An evaluation method, system and product for the knocking risk during engine startup

Abstract

The present application provides a method, a system and a product for evaluating the knocking risk during the engine starting process, relating to the technical field of automobiles. The method includes: constructing a torsional dynamics model of the power system based on the target components of the power system, where the target components are the components related to the power flow direction during the engine starting process; constructing a control strategy model, which is used to control the output torques of the engine and the starting motor in the torsional dynamics model; performing a coupled simulation on the control strategy model and the torsional dynamics model according to the selected engine starting operating point to obtain the corresponding simulation results; and determining whether there is a knocking risk during the engine starting process according to the simulation results. The aim is to reduce the related costs for noise optimization during the engine starting process of the hybrid power system.

Description

Technical Field

[0001] The present application relates to the technical field of automobiles, and particularly to an evaluation method, system and product for the knocking risk during engine starting. Background Art

[0002] With the booming development of the new energy vehicle market, in order to meet the user's pure-electric driving experience while increasing the driving range to solve the user's range anxiety problem, each vehicle manufacturer has successively launched new energy vehicles equipped with hybrid power systems, greatly increasing the comprehensive driving range of the vehicles. When the battery power is lower than a certain value, the engine is started, and the mechanical energy generated by the engine is converted into electrical energy by the generator to supply the drive motor to drive the vehicle, and the excess electrical energy is used to charge the battery; when the vehicle speed is higher than a certain value and reaches the economic efficiency range of the engine, the engine is started at this time to provide power for the whole vehicle. However, during the starting process of the above engine, noise is easily generated due to unreasonable design and matching of the parameters of each component of the hybrid power system, affecting the user's driving experience.

[0003] Currently, calibration tests are mainly carried out after the prototype samples are produced, and the noise problem during engine starting is optimized by calibrating the relevant parameters of the engine or the starting motor. This process requires a large amount of manpower, material resources and support from relevant equipment, which will not only increase the project development cycle, but also result in high development costs. Summary of the Invention

[0004] In view of this, the present application provides an evaluation method, system and product for the knocking risk during engine starting, aiming to solve or partially solve the problems existing in the background art.

[0005] The first aspect of the present application provides an evaluation method for the knocking risk during engine starting, and the method includes:

[0006] Construct a torsional dynamics model of the power system based on the target components of the power system, and the target components are the components related to the power flow direction during engine starting;

[0007] Construct a control strategy model, which is used to control the output torques of the engine and the starting motor in the torsional dynamics model;

[0008] According to the selected engine starting operating point, couple and simulate the control strategy model and the torsional dynamics model to obtain the corresponding simulation results;

[0009] According to the simulation results, determine whether there is a knocking risk during engine starting.

[0010] Optionally, when the target components of the power system include an engine, a torque limiter, a gear pair, and a starting motor, constructing the torsional dynamics model of the power system based on the target components of the power system includes:

[0011] Constructing an engine model, a torque limiter model, a gear pair model, and a starting motor model based on the target components of the power system;

[0012] Connecting the active end of the torque limiter model to the engine crankshaft of the engine model, connecting the passive end of the torque limiter model to the active gear system of the gear pair model, and connecting the driven gear system of the gear pair model to the motor rotor system of the starting motor model to construct and obtain the torsional dynamics model of the power system.

[0013] Optionally, according to the selected engine starting operating point, performing a coupled simulation on the control strategy model and the torsional dynamics model to obtain corresponding simulation results, including:

[0014] According to the selected engine starting operating point, outputting a switch signal through the starting motor control strategy model to control the torque output of the starting motor model, so as to drive the components of the power source to reach the target speed;

[0015] When the engine model reaches the target speed, outputting a load coefficient through the engine control strategy model to control the torque output of the engine model, so as to realize the torque interaction between the engine model and the starting motor model and obtain corresponding simulation results.

[0016] Optionally, before performing a coupled simulation on the control strategy model and the torsional dynamics model according to the selected engine starting operating point to obtain corresponding simulation results, the method further includes:

[0017] Inputting a torque signal with a step change into the torque port of the starting motor control strategy model to calibrate the parameters of the starting motor torque control module in the starting motor control strategy model and obtain a first calibration result;

[0018] When the first calibration result is that the output torque meets the response characteristic requirements, inputting a speed signal with a step change into the speed port of the starting motor control strategy model to calibrate the speed control parameters and obtain a second calibration result;

[0019] When the second calibration result is that the characteristics of the output torque are consistent with the measured characteristics of the starting motor output torque, obtaining a starting motor control strategy model that can perform a coupled simulation;

[0020] Control the engine control strategy model to output a constant load factor under steady-state conditions to control the output torque of the engine model, and calibrate the engine control strategy model based on the measured torque test data of the engine to obtain a third calibration result;

[0021] When the characteristics of the output torque of the third calibration result are consistent with the measured characteristics of the engine output torque, an engine control strategy model that can perform coupled simulation is obtained.

[0022] Optionally, according to the simulation result, determine whether there is a knocking risk during the engine startup process, including:

[0023] When the simulation result meets the first preset condition and / or the second preset condition, it is determined that there is a knocking risk during the engine startup process;

[0024] The first preset condition is that during the coupled simulation of the engine startup process, the number of positive and negative changes in the torsional angle difference between the driving end and the driven end of the torque limiter model in the torsional dynamics model is greater than or equal to the preset number;

[0025] The second preset condition is that during the coupled simulation of the engine startup process, there is a tooth knocking phenomenon during the meshing process of the gear pair model and the tooth knocking force is greater than the set threshold.

[0026] Optionally, the method further includes:

[0027] When there is a knocking risk during the engine startup process, optimize the control parameters in the control strategy model;

[0028] Based on the optimized control parameters, re-perform the coupled simulation on the control strategy model and the torsional dynamics model until the obtained target simulation result is obtained, and the target simulation result is a result indicating that there is no knocking risk during the engine startup process.

[0029] Optionally, constructing an engine model includes:

[0030] According to the number of engine cylinders, discretize the engine into an equivalent crank cylinder pressure model;

[0031] Connect the crank cylinder pressure model through stiffness and damping elements and set the ignition order to construct an engine model.

