Calibration-level real-time engine construction method, device and equipment

Abstract

The invention discloses a calibration-level real-time engine construction method, device and equipment, and relates to the field of complete vehicle power assembly digital twin model development, the method comprises the following steps: obtaining modeling related data of an engine, and establishing an engine combustion model based on the modeling related data, and the engine combustion model is a predictive combustion model; establishing an engine full model based on the engine combustion model, and selecting multiple working conditions to calibrate performance parameters of the engine full model; and adjusting the structure and the control mode of the engine full model, operating the adjusted engine full model, detecting an operation error, and completing conversion of the engine real-time model. According to the method, the requirements of simulation precision, real-time performance, responsiveness, simulation degree and expansibility can be met, and virtual calibration of the power assembly system is realized.

Description

Technical Field

[0001] The present application relates to the field of vehicle powertrain digital twin model development, and specifically to a calibration-level real-time engine construction method, device and equipment. Background Art

[0002] As regulations on emissions and fuel consumption continue to tighten, calibration complexity increases dramatically, and the contradiction between vehicle calibration cycle and vehicle product development needs will continue to intensify. Vehicle calibration is key, but it is highly dependent on vehicle hardware and seasonal environment, has a low degree of automated calibration, and the test environment / sample coverage is not high enough, making it difficult to compress the calibration cycle. As an important part of model-based development, virtual calibration technology has been widely used in engine calibration.

[0003] At present, for the virtual calibration of the engine, a commonly used method is to provide a real-time simulator, an ECU (Electronic Control Unit), an actuator, a host computer, a main control computer and an interactive component, wherein the real-time simulator is used to simulate the operation of the engine, generate real-time feedback data and INCA (a professional software widely used in the development and calibration of automotive electronic control units) calibration data, the ECU electronic control unit is used to receive the generated real-time feedback data and INCA calibration data, the main control computer is used to build an engine model and a vehicle model, the host computer is used to load the model engineering file, and the interactive component is used to display information and input instructions.

[0004] The above calibration method has the following problems: the early real-time simulation model is converted into real-time model in combination with GT-SUITE-RT (an engine and vehicle development tool) lisence. The conversion process will simplify the engine in various ways to make the model meet the real-time requirements, such as simplifying the intake and exhaust pipe systems, etc. Since the calculation form of the main and auxiliary cylinders is used in the real-time conversion process, the cylinder pressure curve of each cylinder of the multi-cylinder engine cannot be accurately identified, and the uniformity analysis of each cylinder cannot be supported. At the same time, the engine combustion model is built in the form of MATLAB (a mathematical software) and simulink (a visual simulation tool). This combustion model has poor predictable performance. Summary of the invention

[0005] The present application provides a calibration-level real-time engine construction method, device and equipment, which can meet the requirements of simulation accuracy, real-time performance, responsiveness, simulation degree and scalability, and realize virtual calibration of the powertrain system.

[0006] In a first aspect, an embodiment of the present application provides a calibration-level real-time engine construction method, the calibration-level real-time engine construction method comprising:

[0007] Acquiring modeling-related data of the engine, and establishing an engine combustion model based on the modeling-related data, wherein the engine combustion model is a predictive combustion model;

[0008] Establishing an engine full model based on the engine combustion model, and selecting multiple working conditions to calibrate performance parameters of the engine full model;

[0009] The structure and control method of the engine full model are adjusted, the adjusted engine full model is run and the running error is detected, and the conversion of the engine real-time model is completed.

[0010] In combination with the first aspect, in one implementation,

[0011] The modeling-related data include universal test data of the engine, cylinder pressure data, performance parameters of main components, and main pipeline geometry models;

[0012] The universal test data are universal test data under different water temperature, intake air temperature, and cooling water temperature boundary conditions;

[0013] The performance parameters of the main components include injection rate curve, supercharger MAP diagram, and cylinder information;

[0014] The main pipeline geometric model includes the geometric model of the intake and exhaust passages.

