stroke, compression ratio, injector parameters, pipeline volume and other engine parameters. The test data refers to the basic test data that can characterize the performance of this engine, such as engine universal test data, engine external characteristic test data, etc. Here, since the model to be developed will eventually be applied to the digital vehicle powertrain virtual development platform system and controlled by a real ECU, the test data should also include all engine actuator control parameters (such as oil volume, timing, rail pressure, injection pulse width and other information).

[0036] 102. Get the parameters of the supercharger that matches the engine

[0037] The supercharger parameters refer to the parameter data required to establish the supercharger model in the engine model, such as the supercharger compressor and turbine characteristic map data, supercharger rotational inertia, wastegate valve structure and opening pressure, supercharger flow channel number and other parameters. The supercharger parameters described here are the real supercharger parameters actually matched to the engine corresponding to the established model. The matching of the engine supercharger (such as selecting the supercharger flow range and structural parameters according to the design indicators such as the engine target power, target pressure, exhaust temperature, speed margin, etc.) is not the main elaboration direction of this application and will not be elaborated here.

[0038] 103. Establish an independent supercharger model and fill in supercharger data;

[0039] The process of establishing an independent supercharger model and filling in supercharger data refers to setting the corresponding supercharger model in the simulation software, and filling the supercharger parameters obtained in 102 items into the model to ensure that the model can run correctly. In this process, the obtained compressor and turbine characteristic map data need to be fitted into a data form that can be recognized by the software. For example, in CruiseM, the characteristic data needs to be adjusted and interpolated in a certain way, and finally a BTC file format supported by the software is formed to be applied to the model. At the same time, necessary structural parameter settings and initial calculation conditions should also be set. There are certain differences in the setting methods in different calculation software, and they all need to go through this similar setting process, so it will not be described too much here. It should be noted that the final application scenario of the supercharger module described in this application is a digital vehicle powertrain virtual development platform system under hardware systems such as dSPACE or ETAS. The purpose of the application is to reproduce the working state of the engine model that truly matches this supercharger on a real test bench or a real vehicle with high precision, so as to carry out engine performance development or calibration development work. In order to meet the extreme model accuracy requirements required for development work, the characteristic map data filled into the supercharger model must be strictly checked. This data must be tested by the manufacturer and represent the actual supercharger performance.

[0040] 104. Establish system boundaries for the independent supercharger model compressor;

[0041] After completing the work described in item 103, the subsequent model calibration and testing work can be started. It should be noted here that due to the supercharger test method, sensor accuracy problems, unstable test state of small flow conditions, performance changes caused by the exhaust pulse after the actual supercharger is applied to the engine, etc., the accuracy of the supercharger module will be affected. Therefore, before the supercharger model with the virtual engine model that can be used for the digital vehicle powertrain virtual development platform system is finally formed, it must be calibrated for this situation. The system deviation caused by various factors is used as the supercharger deviation and calibrated to the supercharger model correction map to ensure that the entire system maintains extremely high accuracy. The subsequent work 104-117 is the supercharger model calibration work required to ensure accuracy. The process of establishing the system boundary for the compressor of the independent supercharger model is to establish the compressor inlet and outlet boundaries. The inlet boundary can be the environmental boundary of the engine test data tested in item 101 and the boundary merged with the air filter, or the intake negative pressure valve can be skipped and the temperature and pressure state after the air filter can be directly set as the compressor inlet environmental boundary. The setting of the outlet boundary needs to be different according to the setting of the inlet state, otherwise the calculation process will not be able to proceed normally. For example, in this embodiment, the compressor inlet boundary is set as the boundary form of temperature and pressure, and the outlet boundary needs to be set as the flow boundary to calculate the pressure and temperature results of the compressor outlet, and finally obtain the compressor efficiency and flow correction map data.

[0042] 105. Establish system boundaries for independent supercharger model turbine;

[0043] The process of establishing the system boundary for the independent supercharger model turbine is to establish the turbine inlet and outlet boundaries. The inlet boundary is the turbine front exhaust temperature, pressure, and flow boundary according to the test data of the engine tested in 101. The setting of the outlet boundary will be set to the turbine rear exhaust temperature and pressure boundary at this time, and for the same reason as described in 104, the flow boundary is no longer set at this time. Similarly, the pressure and temperature results of the turbine outlet are calculated in this way, and finally the turbine efficiency and flow correction map data can be obtained.