[0032] Optionally, constructing a torque limiter model includes:

[0033] Taking the damping spring inside the torque limiter as the boundary, divide the torque limiter into a driving end and a driven end;

[0034] Respectively determine the driving end and the driven end as inertia elements;

[0035] Connect the inertia elements at the active end and the inertia elements at the passive end through stiffness and damping elements to construct a torque limiter model.

[0036] Optionally, construct a gear pair model, including:

[0037] Determine the driving gear system of the gear pair as an inertia element, and determine the driven gear system of the gear pair as an inertia element;

[0038] Connect the inertia elements of the driving gear system and the inertia elements of the driven gear system through a gear pair functional unit to construct a gear pair model.

[0039] Optionally, construct a starting motor model, including:

[0040] Determine the motor rotor system of the starting motor as an inertia element;

[0041] Based on the inertia element of the motor rotor system and the core components of the starting motor system, construct a starting motor model.

[0042] The second aspect of the present application provides an evaluation system for the knocking risk during the engine starting process. The system includes:

[0043] A first model construction module, configured to construct a torsional dynamics model of the power system based on the target components of the power system, where the target components are components related to the power flow direction during the engine starting process;

[0044] A second model construction module, configured to construct a control strategy model for controlling the output torques of the engine and the starting motor in the torsional dynamics model;

[0045] A simulation module, configured to perform coupled simulation on the control strategy model and the torsional dynamics model according to the selected engine starting operating condition point to obtain corresponding simulation results;

[0046] A knocking risk determination module, configured to determine whether there is a knocking risk during the engine starting process according to the simulation results.

[0047] The third aspect of the present application provides an electronic device, including: a processor, a memory, and a computer program stored on the memory and running on the processor. When the computer program is executed by the processor, the steps in an evaluation method for the knocking risk during the engine starting process as described in the first aspect of the present application are implemented.

[0048] A fourth aspect of the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps in an evaluation method for knocking risk during engine startup as described in the first aspect of the present application are implemented.

[0049] The evaluation method for knocking risk during engine startup provided by the present application has the following advantages:

[0050] For the evaluation method for knocking risk during engine startup provided by the embodiments of the present application, first, a torsional dynamics model of the power system is constructed based on the target components of the power system, where the target components are the components related to the power flow direction during engine startup; a control strategy model is constructed, and the control strategy model is used to control the output torques of the engine and the starting motor in the torsional dynamics model; according to the selected engine startup operating point, the control strategy model and the torsional dynamics model are coupled and simulated to obtain the corresponding simulation results; according to the simulation results, it is determined whether there is a knocking risk during engine startup. Thus, before the prototype samples are produced, the present application simulates whether there is a knocking risk during engine startup in the hybrid power system in the form of simulation, and indirectly determines whether there is noise that will affect the driving experience during engine startup based on the knocking risk results obtained from the simulation. This method can effectively shorten the project development cycle, and at the same time, there is no need to invest a large amount of manpower, material resources, and related equipment for support, so the development cost is significantly reduced. At the same time, when constructing the torsional dynamics model of the power system required for the simulation in the present application, only the components related to the power flow direction during engine startup are considered, which can effectively improve the simulation efficiency. Description of the Drawings

[0051] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required to be used in the description of the embodiments of the present application will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0052] Figure 1 It is a flowchart of an evaluation method for knocking risk during engine startup shown in an embodiment of the present application;

[0053] Figure 2 It is a structural diagram of a hybrid power system in an evaluation method for knocking risk during engine startup shown in an embodiment of the present application;

[0054] Figure 3 It is a flowchart of coupled simulation in an evaluation method for knocking risk during engine startup shown in an embodiment of the present application;

[0055] Figure 4 Schematic diagram of the torsional characteristics of a torque limiter in an evaluation method for knocking risk during engine startup according to an embodiment of the present application;

[0056] Figure 5 Another schematic diagram of the torsional characteristics of a torque limiter in an evaluation method for knocking risk during engine startup according to an embodiment of the present application;

[0057] Figure 6 Schematic diagram of the torsional angle difference of a torque limiter in an evaluation method for knocking risk during engine startup according to an embodiment of the present application;

[0058] Figure 7 Schematic diagram of an evaluation system for knocking risk during engine startup according to an embodiment of the present application. Detailed implementation manners

[0059] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0060] Refer to Figure 1 , Figure 1 which is a flowchart of an evaluation method for knocking risk during engine startup according to an embodiment of the present application. As Figure 1 shown, the method includes:

[0061] Step S1: Construct a torsional dynamics model of the power system based on the target components of the power system, where the target components are components related to the power flow direction during engine startup.

[0062] In this embodiment, the present application is applied to a hybrid vehicle equipped with a hybrid power system. The present application will construct a torsional dynamics model of the hybrid vehicle power system and convert the mechanical system into a dynamic simulation model. Since the evaluation method for knocking risk during engine startup provided by the present application is mainly used to analyze the knocking risk during engine startup in the hybrid power system, when constructing the torsional dynamics model of the power system, the present application only considers the components related to the power flow direction during engine startup (i.e., the target components of the power system) and ignores the components irrelevant to the power flow direction, so as to improve the simulation efficiency. Among them, the target components include the engine, the torque limiter, the gear pair (including the gear shaft), and the starting motor.

[0063] Specifically, based on the one-dimensional torsional motion dynamics principle, the target components of the dynamic system are discretized into multiple inertial node units by the lumped mass method, and a torsional dynamics model composed of multiple inertia elements, stiffness and damping elements is established. The expression of the one-dimensional torsional motion dynamics principle is , where J is the inertia matrix, C is the damping matrix, K is the stiffness matrix, θ is the torsional angle, and M is the input torque matrix. Among them, the simulation software for constructing the torsional dynamics model is preferably Simcenter Amesim. It should be understood that this simulation software can also be other simulation software, which is not specifically limited here.

[0064] Step S2: Construct a control strategy model, which is used to control the output torques of the engine and the starting motor in the torsional dynamics model.

[0065] In this embodiment, a control strategy model is constructed through simulation software, and this control strategy model will be used to control the output torques of the engine and the starting motor in the torsional dynamics model. Among them, the simulation software for constructing the control strategy model is preferably Simulink. It should be understood that this simulation software can also be other simulation software, which is not specifically limited here.