[0015] In combination with the first aspect, in one implementation, establishing the engine combustion model based on the modeling related data specifically includes:

[0016] Establishing an engine combustion model, and performing an air volume calibration operation on the engine combustion model;

[0017] Deleting redundant cylinders from the engine combustion model after the benchmarking operation to simplify it into a single-cylinder engine model, wherein the single-cylinder engine model only includes an injector, a cylinder, and a crankcase component;

[0018] Set the crankshaft angle and cylinder pressure under different working conditions, calculate the cylinder heat release rate curve, and perform cylinder pressure consistency check;

[0019] Set the engine combustion model to the DIPulse model and perform optimization operations.

[0020] In combination with the first aspect, in one implementation, establishing the engine full model based on the engine combustion model specifically includes:

[0021] Based on the optimized engine combustion model, a full engine model is created, wherein the full engine model includes a multi-cylinder engine intake and exhaust pipeline, intake and exhaust air passages, intake and exhaust valves, injectors, cylinders, crankcases, superchargers, and intercoolers.

[0022] In combination with the first aspect, in one implementation, the selecting multiple operating conditions to calibrate the performance parameters of the full engine model, wherein the calibrated performance parameters include:

[0023] Intake air volume, torque, instantaneous oil volume, compressor inlet pressure, compressor inlet temperature, compressor outlet pressure, compressor outlet temperature, intercooler outlet pressure, compressor outlet temperature, intake manifold pressure, intake manifold temperature, cylinder pressure curve, exhaust manifold pressure, exhaust manifold temperature, supercharger speed, EGR rate, pre-turbulence pressure, pre-turbulence temperature, post-turbulence pressure, post-turbulence temperature.

[0024] In combination with the first aspect, in one implementation, adjusting the structure and control method of the full engine model, running the adjusted full engine model and detecting the running error, and completing the conversion of the real-time engine model specifically includes:

[0025] The engine real-time model conversion operation is performed to convert the engine full model into the engine real-time model, and the conversion operation is: deleting the monitor used to monitor the signal in the engine full model, modifying the turbine and compressor MAP models in the engine full model, and the control form of the supercharger bleed valve and the EGR valve, running the adjusted engine full model, detecting the calculation results of the engine full model for error judgment, building a simulink harness module, adjusting the time step, the wall heat transfer coefficient, and the pipeline pressure loss to calibrate the engine real-time model, so that the engine real-time model meets the preset accuracy requirements.

[0026] In combination with the first aspect, in one implementation, the engine real-time model conversion operation specifically includes:

[0027] Add a simulinkharness module to the full engine model to extract the model calculation results, and set the maximum time step and the maximum and minimum simulation time of the model in the Runsetup position;

[0028] Run the model and ensure that the extraction results of the simulinkharness module are consistent with the calculation results of the model;

[0029] Delete the wastegate controller and directly control the model through the wastegate, and run the model to ensure that the model accuracy has not changed;

[0030] Delete the EGR valve controller, perform model control through the bleed valve opening, and run the model to ensure that the model accuracy has not changed;

[0031] Convert components, replace mathematical formulas, convert intercooler components to internal subsystems, convert supercharger MAP files;

[0032] Define the intake and exhaust valve forms, add wall temperature solution modules to the intake and exhaust ducts, and define the intake and exhaust duct temperatures and external convection coefficients;

[0033] Define a fixed calculation step, adjust the discrete length of the intake and exhaust pipes, verify the model accuracy, and detect the real-time performance of the model to complete the establishment and calibration of the engine real-time model.

[0034] In combination with the first aspect, in one embodiment, the engine real-time model runs faster than the physical engine, can exchange data with the physical ECU, has a real-time factor less than 1, and supports hardware-in-the-loop virtual calibration bench operation.

