Engine universal characteristic curve optimization method, device and equipment and storage medium
By acquiring and preprocessing the actual vehicle data, analyzing fuel consumption information in partitions, and optimizing the calibration of the universal characteristic curve, the problem of insufficient accuracy of the universal characteristic curve of the engine in the actual vehicle environment in the existing technology is solved, and more accurate engine performance is achieved Reflect and energy consumption optimization.
Patent Information
- Application Number
- CN202411130540.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-16
- Publication Date
- 2024-12-27
AI Technical Summary
The existing engine universal characteristic curve based on the bench measured does not take into account the dynamic factors and the non-ideal working state in the real vehicle environment, making it difficult to accurately reflect the engine performance in the real vehicle operating state, affecting the calibration accuracy and operation. efficiency.
By obtaining real-time measurement data, preprocessing is performed to obtain a steady-state operation data set, the data is partitioned according to the preset universal characteristics parameters, the actual fuel consumption information of each interval is obtained, and it is compared with the calibration fuel consumption information to optimize the calibration tens of millions of millions of millions of millions of millions of millions of millions of millions of millions of millions of yuan. There are characteristic curves to obtain more accurate actual universal characteristic curves.
The optimized universal characteristic curve is closer to the actual vehicle operating state, providing a solid data support and scientific analysis foundation for vehicle performance optimization and energy consumption reduction.
Smart Images
Figure CN119206897A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of engine technology, and in particular to an engine universal characteristic curve optimization method, device, equipment and storage medium. Background Art
[0002] Obtaining accurate universal characteristic curves is the key to improving engine performance and efficiency. The existing method of drawing engine universal characteristic curves is to measure the performance data of the engine under various speed and torque conditions under a controlled environment through bench testing.
[0003] However, in the actual vehicle environment, due to the influence of other dynamic factors such as the ignition system, circulating water cooling system, or non-ideal working conditions, the universal characteristic curve measured on the test bench is difficult to accurately reflect the engine performance under the actual vehicle operating conditions, which in turn affects the engine tuning accuracy and operating efficiency. Summary of the invention
[0004] The main purpose of this application is to provide a method, device, equipment and storage medium for optimizing the universal characteristic curve of an engine, aiming to solve the technical problem that the existing universal characteristic curve measured based on a test bench does not take into account the influence of dynamic factors or non-ideal working conditions in the actual vehicle environment, and is difficult to accurately reflect the engine performance under the actual vehicle operating state.
[0005] To achieve the above objectives, the present application proposes a method for optimizing a universal characteristic curve of an engine, the method comprising:
[0006] Acquiring real vehicle measurement data, and preprocessing the real vehicle measurement data to obtain a steady-state operation data set;
[0007] Partitioning the steady-state operation data set according to preset universal characteristic parameters, and obtaining actual fuel consumption information corresponding to each interval;
[0008] comparing the actual fuel consumption information with the calibrated fuel consumption information;
[0009] The universal characteristic curve is optimized and calibrated according to the comparison result to obtain the optimized actual universal characteristic curve.
[0010] In one embodiment, the step of acquiring real vehicle measurement data and preprocessing the real vehicle measurement data to obtain a steady-state operation data set includes:
[0011] Acquire real vehicle measurement data, and filter the real vehicle measurement data using a preset filter to obtain filtered data;
[0012] Determine difference data according to the actual vehicle measurement data and the filtered data, and filter out the difference data from the actual vehicle measurement data to obtain a steady-state operation data set.
[0013] In one embodiment, the step of determining difference data according to the actual vehicle measurement data and the filtered data, and filtering out the difference data from the actual vehicle measurement data to obtain a steady-state operation data set includes:
[0014] Determine difference data according to the actual vehicle measurement data and the filtered data, and mark a number of abnormal fluctuation points in the difference data according to a preset difference threshold;
[0015] Acquire a differential data set of the filter execution parameters in the actual vehicle measurement data, and compare the data corresponding to each differential point in the differential data set with a preset sampling threshold to obtain a differential deviation point;
[0016] The data corresponding to each of the abnormal fluctuation points and the data corresponding to the differential deviation points are screened out from the actual vehicle measurement data to obtain a steady-state operation data set.
[0017] In one embodiment, the preset universal characteristic parameters are rotation speed and torque, and the steady-state operation data set includes steady-state operation data from different data sources; the step of partitioning the steady-state operation data set according to the preset universal characteristic parameters and obtaining actual fuel consumption information corresponding to each interval includes:
[0018] Dividing the steady-state operation data into a preset number of operating condition intervals according to the speed and torque, each of the operating condition intervals including a number of data points corresponding to the same speed and the same torque;
[0019] The actual operating time and average fuel injection amount corresponding to each operating range are determined according to the corresponding data of each data point to obtain the actual fuel consumption information.