[0066] In this embodiment, an alternative implementation manner for constructing the control strategy model is: constructing an engine control strategy model and a starting motor control strategy model through simulation software, and the constructed engine control strategy model and starting motor control strategy model together form the control strategy model. The engine control strategy model in this control strategy model is used to control the output torque of the engine model in the torsional dynamics model, and the starting motor control strategy model in this control strategy model is used to control the output torque of the starting motor model in the torsional dynamics model.

[0067] Step S3: According to the selected engine starting operating point, perform a coupled simulation on the control strategy model and the torsional dynamics model to obtain corresponding simulation results.

[0068] In this embodiment, the starting operating point of the engine is selected to determine the target speed of engine starting and the torque curve during the engine starting process. In the case where there are test data of the torque curve during the engine's own starting process, the test data of this torque curve is directly used. If there are no test data of the torque curve during the engine's own starting process, the test data of the torque curve during the starting process of the same type of engine as this engine or the benchmark model of this engine is selected for use. Based on the target speed of engine starting and the torque curve during the engine starting process corresponding to the selected engine starting operating point, a coupled simulation is performed on the constructed control strategy model and the constructed torsional dynamics model to obtain corresponding simulation results.

[0069] Step S4: Determine whether there is a knocking risk during the engine starting process according to the simulation result.

[0070] In this embodiment, based on the simulation result obtained by the coupled simulation in step S3, determine whether there is a knocking risk during the engine starting process. If there is a knocking risk, it is determined that noise will be generated during the engine starting process, which will affect the user's driving experience. If there is no knocking risk, it is determined that no noise will be generated during the engine starting process, which will affect the user's driving experience.

[0071] An evaluation method for the knocking risk during the engine starting process provided by an embodiment of the present application first constructs a torsional dynamics model of the power system based on the target components of the power system. The target components are the components related to the power flow direction during the engine starting process; constructs a control strategy model, and the control strategy model is used to control the output torques of the engine and the starting motor in the torsional dynamics model; according to the selected engine starting operating point, perform a coupled simulation on the control strategy model and the torsional dynamics model to obtain the corresponding simulation result; according to the simulation result, determine whether there is a knocking risk during the engine starting process. Thus, before the prototype sample is produced, the present application simulates whether there is a knocking risk during the engine starting process in the hybrid power system in the form of simulation, and indirectly determines whether there is noise that will affect the driving experience during the engine starting process based on the knocking risk result obtained by the simulation. This method can effectively shorten the project development cycle, and at the same time, there is no need to invest a large amount of manpower, material resources, and related equipment for support, so the development cost is significantly reduced. At the same time, when constructing the torsional dynamics model of the power system required for the simulation in the present application, only the components related to the power flow direction during the engine starting process are considered, which can effectively improve the simulation efficiency.

[0072] Combined with the above embodiments, in one implementation manner, the embodiment of the present application also provides an evaluation method for the knocking risk during the engine starting process. In this evaluation method for the knocking risk during the engine starting process, when the target components include an engine, a torque limiter, a gear pair, and a starting motor, step S1 may include steps S11 to S12:

[0073] Step S11: Construct an engine model, a torque limiter model, a gear pair model, and a starting motor model based on the target components of the power system.

[0074] In this embodiment, when the target components related to the power flow direction during the engine starting process include an engine, a torque limiter, a gear pair (including a gear shaft), and a starting motor, the corresponding engine model, torque limiter model, gear pair model, and starting motor model of these target components are respectively constructed through simulation software.

[0075] Step S12: Connect the active end of the torque limiter model to the engine crankshaft of the engine model, connect the passive end of the torque limiter model to the active gear system of the gear pair model, and connect the driven gear system of the gear pair model to the motor rotor system of the starting motor model to construct the torsional dynamics model of the power system.

[0076] In this embodiment, as Figure 2 shown, after constructing the engine model, torque limiter model, gear pair model, and starting motor model through step S11, connect the active end of the torque limiter model to the engine crankshaft of the engine model, at the same time connect the passive end of the torque limiter model to the active gear system of the gear pair model, and at the same time connect the driven gear system of the gear pair model to the motor rotor system of the starting motor model, and finally construct the torsional dynamics model of the power system. Among them, the active gear system of the gear pair model includes the active gear and the active gear shaft of the gear pair; the driven gear system of the gear pair model includes the driven gear and the driven gear shaft of the gear pair; the motor rotor system of the starting motor model includes the motor rotor and the rotor shaft of the starting motor.

[0077] Combined with the above embodiments, in one implementation, the embodiments of the present application further provide a method for evaluating the knocking risk during engine starting. In this method for evaluating the knocking risk during engine starting, step S3 may include: according to the selected engine starting operating point, output a switching signal through the starting motor control strategy model to control the torque output of the starting motor model to drive the components of the power source to reach the target speed; when the engine model reaches the target speed, output a load coefficient through the engine control strategy model to control the torque output of the engine model to achieve torque interaction between the engine model and the starting motor model and obtain the corresponding simulation results.

[0078] In this embodiment, in the control strategy model, the starting motor control strategy model outputs the switching signals required to control the three-phase six-bridge arm of the inverter, converts the DC bus voltage into a three-phase AC voltage to control the output torque of the starting motor model in the torsional dynamics model, so as to start the engine, thereby meeting the torque control or speed control requirements for the starting motor. During the engine starting process, the starting motor can be controlled by torque control, speed control, or a combination of torque control and speed control. In this embodiment, speed control is taken as an example. The starting motor control strategy model includes modules such as a speed control loop, a torque control loop, and a voltage modulation algorithm (such as SVPWM). The starting motor control strategy model converts the speed signal into a switching signal to drive the starting motor model to output torque, thereby starting the engine. The output torque of the driven starting motor model will drive the components of the power source to reach the target speed at the engine starting operating point. When the engine model reaches the target speed, the engine control strategy model will output a control signal, and this control signal will control the output torque of the engine model in the torsional dynamics model to achieve the control of the engine starting process. For the engine control strategy model, in this embodiment, a state machine is used to control the output torque of the engine model in the torsional dynamics model by outputting a load coefficient, thereby simulating the output torque of the engine during the starting process. Among them, the output load coefficient comes from the real test data of the engine starting condition, and this load coefficient is obtained by dividing the engine output torque by the external characteristic torque. It should be understood that this is only an optional engine torque calculation method, and a more complex engine torque calculation model can also be used to more precisely control the output torque of the engine, which is not specifically limited here.