[0044] 106. Establish coaxial speed control for the supercharger model;

[0045] After completing the model building process described in 103-105, the model established is a coaxial supercharger model of the compressor and turbine with the same structure as the actual supercharger. Different from the traditional modeling method, the model built at this time is a completely independent supercharger model, which does not contain the cylinder module, intercooler, intake, exhaust manifold and other components in the conventional complete engine model. Therefore, it is not necessary to improve other parameters except the supercharger model at this time, and the supercharger model calibration work can be carried out quickly. Since the model established at this time is an independent supercharger model, which does not contain the engine cylinder and the intake and exhaust pipes connected to the supercharger, the driving form of the supercharger should be changed from the traditional engine action-induced gas action drive to shaft drive. Therefore, it is necessary to add speed control at the coaxial part of the compressor and turbine. The speed control setting parameters are the supercharger speed data tested in the engine test data described in 101.

[0046] 107. Add control logic and modify PID, and run calculations;

[0047] The process of adding control logic and correcting PID is to add necessary PID to realize normal control of the model and automatically obtain the PID of calibration parameters through calculation. For example, in this embodiment, it is necessary to establish a PID related to the compressor outlet temperature to automatically correct the compressor efficiency, it is necessary to establish a PID related to the turbine outlet temperature to automatically correct the turbine efficiency, and it is necessary to establish a wastegate valve flow coefficient PID related to the boost pressure to automatically correct the wastegate bypass volume. The principle of automatic calibration is: as described in the present application, the mechanical wastegate valve supercharger has a boosting capacity that is driven by the turbine to drive the coaxial compressor to work together under the exhaust drive, and to boost the intake air. At this time, the drive shaft has been fixedly controlled at a speed in 106 to run at the actual measured speed, driving the turbine and the compressor to run at the same set speed. At this time, for the compressor, according to the boundary establishment form described in 104, there will be a slightly different automatic calibration implementation form. For example, in this embodiment, the compressor inlet boundary is set as the boundary input form of temperature and pressure. At this time, its outlet boundary needs to be set as the flow rate form, and the temperature of the outlet boundary needs to be monitored and used as the actual monitoring value of PID. According to the compressor characteristic principle, since the supercharger characteristic map provided by the supplier has been filled in the model at this time, the pressure and temperature state of the outlet can be obtained corresponding to the set flow rate, supercharger speed, and compressor inlet pressure and temperature boundary, and this state can be calculated by the model. If there is a difference between this state and the measured state, it can be explained that there is a difference between the supercharger characteristic map provided by the supplier and the actual sample, and calibration correction is required. The calibration work at this time adopts the calibration method with PID automatic adjustment. According to experience, in actual calibration work, the compressor outlet temperature obtained by the uncalibrated model and the measured compressor outlet temperature often differ by more than 5°C. At this time, the compressor outlet temperature result calculated by the model is used as the monitoring value of PID, and the measured compressor outlet temperature is used as the target value of PID. The PID output value is used as the correction value of the compressor efficiency. After setting the P, I, and D parameters based on the basic principle of PID and stabilizing the control process, the model can be run to automatically obtain the correction result. For example, in this embodiment, after running a total of about 300 engine universal operating condition calculation cases, the difference between the map data and the actual supercharger performance under all operating conditions and the required corresponding correction (PID result) can be obtained. After eliminating some unreasonable results that may be caused by abnormal measured data and other reasons, the correction result can be fixed to the model. For turbines, calibration can be carried out using a method basically the same as that for compressors. It should be noted that due to the actual test method of supercharger characteristics by the supercharger supplier, it is generally not necessary to make too many corrections to the compressor flow, but the turbine flow often requires additional corrections. At this time, the monitoring value and target value need to be set to the turbine inlet pressure, and the PID output value is used as the turbine flow correction value.For the correction of the efficiency of the turbine and the exhaust bypass valve, similar automatic calibration corrections are performed using PID control based on the basic principles of the supercharger, which will not be elaborated in this application. Different from the traditional supercharger model, the supercharger model discussed and established in this application is a physical structure model with certain predictive capabilities. This model also performs special control calibration based on the real principle level for the exhaust bypass valve exhaust characteristics in addition to the supercharger flow and efficiency characteristics. Here, only the exhaust characteristic calibration related to the boost pressure is performed, and the expansion calibration will continue in the future. The calculated PID result is the basic data required for fitting the calibration map of efficiency, flow, etc.

