CN112146888A - Parameter calibration method, device, equipment and storage medium - Google Patents
Parameter calibration method, device, equipment and storage medium Download PDFInfo
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- CN112146888A CN112146888A CN202011011412.7A CN202011011412A CN112146888A CN 112146888 A CN112146888 A CN 112146888A CN 202011011412 A CN202011011412 A CN 202011011412A CN 112146888 A CN112146888 A CN 112146888A
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/05—Testing internal-combustion engines by combined monitoring of two or more different engine parameters
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
The embodiment of the invention discloses a parameter calibration method, a device, equipment and a storage medium, wherein the parameter calibration method comprises the following steps: performing an engine intake mass flow step test through a chassis dynamometer; acquiring actual temperature data of an exhaust system and all input data of a dynamic exhaust temperature model in the step test process of the air inlet mass flow of the engine; and calibrating pulse spectrum parameters of the dynamic temperature discharge model based on the actual temperature data and all the input data. According to the technical scheme provided by the embodiment of the invention, the chassis dynamometer is used for carrying out the step test of the mass flow of the inlet air of the engine, so that the step from a working state to a pulse spectrum grid point value of the engine is accurately controlled in real time, repeated iterative tests are not needed, the calibration difficulty and the calibration cost of a dynamic exhaust temperature model of an exhaust system are reduced, and the calibration quality and the calibration efficiency are improved.
Description
Technical Field
The embodiment of the invention relates to the technical field of whole vehicle calibration, in particular to a parameter calibration method, device, equipment and storage medium.
Background
The exhaust temperature model in the finished automobile engine controller can calculate the temperature of the exhaust system in real time according to the running state of the finished automobile engine, when the exhaust temperature model calculates that the temperature of the exhaust system is close to the designed allowable temperature, a part thickening protection mechanism of the finished automobile is triggered, and strategy control is actively adopted to prevent the vehicle from being damaged. The exhaust temperature model in the finished automobile engine controller mainly comprises two parts, wherein one part is a steady-state exhaust temperature model, the other part is a dynamic exhaust temperature model, and the dynamic exhaust temperature model is used for calculating the real-time temperature of an exhaust system of the finished automobile.
The traditional parameter calibration method of the dynamic exhaust temperature model is carried out on an actual road. The method comprises the steps of firstly, putting a vehicle in a fixed gear, enabling the vehicle to overcome running resistance in a starting state and keep running at a low speed by a small accelerator, observing actual temperature of an exhaust system measured by a temperature sensor, quickly stepping down the accelerator pedal when the actual temperature of the exhaust system is basically stable to enable mass air inlet flow of an engine to sweep pulse spectrum grid point values, stopping the vehicle, analyzing a dynamic exhaust temperature model in the process to calculate deviation between the temperature and the actual temperature of the exhaust system, and adjusting a filter coefficient on the corresponding pulse spectrum grid point values.
The parameter calibration of the dynamic temperature-removing model on the actual road is a complex calibration process of repeated iteration test and repeated optimization, which greatly wastes human resources and material resources, and the working state of the engine cannot be fixed to the pulse spectrum grid point value, so that the robustness of the calibration result is poor.
Disclosure of Invention
The invention provides a parameter calibration method, a parameter calibration device and a storage medium, which reduce the calibration difficulty and the calibration cost of a dynamic exhaust temperature model of an exhaust system and improve the calibration quality and the calibration efficiency.
In a first aspect, an embodiment of the present invention provides a parameter calibration method, including:
performing an engine intake mass flow step test through a chassis dynamometer;
acquiring actual temperature data of an exhaust system and all input data of a dynamic exhaust temperature model in the step test process of the air inlet mass flow of the engine;
and calibrating pulse spectrum parameters of the dynamic temperature discharge model based on the actual temperature data and all the input data.
In a second aspect, an embodiment of the present invention further provides a parameter calibration apparatus, including:
the step test module is used for carrying out step test on the intake mass flow of the engine through the chassis dynamometer;
the data acquisition module is used for acquiring actual temperature data of an exhaust system and all input data of the dynamic exhaust temperature model in the step test process of the air inlet mass flow of the engine;
and the parameter calibration module is used for calibrating the pulse spectrum parameters of the dynamic temperature discharge model based on the actual temperature data and all the input data.
In a third aspect, an embodiment of the present invention further provides an apparatus, where the apparatus includes:
one or more processors;
a memory for storing one or more programs;
the chassis dynamometer is used for carrying out an engine intake mass flow step test;
when executed by the one or more processors, cause the one or more processors to implement a method for parameter calibration as provided in any embodiment of the invention.
In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored, where the computer program is executed by a processor to implement the parameter calibration method according to any embodiment of the present invention.
According to the embodiment of the invention, the step test of the mass flow of the inlet air of the engine is carried out through the chassis dynamometer, and the pulse spectrum parameters of the dynamic exhaust temperature model are calibrated according to the obtained test data. The problem of parameter calibration repeated iteration test, repeated optimization on the actual road and unable fixed pulse spectrum grid point value with engine operating condition among the prior art is solved, realized that real-time accurate control engine is from operating condition step to pulse spectrum grid point value on, need not repeated iteration test, reduced the calibration degree of difficulty and the calibration cost of exhaust system dynamic exhaust temperature model, improved calibration quality and calibration efficiency.