[0079] In this embodiment, through the control processes of the starting motor control strategy model and the engine control strategy model in the above control strategy model, the torque interaction between the engine and the starting motor can be realized, thereby simulating the engine starting process and obtaining the final simulation result.

[0080] Combined with the above embodiments, in one implementation, the embodiments of the present application further provide a method for evaluating the knocking risk during the engine starting process. In this method for evaluating the knocking risk during the engine starting process, before the coupled simulation in step S3, the method further includes: inputting a torque signal with a step change into the torque port of the starting motor control strategy model to calibrate the parameters of the starting motor torque control module in the starting motor control strategy model, and obtaining a first calibration result; in the case where the first calibration result is that the output torque meets the response characteristic requirements, inputting a speed signal with a step change into the speed port of the starting motor control strategy model to calibrate the speed control parameters, and obtaining a second calibration result; in the case where the second calibration result is that the characteristics of the output torque are consistent with the measured characteristics of the starting motor output torque, obtaining a starting motor control strategy model that can perform coupled simulation; controlling the engine control strategy model to output a constant load coefficient under steady-state conditions to control the output torque of the engine model, and calibrating the engine control strategy model through the measured torque test data of the engine, and obtaining a third calibration result; in the case where the third calibration result is that the characteristics of the output torque are consistent with the measured characteristics of the engine output torque, obtaining an engine control strategy model that can perform coupled simulation.

[0081] In this embodiment, before performing the coupled simulation, the present application calibrates the constructed starting motor control strategy model. The specific calibration process is as follows: First, input a torque signal with a step change into the torque port of the starting motor control strategy model to calibrate the parameters of the starting motor torque control module in the starting motor control strategy model, and obtain the corresponding first calibration result. In the case where the first calibration result is that the output torque obtained after calibration meets the response characteristic requirements, the first-step calibration process is completed. At this time, the second-step calibration will be performed. At this time, input a speed signal with a step change into the speed port of the starting motor control strategy model to further calibrate the speed control parameters, and obtain the corresponding second calibration result. In the case where the second calibration result is that the characteristics of the output torque of the calibrated starting motor model are consistent with the measured characteristics of the starting motor output torque, it is determined that the second-step calibration is completed. At this time, the obtained starting motor control strategy model is a qualified starting motor control strategy model that can be used for coupled simulation. Among them, the characteristics of the output torque at least include the average value, the fluctuation amount, and the frequency component. Among them, the measured characteristics of the starting motor output torque can be obtained through the existing measured torque test data of the starting motor. If there is no measured torque test data for the starting motor, the measured torque test data of the starting motor of the same type or the benchmark model of this starting motor can be obtained.

[0082] In this embodiment, before performing the coupling simulation, the engine control strategy model constructed in this application is calibrated. The specific calibration process is as follows: Control the engine control strategy model to output a constant load coefficient under a certain steady-state working condition to drive the output torque of the engine model. At the same time, calibrate the engine control strategy model with the experimentally measured torque test data of the engine to obtain the corresponding third calibration result. When the characteristics of the engine output torque obtained after calibration in this third calibration result are consistent with the measured characteristics of the engine output torque, determine that the engine control strategy model obtained at this time is a qualified engine control strategy model that can be used for coupling simulation. Among them, the characteristics of the output torque at least include the average value, the fluctuation amount, and the frequency component. Among them, the measured characteristics of the engine output torque can be obtained through the existing measured torque test data of the engine. If the engine does not have measured torque test data, it can be obtained through the measured torque test data of the engine of the same type or the benchmark model of this engine.

[0083] Combined with the above embodiments, in one implementation manner, the embodiments of this application also provide a method for evaluating the knocking risk during the engine starting process. In this method for evaluating the knocking risk during the engine starting process, an engine model is constructed, including: discretizing the engine into an equivalent crank cylinder pressure model according to the number of engine cylinders; connecting the crank cylinder pressure model through stiffness and damping elements, and setting the ignition sequence to construct the engine model.

[0084] In this embodiment, according to the number of engine cylinders, the engine is discretized into a plurality of equivalent crank cylinder pressure models with the same number as the number of engine cylinders. Among them, the crank cylinder pressure model should include the geometric parameters of components such as the crankshaft, connecting rod, and piston, and the equivalent rotational inertia of related components. Then, connect each crank cylinder pressure model through stiffness and damping elements, and set the ignition sequence to construct the engine model to realize the function of converting the gas pressure into the engine output torque.

[0085] Combined with the above embodiments, in one implementation manner, the embodiments of this application also provide a method for evaluating the knocking risk during the engine starting process. In this method for evaluating the knocking risk during the engine starting process, a torque limiter model is constructed, including: taking the damping spring inside the torque limiter as the boundary, dividing the torque limiter into an active end and a passive end; respectively determining the active end and the passive end as inertia elements; connecting the inertia element of the active end and the inertia element of the passive end through stiffness and damping elements to construct the torque limiter model.

[0086] In this embodiment, the present application takes the damping spring inside the torque limiter as the boundary, divides the torque limiter into an active end and a passive end, simplifies and determines the active end of the torque limiter as an inertia element by the lumped mass method, and at the same time simplifies and determines the passive end of the torque limiter as an inertia element by the lumped mass method. Then, the inertia element of the active end and the inertia element of the passive end are connected through stiffness and damping elements to construct a torque limiter model. Among them, the stiffness and damping values of the elements in the torque limiter model will be calibrated according to the torque / rotation angle characteristic curve provided by the torque limiter supplier, so that the damping characteristics of the torque limiter model are close to those of the physical object.