[0048] 108. The calculated supercharger related corrections meet the requirements;

[0049] Due to the influence of the flow characteristics of the inlet and outlet airflow of the supercharger and the test data errors during the actual test process, after completing the calculation work described in 107 and obtaining the PID results, the PID calculation results need to be analyzed, screened, corrected and fitted, and finally reasonable judgment and revision are made, otherwise the PID results may have abnormal overshoot results. The overall principle requirement is: the performance level shown by the corrected supercharger should be consistent with the actual level and characteristics of the actual supercharger, and meet the technical indicators and evaluation standards of the supercharger by relevant technical personnel, and it can achieve and just achieve the performance results shown in the actual test. The analysis of the PID results involves the different product performance and test levels caused by the selected superchargers from different manufacturers and different models, which leads to different actual analysis and final characteristic fitting processes. It will not be elaborated here, but it should be ensured that the fitting characteristic results obtained can represent the actual supercharger level and can be stably calculated in the model to obtain results that meet the accuracy requirements.

[0050] 109. Adjust the supercharger basic map and correction map;

[0051] If the obtained result does not meet the requirements described in item 108, it needs to be adjusted continuously until it meets the requirements. Among them, when the correction map has an abnormal trend and is difficult to fit due to the large deviation of the supercharger basic map data, the supercharger basic map also needs to be adjusted;

[0052] 110. Solidify the basic map and modified map of supercharger;

[0053] After completing the 109th debugging work or confirming that the requirements are met in the 108th work, the 110th work can be carried out to fix the basic map and the correction map of the supercharger.

[0054] 111. Decouple the compressor and turbine to establish independent speed control;

[0055] After completing the calibration work described in 110, due to the PID settings related to the wastegate valve in the content described in 107, the wastegate valve characteristics obtained are actually valve flow characteristics data related to the target boost pressure. However, according to the actual working principle of the actual mechanical wastegate valve, the opening of the real wastegate valve is driven by both the boost pressure and the exhaust pressure, which is obviously different from the characteristics obtained by simulation. It is necessary to perform an extended calibration of the exhaust characteristics related to the exhaust pressure here. Therefore, it is necessary to decouple the compressor and the turbine in 111, and perform independent speed control on the turbine for the second round of additional corrections, and finally obtain valve flow characteristics data related to both the boost pressure and the exhaust pressure.

[0056] 112. Adjust the PID control logic of the supercharger wastegate valve;

[0057] After completing the contents described in item 111, based on the reasons described in item 111, the wastegate valve PID is changed to be related to the exhaust pressure to obtain the wastegate valve flow coefficient.

[0058] 113. Recalculate and obtain the wastegate valve characteristic map;

[0059] After completing the contents described in item 112, apply the previously obtained supercharger efficiency and flow correction map, re-run the model to calculate and obtain the exhaust bypass valve flow coefficient data related to the exhaust pressure, and combine it with the previously obtained flow coefficient data related to the boost pressure to fit the characteristic map data related to both the boost pressure and the exhaust pressure. Similarly, this data should also ensure that the obtained fitting characteristic results can represent the actual supercharger exhaust bypass valve opening characteristics, and can be stably calculated in the model to obtain results that meet the accuracy requirements. It should be noted that, unlike the traditional supercharger model, after the supercharger exhaust bypass valve characteristic map obtained here is applied to the supercharger model, what is actually obtained is not only a supercharger model that can reproduce the actual test state with high precision, but also a supercharger model with certain predictive capabilities. Since this model fully considers the driving principle and physical characteristics of the real exhaust bypass valve, when the inlet and outlet boundary states of the supercharger model change due to changes in the external environment or changes in the engine operating state, the supercharger model will respond to the difference, operate in a reasonable working state and obtain more accurate prediction results. This is also a necessary function for the virtual engine model (including supercharger model) used in the digital vehicle powertrain virtual development platform system.

[0060] 114. Solidify all maps and integrate the supercharger model into the engine model;

[0061] After completing the work described in item 113, all the correction maps related to the supercharger can be obtained (including efficiency, flow base map, correction map and exhaust bypass valve characteristic map). However, since all the maps obtained at this time are characteristic maps fitted by the calculation results of the independent supercharger model, when they are directly applied to the full engine model, the joint operation effect may be poor due to problems such as the engine model parameterization method and accuracy. Therefore, at this time, the supercharger model needs to be solidified and integrated into the engine model that has completed the combustion and heat exchange calibration to conduct calculation accuracy and stability tests under the full model. The engine model here specifically refers to an engine model that does not contain a supercharger model, but only contains intake and exhaust pipes and cylinders. The calibration process of the engine model is not the main elaboration direction of this patent, so it will not be expanded too much here.