[0020] In one embodiment, the calibrated fuel consumption information includes a calibrated fuel injection amount corresponding to each operating point, and the step of comparing the actual fuel consumption information with the calibrated fuel consumption information includes:
[0021] Determining whether each operating point in the calibrated fuel consumption information has a corresponding operating range;
[0022] If yes, then compare the actual working condition duration with the preset minimum working condition duration to obtain a working condition duration comparison result;
[0023] Comparing the average fuel injection amount with the calibrated fuel injection amount to obtain a fuel injection amount comparison result;
[0024] Accordingly, the step of optimizing and calibrating the universal characteristic curve according to the comparison result to obtain the optimized actual universal characteristic curve includes:
[0025] The universal characteristic curve is optimized and calibrated according to the working condition duration comparison result and the fuel injection quantity comparison result to obtain the optimized actual universal characteristic curve.
[0026] In one embodiment, the step of optimizing and calibrating the universal characteristic curve according to the working condition duration comparison result and the fuel injection amount comparison result to obtain the optimized actual universal characteristic curve includes:
[0027] When the actual operating condition duration is greater than the preset minimum operating condition duration, determining a current fuel injection amount deviation according to the average fuel injection amount and the calibrated fuel injection amount;
[0028] When the current fuel injection amount deviation is greater than a preset deviation threshold, the calibrated fuel injection amount corresponding to the operating point in the calibrated universal characteristic curve is replaced according to the average fuel injection amount to obtain an optimized actual universal characteristic curve.
[0029] In one embodiment, when the current fuel injection amount deviation is greater than a preset deviation threshold, before the step of replacing the calibrated fuel injection amount corresponding to the operating point in the calibrated universal characteristic curve according to the average fuel injection amount to obtain the optimized actual universal characteristic curve, the method further includes:
[0030] When the actual operating condition duration is not greater than the preset minimum operating condition duration or the current fuel injection amount deviation is not greater than a preset deviation threshold, the calibrated fuel injection amount corresponding to the operating condition point in the calibrated universal characteristic curve is retained.
[0031] In addition, to achieve the above-mentioned purpose, the present application also proposes an engine universal characteristic curve optimization device, the device comprising:
[0032] A preprocessing module, used to obtain real vehicle measurement data, and preprocess the real vehicle measurement data to obtain a steady-state operation data set;
[0033] A data statistics module, used to partition the steady-state operation data set according to preset universal characteristic parameters, and obtain actual fuel consumption information corresponding to each interval;
[0034] The curve adjustment module is used to compare the actual fuel consumption information with the calibrated fuel consumption information; optimize the calibrated universal characteristic curve according to the comparison result to obtain the optimized actual universal characteristic curve.
[0035] In addition, to achieve the above-mentioned purpose, the present application also proposes an engine universal characteristic curve optimization device, which includes: a memory, a processor, and an engine universal characteristic curve optimization program stored in the memory and executable on the processor, and when the engine universal characteristic curve optimization program is executed by the processor, the steps of the engine universal characteristic curve optimization method described above are implemented.
[0036] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, on which is stored an engine universal characteristic curve optimization program, and when the engine universal characteristic curve optimization program is executed by a processor, the steps of the engine universal characteristic curve optimization method as described above are implemented.
[0037] The present application provides an engine universal characteristic curve optimization method, which obtains actual vehicle measurement data and pre-processes the actual vehicle measurement data to obtain a steady-state operation data set; partitions the steady-state operation data set according to preset universal characteristic parameters, and obtains actual fuel consumption information corresponding to each interval; compares the actual fuel consumption information with the calibrated fuel consumption information; optimizes and calibrates the universal characteristic curve according to the comparison result to obtain the optimized actual universal characteristic curve. Since the present application can obtain a steady-state operation data set according to actual vehicle measurement data, and then partitions the steady-state operation data set to obtain actual fuel consumption information for each interval, the calibrated universal characteristic curve can be optimized according to the actual fuel consumption information, so that the optimized universal characteristic curve is closer to the actual vehicle operation state, providing solid data support and scientific analysis basis for vehicle performance optimization and energy consumption reduction. BRIEF DESCRIPTION OF THE DRAWINGS
[0038] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.
[0039] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.
[0040] Figure 1 A schematic diagram of the structure of an engine universal characteristic curve optimization device in a hardware operating environment involved in an embodiment of the present application;
[0041] Figure 2 This is a flow chart of the first embodiment of the engine universal characteristic curve optimization method of the present application;
[0042] Figure 3This is an example diagram of the effect of curve optimization based on the engine universal characteristic curve optimization method of this application;
[0043] Figure 4 This is a flow chart of the second embodiment of the engine universal characteristic curve optimization method of the present application;
[0044] Figure 5 This is a flow chart of a third embodiment of the engine universal characteristic curve optimization method of the present application;
[0045] Figure 6 This is a structural block diagram of the first embodiment of the engine universal characteristic curve optimization device of the present application.
[0046] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION
[0047] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.
[0048] Reference Figure 1 , Figure 1 This is a schematic diagram of the structure of an engine universal characteristic curve optimization device in the hardware operating environment involved in the embodiment of the present application.
[0049] like Figure 1 As shown, the engine universal characteristic curve optimization device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a wireless fidelity (Wireless-Fidelity, WI-FI) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM), or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk storage. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.