[0035] In a second aspect, an embodiment of the present application provides a calibration-level real-time engine construction device, the calibration-level real-time engine construction device comprising:

[0036] An establishing module, which is used to obtain modeling-related data of the engine and establish an engine combustion model based on the modeling-related data, wherein the engine combustion model is a predictive combustion model;

[0037] A creation module, which is used to establish an engine full model based on the engine combustion model, and select multiple working conditions to calibrate the performance parameters of the engine full model;

[0038] The execution module is used to adjust the structure and control mode of the engine full model, run the adjusted engine full model and detect the operation error, and complete the conversion of the engine real-time model.

[0039] In the third aspect, an embodiment of the present application provides a calibration-level real-time engine building device, which includes a processor, a memory, and a calibration-level real-time engine building program stored in the memory and executable by the processor, wherein when the calibration-level real-time engine building program is executed by the processor, the steps of the calibration-level real-time engine building method described above are implemented.

[0040] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0041] By establishing a calibration-level real-time engine model to support the powertrain virtual test bench, an electronic test bench is used to connect the real controller to form a closed loop, meeting the requirements of simulation accuracy, real-time performance, responsiveness, simulation degree, and scalability, and realizing virtual calibration of the powertrain system. It can also be used for virtual calibration of modules such as engine performance, emissions, OBD, environmental adaptability, and vehicle model adaptability. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 A flow chart of a method for building a real-time engine at a calibration level for this application;

[0043] Figure 2 A schematic diagram of the functional modules of the real-time engine construction device for the calibration level of this application;

[0044] Figure 3 Schematic diagram of the hardware structure of the equipment used to build the real-time engine for this application. DETAILED DESCRIPTION

[0045] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0046] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0047] In a first aspect, an embodiment of the present application provides a calibration-level real-time engine construction method.

[0048] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of the calibration level real-time engine construction method for this application. Figure 1 As shown, the calibration-level real-time engine building method includes:

[0049] S1: acquiring engine modeling related data, and establishing an engine combustion model based on the modeling related data, wherein the engine combustion model is a predictive combustion model;

[0050] S2: establishing an engine full model based on the engine combustion model, and selecting multiple working conditions to calibrate performance parameters of the engine full model;

[0051] S3: adjusting the structure and control method of the full engine model, running the adjusted full engine model and detecting the running error, and completing the conversion of the real-time engine model.

[0052] It should be noted that diesel engine combustion models are divided into non-predictive combustion models and predictive combustion models. The basic principle of the predictive fuel model is to track the injection, evaporation, mixing and combustion process of the fuel with the surrounding gas. In order to obtain meaningful results, a very accurate injection rate curve is required. The predictive combustion model needs to be calibrated to match the combustion process calculated by cylinder pressure analysis. The predictive combustion model of this application has strong predictive performance, which is different from the traditional Weber combustion model and the mean combustion model. It can perform extended analysis of working conditions, and the plateau performance prediction accuracy is also higher.

[0053] For the engine model, it mainly covers the multi-cylinder engine intake and exhaust pipes, intake and exhaust airways, intake and exhaust valves, injectors, cylinders, crankcases, superchargers, intercoolers and other components. The amount of data that needs to be collected and sorted during the modeling process is relatively large. In this application, the modeling-related data includes the engine's universal test data, cylinder pressure data, performance parameters of major components, and main pipeline geometry models; for universal test data, test data consistency checks are required; for cylinder pressure data, cylinder pressure quality checks are used; for main component performance parameters, information sorting and formatting are used; for main pipeline geometry models, digital-to-analog conversion is used.