[0062] 115. Calculate and test whether the result accuracy meets the requirements;

[0063] After completing the work described in item 114 and running the calculation in the state of the full engine model (including the supercharger model), it is necessary to detect whether the calculation results meet the set accuracy requirements. For example, in this embodiment, the accuracy of the calculation results of the full engine model should meet the preset accuracy indicators such as the torque deviation of more than 90% of the calculation conditions is less than 10Nm, and the boost pressure deviation is less than 5kPa.

[0064] 116. Fine-tune the supercharger related map until the accuracy meets the requirements;

[0065] If the obtained results do not meet the requirements described in Item 115, it is necessary to continuously adjust the supercharger-related map to meet the requirements. Among them, appropriate adjustments can be made in the supercharger-related corrections for the deviations caused by the combustion calibration to control the accuracy of the calculation results of the full engine model to meet the requirements. Different from the traditional supercharger model and calibration method, this calibration method is a method that can support the rapid completion of the semi-automatic calibration of the supercharger model under the full-engine universal test conditions. The completed supercharger model not only has a very accurate model accuracy under the conditions involved in the test data, but also has good predictability and confidence for the conditions not involved.

[0066] 117. Solidify the supercharger related map to the full engine model;

[0067] After completing 116 debugging tasks or confirming that the requirements are met in 115 tasks, 117 tasks can be carried out to solidify the turbocharger related maps into the full engine model.

[0068] 118. Change the model interface and signal flow to build the data interaction channel required for integration into the digital vehicle assembly virtual development platform;

[0069] After completing the work described in item 117, it has been confirmed that the full engine model is completely normal when tested offline, but the source of the engine control parameters in the offline state is the test data recorded in 101, which is completely different from the situation where the relevant engine control parameters are all from the real control unit (ECU) instructions after the full model is integrated into the digital vehicle assembly virtual development platform. Therefore, it is necessary to set up corresponding interfaces inside the model and adjust the signal flow, change all the model requirement input sources to input from the real control unit (ECU), and output the signals required by the real control unit (ECU) to meet the data interaction environment for the normal operation of the model on the digital vehicle assembly virtual development platform.

[0070] 119. Build the matching engineering files required to integrate the full model into the digital vehicle assembly virtual development platform;

[0071] After completing the work described in item 118, it is necessary to further construct the matching engineering files required for integrating the full model into the digital vehicle assembly virtual development platform so that the model has an environment that meets the hardware-in-the-loop operation. The matching engineering files are engineering files that use hardware and software to convert the physical / digital signals received and sent by the real control unit (ECU) into digital / physical signals to meet the environment required for the model and actuator to work normally in the hardware-in-the-loop state. For example, in this embodiment, after the completed full model is integrated into the digital vehicle assembly virtual development platform, it will receive instructions from the real ECU control unit and feedback the signals required by the ECU. At the same time, the ECU will also issue instructions to control the hardware actions such as the real injector and throttle. Among them, in this embodiment, the injection amount signal required by the model is determined by the ECU through the engine state fed back by the model and the driver's needs received, and the current required injection amount is determined and an electro-physical signal is generated to make the real injector move. At this time, the electrical signal generated is monitored and converted into a digital signal, and synchronously transmitted to the model to make the model move. The matching engineering file should meet all the signals required by the hardware-in-the-loop system formed by the model and the external hardware, and the conversion process of other signals will not be repeated one by one.

[0072] 120. Hardware signal access of real ECU control unit and other actuators;

[0073] After completing the 119 tasks, the model can be integrated into the digital vehicle assembly virtual development platform and connected to the real ECU control unit and other actuators to form a hardware-in-the-loop system.

[0074] 121. The hardware-in-the-loop system test based on the virtual development platform is normal;

[0075] After completing the work described in item 120, the full model can be tested in an online state (integrating the state of the real hardware control unit ECU and the actuator). For example, in the full engine model with a supercharger model described in this embodiment, the model can be instructed to run a universal test cycle through AVL PUMA on the digital vehicle assembly virtual development platform to test whether the model action can continuously perform normally and meet the accuracy requirements. Obviously, AVL PUMA is only a control system software of the digital vehicle assembly virtual development platform, and any other software that can achieve control is applicable to this method.