[0087] Combined with the above embodiments, in one implementation manner, the embodiment of the present application further provides a method for evaluating the knocking risk during the engine starting process. In this method for evaluating the knocking risk during the engine starting process, a gear pair model is constructed, including: determining the driving gear system of the gear pair as an inertia element, and determining the driven gear system of the gear pair as an inertia element; connecting the inertia element of the driving gear system and the inertia element of the driven gear system through a gear pair functional unit to construct a gear pair model.

[0088] In this embodiment, the present application simplifies and determines the driving gear system of the gear pair as an inertia element by the mass concentration method, and at the same time simplifies and determines the driven gear system of the gear pair as an inertia element by the mass concentration method. Then, the inertia element of the driving gear system and the inertia element of the driven gear system are connected through a gear pair functional unit, and the macroscopic parameters of the gear of the gear pair functional unit are set. The macroscopic parameters of the gear include speed ratio, meshing stiffness, backlash, etc., so as to construct a gear pair model. Among them, the driving gear system includes a driving gear and a driving gear shaft, and the driven gear system includes a driven gear and a driven gear shaft.

[0089] Combined with the above embodiments, in one implementation manner, the embodiment of the present application further provides a method for evaluating the knocking risk during the engine starting process. In this method for evaluating the knocking risk during the engine starting process, a starting motor model is constructed, including: determining the motor rotor system of the starting motor as an inertia element; constructing a starting motor model based on the inertia element of the motor rotor system and the core components of the starting motor system.

[0090] In this embodiment, as Figure 3As shown in the figure, in this application, the motor rotor system of the starting motor is simplified and determined as an inertia element by the mass concentration method. At the same time, in order to implement the control of the output torque of the starting motor by the control strategy model, when constructing the starting motor model, the starting motor model will be constructed based on the core components of the starting motor system at the same time, so that the switching signal output by the control strategy model will convert the DC voltage into a three-phase AC voltage, drive the starting motor to operate, and feedback the current state quantity of the starting motor to the control strategy model. That is, the starting motor model is constructed based on the inertia element of the motor rotor system and the core components of the starting motor system at the same time. Among them, the motor rotor system includes a motor rotor and a rotor shaft; the core components of the starting motor system at least include a DC voltage source, an inverter bridge arm switch module, a speed sensor, a current sensor, and a position sensor.

[0091] Combined with the above embodiments, in one implementation, the embodiments of this application also provide an evaluation method for the knocking risk during the engine starting process. In this evaluation method for the knocking risk during the engine starting process, connecting the passive end of the torque limiter model to the driving gear system of the gear pair model includes: connecting the inertia element of the passive end of the torque limiter model to the inertia element of the driving gear system of the gear pair model through a spring and a damping unit.

[0092] In this embodiment, an alternative implementation of connecting the passive end of the torque limiter model to the driving gear system of the gear pair model is: connecting the inertia element of the passive end of the torque limiter model to the inertia element of the driving gear system of the gear pair model through a spring and a damping unit.

[0093] Combined with the above embodiments, in one implementation, the embodiments of this application also provide an evaluation method for the knocking risk during the engine starting process. In this evaluation method for the knocking risk during the engine starting process, connecting the driven gear system of the gear pair model to the motor rotor system of the starting motor model includes: connecting the inertia element of the driven gear system of the gear pair model to the inertia element of the motor rotor system of the starting motor model through a spring and a damping unit.

[0094] In this embodiment, an alternative implementation of connecting the driven gear system of the gear pair model to the motor rotor system of the starting motor model is: connecting the inertia element of the driven gear system of the gear pair model to the inertia element of the motor rotor system of the starting motor model through a spring and a damping unit.

[0095] In this embodiment, the inertia parameters, stiffness parameters of the inertia elements, springs and damping units, and stiffness and damping elements involved in the process of constructing the torsional dynamics model can be calculated by using professional engineering software such as CAD and CAE respectively. The damping coefficient can be obtained by the formula Calculated, where ζ is the damping ratio, J is the inertia, and K is the stiffness.

[0096] Combined with the above embodiments, in one implementation, the embodiments of the present application further provide a method for evaluating the knocking risk during engine startup. In this method for evaluating the knocking risk during engine startup, step S4 may include: determining that there is a knocking risk during engine startup when the simulation results meet the first preset condition and / or the second preset condition; the first preset condition is that during the coupled simulation of the engine startup process, the number of positive and negative changes in the torsional angle difference between the active end and the passive end of the torque limiter model in the torsional dynamics model is greater than or equal to a preset number; the second preset condition is that during the coupled simulation of the engine startup process, there is a tooth knocking phenomenon during the meshing process of the gear pair model and the tooth knocking force is greater than a set threshold.

[0097] In this embodiment, since this application determines whether there will be noise that affects the user driving experience during the engine startup process in the hybrid power system in the form of simulation before the prototype sample is produced, but this form cannot test the produced prototype sample and visually monitor the noise (such as monitoring parameters such as the decibel level of the sound generated during the actual engine startup process to determine whether there will be noise that affects the user driving experience during the engine startup process). Therefore, an evaluation method for the knocking risk during the engine startup process provided by this application indirectly determines whether there will be noise that affects the user driving experience during the engine startup process by determining whether there is a knocking risk during the engine startup process in the simulated hybrid power system. Specifically, it is determined whether the simulation result obtained by simulation meets the first preset condition and / or the second preset condition. If the simulation result meets any one of the two preset conditions or meets both preset conditions simultaneously, it is determined that there may be a knocking risk during the engine startup process, which may generate noise that affects the user driving experience. At this time, the control parameters for further controlling the engine startup process will be optimized, and then the engine startup process will be re-simulated with the optimized control parameters to obtain the optimal engine startup parameters. Meeting the first preset condition means that during the coupled simulation of the engine startup process, the number of positive and negative changes in the torsional angle difference between the inertia element at the active end and the inertia element at the passive end of the torque limiter model in the torsional dynamics model is greater than or equal to the preset number of times, then it is determined that the first preset condition is met; among them, the preset number of times is preferably 2 times, and the positive and negative changes in the torsional angle difference refer to a commutation of the torque between the active end and the passive end. Meeting the second preset condition means that during the coupled simulation of the engine startup process, there is a tooth knocking phenomenon in the gear pair model during the meshing process, and at the same time, the tooth knocking force is greater than the set threshold value. This set threshold value can be obtained by the method of inverse calibration of the simulation model based on the test data of the engine and starter motor torque curves obtained during the startup process of previous projects. Since the tooth knocking phenomenon of the gear pair during the engine startup process is a relatively common phenomenon and cannot be absolutely avoided, when this application determines whether there is a knocking risk during the engine startup process, it is necessary not only that the simulation result shows that there is a tooth knocking phenomenon in the gear pair model during the meshing process, but also that the tooth knocking force needs to be greater than the set threshold value to determine that there may be a knocking risk during the engine startup process, which may generate noise that affects the user driving experience.