[0050] Those skilled in the art will understand that Figure 1The structure shown in the figure does not constitute a limitation on the engine universal characteristic curve optimization device, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.
[0051] like Figure 1 As shown, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and an engine universal characteristic curve optimization program.
[0052] exist Figure 1 In the engine universal characteristic curve optimization device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the engine universal characteristic curve optimization device of the present application can be set in the engine universal characteristic curve optimization device, and the engine universal characteristic curve optimization device calls the engine universal characteristic curve optimization program stored in the memory 1005 through the processor 1001, and executes the engine universal characteristic curve optimization method provided in the embodiment of the present application.
[0053] The present application embodiment provides a method for optimizing a universal characteristic curve of an engine, referring to Figure 2 , Figure 2 This is a flow chart of the first embodiment of the engine universal characteristic curve optimization method of the present application. In this embodiment, the method includes steps S10 to S40:
[0054] Step S10: acquiring actual vehicle measurement data, and preprocessing the actual vehicle measurement data to obtain a steady-state operation data set.
[0055] It should be noted that the execution subject of the method of this embodiment can be a computer service device with data processing, program running and network communication, such as an engine performance monitoring device, an engine simulation test device, an engine test server and an engine test bench, etc. It can also be other electronic devices that realize the same or similar functions and can realize the engine universal characteristic curve optimization method of this application. The following takes the execution subject using the above-mentioned engine universal characteristic curve optimization device (hereinafter referred to as "optimization device") as an example to illustrate this embodiment and the following embodiments.
[0056] It should be understood that a Python library may be installed in the above-mentioned optimization device, and the data processing process in the engine universal characteristic curve optimization method of the present application may be implemented based on Python scripts.
[0057] It is understandable that the optimization device can use Pandas, Numpy and MDF libraries in Python libraries to load real vehicle measurement data. The real vehicle measurement data is data measured in the actual operating environment of the vehicle taking into account other dynamic factors or non-ideal working conditions such as the ignition system and the circulating water cooling system.
[0058] It should be understood that the real vehicle measurement data may be measurement data of the vehicle under different working conditions obtained from different data sources. The different data sources may be different unknown sensors pre-installed on the vehicle, such as speed sensors, pressure sensors, temperature sensors, etc., and the measurement data of each data source may be uniformly collected through a data acquisition system (DAS), thereby ensuring synchronization of measurement data timestamps of each data source in the real vehicle measurement data.
[0059] It should be noted that in order to improve the quality and availability of the real vehicle measurement data, the real vehicle measurement data can be preprocessed, for example, by filtering, data cleaning, data reconstruction, etc., and then the noise data can be screened out in the real vehicle measurement data to obtain a steady-state operation data set.
[0060] Step S20: partitioning the steady-state operation data set according to preset universal characteristic parameters, and obtaining actual fuel consumption information corresponding to each interval.
[0061] It should be understood that the universal characteristic curve is a number of equal fuel consumption rate curves and equal power curves drawn in a coordinate system with the speed as the horizontal axis and the torque as the vertical axis. Therefore, the above-mentioned preset universal characteristic parameters can be the speed and torque of the engine.
[0062] It is understandable that, since the steady-state operation data set may include measurement data from various data sources, the measurement data from the above different data sources may be first partitioned based on the engine speed and torque data, and partitioned according to fixed speed intervals (e.g., one interval per 500RPM) and fixed torque intervals (e.g., one interval per 50Nm). Then, the data points of the steady-state condition (steady-state condition refers to the state in which the vehicle's operating parameters do not change significantly over a period of time) may be identified in each interval, and the corresponding fuel consumption information may be extracted, which may be the average fuel injection amount of the vehicle in the interval.
[0063] Step S30: Compare the actual fuel consumption information with the calibrated fuel consumption information.
[0064] It is understandable that, since the above actual fuel consumption information is extracted by dividing the steady-state operation data set into several speed torque intervals, the actual fuel consumption information corresponding to each interval can reflect the actual fuel consumption of the vehicle in the actual vehicle operation environment. In order to determine the authenticity of the fuel consumption information in the calibration universal characteristic curve, the actual fuel consumption information of each interval can be compared with the calibrated fuel consumption information of the speed torque combination belonging to the interval in the calibration universal characteristic curve.
[0065] Step S40: optimizing and calibrating the universal characteristic curve according to the comparison result to obtain the optimized actual universal characteristic curve.
[0066] It can be understood that if the calibrated fuel injection quantity of a certain operating point (speed-torque combination) in the calibrated universal characteristic curve is consistent with the average fuel injection quantity corresponding to the interval to which the speed-torque combination belongs in the above-mentioned actual fuel consumption information or is within a preset fluctuation value range, then the above-mentioned calibrated fuel injection quantity can be directly regarded as the actual fuel injection quantity, and there is no need to numerically update the fuel injection quantity parameter corresponding to this point in the calibrated universal characteristic curve.