[0076] 122. The continuous debugging model performs normally in the online environment;

[0077] If the test model in 121 cannot continuously perform normally in the hardware-in-the-loop state, it is necessary to continuously debug the model or match the engineering files as described in 119 until the model logic and accuracy perform normally.

[0078] 123. Form a high-precision engine model under real-time ECU control to effectively support engine development work;

[0079] After completing debugging task 122, or confirming in item 121 that the model performs normally and continuously under the hardware-in-the-loop state, task 123 can be carried out to solidify the model and related matching engineering files to form a high-precision engine model under real-time ECU control, effectively supporting engine development work.

[0080] As mentioned above, the present application provides a method for independently parameterizing the supercharger model in the high-precision engine model of the digital vehicle powertrain virtual development platform system under the hardware system such as dSPACE or ETAS using the AVL CruiseM simulation software, which can be used to support the rapid development of high-precision engine models based on the digital vehicle powertrain virtual development platform system, and realize the rapid and high-precision calibration of the supercharger part model by constructing an independent supercharger model and calibration operations, and realize the rapid construction of high-precision engine models based on the digital vehicle powertrain virtual development platform system, thereby improving the efficiency and actual effect of real engine development work, and can be used to simulate the real action of the control unit and the actual performance of the engine during the real test bench or vehicle driving process with high precision, improve the accuracy and confidence of the simulation results, and effectively support the engine development work. The specific advantages are as follows.

[0081] Complete the construction of the independent supercharger model and establish the system boundary, establish the supercharger coaxial speed control, add control logic and modify PID, run calculations to obtain the basic data of the supercharger correction map, adjust the supercharger basic map and modified map to meet the calculation accuracy and rationality of the independent supercharger model, decouple the compressor and turbine and establish independent speed control, adjust the wastegate PID to obtain the basic data required to complete the characteristic map, integrate the independent supercharger model into the engine model (only the cylinder module and the intake and exhaust pipes, not the supercharger model), detect and debug until the accuracy of the full engine model meets the requirements, and establish a high-precision engine model containing a supercharger model that can interact with the digital vehicle powertrain virtual development platform system and the real hardware control unit and actuator;

[0082] Change the model interface and signal flow to build the data interaction channel required for integration into the digital vehicle assembly virtual development platform, build the matching engineering files required for integrating the full model into the digital vehicle assembly virtual development platform, access the hardware signals of the real ECU control unit and other actuators, and establish a hardware and software environment that can effectively support the model and hardware to run in the digital vehicle powertrain virtual development platform system in the form of hardware-in-the-loop;

[0083] The control software configured based on the digital vehicle powertrain virtual development platform system tests and debugs the constructed hardware-in-the-loop system normally, forming a full engine model including a high-precision supercharger model under the control of the real-time hardware control unit ECU. It can support the real engine bench state simulation and real-time calibration strategy optimization based on the digital vehicle assembly virtual development platform, and effectively support engine development work.

[0084] Complete the construction of the independent supercharger model and establish the system boundary, establish the supercharger coaxial speed control, add control logic and correct PID, run calculations to obtain the basic data of the supercharger correction map, adjust the supercharger basic map and correction map to meet the calculation accuracy and rationality of the independent supercharger model, decouple the compressor and turbine and establish independent speed control, adjust the exhaust bypass valve PID to obtain the basic data required to complete the characteristic map, integrate the independent supercharger model into the engine model (only contains the cylinder module and intake and exhaust pipes, but does not include the supercharger model), detect and debug until the accuracy of the full engine model meets the requirements, and establish a high-precision engine model containing a supercharger model that can interact with the digital vehicle powertrain virtual development platform system and the real hardware control unit and actuator. Compared with other existing technical methods, this method proposes an effective solution to the situation that a large amount of engine working condition calibration work is carried out in the current engine development process to meet development needs. When the traditional method is used to calibrate the entire engine model at the same time, the calibration difficulty and time of the supercharger part model are often greatly increased due to the influence of the calculation results of other engine models on the supercharger inlet and outlet boundaries. By independently performing the supercharger model parameterization process, the influence of system errors on the supercharger model is simplified at the initial calibration stage. A special shaft control method different from the gas drive mode of the traditional supercharger model in the engine model is adopted, and the traditional engineer manual calibration method is changed to a semi-automatic calibration method combined with PID. This part of the calibration work is quickly completed and tested and fine-tuned in the whole model, effectively reducing the time and labor cost required for model parameterization, and efficiently establishing a high-precision engine model containing a supercharger model that can interact with the digital vehicle powertrain virtual development platform system and the real hardware control unit and actuator, and realizing the model-level soft environment construction required for running on the digital vehicle powertrain virtual development platform system.