[0054] In this application, the injection rate is the most important input for the establishment of a diesel engine predictive combustion model, so a more detailed injector model needs to be established. In this application, the InjProfileConn module is used. It should be noted that the injection law curve must process the original data before entering the model. The main processing types include: 1. The model does not allow the Y axis of the injection law curve to have negative values, so it is necessary to delete the fluctuation segment in the early stage of data collection and the fluctuation segment in the later stage of ending injection; 2. The Y value of the injection rate curve starts from zero and ends at zero; 3. For the same rail pressure, the cumulative injection amount of the long power-on time must be greater than the short power-on time; 4. For the same power-on time, the cumulative injection amount of the large rail pressure must be greater than the low rail pressure; 5. It is necessary to confirm whether the Y axis of the injection law curve is volume flow or mass flow when testing the injection law curve. If it is volume flow, the fuel density needs to be added outside the MAP. When calibrating the predictive combustion model in the future, at least 50 operating points are selected, and it is ensured that the operating points are distributed in various positions in the universal characteristic MAP.

[0055] In this application, the universal test data are universal test data under different water temperature, intake air temperature, and cooling water temperature boundary conditions; the performance parameters of the main components include the injection rate curve, supercharger MAP diagram, and cylinder information; the main pipeline geometric model includes the geometric model of the intake and exhaust ducts.

[0056] Furthermore, in one embodiment, establishing an engine combustion model based on the modeling-related data specifically includes:

[0057] S101: establishing an engine combustion model, and performing an air volume calibration operation on the engine combustion model;

[0058] Specifically, the air volume is benchmarked to ensure that the air volume error at 90% of the operating points is within 5%. After the benchmark is completed, it can provide input and boundaries for the establishment of the engine combustion model;

[0059] S102: performing a redundant cylinder deletion operation on the engine combustion model after the benchmarking operation to simplify it into a single-cylinder engine model, wherein the single-cylinder engine model only includes an injector, a cylinder, and a crankcase component;

[0060] It should be noted that in actual applications, the pointer variable of the initial state of the cylinder is changed from "FluidInitialState" of the partial model or the full model to the template "EngCylInit";

[0061] S103: setting the crankshaft angle and cylinder pressure under different working conditions, calculating the cylinder heat release rate curve, and performing cylinder pressure consistency check;

[0062] Specifically, in order to input multiple working conditions, the crankshaft angle and the cylinder pressure can be set as common variables, so that they can point to different test data in the case setup.

[0063] When performing a cylinder pressure consistency check, the LHV (lower heating value) ensures that most operating points are between 0.95 and 1.05 for the inspection standard.

[0064] S104: Setting the engine combustion model to a DIPulse model (a prediction model for a diesel engine) and performing optimization operations.

[0065] In actual applications, the properties of the predictive combustion model are set as common variables, and DOE orthogonal analysis is performed on the combustion parameters. When the optimized parameters appear on the boundary of the given parameter range, the parameter range needs to be adjusted.

[0066] Furthermore, in one embodiment, a full engine model is established based on the engine combustion model, specifically including: based on the optimized engine combustion model, a full engine model is created, and the full engine model includes a multi-cylinder engine intake and exhaust pipeline, intake and exhaust air ducts, intake and exhaust valves, injectors, cylinders, crankcases, superchargers, and intercoolers.

[0067] In the present application, multiple working conditions are selected to calibrate the performance parameters of the full engine model, wherein the calibrated performance parameters include: intake air volume, torque, instantaneous oil volume, compressor inlet pressure, compressor inlet temperature, compressor outlet pressure, compressor outlet temperature, intercooler outlet pressure, compressor outlet temperature, intake manifold pressure, intake manifold temperature, cylinder pressure curve, exhaust manifold pressure, exhaust manifold temperature, supercharger speed, EGR (Exhaust Gas Re-circulation) rate, pre-turbine pressure, pre-turbine temperature, post-turbine pressure, and post-turbine temperature.

[0068] Specifically, before calibrating the full engine model, a preliminary pre-analysis of the experimental data is performed to ensure the accuracy of the experimental data. The calibration step is important and will directly affect the accuracy of the model verification. Especially for multiple injections, it is necessary to distinguish the timing, rail pressure and oil volume of multiple injections, distinguish whether the pressure of different channels is absolute pressure or relative pressure, and whether the temperature after the intercooler and the temperature after the EGR intercooler are abnormal.