Drawings
FIG. 1 is a graph of a steady-state exhaust temperature model calculation process at the inlet end of a supercharger provided by the prior art of the present invention;
FIG. 2 is a diagram of a dynamic exhaust temperature model calculation process at the inlet end of a supercharger provided by the prior art of the present invention;
FIG. 3 is a conventional calibration flow chart for dynamic exhaust temperature provided by the prior art of the present invention;
FIG. 4 is a flowchart of a parameter calibration method according to an embodiment of the present invention;
FIG. 5 is a flowchart of a step test method for intake mass airflow according to a second embodiment of the present invention;
fig. 6 is a flowchart of a pulse spectrum parameter calibration method according to a third embodiment of the present invention;
FIG. 7 is a flowchart illustrating a method for calibrating a dynamic exhaust temperature model of an exhaust system according to a fourth embodiment of the present invention;
FIG. 8 is a graph illustrating the variation of actual temperature data at the inlet end of the supercharger in the calibration method according to the fourth embodiment of the present invention;
fig. 9 is a comparison graph of the off-line simulation output and the actual measurement dynamic exhaust temperature model output in the calibration method according to the fourth embodiment of the present invention;
FIG. 10 is a diagram illustrating the result of calibrating a delay filter of a dynamic exhaust temperature model at an inlet end of a supercharger in the calibration method according to the fourth embodiment of the present invention;
fig. 11 is a schematic structural diagram of a parameter calibration apparatus according to a fifth embodiment of the present invention;
fig. 12 is a schematic structural diagram of an apparatus according to a sixth embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
First, a simple description is given of an exhaust temperature model in the entire vehicle engine controller.
The exhaust temperature model in the vehicle engine controller can calculate the temperature of relevant parts of the exhaust system in real time according to the running state of the vehicle engine, and the temperature is used as a necessary condition for continuously controlling the engine or the vehicle, for example, when the exhaust temperature model calculates that the temperature of the exhaust system is close to or exceeds the designed allowable temperature, a part enrichment protection mechanism of the vehicle is triggered, the system actively adopts a strategy to control the exhaust temperature, the vehicle is prevented from being damaged, and for convenience of description, the positions of the parts of the exhaust system are not particularly distinguished in the explanation of a subsequent calibration method and are collectively called as the exhaust system.
The steady-state exhaust temperature model is mainly used for calculating the temperature of the engine when the engine stably runs for a long time under the conditions of fixed engine speed, load, air-fuel ratio, ignition efficiency and the like until the exhaust system reaches thermal balance; and the dynamic exhaust temperature model is used for calculating the real-time temperature of the exhaust system of the whole vehicle. When the engine gradually transits from one working condition to another working condition, the working condition change mainly refers to the change of a certain condition such as the rotating speed, the load, the air-fuel ratio or the ignition efficiency of the engine, and due to the objective physical law of things, the temperature of the exhaust system can only be continuously and gradually transited to the heat balance temperature under the corresponding working condition in the process, and if the heat balance temperature under the working condition is directly used as the real-time temperature of the exhaust system, the change is obviously unreasonable.
The dynamic exhaust temperature model of the exhaust system is actually that a delay filter directly related to the mass flow of the inlet air of the engine is added on the basis of the output of the steady-state exhaust temperature model, the output of the steady-state exhaust temperature model is taken as the basis, the actual temperature of the exhaust system is approached through the delay output of the steady-state exhaust temperature, the speed of the dynamic exhaust temperature model approaching the steady-state exhaust temperature under the corresponding working condition is determined by the size of a filter coefficient under the mass flow of the inlet air of the engine, and under the condition of the same mass flow of the inlet air, the smaller the filter coefficient, the faster the speed of the dynamic exhaust temperature approaching the steady-state exhaust temperature under the corresponding working condition is, and the slower the.
Taking a supercharger inlet end exhaust temperature model as an example, fig. 1 is a calculation process diagram of a steady-state exhaust temperature model at an inlet end of a supercharger provided in the prior art, fig. 2 is a calculation process diagram of a dynamic exhaust temperature model at an inlet end of a supercharger provided in the prior art, the steady-state and dynamic exhaust temperature models are synchronous calculation tasks in an engine controller, which are both 200ms calculation tasks, that is, the model is triggered and executed 1 time every 200ms, wherein the action principle of a filter to be calibrated on steady-state exhaust temperature delay filtering is as follows:
and the dynamic exhaust temperature at the current moment is the dynamic exhaust temperature at the previous 200ms moment plus the steady-state exhaust temperature dT/T of the current working condition.
The dynamic exhaust temperature model is used as the last calculation link of the exhaust temperature model module, the calibration accuracy is directly related to the precision of the whole exhaust temperature model, and the calibration target requirement of the dynamic exhaust temperature model is generally to ensure that the output of the acceleration condition model always follows the actual temperature of the exhaust system and is higher than the actual temperature (about 70 ℃), how to select a proper filter coefficient for the whole vehicle engine under the conditions of different intake mass flow rates, and the main content of the dynamic exhaust temperature model calibration is that the output of the dynamic exhaust temperature model meets the calibration development requirement.
Fig. 3 is a conventional calibration flow chart for dynamic exhaust temperature provided by the prior art of the present invention. The traditional calibration method of the dynamic exhaust temperature model is carried out on an actual road, firstly, a vehicle is put into a fixed gear, usually a direct gear or a low-speed gear, a small accelerator just enables the vehicle to overcome the driving resistance in a starting state and maintain low-speed driving, meanwhile, the actual exhaust system temperature measured by a temperature sensor is observed, when the actual temperature of the exhaust system basically tends to be stable (fluctuates around a certain temperature value rather than continuously rising or falling), an accelerator pedal is quickly stepped down, the mass flow of the air intake of an engine is swept over a pulse spectrum grid point value, then the vehicle is stopped, the deviation between the calculated value of the dynamic exhaust temperature model in the process and the actual exhaust system temperature is analyzed, the filter coefficient on the corresponding calibration grid point is adjusted accordingly, and then the test is repeated.