[0067] If the calibrated fuel injection quantity of a certain operating point (speed-torque combination) in the calibrated universal characteristic curve is inconsistent with the average fuel injection quantity corresponding to the above-mentioned actual fuel consumption information in the interval to which the speed-torque combination belongs or is outside the preset fluctuation value range, then the above-mentioned average fuel injection quantity can be directly regarded as the actual fuel injection quantity, and then the fuel injection quantity parameter corresponding to this point in the calibrated universal characteristic curve is numerically updated.
[0068] It should be understood that the above comparison process is repeated for each point in the calibrated universal characteristic curve, thereby achieving the numerical update of the injection quantity parameters corresponding to several points in the calibrated universal characteristic curve, completing the optimization of the calibrated universal characteristic curve, and obtaining a universal characteristic curve that can reflect the actual vehicle operating performance more accurately, that is, the actual universal characteristic curve.
[0069] In addition, you can refer to Figure 3 The universal characteristic curves before and after optimization are displayed and explained. Figure 3 This is an example diagram of the effect of curve optimization based on the engine universal characteristic curve optimization method of this application.
[0070] exist Figure 3 In FIG. 3 , 3-a is the universal characteristic curve before optimization, i.e., the calibrated universal characteristic curve, and 3-b is the universal characteristic curve after optimization, i.e., the actual universal characteristic curve.
[0071] The universal characteristic curve is an equal fuel consumption rate curve drawn in a coordinate system with speed as the horizontal axis and torque as the vertical axis, which can reflect the fuel consumption rate under different engine speeds and torques (also called loads). The circle surrounded by the universal characteristic curve is the universal economic zone. From the comparison between 3-a and 3-b, it can be seen that the torque corresponding to the actual universal economic zone is overall offset downward compared to the torque range of the calibrated universal economic zone.
[0072] This embodiment provides an engine universal characteristic curve optimization method, which obtains actual vehicle measurement data, and pre-processes the actual vehicle measurement data to obtain a steady-state operation data set; partitions the steady-state operation data set according to preset universal characteristic parameters, and obtains actual fuel consumption information corresponding to each interval; compares the actual fuel consumption information with the calibrated fuel consumption information; optimizes and calibrates the universal characteristic curve according to the comparison result to obtain the optimized actual universal characteristic curve. Since this embodiment can obtain a steady-state operation data set according to actual vehicle measurement data, and then partitions the steady-state operation data set to obtain actual fuel consumption information for each interval, it can optimize the calibrated universal characteristic curve according to the actual fuel consumption information, so that the optimized universal characteristic curve is closer to the actual vehicle operation state, providing solid data support and scientific analysis basis for vehicle performance optimization and energy consumption reduction.
[0073] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction, and will not be repeated in the following. Figure 4 , Figure 4 This is a flow chart of the second embodiment of the engine universal characteristic curve optimization method of the present application.
[0074] In this embodiment, in order to further improve the accuracy of the optimized actual universal characteristic curve, the reliability of the real-time fuel consumption information obtained based on the interval can be considered. The preset universal characteristic parameters are speed and torque. The steady-state operation data set includes steady-state operation data from different data sources. Therefore, the step S20 specifically includes: steps S201 to S202:
[0075] Step S201: dividing the steady-state operation data into a preset number of operating intervals according to the rotational speed and the torque, each of the operating intervals including a number of data points corresponding to the same rotational speed and the same torque.
[0076] It should be understood that the preset number may be determined by the unit interval (speed interval and torque interval) personalized by the user based on the division accuracy requirement, and this embodiment does not impose any limitation on this.
[0077] Specifically, the steady-state operation data can be divided into a certain number of speed intervals according to the speed interval, and then the torque interval can be further divided based on the speed interval according to the torque interval, so as to obtain a preset number of operating condition intervals. Each operating condition interval contains data points that meet the speed range and torque range of the interval.
[0078] Step S202: determining the actual operating time and average fuel injection amount corresponding to each operating interval according to the data corresponding to each data point, and obtaining actual fuel consumption information.
[0079] It can be understood that based on the corresponding data of each data point, the operating duration of the steady-state operating condition in each operating condition range and the total fuel injection amount of the engine in the operating condition range can be determined, and then the average fuel injection amount corresponding to the operating condition range, that is, the actual fuel consumption information, can be determined based on the operating duration and the total fuel injection amount.
[0080] Furthermore, the calibrated fuel consumption information includes the calibrated fuel injection amount corresponding to each operating point. In order to compare the actual fuel consumption information with the calibrated fuel consumption information in combination with the operating time of the steady-state operating condition, step S30 specifically includes steps S301 to S303:
[0081] Step S301: Determine whether each operating point in the calibrated fuel consumption information has a corresponding operating range.
[0082] It should be noted that the calibrated fuel consumption information may be the calibrated fuel injection amount at each operating point (speed torque combination) in the calibration universal characteristic curve.
[0083] It should be understood that, in actual vehicle operation, some combinations of engine speed and engine torque may not be achieved or may be filtered out in preprocessing due to insufficient steady-state measurement data at these combinations of engine speed and engine torque. Therefore, for any operating point in the calibration universal characteristic curve, it is necessary to first determine whether there is a corresponding operating range for the operating point.