[0069] During the calibration process, you can consider extracting the intercooler and turbine front section models for separate calibration to check the air volume, fuel consumption, and explosion pressure. The model boundaries (temperature, pressure, EGR rate) are input according to the test data. When adjusting the intake duct heat transfer, it is necessary to ensure that the air duct heating temperature rise does not exceed 30C under various operating conditions. When the valve flow coefficient and phase correction are large, it is necessary to confirm with relevant engineers whether the input data is correct. The adjustment of in-cylinder convection heat exchange needs to comprehensively consider fuel consumption and explosion pressure.

[0070] Calibrate the intercooler model, mainly adjusting the intercooler heat transfer coefficient and the intercooler pipe friction coefficient;

[0071] When calibrating the turbocharger module, the compressor inlet temperature and pressure should be checked first. If the pipeline in front of the compressor is not modeled, the boundary conditions given are not the state of the compressor inlet measurement point (the influence of static pressure and total pressure, the influence of friction loss). Therefore, it is necessary to adjust the state of the inlet boundary to check the compressor inlet temperature and pressure, adjust the compressor speed to make the compressor reach the test pressure ratio, and pay attention to the compressor work to provide a basis for torque balance for the next step of turbine calibration. Input the compressor speed of the previous step to the turbine, adjust the flow coefficient of the turbine, make the turbine pre-pressure reach the test value, and adjust the turbine efficiency coefficient so that the turbine work is equal to the compressor work in the previous step.

[0072] Use the full engine model and input the parameters after the above verification. The calculated results should be consistent with the test values. If there are errors, just make fine adjustments.

[0073] For the main performance parameters such as power, torque, air volume, EGR rate, pressure before and after intercooler, pressure before and after turbine, temperature after intercooler, temperature before turbine, and supercharger speed, the errors between simulation and test data of 90% operating points are within the error range of 5%, which meets the accuracy requirements of model benchmarking. Subsequent simulation work can be carried out based on this simulation model.

[0074] Further, in one embodiment, adjusting the structure and control mode of the engine full model, running the adjusted engine full model and detecting the running error, and completing the transformation of the engine real-time model specifically includes:

[0075] The engine real-time model conversion operation is performed to convert the engine full model into the engine real-time model, and the conversion operation is: deleting the monitor used to monitor the signal in the engine full model, modifying the turbine and compressor MAP models in the engine full model, and the control form of the supercharger bleed valve and the EGR valve, running the adjusted engine full model, detecting the calculation results of the engine full model for error judgment, building a simulink harness module (a tool for testing and verifying models in the Simulink environment), adjusting the time step, wall heat transfer coefficient, and pipeline pressure loss to calibrate the engine real-time model, so that the engine real-time model meets the preset accuracy requirements.

[0076] Regarding modifying the turbine and compressor MAP models in the full engine model, as well as the control forms of the supercharger bleed valve and EGR valve, specifically, the supercharger turbine MAP is modified into the .trb format, and the bleed valve and EGR valve are modified into valve-type throttle modules to avoid the situation where the Mach number is greater than 0.3 and the calculation results are distorted.

[0077] Furthermore, in one embodiment, the engine real-time model conversion operation specifically includes:

[0078] S301: Add a simulinkharness module for extracting model calculation results to the full engine model, and set the maximum time step and the maximum and minimum simulation time of the model operation in the Run setup position;

[0079] The simulinkharness module is mainly used to extract model calculation results. Channel extraction and time constant definition need to be defined in the simulinkharness component;

[0080] S302: Run the model and ensure that the extraction result of the simulinkharness module is consistent with the calculation result of the model; specifically, check in the result file whether the result extracted by the simulinkharness module is convergent and smooth. If not, the time constant needs to be adjusted. After confirming that the extraction result is correct, start the subsequent steps;

[0081] S303: deleting the exhaust valve controller, directly performing model control through the exhaust valve, and running the model to ensure that the model accuracy has not changed;