The dynamic exhaust temperature model is calibrated on an actual road, although the intake mass flow of the engine can sweep through the pulse spectrum grid point value in the calibration process, the intake mass flow can not be fixed due to the fact that the rotating speed of the engine can not be fixed in the calibration process, the intake mass of the engine is continuously changed in each calibration test, the dynamic temperature rise of the exhaust system in each test is completed under the changed intake mass flow, the intake mass flow can not be fixed to the pulse spectrum grid point value in the calibration process, and therefore the robustness of the calibration result is poor; in addition, the actual road calibration dynamic temperature-removing model belongs to dual reasons of tentative parameter adjustment according to calibration experience and incapability of fixing the working state of the engine to the pulse spectrum grid point value, and the calibration of the actual road dynamic temperature-removing model is a complex calibration process of repeated iteration test and repeated optimization, so that human resources and material resources are greatly wasted.
Example one
Fig. 4 is a flowchart of a parameter calibration method according to an embodiment of the present invention, where the embodiment is applicable to parameter calibration of a dynamic exhaust temperature model of an exhaust system of a vehicle, and the method may be implemented by a parameter calibration apparatus according to an embodiment of the present invention, where the apparatus may be implemented in software and/or hardware. The parameter calibration method provided by the embodiment specifically includes the following steps:
and step 110, performing an engine intake mass flow step test through a chassis dynamometer.
The chassis dynamometer is an indoor bench test device for testing performances such as automobile dynamic property, multi-working-condition emission indexes and fuel indexes. The automobile chassis dynamometer simulates a road surface through a roller, calculates a road simulation equation, and simulates each working condition of an automobile by using a loading device.
The intake mass flow rate refers to the mass of air flowing through the effective cross section of the engine per unit time. The step test of the intake mass flow refers to that a step value is adopted, and the intake mass flow is directly changed from a lower value to a larger value to obtain relevant data.
Specifically, the vehicle is connected with a chassis dynamometer and is fixed on the chassis dynamometer, and the vehicle is driven in a road load mode of the chassis dynamometer and is fully preheated; the method comprises the steps of putting a vehicle running on a chassis dynamometer to a low gear, adjusting the rotating speed of an engine to be close to a preset rotating speed by controlling an accelerator pedal, then directly switching the working mode of the chassis dynamometer to a constant speed mode from road load, limiting the vehicle speed and the rotating speed of the engine to be constant speeds by the constant speed mode of the chassis dynamometer, and adjusting the vehicle speed by the chassis dynamometer and controlling the rotating speed of the engine to be the preset rotating speed if the deviation of the rotating speed of the engine and the preset rotating speed is large.
Optionally, for the chassis dynamometer which cannot directly switch modes in the vehicle driving process, the vehicle may be firstly in neutral gear, then the vehicle is reversely towed through the constant speed mode of the chassis dynamometer, and then the vehicle is gradually shifted to a low-speed gear or a direct gear while being reversely towed, and finally the engine speed is adjusted to the preset speed. The preset rotating speed is not unique, as long as the intake mass flow span at the rotating speed can cover the intake mass flow at the pulse spectrum grid point value, the rotating speed can be defined as the preset rotating speed, the dynamic exhaust temperature model calibration is completed, a plurality of preset rotating speeds can be defined, and the preset rotating speed determination mode can be determined according to the pulse spectrum grid point value and the engine universal characteristic data.
In the chassis dynamometer constant speed mode, the engine works under the condition of a preset rotating speed, and the operation authority of the accelerator pedal is adjusted to a computer-side manual input mode, so that the opening of the accelerator pedal is accurately adjusted.
In the chassis dynamometer constant speed mode, the engine works under the condition of a preset rotating speed, the opening degree of an accelerator pedal is set to a small value, and the air inlet mass flow of the engine is set to be low air inlet mass flow.
The low intake mass flow mainly refers to the intake mass flow which ensures that the mixed gas just supports combustion without fire under the condition of the preset engine speed, and generally, the chassis dynamometer detects the intake mass flow when the driving wheel just has power output under the condition of the preset engine speed.
In a constant speed mode of the chassis dynamometer, the opening of an accelerator pedal is directly changed into the opening of the accelerator pedal corresponding to the air inlet mass flow at a pulse spectrum grid point value at a computer end under the condition that the engine works at a preset rotating speed, and the dynamic step of the engine at the pulse spectrum grid point value is realized.
The method comprises the steps of obtaining a pulse spectrum grid point value and a pulse spectrum grid point value, and determining the maximum temperature rise of the inlet mass flow of an exhaust system at the pulse spectrum grid point value according to the maximum temperature rise of the inlet mass flow of the exhaust system at the pulse spectrum grid point value.
And 120, acquiring actual temperature data of an exhaust system and all input data of a dynamic exhaust temperature model in the step test process of the mass flow of the inlet air of the engine.
The exhaust system mainly discharges exhaust gas discharged by the working of an engine, and simultaneously reduces the pollution and the noise of the discharged exhaust gas. The exhaust system refers to a system that collects and discharges exhaust gas, and generally consists of an exhaust manifold, an exhaust pipe, a catalytic converter, an exhaust temperature sensor, an automobile muffler, a tail pipe, and the like. The actual temperature data of the exhaust system refers to the actual temperature of the part needing attention on the exhaust system in the whole test process. The points of interest here are mainly the inlet end of the turbocharger, the catalyst front end, the catalyst interior and the catalyst rear end. The actual temperature data of the exhaust system in the intake mass flow step test process is obtained in order to determine the output target of the dynamic exhaust temperature model, and the calibratable parameters of the dynamic exhaust temperature model can be optimized based on the target.
The exhaust temperature model can be understood as a mathematical calculation model, and the temperature of relevant parts of the exhaust system can be calculated in real time according to the running state of the whole vehicle engine. The exhaust temperature model mainly comprises two parts, one part is a steady-state exhaust temperature model, and the other part is a dynamic exhaust temperature model. The steady-state exhaust temperature model is mainly used for calculating the temperature of the engine when the engine stably runs for a long time under the conditions of fixed engine speed, load, air-fuel ratio, ignition efficiency and the like until the exhaust system reaches thermal balance; and the dynamic exhaust temperature model is used for calculating the real-time temperature of the exhaust system of the whole vehicle.