[0085] Change the model interface and signal flow to build the data interaction channel required for integration into the digital vehicle assembly virtual development platform, build the matching engineering files required for integrating the full model into the digital vehicle assembly virtual development platform, and access the hardware signals of the real ECU control unit and other actuators, and establish a hardware and software environment that can effectively support the model and hardware to run in the digital vehicle powertrain virtual development platform system in the form of hardware-in-the-loop. Compared with other existing technical methods, this method directly combines the model and the hardware control unit to form a hardware-in-the-loop system, avoiding the inability to consider the control strategy or the use of simplified means in the existing simulation methods. The influence of the control strategy on the simulation calculation is not fully considered, which greatly improves the accuracy and real-time performance of the simulation calculation, making it a feasible method to fully reproduce the control unit's action instructions to the engine and the actual control effect formed through simulation methods.

[0086] The control software configured based on the digital vehicle powertrain virtual development platform system tests and debugs the constructed hardware-in-the-loop system normally, forming a full engine model containing a high-precision supercharger model under the control of the real-time hardware control unit ECU, which can support the real engine bench state simulation and real-time calibration strategy optimization based on the digital vehicle assembly virtual development platform, and effectively support engine development. Compared with other existing technical methods, a verified and feasible implementation method is proposed for the characteristic points of the model parameterization method and the hardware-in-the-loop system environment construction method. Through this method, for the engine currently using the supercharger, the complete model parameterization work including the supercharger calibration part can be quickly completed and combined with the real control unit ECU, and various engine development work such as bench state simulation and real-time calibration strategy optimization can be supported based on the digital vehicle assembly virtual development platform.

[0087] Example 2

[0088] Based on the parameterization method of the aforementioned embodiment 1, a parameterization system can be formed, which is briefly described here. For specific example solutions, technical feature combinations, etc. that are not fully described, please refer to the aforementioned embodiment 1.

[0089] A parameterization system of a virtual engine model supercharger module of the second embodiment includes the following contents:

[0090] Engine model module: used to build engine model;

[0091] Hybrid model module: used to build a supercharger model;

[0092] Calibration module: used to perform supercharger model calibration, including the following processing flow:

[0093] S31, establishing the compressor inlet and outlet boundaries of the supercharger model, and establishing the turbine inlet and outlet boundaries of the supercharger model;

[0094] S32, setting the coaxial speed control of the compressor and turbine of the supercharger model;

[0095] S33, adding control logic to realize normal control of the supercharger model, and automatically obtaining calibration parameters through calculation;

[0096] S34, calculating the obtained supercharger related correction, and adjusting the supercharger basic map and the correction map to meet the accuracy requirements, and then solidifying the supercharger basic map and the correction map;

[0097] S35, decoupling the compressor and the turbine to establish independent speed control; then, adjusting the PID control logic of the supercharger wastegate valve to be related to the exhaust pressure to obtain the wastegate valve flow coefficient;

[0098] S36, recalculating and obtaining the wastegate valve characteristic map, solidifying all maps and integrating the supercharger model into the engine model;

[0099] S37, running calculations in the state of the full engine model and fine-tuning the supercharger-related map until the accuracy meets the requirements; and then solidifying the supercharger-related map to the full engine model;

[0100] In-the-loop module: used to build a hardware-in-the-loop system, including the following processing flows:

[0101] S41. Build the data interaction channel required for integration into the digital vehicle assembly virtual development platform, and adjust the signal flow, change the input source of all model requirements to input from the real control unit, and output the signals required by the real control unit;

[0102] S42, construct matching engineering files to convert the physical / digital signals received and sent by the real control unit into digital / physical signals to meet the environment required for the normal operation of the vehicle model and the actuator;

[0103] S43, connecting to a real control unit and an actuator to form a hardware-in-the-loop system;

[0104] S44, debugging and matching engineering files, until the whole vehicle model runs the universal test test cycle to test whether the model action can continuously perform normally and meet the accuracy requirements;

[0105] S45, solidify the vehicle model and matching engineering files to form an engine model including a real-time control unit.