[0082] S304: deleting the EGR valve controller, performing model control through the opening of the exhaust valve, and running the model to ensure that the model accuracy has not changed;

[0083] S305: convert components, replace mathematical formulas, convert intercooler components into internal subsystems, and convert turbocharger MAP files;

[0084] Different mathematical formulas have a significant impact on the calculation time. The adjustment process can be used to observe the model running speed. For the conversion of the turbocharger MAP file, in order to increase the running speed, all turbine and compressor Mapde pre-processing codes need to be replaced with external MAP files. The model can be run to generate external MAP files based on the existing MAP;

[0085] S306: define the intake and exhaust valve forms, add wall temperature solving modules to the intake and exhaust ducts, and define the intake and exhaust duct temperatures and external convection coefficients;

[0086] S307: Define a fixed calculation step, adjust the discrete length of the intake and exhaust pipes, check the model accuracy, and test the real-time performance of the model to complete the establishment and calibration of the real-time model of the engine. When checking the model accuracy, in order to ensure the model accuracy, the discrete length of some pipes of the exhaust manifold will be set smaller than that of other pipes. When testing the real-time performance of the model, if it still does not meet the requirements, you can consider changing the intake and exhaust valves from 4 to 2 to further improve the running time.

[0087] It should be noted that the predictive combustion model is a sub-model of the full engine model. The sub-models included in the full engine model and the real-time engine model are the same. The biggest difference is that the former model runs slowly, cannot interact with the real ECU for data, and cannot be applied to the hardware-in-the-loop virtual calibration bench. The real-time engine model runs fast, can interact with the real ECU for data, and supports the operation of the hardware-in-the-loop virtual calibration bench.

[0088] In this application, the real-time model of the engine runs faster than the physical engine and can exchange data with the physical ECU with a real-time factor less than 1, and supports hardware-in-the-loop virtual calibration bench operation.

[0089] This application uses 1D modeling software to establish a detailed physical model of the engine, and uses real bench data to train the model so that its accuracy reaches the level that meets the calibration. The model uses a predictive combustion model, and the pipeline structure is not deleted during the real-time conversion of the model, so as to restore the real physical structure of the engine to the greatest extent. The real-time engine model does not use the form of copying cylinders to quickly run the model. It has the ability to calculate independently for each cylinder and can realize real-time monitoring of the cylinder pressure of each cylinder, thereby meeting the virtual calibration that supports each cylinder pressure detection, cylinder shutdown, etc. The real-time model of the engine has the geometric characteristics of the intake and exhaust system and can simulate the pressure fluctuation effect in the intake and exhaust system, that is, the model must be predictive. The real-time model of the engine established based on the basic model is still predictive for the derived engine when the intake and exhaust structure characteristics are changed. The physical structure of the engine intake and exhaust pipelines is not simplified during the real-time conversion of the real-time model of the engine, and it still meets the requirements of high accuracy and real-time performance.

[0090] The real-time engine model included in the powertrain virtual bench is not a mathematical model such as simulink. It uses a predictive combustion model and has the ability to predict combustion. The real-time engine model has the physical performance of 1D modeling, and can achieve real-time tracking of intake and exhaust pressure waves, independent ignition control of each cylinder and cylinder pressure tracking, and can realize the calibration of corresponding functions such as EGR, throttle, sensor, boost, VVT, etc. The real-time engine model has high-precision real-time capabilities and can be jointly simulated with vehicle models, post-processing models, gearbox models, etc., supporting high-precision engine calibration work, plateau performance prediction, etc.

[0091] The calibration-level real-time engine construction method of the embodiment of the present application establishes a calibration-level real-time engine model to support a powertrain virtual test bench, uses an electronic test bench to connect a real controller and form a closed loop, meets the requirements of simulation accuracy, real-time performance, responsiveness, simulation degree, and scalability, realizes virtual calibration of the powertrain system, and can be used for virtual calibration of modules such as engine performance, emissions, OBD (On-Board Diagnostics, vehicle self-diagnostic system), environmental adaptability, and vehicle model adaptability.