[0084] Step S302: If yes, then compare the actual working condition duration with the preset minimum working condition duration to obtain a working condition duration comparison result.
[0085] Step S303: Compare the average fuel injection amount with the calibrated fuel injection amount to obtain a fuel injection amount comparison result.
[0086] It is understandable that if there is a corresponding operating condition interval for the operating point, it can be considered that there is corresponding actual fuel consumption information for the operating point. Since the collected data can only reflect the performance under stable working conditions when the operating condition lasts long enough, a preset minimum operating condition duration can be set in advance to determine the reliability of the actual fuel consumption information. Specifically, the actual operating condition duration corresponding to the operating condition interval can be compared with the preset minimum operating condition duration. If the actual operating condition duration is greater than the preset minimum operating condition duration, the actual fuel consumption information of the operating condition interval can be considered reliable, otherwise it is considered unreliable.
[0087] It should be understood that when the actual fuel consumption information in this operating range is considered reliable, the average fuel injection amount obtained by actual measurement can be compared with the calibrated fuel injection amount for this operating point, and based on the difference in their values, it can be determined whether to update the injection amount parameter value corresponding to this operating point in the calibration universal characteristic curve.
[0088] Accordingly, step S40 specifically includes:
[0089] Step S400: optimizing and calibrating the universal characteristic curve according to the working condition duration comparison result and the fuel injection amount comparison result to obtain an optimized actual universal characteristic curve.
[0090] It can be understood that when the actual operating condition duration is greater than the preset minimum operating condition duration, the current injection quantity deviation is determined based on the average injection quantity and the calibrated injection quantity; when the current injection quantity deviation is greater than the preset deviation threshold, the calibrated injection quantity corresponding to the operating condition point in the calibrated universal characteristic curve is replaced according to the average injection quantity to obtain the optimized actual universal characteristic curve.
[0091] It should be noted that the above-mentioned preset minimum operating time can be personalized by the user based on the actual operating conditions of the vehicle, for example, set to 600s. If the actual operating time exceeds 600s, the average fuel injection amount corresponding to the operating interval can be regarded as valid data, and then the subsequent steps of comparing the average fuel injection amount with the calibrated fuel injection amount are performed.
[0092] It is understandable that the current injection amount deviation can be calculated using "current injection amount deviation = (calibrated injection amount - average injection amount) / calibrated injection amount", and a deviation threshold can be pre-set as the allowable fluctuation range of the calibrated injection amount, for example, it can be set to 80%.
[0093] In the specific implementation, if the calculated current injection amount deviation is greater than 80%, it can be regarded as the calibrated injection amount is inaccurate, and the average injection amount is used to replace the injection amount parameter value at the operating point in the calibration universal characteristic curve, that is, the calibrated injection amount is replaced by the average injection amount.
[0094] Furthermore, when the actual operating condition duration is not greater than the preset minimum operating condition duration or the current fuel injection amount deviation is not greater than a preset deviation threshold, the calibrated fuel injection amount corresponding to the operating condition point in the calibrated universal characteristic curve is retained.
[0095] It should be noted that the above process of determining whether there is a corresponding operating area, comparing the actual operating duration, and comparing the average fuel injection amount is repeated for each operating point in the calibration universal characteristic curve, so as to determine the operating point in the calibration universal characteristic curve where the fuel injection amount parameter value needs to be updated and replaced with the average fuel injection amount in the corresponding operating area, thereby completing the optimization of the calibration universal characteristic curve and obtaining the optimized actual universal characteristic curve. Based on the above method, this embodiment allows for dynamic adjustment and optimization of the part of the calibration universal characteristic curve with reasonable deviations, ensuring that the obtained actual universal characteristic curve is closer to the operating characteristic points of the vehicle on the real road.
[0096] This embodiment divides the steady-state operation data into a preset number of operating intervals according to the speed and torque, and each operating interval includes a number of data points corresponding to the same speed and the same torque; the actual operating duration and average fuel injection amount corresponding to each operating interval are determined according to the corresponding data of each data point to obtain the actual fuel consumption information. Furthermore, when the actual operating duration is greater than the preset minimum operating duration, the current fuel injection amount deviation is determined according to the average fuel injection amount and the calibrated fuel injection amount; when the current fuel injection amount deviation is greater than the preset deviation threshold, the calibrated fuel injection amount corresponding to the operating point in the calibrated universal characteristic curve is replaced according to the average fuel injection amount to obtain the optimized actual universal characteristic curve. Since this embodiment judges the validity of the actual fuel consumption information based on the actual operating duration before replacing the calibrated fuel injection amount with the average fuel injection amount, it can ensure that the above average fuel injection amount is not the instantaneous data of the operating interval, which is conducive to improving the reliability of the optimized actual universal characteristic curve.
[0097] Based on the first and second embodiments of the present application, in the third embodiment of the present application, the same or similar contents as those of the first and second embodiments can be referred to the above description, and will not be described in detail later. Figure 5 , Figure 5 This is a flow chart of the third embodiment of the engine universal characteristic curve optimization method of the present application.