[0106] Among them, step S31 includes the following contents: the compressor inlet boundary is set to the boundary form of temperature and pressure, and the outlet boundary is set to the flow boundary, so as to calculate the pressure and temperature results of the compressor outlet, and finally obtain the compressor efficiency and flow correction map data; the turbine inlet boundary is the turbine front exhaust temperature, pressure and flow boundary of the engine model startup test data, and the outlet boundary is set to the turbine rear exhaust temperature and pressure boundary, so as to calculate the pressure and temperature results of the turbine outlet, and finally obtain the turbine efficiency and flow correction map data.

[0107] Step S33 includes the following contents: establishing a PID related to the compressor outlet temperature to automatically correct the compressor efficiency, establishing a PID related to the turbine outlet temperature to automatically correct the turbine efficiency, and establishing an exhaust bypass valve flow coefficient PID related to the boost pressure to automatically correct the exhaust bypass volume; according to the measured monitoring values ​​of the compressor and turbine and the supercharger characteristic map provided by the supplier, the P, I, and D parameters are set based on the basic principles of PID and the control process is stabilized, and then the model can be run. After running the complete engine universal operating condition calculation case, the difference between the map data and the actual supercharger performance under all operating conditions and the required corresponding correction results are automatically obtained, and the correction results are fixed to the model.

[0108] As mentioned above, by building an independent supercharger model and calibration operation, the supercharger partial model can be calibrated quickly and accurately. Then, the supercharger model is integrated into the engine model to form a full engine model, realizing the rapid construction of a high-precision engine model based on the digital vehicle powertrain virtual development platform system, and efficiently supporting engine development work.

[0109] It should be pointed out that the examples of the above-mentioned embodiments can be preferably combined with one or more of them according to actual needs, and multiple examples use a set of drawings to illustrate the combined technical features, which will not be described one by one here.

[0110] The above descriptions are detailed descriptions and illustrations of the preferred embodiments of the present invention, but these descriptions are not intended to limit the scope of protection required by the present invention. All equivalent changes or modified modifications accomplished under the technical teachings suggested by the present invention should fall within the scope of patent protection covered by the present invention.

Claims

1. A method for parameterizing a supercharger module of a virtual engine model, characterized in that: Includes the following: Step S1, constructing an engine model; Step S2, constructing a supercharger model; Step S3, executing supercharger model calibration, including the following processing flow: S31, establishing the compressor inlet and outlet boundaries of the supercharger model, and establishing the turbine inlet and outlet boundaries of the supercharger model; S32, setting the coaxial speed control of the compressor and turbine of the supercharger model; S33, setting control logic to achieve normal control of the supercharger model, and automatically obtaining calibration parameters through calculation; S34, calculating the obtained supercharger related correction, and adjusting the supercharger basic map and the correction map to meet the accuracy requirements, and then solidifying the supercharger basic map and the correction map; S35, decoupling the compressor and the turbine to establish independent speed control; then, adjusting the PID control logic of the supercharger wastegate valve to be related to the exhaust pressure to obtain the wastegate valve flow coefficient; S36, recalculating and obtaining the wastegate valve characteristic map, solidifying all maps and integrating the supercharger model into the engine model; S37, running calculations in the state of the full engine model and fine-tuning the supercharger-related map until the accuracy meets the requirements; and then solidifying the supercharger-related map to the full engine model; Step S4: constructing a hardware-in-the-loop system, including the following processing flow: S41. Build the data interaction channel required for integration into the digital vehicle assembly virtual development platform, and adjust the signal flow, change the input source of all model requirements to input from the real control unit, and output the signals required by the real control unit; S42, construct matching engineering files to convert the physical / digital signals received and sent by the real control unit into digital / physical signals to meet the environment required for the normal operation of the vehicle model and the actuator; S43, connecting to a real control unit and an actuator to form a hardware-in-the-loop system; S44, debugging and matching engineering files, until the whole vehicle model runs the universal test test cycle to test whether the model action can continuously perform normally and meet the accuracy requirements; S45, solidify the vehicle model and matching engineering files to form an engine model including a real-time control unit.

2. The parameterization method of a virtual engine model supercharger module according to claim 1, characterized in that: Step S31 Includes the following: The compressor inlet boundary is set as the temperature and pressure boundary form, and the outlet boundary is set as the flow boundary, so as to calculate the pressure and temperature results of the compressor outlet, and finally obtain the compressor efficiency and flow correction map data; The turbine inlet boundary is the exhaust temperature, pressure and flow boundary before the turbine of the engine model's startup test data, and the outlet boundary is set to the exhaust temperature and pressure boundary after the turbine, so as to calculate the pressure and temperature results at the turbine outlet, and finally obtain the turbine efficiency and flow correction map data.