[0092] In a second aspect, an embodiment of the present application also provides a calibration-level real-time engine construction device.

[0093] In one embodiment, referring to Figure 2 , Figure 2 This is a schematic diagram of the functional modules of the real-time engine construction device for the calibration level of this application. Figure 2 As shown, the calibration-level real-time engine construction device includes: a building module, a creation module, and an execution module.

[0094] The establishment module is used to obtain the modeling-related data of the engine, and establish an engine combustion model based on the modeling-related data, and the engine combustion model is a predictive combustion model; the creation module is used to establish an engine full model based on the engine combustion model, and select multiple working conditions to calibrate the performance parameters of the engine full model; the execution module is used to adjust the structure and control method of the engine full model, run the adjusted engine full model and detect operating errors, and complete the conversion of the engine real-time model.

[0095] In a third aspect, an embodiment of the present application provides a calibration-level real-time engine building device, which may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0096] Reference Figure 3 , Figure 3 The hardware structure diagram of the calibration-level real-time engine building device involved in the embodiment of the present application is shown in FIG. In the embodiment of the present application, the calibration-level real-time engine building device may include a processor, a memory, a communication interface, and a communication bus.

[0097] The communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0098] The communication interface includes input / output (I / O) interface, physical interface and logical interface, etc., which are used to realize the interconnection of devices inside the calibration-level real-time engine building device, and the interface used to realize the interconnection between the calibration-level real-time engine building device and other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber optic interface, an ATM interface, etc.; the user device can be a display, a keyboard, etc.

[0099] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0100] The processor may be a general-purpose processor, and the general-purpose processor may call the calibration-level real-time engine construction program stored in the memory, and execute the calibration-level real-time engine construction method provided in the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the calibration-level real-time engine construction program is called may refer to the various embodiments of the calibration-level real-time engine construction method of the present application, which will not be repeated here.

[0101] Those skilled in the art will understand that Figure 3 The hardware structure shown in the figure does not constitute a limitation on the present application, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0102] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0103] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0104] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0105] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0106] 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 is essentially 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 ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0107] 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 calibration level real-time engine construction method, characterized in that: The calibration level real-time engine construction method comprises: Acquiring modeling-related data of the engine, and establishing an engine combustion model based on the modeling-related data, wherein the engine combustion model is a predictive combustion model; Establishing an engine full model based on the engine combustion model, and selecting multiple working conditions to calibrate performance parameters of the engine full model; The structure and control method of the engine full model are adjusted, the adjusted engine full model is run and the running error is detected, and the conversion of the engine real-time model is completed.

2. A calibration-level real-time engine construction method according to claim 1, characterized in that: The modeling-related data include universal test data of the engine, cylinder pressure data, performance parameters of main components, and main pipeline geometry models; The universal test data are universal test data under different water temperature, intake air temperature, and cooling water temperature boundary conditions; The performance parameters of the main components include injection rate curve, supercharger MAP diagram, and cylinder information; The main pipeline geometric model includes the geometric model of the intake and exhaust passages.

3. A calibration-level real-time engine construction method as claimed in claim 1, characterized in that: The establishing of the engine combustion model based on the modeling related data specifically includes: Establishing an engine combustion model, and performing an air volume calibration operation on the engine combustion model; Deleting redundant cylinders from the engine combustion model after the benchmarking operation to simplify it into a single-cylinder engine model, wherein the single-cylinder engine model only includes an injector, a cylinder, and a crankcase component; Set the crankshaft angle and cylinder pressure under different working conditions, calculate the cylinder heat release rate curve, and perform cylinder pressure consistency check; Set the engine combustion model to the DIPulse model and perform optimization operations.