[0098] In this embodiment, in order to specifically illustrate the process of preprocessing the real vehicle data, step S10 specifically includes: steps S101 to S102:
[0099] Step S101: obtaining real vehicle measurement data, and filtering the real vehicle measurement data using a preset filter to obtain filtered data.
[0100] It can be understood that the preset filter can be a low-pass filter. Based on the Python script, the butter function and the filtfilt function in the scipy.signal in the Python library can be used to set the parameters of the low-pass filter.
[0101] Specifically, the butter function can be used to design a low-pass filter (the low-pass filter is a digital filter) and its coefficients (cutoff frequency, sampling frequency and filter order), and the filtfilt function can be used to apply the low-pass filter to the actual vehicle measurement data. Since filtfilt is a zero-phase filter, the filtered data can maintain the signal phase of the original actual vehicle measurement data.
[0102] Step S102: determining difference data according to the actual vehicle measurement data and the filtered data, and filtering out the difference data from the actual vehicle measurement data to obtain a steady-state operation data set.
[0103] It can be understood that by filtering out the above-mentioned difference data from the actual vehicle measurement data, the noise and instantaneous fluctuations of the vehicle speed and throttle in the vehicle operation data can be effectively separated, thereby accurately identifying and separating the data points reflecting the real and stable vehicle performance status, and obtaining a reliable steady-state data operation data set.
[0104] Specifically, in order to obtain a more reliable steady-state operation data set, non-steady-state data of data change distance can also be filtered out from the actual vehicle measurement data. Therefore, step S102 includes: steps S1021 to S1023:
[0105] Step S1021: determining difference data according to the actual vehicle measurement data and the filtered data, and marking a number of abnormal fluctuation points in the difference data according to a preset difference threshold.
[0106] It should be understood that the difference data may be an absolute difference difference between the original actual vehicle measurement data and the filtered data, and the preset difference threshold threshold may be set according to the determined difference data, for example, the difference threshold may be set to 0.5.
[0107] It can be understood that, in the difference data, data points with difference>threshold can be determined as abnormal fluctuation points, and other data points can be regarded as data points that can be retained in the actual vehicle measurement data.
[0108] Step S1021: obtaining a differential data set of the filter execution parameters in the actual vehicle measurement data, and comparing the data corresponding to each differential point in the differential data set with a preset sampling threshold to obtain a differential deviation point.
[0109] It is understandable that the filter execution parameter can be a specific parameter category of the low-pass filter execution object, such as vehicle speed and throttle. First, the vehicle speed data and throttle data in the actual vehicle measurement data can be differentiated to obtain the corresponding differential data set. The change rate of the vehicle speed data and the throttle data can be obtained through differential calculation, which is convenient for subsequent data screening based on the analysis of the change trend of the vehicle speed and throttle.
[0110] It should be understood that the above differential data set includes several differential points, each of which corresponds to a specific differential value (vehicle speed or throttle), and a differential value threshold can be set to determine the severity of data changes, and the differential value threshold can be set based on the sampling frequency of the above low-pass filter. If the specific differential value corresponding to a differential point is greater than the differential value threshold, it can be determined that the differential point is a differential deviation point, that is, the corresponding data of the differential point in the original real vehicle measurement data is not steady.
[0111] It should be noted that the differential data set can also be traversed in a rolling manner based on a Python script, that is, a rolling window of a fixed size is used to traverse the differential data set, and the standard deviation in each window is calculated to measure the degree of change of the differential points in different windows. Specifically, a standard deviation threshold can also be set to judge the drastic degree of data change. The standard deviation threshold can also be set based on the sampling frequency of the above-mentioned low-pass filter. If the rolling standard deviation of the window to which a certain differential point belongs exceeds the above-mentioned standard deviation threshold, the differential point can also be determined to be a differential deviation point, that is, the corresponding data of the differential point in the original actual vehicle measurement data is not steady.
[0112] Step S1021: filtering out the data corresponding to the abnormal fluctuation points and the data corresponding to the differential deviation points from the actual vehicle measurement data to obtain a steady-state operation data set.
[0113] In a specific implementation, the data corresponding to the above abnormal fluctuation points and the data corresponding to the above differential deviation points can be screened out from the actual vehicle measurement data to obtain steady-state operation data.
[0114] In this embodiment, the actual vehicle measurement data is obtained, and the actual vehicle measurement data is filtered using a preset filter to obtain the filtered data; the difference data is determined based on the actual vehicle measurement data and the filtered data, and a number of abnormal fluctuation points are marked in the difference data according to the preset difference threshold; the differential data set of the filter execution parameters in the actual vehicle measurement data is obtained, and the corresponding data of each differential point in the differential data set is compared with the preset sampling threshold to obtain the differential deviation point; the corresponding data of each abnormal fluctuation point and the corresponding data of the differential deviation point are filtered out in the actual vehicle measurement data to obtain the steady-state operation data set. In this embodiment, the low-pass filter differential is used to clarify the sudden change points of the actual vehicle speed and the throttle signal and then delete them, while the rolling standard deviation is used to identify the stable interval of the data, thereby ensuring that the subsequent analysis is based on the steady-state working condition of the vehicle, and improving the accuracy and reliability of data processing.