3. The parameterization method of a virtual engine model supercharger module according to claim 1, characterized in that: Step S33 Includes the following: Establish a PID related to the compressor outlet temperature to automatically correct the compressor efficiency, establish a PID related to the turbine outlet temperature to automatically correct the turbine efficiency, establish a wastegate valve flow coefficient PID related to the boost pressure to automatically correct the wastegate bypass volume; According to the actual monitoring values ​​of the compressor and turbine and the supercharger characteristic map provided by the supplier, the model is filled in. After the P, I, and D parameters are set based on the basic principle of PID and the control process is stabilized, the model can be run. After running the complete engine universal operating condition calculation case, the difference between the map data and the actual supercharger performance under all operating conditions and the required corresponding correction results are automatically obtained, and the correction results are fixed to the model.

4. A parameterization system for a supercharger module of a virtual engine model, characterized in that: Includes the following: Engine model module: used to build engine model; Hybrid model module: used to build a supercharger model; Calibration module: used to perform supercharger model calibration, including the following processing flow: S31, establishing the compressor inlet and outlet boundaries of the supercharger model, and establishing the turbine inlet and outlet boundaries of the supercharger model; S32, setting the coaxial speed control of the compressor and turbine of the supercharger model; S33, setting control logic to achieve normal control of the supercharger model, and automatically obtaining calibration parameters through calculation; S34, calculating the obtained supercharger related correction, and adjusting the supercharger basic map and the correction map to meet the accuracy requirements, and then solidifying the supercharger basic map and the correction map; S35, decoupling the compressor and the turbine to establish independent speed control; then, adjusting the PID control logic of the supercharger wastegate valve to be related to the exhaust pressure to obtain the wastegate valve flow coefficient; S36, recalculating and obtaining the wastegate valve characteristic map, solidifying all maps and integrating the supercharger model into the engine model; S37, running calculations in the state of the full engine model and fine-tuning the supercharger-related map until the accuracy meets the requirements; and then solidifying the supercharger-related map to the full engine model; In-the-loop module: used to build a hardware-in-the-loop system, including the following processing flows: S41. Build the data interaction channel required for integration into the digital vehicle assembly virtual development platform, and adjust the signal flow, change the input source of all model requirements to input from the real control unit, and output the signals required by the real control unit; S42, construct matching engineering files to convert the physical / digital signals received and sent by the real control unit into digital / physical signals to meet the environment required for the normal operation of the vehicle model and the actuator; S43, connecting to a real control unit and an actuator to form a hardware-in-the-loop system; S44, debugging and matching engineering files, until the whole vehicle model runs the universal test test cycle to test whether the model action can continuously perform normally and meet the accuracy requirements; S45, solidify the vehicle model and matching engineering files to form an engine model including a real-time control unit.

5. The parameterization system of a virtual engine model supercharger module according to claim 4, characterized in that: Step S31 Includes the following: The compressor inlet boundary is set as the temperature and pressure boundary form, and the outlet boundary is set as the flow boundary, so as to calculate the pressure and temperature results of the compressor outlet, and finally obtain the compressor efficiency and flow correction map data; The turbine inlet boundary is the exhaust temperature, pressure and flow boundary before the turbine of the engine model's startup test data, and the outlet boundary is set to the exhaust temperature and pressure boundary after the turbine, so as to calculate the pressure and temperature results at the turbine outlet, and finally obtain the turbine efficiency and flow correction map data.

6. The parameterization system of a virtual engine model supercharger module according to claim 4, characterized in that: Step S33 Includes the following: Establish a PID related to the compressor outlet temperature to automatically correct the compressor efficiency, establish a PID related to the turbine outlet temperature to automatically correct the turbine efficiency, establish a wastegate valve flow coefficient PID related to the boost pressure to automatically correct the wastegate bypass volume; According to the actual monitoring values ​​of the compressor and turbine and the supercharger characteristic map provided by the supplier, the model is filled in. After the P, I, and D parameters are set based on the basic principle of PID and the control process is stabilized, the model can be run. After running the complete engine universal operating condition calculation case, the difference between the map data and the actual supercharger performance under all operating conditions and the required corresponding correction results are automatically obtained, and the correction results are fixed to the model.

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