All input data of the dynamic exhaust temperature model comprise pulse spectrum grid point values, intake mass flow, exhaust temperature during starting, steady-state exhaust temperature model output and other logic zone bits and the like. All input data of the dynamic exhaust temperature model in the intake mass flow step test process are obtained, so that the next off-line simulation model has the same input conditions as those in the actual test.
Specifically, before the test is performed, a temperature sensor may be disposed at a position of the exhaust system where the temperature is to be considered, and actual temperature data of the exhaust system during the whole test process may be collected. Data such as engine speed, load, air-fuel ratio, ignition efficiency and the like can be obtained through the chassis dynamometer and the vehicle performance index, and the output of the steady-state exhaust temperature model is calculated through the steady-state exhaust temperature model.
And step 130, calibrating pulse spectrum parameters of the dynamic temperature discharge model based on the actual temperature data and all the input data.
Wherein, the pulse spectrum grid point value refers to the mass flow of the air inlet of the engine needing to calibrate the delay filter coefficient.
Specifically, a dynamic temperature exhaust model in the controller capable of running on the computer in an off-line mode is built, operation conditions are set, and the fact that the off-line running of the model is consistent with the on-line running output in the controller is guaranteed. And inputting the input data of the dynamic exhaust temperature model acquired in the step test process of the air inlet mass flow of the engine as an offline model. And according to the actual temperature data, an output target of the off-line dynamic exhaust temperature model is established, and calibratable parameters of the dynamic exhaust temperature model are optimized based on the target.
The method is characterized in that the operating conditions for the set up dynamic temperature-discharging model capable of running on the computer are mainly to set an off-line simulation step length, and the dynamic temperature-discharging model contains a delay filter, so that the off-line simulation step length is ensured to be consistent with the operation task of the dynamic temperature-discharging model in an actual control period, the dynamic temperature-discharging model in an actual controller is operated for 200ms, and then the simulation step length of the off-line dynamic temperature-discharging model running on the computer is also set to be 200 ms.
According to the technical scheme of the embodiment, the chassis dynamometer is used for carrying out the step test of the air inlet mass flow of the engine, the engine is adjusted to the pulse spectrum grid point value in a step mode from a working state, the temperature rise change condition of the exhaust system with the air inlet mass on the calibration grid point can be observed, the problems that in the prior art, the parameter calibration on an actual road is repeatedly and iteratively tested and repeatedly optimized, and the working state of the engine cannot be fixed to the pulse spectrum grid point value are solved, the step test of the engine from the working state to the pulse spectrum grid point value is accurately controlled in real time, and repeated iteration test is not needed. The calibration difficulty and the calibration cost of the dynamic exhaust temperature model of the exhaust system are reduced, and the calibration quality and the calibration efficiency are improved.
On the basis of the embodiment, the step test of the intake mass flow of the engine is carried out by a chassis dynamometer, and the step test comprises the following steps: and performing step test on the air inlet mass flow of the engine through the chassis dynamometer on the basis of the preset rotating speed, the first accelerator opening threshold and the second accelerator opening threshold.
The preset rotating speed refers to the rotating speed which can cover the intake mass flow at the pulse spectrum grid point value. That is to say that at this speed, the mass flow of the intake air at the pulse-spectrum grid point values is within the interval formed by the mass flow of the intake air of the engine corresponding to 0% and 100% of the accelerator pedal.
The first accelerator opening threshold value is an accelerator opening threshold value corresponding to stable combustion of the mixed gas under the preset rotating speed condition; the second accelerator opening threshold is an accelerator opening threshold corresponding to the second intake mass flow in the calibration pulse spectrum grid points of the dynamic exhaust temperature model under the condition of the preset rotating speed. The first accelerator opening threshold is less than the second accelerator opening threshold.
The accelerator opening threshold value may be understood as a stepping amount of an accelerator pedal. The opening of the throttle valve of the engine is controlled by controlling the stepping amount of the accelerator pedal, and further the air inlet mass flow of the engine is controlled.
Specifically, the preset rotation speed is determined by the pulse spectrum grid point value and the universal characteristic of the engine.
Example two
Fig. 5 is a flowchart of an intake mass flow step test method provided in the second embodiment of the present invention, and in this embodiment, based on the second embodiment, a concrete optimization is performed, and an engine intake mass flow step test is performed by the chassis dynamometer based on a preset rotation speed, a first accelerator opening threshold value, and a second accelerator opening threshold value, where the optimization is as follows: controlling the engine to work under a preset rotating speed condition through the chassis dynamometer; controlling the opening degree of the accelerator pedal to reach a first accelerator opening degree threshold value; and if the variation range of the actual exhaust temperature is within the first preset temperature range, controlling the opening degree of the accelerator pedal to reach a second accelerator opening degree threshold value. Technical details that are not elaborated in this embodiment may be referred to any of the embodiments described above.
Specifically, referring to fig. 5, the intake mass flow step test method specifically includes the following steps:
210. and controlling the engine to work under a preset rotating speed condition through the chassis dynamometer.
Wherein, the preset rotating speed condition can be that the rotating speed of the engine is 4000 r/min. The preset speed is not unique, and when the engine works under the preset speed condition, the intake mass flow span of the engine can cover the intake mass flow at the pulse spectrum grid point value. It will be appreciated that the predetermined speed is selected to provide a maximum mass air flow rate at which the mass air flow rate of the engine reaches the pulse-spectrum grid point value. Wherein the controlling the engine to work under the condition of a preset rotating speed through the chassis dynamometer comprises the following steps: adjusting the rotating speed of the engine to be within a preset rotating speed range through an accelerator pedal; switching the working mode of the chassis dynamometer to a constant speed mode; and if the difference value between the engine rotating speed and the preset rotating speed in the constant speed mode is greater than a preset rotating speed threshold value, adjusting the vehicle speed through the chassis dynamometer to control the engine rotating speed to reach the preset rotating speed.