[0098] In this embodiment, as Figure 4 , Figure 5 and Figure 6As shown in the figure, the torsional characteristics of the torque limiter based on which the knocking risk during the engine startup process is determined by the number of positive and negative changes in the torsional angle difference of the present application are described. For ease of explanation, ignoring the damping effect, the active end component and the passive end component on both sides of the torque limiter spring are equivalent to inertias J1 and J2, whose torsional angles are θ1 and θ2 respectively, the stiffness of the torque limiter spring is k, the active end component is subjected to the driving torque T1 from the engine, and the passive end component is subjected to the driving torque T2 from the starting motor. According to Figure 4 and Figure 5 shown in the schematic diagram, the dynamic equations can be obtained: and . When knowing the parameter input boundaries of the model shown in Figure 4 and Figure 5 , through numerical analysis methods, such as time steps of 0.01 s, etc., the torsional angle difference θ1 - θ2 of the active end component and the passive end component can be calculated. During the engine startup process, the torsional angle difference may change from positive to negative or from negative to positive. Therefore, the present application discovers that the commutation of the transmission surface is the main reason for the knocking of the torque limiter, that is, Figure 4 and Figure 5 the state transition between state a and state b shown, as Figure 6 shown, during the engine startup process, the torsional angle difference repeatedly undergoes multiple positive and negative changes (such as Figure 6 the torsional angle difference undergoes 7 positive and negative changes in ), then it is determined that there is a knocking risk of the torque limiter during the engine startup process.

[0099] Combined with the above embodiments, in one implementation manner, the embodiments of the present application further provide an evaluation method for the knocking risk during the engine startup process. In this evaluation method for the knocking risk during the engine startup process, the method further includes: when there is a knocking risk during the engine startup process, optimizing the control parameters in the control strategy model; based on the optimized control parameters, re - performing the coupling simulation on the control strategy model and the torsional dynamics model until the obtained target simulation result is obtained, and the target simulation result is the result indicating that there is no knocking risk during the engine startup process.

[0100] In this embodiment, when the simulation results obtained from the simulation show that there is a knocking risk during the engine startup process, it indicates that noise that may affect the user's driving experience may be generated at this time. At this time, the present application will optimize the control parameters in the control strategy model for controlling the engine startup process. The control parameters include, but are not limited to, the rotational speed slope limit threshold and the Kp control parameter in the PI control algorithm. Then, based on the optimized control parameters, the control strategy model and the torsional dynamics model are re-coupled and simulated to obtain the corresponding simulation results. If the simulation results still show that there is a knocking risk during the engine startup process, the control parameters in the control strategy model for controlling the engine startup process are continuously optimized for a new round of coupled simulation until the obtained simulation results show that there is no knocking risk during the engine startup process, and it is determined that the target simulation results are obtained. In this case, no noise that affects the user's driving experience will be generated. At this time, the simulation is ended, and the control parameters corresponding to the target simulation results are used to control the startup process of the engine in the hybrid power system.

[0101] An evaluation method for the knocking risk during the engine startup process provided by the present application can identify the knocking risk during the engine startup process in the hybrid power system in advance in the early stage of project development. It can be used not only for the knocking risk identification and analysis of the engine startup process in the hybrid power system, or for cooperating with the project team to rectify problems, but also for the component selection analysis in the conceptual design stage to provide guidance and reference. Therefore, it can effectively reduce part of the calibration workload of the calibration engineers in the engine startup control process. At the same time, it can reduce the large amount of manpower and equipment invested by the NVH test engineers to rectify the noise problem, shorten the project development cycle, and save the project development cost.

[0102] Based on the same inventive concept, an embodiment of the present application provides an evaluation system for the knocking risk during the engine startup process, as Figure 7 shown. The system 700 includes:

[0103] A first model construction module 701, configured to construct a torsional dynamics model of the power system based on the target components of the power system, where the target components are components related to the power flow direction during the engine startup process;

[0104] A second model construction module 702, configured to construct a control strategy model, where the control strategy model is used to control the output torques of the engine and the starting motor in the torsional dynamics model;

[0105] A simulation module 703, configured to perform a coupled simulation on the control strategy model and the torsional dynamics model according to the selected engine startup operating point to obtain the corresponding simulation results;

[0106] A knocking risk determination module 704, configured to determine whether there is a knocking risk during the engine startup process according to the simulation results.

[0107] Optionally, the first model construction module 701 is configured to construct an engine model, a torque limiter model, a gear pair model, and a starting motor model based on the target components of the power system; and to connect the active end of the torque limiter model to the engine crankshaft of the engine model, connect the passive end of the torque limiter model to the active gear system of the gear pair model, and connect the driven gear system of the gear pair model to the motor rotor system of the starting motor model, so as to construct and obtain the torsional dynamics model of the power system.

[0108] Optionally, the simulation module 703 includes:

[0109] The first simulation module is configured to, according to the selected engine starting operating condition point, output a switching signal through the starting motor control strategy model to control the starting motor model to output torque, so as to drive the components of the power source to reach the target speed;

[0110] The second simulation module is configured to, when the engine model reaches the target speed, output a load coefficient through the engine control strategy model to control the torque output of the engine model, so as to realize the torque interaction between the engine model and the starting motor model and obtain the corresponding simulation results.