[0115] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the engine universal characteristic curve optimization method of the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.
[0116] In addition, an embodiment of the present application further proposes a storage medium, on which is stored an engine universal characteristic curve optimization program, and when the engine universal characteristic curve optimization program is executed by a processor, the engine universal characteristic curve optimization method as described above is implemented.
[0117] The present application also provides an engine universal characteristic curve optimization device, referring to Figure 6 , Figure 6 This is a schematic diagram of the module structure of the first embodiment of the engine universal characteristic curve optimization device of the present application, and the engine universal characteristic curve optimization device comprises:
[0118] A preprocessing module 601 is used to obtain real vehicle measurement data and preprocess the real vehicle measurement data to obtain a steady-state operation data set;
[0119] A data statistics module 602 is used to partition the steady-state operation data set according to preset universal characteristic parameters and obtain actual fuel consumption information corresponding to each interval;
[0120] The curve adjustment module 603 is used to compare the actual fuel consumption information with the calibrated fuel consumption information; optimize the calibrated universal characteristic curve according to the comparison result to obtain the optimized actual universal characteristic curve.
[0121] Furthermore, the preprocessing module 601 is also used to obtain real vehicle measurement data, and filter the real vehicle measurement data using a preset filter to obtain filtered data;
[0122] Determine difference data according to the actual vehicle measurement data and the filtered data, and filter out the difference data from the actual vehicle measurement data to obtain a steady-state operation data set.
[0123] Furthermore, the preprocessing module 601 is further used to determine difference data according to the actual vehicle measurement data and the filtered data, and mark a number of abnormal fluctuation points in the difference data according to a preset difference threshold;
[0124] Acquire a differential data set of the filter execution parameters in the actual vehicle measurement data, and compare the data corresponding to each differential point in the differential data set with a preset sampling threshold to obtain a differential deviation point;
[0125] The data corresponding to each of the abnormal fluctuation points and the data corresponding to the differential deviation points are screened out from the actual vehicle measurement data to obtain a steady-state operation data set.
[0126] Further, the preset universal characteristic parameters are rotation speed and torque, and the steady-state operation data set includes steady-state operation data from different data sources;
[0127] The data statistics module 602 is further used to divide the steady-state operation data into a preset number of operating condition intervals according to the speed and torque, each of the operating condition intervals including a number of data points corresponding to the same speed and the same torque;
[0128] The actual operating time and average fuel injection amount corresponding to each operating range are determined according to the corresponding data of each data point to obtain the actual fuel consumption information.
[0129] Furthermore, the calibrated fuel consumption information includes the calibrated fuel injection amount corresponding to each operating point;
[0130] The curve adjustment module 603 is further used to determine whether each operating point in the calibrated fuel consumption information has a corresponding operating range;
[0131] If yes, then compare the actual working condition duration with the preset minimum working condition duration to obtain a working condition duration comparison result;
[0132] Comparing the average fuel injection amount with the calibrated fuel injection amount to obtain a fuel injection amount comparison result;
[0133] The universal characteristic curve is optimized and calibrated according to the working condition duration comparison result and the fuel injection quantity comparison result to obtain the optimized actual universal characteristic curve.
[0134] Furthermore, the curve adjustment module 603 is further configured to determine a current fuel injection amount deviation according to the average fuel injection amount and the calibrated fuel injection amount when the actual operating condition duration is greater than the preset minimum operating condition duration;
[0135] When the current fuel injection amount deviation is greater than a preset deviation threshold, the calibrated fuel injection amount corresponding to the operating point in the calibrated universal characteristic curve is replaced according to the average fuel injection amount to obtain an optimized actual universal characteristic curve.
[0136] Furthermore, the curve adjustment module 603 is also used to retain the calibrated injection amount corresponding to the operating point in the calibrated universal characteristic curve when the actual operating condition duration is not greater than the preset minimum operating condition duration or the current injection amount deviation is not greater than a preset deviation threshold.
[0137] This embodiment can obtain a steady-state operation data set based on actual vehicle measurement data, and then partition the steady-state operation data set to obtain actual fuel consumption information in each interval, so that the calibrated universal characteristic curve can be optimized according to the actual fuel consumption information, making the optimized universal characteristic curve closer to the actual vehicle operating state, providing solid data support and scientific analysis basis for vehicle performance optimization and energy consumption reduction.
[0138] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.
[0139] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.
[0140] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as a read-only memory image (ROM) / random access memory (RAM), a magnetic disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present application.
[0141] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.
Claims
1. A method for optimizing an engine universal characteristic curve, characterized in that: The method comprises: Acquiring real vehicle measurement data, and preprocessing the real vehicle measurement data to obtain a steady-state operation data set; Partitioning the steady-state operation data set according to preset universal characteristic parameters, and obtaining actual fuel consumption information corresponding to each interval; comparing the actual fuel consumption information with the calibrated fuel consumption information; The universal characteristic curve is optimized and calibrated according to the comparison result to obtain the optimized actual universal characteristic curve.