The preset rotating speed range refers to an allowable deviation range value which is set when the preset rotating speed is determined and the rotating speed of the engine cannot be accurately controlled to reach the specified preset rotating speed through manual operation of an accelerator pedal. For example, when the preset rotation speed is set to 4000r/min, the preset rotation speed range may be set to 3980r/min-4020 r/min. The deviation range can be set according to actual conditions.
The chassis dynamometer can simulate various vehicle driving conditions, including a road load mode, a constant speed mode, a coasting mode, a blocked mode and the like. The switching between the various modes can be performed through a control end of the chassis dynamometer.
Specifically, the vehicle is driven in a road load mode of the chassis dynamometer, after the vehicle is sufficiently warmed up, the vehicle running on the chassis dynamometer is put into a low gear or a direct gear, and the engine speed is adjusted to be close to a preset speed through an accelerator pedal. And switching the working mode of the chassis dynamometer to a constant speed mode, limiting the vehicle speed and the engine speed to be constant speeds by the constant speed mode of the chassis dynamometer at the moment, and if the deviation of the engine speed and the preset speed is large at the moment, adjusting the vehicle speed through the chassis dynamometer and controlling the engine speed to be the preset speed.
Optionally, for the chassis dynamometer which cannot directly switch modes in the vehicle driving process, the vehicle may be firstly in neutral gear, then the vehicle is reversely towed through the constant speed mode of the chassis dynamometer, and then the vehicle is gradually shifted to a low-speed gear or a direct gear while being reversely towed, and finally the engine speed is adjusted to the preset speed.
And step 220, controlling the opening degree of the accelerator pedal to reach a first accelerator opening degree threshold value.
And the first accelerator opening threshold refers to the accelerator opening threshold corresponding to the stable combustion of the mixed gas under the preset rotating speed condition.
Specifically, in a chassis dynamometer constant speed mode, the engine works under the condition of a preset rotating speed, the operation authority of the accelerator pedal is adjusted to a computer-side manual input mode, and the opening of the accelerator pedal is accurately adjusted. And determining a first accelerator opening threshold corresponding to the intake mass flow of the pulse spectrum grid point value of the dynamic exhaust temperature model at the preset rotating speed according to the relation among the preset rotating speed, the intake mass flow of the pulse spectrum grid point value of the dynamic exhaust temperature model and the accelerator pedal opening value. And adjusting the opening degree of the accelerator pedal to a first accelerator opening degree threshold value.
And step 230, if the variation range of the actual exhaust temperature is within the first preset temperature range, controlling the opening degree of the accelerator pedal to reach a second accelerator opening degree threshold value.
The first preset temperature range refers to an allowable error range value of the temperature corresponding to the actually measured temperature of the relevant components of the exhaust system when the opening degree of the accelerator pedal is adjusted to the first accelerator opening degree threshold value.
And the second accelerator opening threshold value refers to the accelerator pedal opening corresponding to the intake mass flow at the pulse spectrum grid point value.
When various parameters of the vehicle engine are fixed, different opening degrees of an accelerator pedal correspond to different opening degrees of a throttle valve of the engine, and further correspond to different intake mass flow rates of the engine. The accelerator pedal opening value corresponding to the intake mass flow at the pulse spectrum grid point value can be finally determined by adjusting the accelerator pedal opening through a calibration computer under the condition of a preset rotating speed to observe the actually acquired intake mass flow.
Specifically, in a chassis dynamometer constant speed mode, the opening degree of an accelerator pedal is directly changed into the opening degree of the accelerator pedal corresponding to the air inlet mass flow at a pulse spectrum grid point value at a computer end under the condition that an engine works at a preset rotating speed, and dynamic step change of the engine at the pulse spectrum grid point value is realized.
The intake mass flow step test method provided by the second embodiment of the invention is specifically optimized on the basis of the first embodiment, specifically describes the intake mass flow step test of the engine through the chassis dynamometer, controls the preset rotating speed of the engine through the chassis dynamometer and the computer end, and accurately adjusts the opening of the accelerator pedal, so that the intake mass flow of the engine in the test can achieve step-like change and can be fixed to a pulse spectrum grid point value, and the calibration efficiency is improved.
EXAMPLE III
Fig. 6 is a flowchart of a pulse spectrum parameter calibration method provided in the third embodiment of the present invention, and in this embodiment, based on the above embodiments, specific optimization is performed, in which the pulse spectrum parameter of the dynamic temperature discharge model is calibrated based on the actual temperature data and all the input data, and the optimization is performed as follows: inputting all the input data into the dynamic exhaust temperature model; and adjusting the time delay filter coefficient in the calibration pulse spectrum of the dynamic temperature discharge model based on the actual temperature data. Technical details that are not elaborated in this embodiment may be referred to any of the embodiments described above.
Specifically, referring to fig. 6, the pulse spectrum parameter calibration method specifically includes the following steps:
and 310, inputting all the input data into the dynamic exhaust temperature model.
And 320, adjusting a time delay filter coefficient in the calibration pulse spectrum of the dynamic temperature discharge model based on the actual temperature data.
Specifically, if the difference between the output temperature of the dynamic exhaust temperature model and the actual exhaust temperature is not within a second preset temperature range, the step of adjusting the filter parameters of the delay filter in the dynamic exhaust temperature model is returned to be executed until the difference between the output temperature of the dynamic exhaust temperature model and the actual exhaust temperature is within the second preset temperature range, and the filter parameters of the delay filter are calibrated to be the filter parameters corresponding to the intake mass flow.