4. A calibration-level real-time engine construction method as claimed in claim 3, characterized in that: The establishing of the engine full model based on the engine combustion model specifically includes: Based on the optimized engine combustion model, a full engine model is created, wherein the full engine model includes a multi-cylinder engine intake and exhaust pipeline, intake and exhaust air passages, intake and exhaust valves, injectors, cylinders, crankcases, superchargers, and intercoolers.

5. A calibration-level real-time engine construction method as claimed in claim 1, characterized in that: The selecting of multiple working conditions to calibrate the performance parameters of the full engine model, wherein the calibrated performance parameters include: Intake air volume, torque, instantaneous oil volume, compressor inlet pressure, compressor inlet temperature, compressor outlet pressure, compressor outlet temperature, intercooler outlet pressure, compressor outlet temperature, intake manifold pressure, intake manifold temperature, cylinder pressure curve, exhaust manifold pressure, exhaust manifold temperature, supercharger speed, EGR rate, pre-turbulence pressure, pre-turbulence temperature, post-turbulence pressure, post-turbulence temperature.

6. A calibration-level real-time engine construction method as claimed in claim 1, characterized in that: The adjusting the structure and control mode of the engine full model, running the adjusted engine full model and detecting the running error, and completing the conversion of the engine real-time model specifically includes: The engine real-time model conversion operation is performed to convert the engine full model into the engine real-time model, and the conversion operation is: deleting the monitor used to monitor the signal in the engine full model, modifying the turbine and compressor MAP models in the engine full model, and the control form of the supercharger bleed valve and the EGR valve, running the adjusted engine full model, detecting the calculation results of the engine full model for error judgment, building a simulink harness module, adjusting the time step, the wall heat transfer coefficient, and the pipeline pressure loss to calibrate the engine real-time model, so that the engine real-time model meets the preset accuracy requirements.

7. A calibration-level real-time engine construction method as claimed in claim 6, characterized in that: The real-time engine model conversion operation includes: Add a simulinkharness module to the full engine model to extract the model calculation results, and set the maximum time step and the maximum and minimum simulation time of the model in the Runsetup position; Run the model and ensure that the extraction results of the simulinkharness module are consistent with the calculation results of the model; Delete the wastegate controller and directly control the model through the wastegate, and run the model to ensure that the model accuracy has not changed; Delete the EGR valve controller, perform model control through the bleed valve opening, and run the model to ensure that the model accuracy has not changed; Convert components, replace mathematical formulas, convert intercooler components to internal subsystems, convert supercharger MAP files; Define the intake and exhaust valve forms, add wall temperature solution modules to the intake and exhaust ducts, and define the intake and exhaust duct temperatures and external convection coefficients; Define a fixed calculation step, adjust the discrete length of the intake and exhaust pipes, verify the model accuracy, and detect the real-time performance of the model to complete the establishment and calibration of the engine real-time model.

8. A calibration-level real-time engine construction method as claimed in claim 1, characterized in that: The engine real-time model runs faster than the physical engine, can exchange data with the physical ECU, has a real-time factor less than 1, and supports hardware-in-the-loop virtual calibration bench operation.

9. A calibration-level real-time engine construction device, characterized in that: The calibration-level real-time engine building device comprises: An establishing module, which is used to obtain modeling-related data of the engine and establish an engine combustion model based on the modeling-related data, wherein the engine combustion model is a predictive combustion model; A creation module, which is used to establish an engine full model based on the engine combustion model, and select multiple working conditions to calibrate the performance parameters of the engine full model; The execution module is used to adjust the structure and control mode of the engine full model, run the adjusted engine full model and detect the operation error, and complete the conversion of the engine real-time model.

10. A calibration-level real-time engine building device, characterized in that: The calibration-level real-time engine building device includes a processor, a memory, and a calibration-level real-time engine building program stored in the memory and executable by the processor, wherein when the calibration-level real-time engine building program is executed by the processor, the steps of the calibration-level real-time engine building method as described in any one of claims 1 to 8 are implemented.

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