[0111] Optionally, the system 700 further includes:

[0112] The first calibration module is configured to input a torque signal with a step change to the torque port of the starting motor control strategy model, so as to calibrate the parameters of the starting motor torque control module in the starting motor control strategy model and obtain a first calibration result;

[0113] The second calibration module is configured to, when the first calibration result is that the output torque meets the response characteristic requirements, input a speed signal with a step change to the speed port of the starting motor control strategy model, so as to calibrate the speed control parameters and obtain a second calibration result; and to obtain a starting motor control strategy model that can perform coupled simulation when the second calibration result is that the characteristics of the output torque are consistent with the measured characteristics of the starting motor output torque;

[0114] The third calibration module is configured to control the engine control strategy model to output a constant load coefficient under steady-state conditions to control the output torque of the engine model, and calibrate the engine control strategy model through the measured torque test data of the engine to obtain a third calibration result; and to obtain an engine control strategy model that can perform coupled simulation when the third calibration result is that the characteristics of the output torque are consistent with the measured characteristics of the engine output torque.

[0115] Optionally, a knocking risk determination module 704 is configured to determine that there is a knocking risk during the engine startup process when the simulation result meets the first preset condition and / or the second preset condition; the first preset condition is that during the coupled simulation of the engine startup process, the number of positive and negative changes in the torsional angle difference between the driving end and the driven end of the torque limiter model in the torsional dynamics model is greater than or equal to a preset number; the second preset condition is that during the coupled simulation of the engine startup process, there is a tooth knocking phenomenon during the meshing process of the gear pair model and the tooth knocking force is greater than a set threshold.

[0116] Optionally, the system 700 further includes:

[0117] An optimization module is configured to optimize the control parameters in the control strategy model when there is a knocking risk during the engine startup process;

[0118] A simulation module 703 is configured to recouple simulate the control strategy model and the torsional dynamics model based on the optimized control parameters until a target simulation result is obtained, where the target simulation result is a result indicating that there is no knocking risk during the engine startup process.

[0119] Optionally, the first model construction module 701 includes an engine model construction module, and the engine model construction module is configured to discretize the engine into an equivalent crank-cylinder pressure model according to the number of engine cylinders; and to connect the crank-cylinder pressure model through stiffness and damping elements and set the ignition sequence to construct an engine model.

[0120] Optionally, the first model construction module 701 includes a torque limiter model construction module, and the torque limiter model construction module is configured to divide the torque limiter into a driving end and a driven end with the damping spring inside the torque limiter as the boundary; and to respectively determine the driving end and the driven end as inertia elements; and to connect the inertia elements of the driving end and the inertia elements of the driven end through stiffness and damping elements to construct a torque limiter model.

[0121] Optionally, the first model construction module 701 includes a gear pair model construction module, and the gear pair model construction module is configured to determine the driving gear system of the gear pair as an inertia element and the driven gear system of the gear pair as an inertia element; and to connect the inertia elements of the driving gear system and the inertia elements of the driven gear system through a gear pair functional unit to construct a gear pair model.

[0122] Optionally, the first model construction module 701 includes a starting motor model construction module, which is configured to determine the motor rotor system of the starting motor as an inertia element; and to construct a starting motor model based on the inertia element of the motor rotor system and the core components of the starting motor system.

[0123] Based on the same inventive concept, an embodiment of the present application provides an electronic device, including: a processor, a memory, and a computer program stored on the memory and running on the processor. When the computer program is executed by the processor, it implements the steps in the method for evaluating the knocking risk during the engine starting process as described in the first aspect of the present application.

[0124] Based on the same inventive concept, an embodiment of the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the steps in the method for evaluating the knocking risk during the engine starting process as described in the first aspect of the present application.

[0125] For the system embodiments, since they are basically similar to the method embodiments, the description is relatively simple. For the relevant parts, refer to the partial description of the method embodiments.

[0126] It should be noted that for the method embodiments, for the sake of simple description, they are all expressed as a series of action combinations. However, those skilled in the art should know that the embodiments of the present application are not limited by the described action sequence, because according to the embodiments of the present application, certain steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily essential for the embodiments of the present application.

[0127] Each embodiment in this specification is described in a progressive manner. The key points of each embodiment are the differences from other embodiments. For the same or similar parts among the embodiments, reference can be made to each other.

[0128] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the embodiments of the present application can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the embodiments of the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0129] Embodiments of the present application are described with reference to the flowcharts and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the present application. It should be understood that each flow and / or block in the flowchart and / or block diagram, as well as the combination of flows and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing terminal devices generate a device for implementing the functions specified in one flow Figure 1 one flow or multiple flows and / or blocks Figure 1 a block or multiple blocks.

[0130] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal device to work in a specific manner, such that the instructions stored in the computer-readable memory generate a manufactured article including an instruction device, and the instruction device implements the functions specified in one flow Figure 1 one flow or multiple flows and / or blocks Figure 1 a block or multiple blocks.

[0131] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device, such that a series of operation steps are executed on the computer or other programmable terminal device to generate a computer-implemented process, and thus the instructions executed on the computer or other programmable terminal device provide steps for implementing the functions specified in one flow Figure 1 one flow or multiple flows and / or blocks Figure 1 a block or multiple blocks.

[0132] Although the preferred embodiments of the embodiments of the present application have been described, those skilled in the art can make additional changes and modifications to these embodiments once they learn the basic creative concept. Therefore, the appended claims are intended to be construed to include the preferred embodiments and all changes and modifications falling within the scope of the embodiments of the present application.

[0133] Finally, it should also be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article or terminal device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or terminal device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or terminal device comprising the element.

[0134] The above has introduced in detail an assessment method, system and product for the knocking risk during the engine starting process provided by this application. Specific examples are used in this text to elaborate on the principle and implementation manner of this application. The description of the above embodiments is only used to help understand the method and its core idea of this application; at the same time, for those of ordinary skill in the art, according to the idea of this application, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to this application.