The second preset temperature range refers to that the output temperature of the dynamic exhaust temperature model is higher than the actual exhaust temperature by about 70 ℃ under the general condition.
The pulse spectrum parameter calibration method provided by the third embodiment of the invention is specifically optimized on the basis of the above embodiments, specifically describes the pulse spectrum parameter calibration of the dynamic temperature-venting model based on the actual temperature data and all the input data, and optimizes the filtering parameter of the delay filter by comparing the difference value between the actually measured temperature and the output temperature of the dynamic temperature-venting model, so that the temperature of the dynamic temperature-venting model is infinitely close to the actually measured temperature, thereby improving the calibration quality.
Example four
Fig. 7 is a flowchart of a method for calibrating a dynamic exhaust temperature model of an exhaust system according to a fourth embodiment of the present invention, which is a specific application of the method for calibrating parameters in the foregoing embodiments, but is not limited thereto. Specifically, referring to fig. 7, the method for calibrating the dynamic exhaust temperature model of the exhaust system specifically includes the following steps:
a) preparing a vehicle, arranging a temperature sensor on a part of an exhaust system needing temperature attention, acquiring the actual temperature of the exhaust system in the whole test process, replacing and developing an ECU (electronic control Unit), acquiring state parameters of the vehicle in the calibration test process, acquiring input and output data of all dynamic exhaust temperature models of the exhaust system, taking a dynamic exhaust model at an inlet end of a supercharger as an example, and acquiring all input and output in the model shown in the figure 2.
b) And the upper chassis dynamometer fixes the vehicle on the chassis dynamometer, drives the vehicle in a road load mode of the chassis dynamometer and fully preheats the vehicle.
c) Adjusting to a preset rotating speed range, hanging a vehicle running on a chassis dynamometer to a low gear or a direct gear, adjusting the rotating speed of an engine to the preset rotating speed range through an accelerator pedal, directly switching the working mode of the chassis dynamometer to a constant speed mode from road load, limiting the vehicle speed and the rotating speed of the engine to be constant speed by the constant speed mode of the chassis dynamometer at the moment, and if the difference value between the rotating speed of the engine and the preset rotating speed is larger than a preset rotating speed threshold value and generally exceeds 1% of the preset rotating speed at the moment, adjusting the vehicle speed through the chassis dynamometer and controlling the rotating speed of the engine to the preset rotating speed; for the chassis dynamometer which can not directly switch modes in the driving process of the vehicle, the vehicle can be firstly in neutral gear, then the vehicle is reversely towed in a constant speed mode through the chassis dynamometer, the vehicle is gradually shifted to a low-speed gear or a direct gear while being reversely towed, and finally the rotating speed of the engine is adjusted to the preset rotating speed. The preset rotating speed is not unique, as long as the intake mass flow span at the rotating speed can cover the intake mass flow at the pulse spectrum grid point value, the rotating speed can be defined as the preset rotating speed, the dynamic exhaust temperature model calibration is completed, a plurality of preset rotating speeds can be defined, and the preset rotating speed determination mode can be determined according to the universal characteristic data of the engine.
d) Determining the opening degree of an accelerator pedal corresponding to the pulse spectrum grid point value, adjusting the operating authority of the accelerator pedal to a manual input mode at a computer end in a constant speed mode of the chassis dynamometer under the condition that the engine works at a preset rotating speed, accurately adjusting the opening degree of the accelerator pedal, and determining the opening degree value of the accelerator pedal corresponding to the intake mass flow of the pulse spectrum grid point value of the dynamic exhaust temperature model at the preset rotating speed.
e) The opening degree of an accelerator pedal is controlled to reach a first accelerator opening degree threshold value, in a constant speed mode of a chassis dynamometer, an engine works under the condition of a preset rotating speed, the opening degree of the accelerator pedal is set to the first accelerator opening degree threshold value, the value just can maintain stable combustion of mixed gas at the rotating speed, the chassis dynamometer is generally used for detecting that the wheel has just driving force to output, the opening degree of the pedal is maintained until the actually measured temperature of relevant parts of an exhaust system tends to be stable.
f) Controlling the opening degree of an accelerator pedal to reach a second accelerator opening degree threshold value, directly changing the opening degree of the accelerator pedal into the second accelerator pedal opening degree threshold value corresponding to the intake mass flow at the pulse spectrum grid point value at the computer end in a constant speed mode of the chassis dynamometer under the condition that the engine works at a preset rotating speed, realizing dynamic step change of the engine at the pulse spectrum grid point value, and recording actual temperature data of an exhaust system and input temperature data of a dynamic exhaust temperature model in the dynamic step change process of the intake mass flow of the engine.
g) And f, after the operation of the step f is finished and the actual temperature of each part of the exhaust system is relatively stable, the opening degree of the accelerator pedal is adjusted back to the value of the step e again, and the actual temperature of the exhaust system is reduced to be stable again.
h) And repeating the steps f-g until the step tests of all grid points of the dynamic exhaust temperature model calibration MAP are completed.
i) And saving a data record of the whole testing process.
j) And (e) debugging the dynamic exhaust temperature model of the exhaust system capable of running on the computer off line by applying the data in the step i, and ensuring that the off-line running result is consistent with the on-line running result.
k) And (e) calibrating a target according to the dynamic temperature discharge model, and optimizing a filter coefficient at the grid point value of the pulse spectrum by applying the data in the step (i).
Specifically, in step c, taking a control system of a 4.0L naturally aspirated engine of V8T and a dynamic exhaust temperature model at the inlet end of the supercharger as an example, the MAP of the dynamic exhaust temperature model is shown in table 1.