2. The method according to claim 1, characterized in that The step of acquiring the real vehicle measurement data and preprocessing the real vehicle measurement data to obtain a steady-state operation data set includes: Acquire real vehicle measurement data, and filter the real vehicle measurement data using a preset filter to obtain filtered data; Determine difference data according to the actual vehicle measurement data and the filtered data, and filter out the difference data from the actual vehicle measurement data to obtain a steady-state operation data set.
3. The method according to claim 2, characterized in that The step of determining difference data according to the actual vehicle measurement data and the filtered data, and filtering out the difference data from the actual vehicle measurement data to obtain a steady-state operation data set includes: Determine difference data according to the actual vehicle measurement data and the filtered data, and mark a number of abnormal fluctuation points in the difference data according to a preset difference threshold; Acquire a differential data set of the filter execution parameters in the actual vehicle measurement data, and compare the data corresponding to each differential point in the differential data set with a preset sampling threshold to obtain a differential deviation point; The data corresponding to each of the abnormal fluctuation points and the data corresponding to the differential deviation points are screened out from the actual vehicle measurement data to obtain a steady-state operation data set.
4. The method according to claim 1, characterized in that The preset universal characteristic parameters are rotation speed and torque, and the steady-state operation data set includes steady-state operation data from different data sources; The step of partitioning the steady-state operation data set according to the preset universal characteristic parameters and obtaining the actual fuel consumption information corresponding to each interval includes: Dividing the steady-state operation data into a preset number of operating condition intervals according to the speed and torque, each of the operating condition intervals including a number of data points corresponding to the same speed and the same torque; The actual operating time and average fuel injection amount corresponding to each operating range are determined according to the corresponding data of each data point to obtain the actual fuel consumption information.
5. The method according to claim 4, characterized in that The calibrated fuel consumption information includes the calibrated fuel injection amount corresponding to each operating point, and the step of comparing the actual fuel consumption information with the calibrated fuel consumption information includes: Determining whether each operating point in the calibrated fuel consumption information has a corresponding operating range; If yes, then compare the actual working condition duration with the preset minimum working condition duration to obtain a working condition duration comparison result; Comparing the average fuel injection amount with the calibrated fuel injection amount to obtain a fuel injection amount comparison result; Accordingly, the step of optimizing and calibrating the universal characteristic curve according to the comparison result to obtain the optimized actual universal characteristic curve includes: The universal characteristic curve is optimized and calibrated according to the working condition duration comparison result and the fuel injection quantity comparison result to obtain the optimized actual universal characteristic curve.
6. The method according to claim 5, characterized in that The step of optimizing and calibrating the universal characteristic curve according to the working condition duration comparison result and the fuel injection amount comparison result to obtain the optimized actual universal characteristic curve comprises: When the actual operating condition duration is greater than the preset minimum operating condition duration, determining a current fuel injection amount deviation according to the average fuel injection amount and the calibrated fuel injection amount; When the current fuel injection amount deviation is greater than a preset deviation threshold, the calibrated fuel injection amount corresponding to the operating point in the calibrated universal characteristic curve is replaced according to the average fuel injection amount to obtain an optimized actual universal characteristic curve.
7. The method according to claim 6, characterized in that Before the step of replacing the calibrated fuel injection amount corresponding to the operating point in the calibrated universal characteristic curve according to the average fuel injection amount when the current fuel injection amount deviation is greater than the preset deviation threshold, to obtain the optimized actual universal characteristic curve, the method further includes: When the actual operating condition duration is not greater than the preset minimum operating condition duration or the current fuel injection amount deviation is not greater than a preset deviation threshold, the calibrated fuel injection amount corresponding to the operating condition point in the calibrated universal characteristic curve is retained.
8. An engine universal characteristic curve optimization device, characterized in that: The device comprises: A preprocessing module, used to obtain real vehicle measurement data, and preprocess the real vehicle measurement data to obtain a steady-state operation data set; A data statistics module, used to partition the steady-state operation data set according to preset universal characteristic parameters, and obtain actual fuel consumption information corresponding to each interval; The curve adjustment module is used to compare the actual fuel consumption information with the calibrated fuel consumption information; optimize the calibrated universal characteristic curve according to the comparison result to obtain the optimized actual universal characteristic curve.
9. An engine universal characteristic curve optimization device, characterized in that: The engine universal characteristic curve optimization device includes: a memory, a processor, and an engine universal characteristic curve optimization program stored in the memory and executable on the processor. When the engine universal characteristic curve optimization program is executed by the processor, the steps of the engine universal characteristic curve optimization method as described in any one of claims 1 to 7 are implemented.
10. A storage medium, characterized in that: The storage medium stores an engine universal characteristic curve optimization program, and when the engine universal characteristic curve optimization program is executed by the processor, the steps of the engine universal characteristic curve optimization method according to any one of claims 1 to 7 are implemented.