Claims

1. An evaluation method for the knocking risk during the engine starting process, characterized in that, The method includes: Constructing a torsional dynamics model of the power system based on the target components of the power system, where the target components are components related to the power flow direction during the engine starting process; Constructing a control strategy model for controlling the output torques of the engine and the starting motor in the torsional dynamics model; Performing coupled simulation on the control strategy model and the torsional dynamics model according to the selected engine starting operating point to obtain corresponding simulation results; Determining whether there is a knocking risk during the engine starting process according to the simulation results; Wherein, when the target components include an engine, a torque limiter, a gear pair, and a starting motor, constructing the torsional dynamics model of the power system based on the target components of the power system includes: constructing an engine model, a torque limiter model, a gear pair model, and a starting motor model based on the target components of the power system; connecting the active end of the torque limiter model to the engine crankshaft of the engine model, connecting the passive end of the torque limiter model to the active gear system of the gear pair model, and connecting the driven gear system of the gear pair model to the motor rotor system of the starting motor model to construct and obtain the torsional dynamics model of the power system; Wherein, performing coupled simulation on the control strategy model and the torsional dynamics model according to the selected engine starting operating point to obtain corresponding simulation results includes: according to the selected engine starting operating point, outputting a switching signal through the starting motor control strategy model to control the output torque of the starting motor model to drive the components of the power source to reach the target speed; when the engine model reaches the target speed, outputting a load coefficient through the engine control strategy model to control the torque output of the engine model to realize the torque interaction between the engine model and the starting motor model and obtain corresponding simulation results.

2. The evaluation method for knocking risk during the engine starting process according to claim 1, characterized in that, Before performing coupled simulation on the control strategy model and the torsional dynamics model according to the selected engine starting operating point to obtain corresponding simulation results, the method further includes: Inputting a torque signal with a step change into the torque port of the starting motor control strategy model to calibrate the parameters of the starting motor torque control module in the starting motor control strategy model to obtain a first calibration result; When the first calibration result is that the output torque meets the response characteristic requirements, inputting a speed signal with a step change into the speed port of the starting motor control strategy model to calibrate the speed control parameters to obtain a second calibration result; When the second calibration result is that the characteristics of the output torque are consistent with the measured characteristics of the output torque of the starting motor, obtaining a starting motor control strategy model that can perform coupled simulation; Controlling the engine control strategy model to output a constant load coefficient under steady-state conditions to control the output torque of the engine model, and calibrating the engine control strategy model through the measured torque test data of the engine to obtain a third calibration result; When the characteristics of the third calibration result as the output torque are consistent with the measured characteristics of the engine output torque, an engine control strategy model that can perform coupled simulation is obtained.

3. The evaluation method for knocking risk during engine starting according to claim 1, characterized in that According to the simulation result, determine whether there is a knocking risk during the engine starting process, including: When the simulation result meets the first preset condition and / or the second preset condition, determine that there is a knocking risk during the engine starting process; The first preset condition is that during the coupled simulation of the engine starting process, the number of positive and negative changes in the torsional angle difference between the active end and the passive end of the torque limiter model in the torsional dynamics model is greater than or equal to the preset number; The second preset condition is that during the coupled simulation of the engine starting process, knocking teeth phenomenon occurs during the meshing process of the gear pair model and the knocking force is greater than the set threshold.

4. The evaluation method for knocking risk during the engine starting process according to claim 1, wherein The method further includes: When there is a knocking risk during the engine starting process, optimize the control parameters in the control strategy model; Based on the optimized control parameters, re - perform the coupled simulation on the control strategy model and the torsional dynamics model until the obtained target simulation result is achieved. The target simulation result is the result indicating that there is no knocking risk during the engine starting process.

5. The evaluation method for knocking risk during engine starting process according to claim 2, wherein Construct an engine model, including: According to the number of engine cylinders, discretize the engine into an equivalent crank - cylinder pressure model; Connect the crank - cylinder pressure model through stiffness and damping elements and set the ignition order to construct an engine model.

6. The assessment method for the knocking risk during the engine starting process according to claim 2, characterized in that, Construct a torque limiter model, including: Taking the damping spring inside the torque limiter as the boundary, divide the torque limiter into an active end and a passive end; Respectively determine the active end and the passive end as inertia elements; Connect the inertia element of the active end and the inertia element of the passive end through stiffness and damping elements to construct a torque limiter model.

7. The evaluation method for knocking risk during engine startup according to claim 4, characterized in that, Construct a gear pair model, including: Determine the active gear system of the gear pair as an inertia element, and determine the driven gear system of the gear pair as an inertia element; Connect the inertia element of the active gear system and the inertia element of the driven gear system through a gear pair function unit to construct a gear pair model.

8. The evaluation method for knocking risk during engine startup according to claim 7, characterized in that, Construct a starting motor model, including: Determine the motor rotor system of the starting motor as an inertia element; Based on the inertia element of the motor rotor system and the core components of the starting motor system, construct a starting motor model.

9. An evaluation system for the knocking risk during the engine starting process, characterized in that, The system includes: A first model construction module for constructing a torsional dynamics model of the power system based on the target components of the power system. The target components are the components related to the power flow direction during the engine starting process; A second model construction module for constructing a control strategy model, which is used to control the output torques of the engine and the starting motor in the torsional dynamics model; A simulation module for performing coupled simulation on the control strategy model and the torsional dynamics model according to the selected engine starting operating point to obtain the corresponding simulation result; A knocking risk determination module for determining whether there is a knocking risk during the engine starting process according to the simulation result; Among them, the first model construction module is specifically configured to construct an engine model, a torque limiter model, a gear pair model, and a starting motor model based on the target components of the power system; and is specifically configured to connect the active end of the torque limiter model to the engine crankshaft of the engine model, connect the passive end of the torque limiter model to the active gear system of the gear pair model, and connect the driven gear system of the gear pair model to the motor rotor system of the starting motor model to construct and obtain the torsional dynamics model of the power system. Among them, the simulation module includes: a first simulation module, configured to output a switching signal according to the selected engine starting operating condition point through the starting motor control strategy model to control the torque output of the starting motor model, so as to drive the components of the power source to reach the target speed; a second simulation module, configured to output a load coefficient through the engine control strategy model to control the torque output of the engine model when the engine model reaches the target speed, so as to realize the torque interaction between the engine model and the starting motor model and obtain the corresponding simulation results.

10. An electronic device, characterized in that, Including: A processor, a memory, and a computer program stored on the memory and running on the processor, where the computer program, when executed by the processor, implements the steps in an engine starting process knocking risk assessment method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, A computer program is stored on the computer-readable storage medium, and when the computer program is executed by the processor, it implements the steps in an engine starting process knocking risk assessment method according to any one of claims 1 to 8.

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