TABLE 1 calibration MAP for dynamic exhaust temperature model
| Mass flow of |
100 | 200 | 300 | 400 | 500 | 600 | 700 | 800 |
| Delay filter coefficient to be calibrated 1 | —— | —— | —— | —— | —— | —— | —— | —— |
| Delay filter coefficient to be calibrated 2 | —— | —— | —— | —— | —— | —— | —— | —— |
Specifically, in step d, taking the control system of a 4.0L naturally aspirated engine of V8T as an example, when the preset rotation speed is selected at 4000r/min, the accelerator pedal opening corresponding to the intake mass flow at the calibration grid node in table 1 is shown in table 2. The data in the table are obtained from the previous experiment.
TABLE 2 Accelerator opening degree corresponding to pulse spectrum grid point value of dynamic exhaust temperature model
| Mass flow of |
100 | 200 | 300 | 400 | 500 | 600 | 700 | 800 |
| Corresponding accelerator pedal opening | 13 | 27 | 40.7 | 54.3 | 67.8 | 79.2 | 89.5 | —— |
Specifically, in steps e-h, taking the control system of a certain 4.0L naturally aspirated engine of V8T as an example, when the preset rotation speed is selected at 4000r/min, the actual temperature data change at the inlet end of the supercharger under the intake mass flow step condition is shown in FIG. 8.
Specifically, in the step j, taking a control system of a certain V8T 4.0L natural suction engine and a dynamic exhaust temperature model at an inlet end of a supercharger as an example, a dynamic exhaust temperature model at an inlet end of the supercharger in a controller is built by using Simulink, collected process test data is used as an input condition of an offline model, an offline simulation output is compared with an actual measured dynamic exhaust temperature model output of a whole vehicle as shown in fig. 9, the data in the step i is used as the offline model input as seen in fig. 9, the offline model output is completely consistent with the model output collected by the actual vehicle, and the offline model can be used for offline calibration of the dynamic exhaust temperature model.
Specifically, in step k, taking a control system of a 4.0L naturally aspirated engine of V8T as an example, when the preset rotation speed is selected to be 4000r/min, the result of calibrating the delay filter of the dynamic exhaust temperature model at the inlet end of the supercharger by using the acquired step measured data of the intake mass flow rate is shown in fig. 10. When the intake mass flow changes in a step mode, the calculated temperature of the dynamic exhaust temperature model is close to the actual measurement temperature and higher than the actual measurement temperature, and the requirement of a calibration development target is met.
The dynamic exhaust temperature model calibration method for the exhaust system provided by the fourth embodiment of the invention is applied to the example based on the embodiment. Although the logic structure algorithms of the dynamic exhaust temperature models of the front end of a catalyst, the interior of the catalyst and the rear end of the catalyst of an exhaust system are different from those of the inlet end of the supercharger, the calibration methods are all consistent, and the calibration can be carried out by adopting the method and the system provided by the invention.
EXAMPLE five
Fig. 11 is a schematic structural diagram of a parameter calibration apparatus according to a fifth embodiment of the present invention. The embodiment of the invention provides a parameter calibration device, which comprises:
and the step test module 510 is used for performing step test on the intake mass flow of the engine through the chassis dynamometer.
And the data acquisition module 520 is used for acquiring actual temperature data of the exhaust system and all input data of the dynamic exhaust temperature model in the step test process of the air inlet mass flow of the engine.
A parameter calibration module 530, configured to calibrate a pulse spectrum parameter of the dynamic exhaust temperature model based on the actual temperature data and all the input data.
According to the parameter calibration device provided by the fifth embodiment of the invention, the step test of the intake mass flow of the engine is carried out through the step test module; acquiring actual temperature data of an exhaust system and all input data of a dynamic exhaust temperature model in the step test process of the intake mass flow of the engine through a data acquisition module; and calibrating pulse spectrum parameters of the dynamic temperature discharge model through a parameter calibration module based on the actual temperature data and all the input data. By the technical scheme, the engine can be accurately controlled from a working state step to a pulse spectrum grid point value in real time without repeated iterative tests, the calibration difficulty and the calibration cost of the dynamic exhaust temperature model of the exhaust system are reduced, and the calibration quality and the calibration efficiency are improved.
On the basis of the above embodiment, the step test module 510 includes:
and the first control unit is used for controlling the engine to work under the condition of a preset rotating speed through the chassis dynamometer.
And the second control unit is used for controlling the opening degree of the accelerator pedal to reach a first accelerator opening degree threshold value.
And the third control unit is used for controlling the opening degree of the accelerator pedal to reach a second accelerator opening degree threshold value if the variation range of the actual exhaust temperature is within the first preset temperature range.
Further, the first control unit includes:
and the first control subunit is used for adjusting the rotating speed of the engine to be within a preset rotating speed range through an accelerator pedal.
And the mode switching subunit is used for switching the working mode of the chassis dynamometer to a constant speed mode.
And the second control subunit is used for adjusting the vehicle speed through the chassis dynamometer to control the rotating speed of the transmitter to reach the preset rotating speed if the difference value between the rotating speed of the engine and the preset rotating speed in the constant speed mode is greater than a preset rotating speed threshold value.
On the basis of the above embodiment, the parameter calibration module 530 includes:
and the input unit is used for inputting all the input data to the dynamic exhaust temperature model.
And the adjusting unit is used for adjusting the time delay filter coefficient in the calibration pulse spectrum of the dynamic temperature discharge model based on the actual temperature data. The parameter calibration device provided by the embodiment can execute the parameter calibration method provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of executing the parameter calibration method.
EXAMPLE six
Fig. 12 is a schematic structural diagram of an apparatus according to a sixth embodiment of the present invention. As shown in FIG. 12, the apparatus includes a processor 610, a memory 620, an input device 630, an output device 640, and a chassis dynamometer 650; the number of processors 610 in the device may be one or more, and one processor 610 is taken as an example in fig. 12; the processor 610, memory 620, input device 630, output device 640, and chassis dynamometer 650 of the apparatus may be connected by a bus or other means, such as by a bus connection in fig. 12.
The memory 620 is used as a computer-readable storage medium for storing software programs, computer-executable programs, and modules, such as program modules corresponding to the parameter calibration method in the embodiment of the present invention (e.g., the step experiment module 510, the data acquisition module 520, and the parameter calibration module 530 in the parameter calibration device). The processor 610 executes various functional applications of the device and data processing by executing software programs, instructions and modules stored in the memory 620, so as to implement the parameter calibration method described above.
The memory 620 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the terminal, and the like. Further, the memory 620 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some examples, the memory 620 can further include memory located remotely from the processor 610, which can be connected to the device over a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The input device 630 may be used to receive input data and generate key signal inputs relating to user settings and function control of the apparatus. The output device 640 may include a display device such as a display screen.
The chassis dynamometer 650 may be used for performing an engine intake mass flow step test based on a preset rotation speed, a first accelerator opening threshold, and a second accelerator opening threshold.
EXAMPLE seven
An embodiment of the present invention further provides a storage medium containing computer-executable instructions, where the computer-executable instructions are executed by a computer processor to perform a parameter calibration method, and the method includes:
and (4) carrying out step test on the air inlet mass flow of the engine through a chassis dynamometer.
And acquiring actual temperature data of the exhaust system and all input data of the dynamic exhaust temperature model in the step test process of the mass flow of the inlet air of the engine.
And calibrating pulse spectrum parameters of the dynamic temperature discharge model based on the actual temperature data and all the input data.
Of course, the storage medium provided by the embodiments of the present invention contains computer-executable instructions, and the computer-executable instructions are not limited to the operations of the method described above, and may also perform related operations in the parameter calibration method provided by any embodiments of the present invention.
From the above description of the embodiments, it is obvious for those skilled in the art that the present invention can be implemented by software and necessary general hardware, and certainly, can also be implemented by hardware, but the former is a better embodiment in many cases. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as a floppy disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a FLASH Memory (FLASH), a hard disk or an optical disk of a computer, and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device) to execute the methods according to the embodiments of the present invention.
It should be noted that, in the embodiment of the parameter calibration apparatus, each included unit and module are only divided according to functional logic, but are not limited to the above division as long as the corresponding function can be implemented; in addition, specific names of the functional units are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present invention.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. A parameter calibration method is characterized by comprising the following steps:
performing an engine intake mass flow step test through a chassis dynamometer;
acquiring actual temperature data of an exhaust system and all input data of a dynamic exhaust temperature model in the step test process of the air inlet mass flow of the engine;
and calibrating pulse spectrum parameters of the dynamic temperature discharge model based on the actual temperature data and all the input data.
2. The method of claim 1, wherein performing an engine inlet mass flow step test with a chassis dynamometer comprises:
and performing step test on the air inlet mass flow of the engine through the chassis dynamometer on the basis of the preset rotating speed, the first accelerator opening threshold and the second accelerator opening threshold.
3. The method of claim 2, wherein the preset speed is determined by the pulse spectrum grid point values and the engine's natural characteristics.
4. The method according to claim 2, wherein the first accelerator opening threshold is an accelerator opening threshold corresponding to stable combustion of the mixture under the preset rotation speed condition; the second accelerator opening threshold is an accelerator opening threshold corresponding to the second intake mass flow in the calibration pulse spectrum grid point of the dynamic exhaust temperature model under the condition of a preset rotating speed.
5. The method of claim 2, wherein performing an engine intake mass flow step test by the chassis dynamometer based on a preset speed, a first throttle opening threshold, and a second throttle opening threshold, comprises:
controlling the engine to work under a preset rotating speed condition through the chassis dynamometer;
controlling the opening degree of the accelerator pedal to reach a first accelerator opening degree threshold value;
and if the variation range of the actual exhaust temperature is within the first preset temperature range, controlling the opening degree of the accelerator pedal to reach a second accelerator opening degree threshold value.
6. The method of claim 5, wherein controlling the engine to operate at a preset speed by the chassis dynamometer comprises:
adjusting the rotating speed of the engine to be within a preset rotating speed range through an accelerator pedal;
switching the working mode of the chassis dynamometer to a constant speed mode;
and if the difference value between the engine rotating speed and the preset rotating speed in the constant speed mode is greater than a preset rotating speed threshold value, adjusting the vehicle speed through the chassis dynamometer to control the rotating speed of the transmitter to reach the preset rotating speed.
7. The method of claim 1, wherein calibrating pulse spectrum parameters of the dynamic exhaust temperature model based on the actual temperature data and the all input data comprises:
inputting all the input data into the dynamic exhaust temperature model;
and adjusting the time delay filter coefficient in the calibration pulse spectrum of the dynamic temperature discharge model based on the actual temperature data.
8. A parameter calibration apparatus, comprising:
the step test module is used for carrying out step test on the intake mass flow of the engine through the chassis dynamometer;
the data acquisition module is used for acquiring actual temperature data of an exhaust system and all input data of the dynamic exhaust temperature model in the step test process of the air inlet mass flow of the engine;
and the parameter calibration module is used for calibrating the pulse spectrum parameters of the dynamic temperature discharge model based on the actual temperature data and all the input data.
9. An apparatus, characterized in that the apparatus comprises:
one or more processors;
a memory for storing one or more programs;
the chassis dynamometer is used for carrying out an engine intake mass flow step test;
when executed by the one or more processors, cause the one or more processors to implement the parameter calibration method as claimed in any one of claims 1-7.
10. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the parameter calibration method according to any one of claims 1 to 7.
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