CN104111650B - Dual-fuel engine controller simulation test system - Google Patents

Abstract

The invention discloses a dual-fuel engine controller simulation test system for realizing the HIL test of the HPDI engine controller. The system includes: a real-time simulator and an engine controller; the real-time simulator is used for an operating environment model and a driver model And the vehicle model, the vehicle environment parameters output by the environment model, the driver behavior parameters output by the driver model and the various vehicle operating parameters output by the vehicle model are sent to the engine controller; the vehicle model includes a dual-fuel engine model (including gas Road model, fuel supply model, cylinder combustion model, heat balance model), accessory model, transmission system model, vehicle longitudinal dynamic model; receive the control signal sent by the engine controller, and continue to run the environment model, driver model and vehicle according to the control signal Model; the engine controller is used to determine the engine operating conditions and generate and send control signals according to the vehicle environment parameters, driver behavior parameters and vehicle operating parameters.

Description

A dual-fuel engine controller simulation test system

technical field

The invention relates to the field of engine control, in particular to a dual-fuel engine controller simulation test system.

Background technique

The development of vehicle engine ECU (Electronic Control Unit, electronic control unit) usually adopts the modern V process mode of system requirements, conceptual design, application software modeling, application layer and underlying code integration, software testing, and verification. In the process of testing the engine ECU, the traditional bench and vehicle online test verification method consumes a lot of manpower and material resources, the problem is not easy to reproduce, it is difficult to operate in extreme conditions, and there are risk factors; and the open-loop manual signal occurs The controller cannot simulate dynamic and closed-loop conditions. The HIL (Hardware-In-Loop, hardware in the loop) simulation test simulates the real operating environment through the simulation of the controlled object model, which can realize dynamic test closed-loop test, repeatable test process, simulate extreme working conditions, and automatic test , economical and safe, is a very important link in the development of engine ECU.

In the prior art, the engine ECU HIL simulation test system is mainly for a single-fuel engine, such as a diesel engine ECU HIL test system, which mainly uses a diesel engine average model to simulate a diesel engine. However, a new type of HPDI (High Pressure Direct Injection, high pressure direct injection) natural gas and diesel dual-fuel engine uses diesel pilot ignition to realize the technology of natural gas in-cylinder direct injection, and will switch fuel modes as the working conditions change. , its control involves diesel and natural gas dual fuel, which is more complex than the traditional single fuel engine control logic. The existing single-fuel engine ECUHIL simulation scheme cannot meet the HIL test requirements of high-pressure direct-injection natural gas and diesel dual-fuel engine ECUs, that is, there is no HIL test system for high-pressure direct-injection dual-fuel engine ECUs in the prior art.

Contents of the invention

In view of this, the present invention provides a dual-fuel engine controller simulation test system, thereby realizing the HIL test of the high-pressure direct injection natural gas and diesel dual-fuel engine ECU.

In order to solve the above problems, the technical solutions provided by the present invention are as follows:

A dual-fuel engine controller simulation test system, said system comprising:

Real-time simulator and engine controller;

The real-time simulator is used for an operating environment model, a driver model, and a vehicle model, and the vehicle model includes a dual-fuel engine model, an accessory model, a transmission system model, and a vehicle longitudinal dynamic model; the dual-fuel engine model includes a gas Road model, fuel supply model, cylinder combustion model, heat balance model; the fuel supply model is used to calculate diesel rail pressure, natural gas rail pressure, diesel fuel injection volume and natural gas injection volume; the cylinder combustion model includes torque model and exhaust gas composition a model, the torque model is used to calculate the output torque of the engine, and the exhaust gas composition model is used to calculate the exhaust gas composition;

The real-time simulator is used to send the vehicle environment parameters output by the environment model, the driver behavior parameters output by the driver model, and the various vehicle operating parameters output by the vehicle model to the engine controller; receive The control signal sent by the engine controller continues to run the environment model, driver model and vehicle model according to the control signal;

The engine controller is used to determine engine operating conditions according to the vehicle environment parameters, the driver behavior parameters and the vehicle operating parameters, execute control logic to generate control signals, and send the control signals to the real-time simulator.

Correspondingly, the fuel supply model includes:

Diesel injector model, diesel high pressure pump model, diesel rail model, natural gas rail model and natural gas injection valve model;

The diesel injector model is used to calculate the diesel injection quantity and output it to the diesel rail model according to the collected diesel injection pulse width and diesel rail pressure;

The diesel high-pressure oil pump model is used to calculate the oil volume of the high-pressure oil pump by using the average value method and output it to the diesel rail model;

The diesel rail model is used to calculate the diesel rail pressure and output it to the diesel injector model and the natural gas rail model according to the diesel fuel injection volume and the high-pressure oil pump pump fuel volume;

The natural gas rail model is used to obtain the natural gas rail pressure according to the diesel rail pressure;

The natural gas injection valve model is used to calculate the natural gas injection amount according to the collected natural gas injection pulse width and the natural gas rail pressure.

Correspondingly, the diesel rail model is specifically used for:

According to the continuity equation: Calculate the diesel rail pressure P and output it to the diesel injector model and the natural gas rail model; wherein, Q _in is the diesel flow rate entering the diesel rail, which is obtained according to the pump oil volume of the high-pressure oil pump; Q _out is the outflow The diesel flow rate of the diesel rail is converted according to the unit of the diesel injection quantity; E is the modulus of elasticity of the diesel; V is the volume of the diesel rail.

Correspondingly, the torque model includes:

A prompting torque obtaining unit, configured to convert the natural gas injection quantity into an equivalent diesel mass that produces the same torque, and obtain a prompting torque according to the sum of the equivalent diesel mass and the diesel fuel injection quantity;

The friction torque obtaining unit is used to find the friction torque map according to the engine water temperature and the engine speed to obtain the friction torque;

The torque obtaining unit is used to calculate the sum of the prompt torque and the friction torque as the output torque of the engine.

Correspondingly, the prompting torque obtaining unit includes:

The first obtaining subunit is used to obtain the conversion of the natural gas injection amount into an equivalent diesel quality that produces the same torque by multiplying the natural gas injection amount by a conversion coefficient and adding the compensation amount;

The second obtaining subunit is used to obtain the prompt torque by searching the prompt torque map according to the sum of the equivalent diesel quality and the diesel fuel injection quantity and the engine speed.

Correspondingly, the prompting torque obtaining unit also includes:

The correction subunit is used to find the prompt torque correction coefficient map according to the engine speed and injection advance angle to obtain the prompt torque correction coefficient; multiply the prompt torque obtained by the second obtaining subunit with the prompt torque correction coefficient as a prompt torque.

Correspondingly, the conversion coefficient is obtained by searching the natural gas to diesel oil conversion coefficient map according to the engine speed and the opening of the accelerator pedal; acquired.

Correspondingly, the gas path model includes:

Supercharger model, throttle model, intake manifold model, intake composition model, exhaust manifold model and EGR valve model;

The supercharger model is used to calculate the pressure and temperature of the engine after supercharging;

The throttle model is used to determine the throttle opening based on the throttle equation of the isentropic adiabatic process;

The EGR valve model is used to determine the EGR valve opening based on the orifice equation of the isentropic adiabatic process;

The intake air composition model is used to calculate the air ratio in the intake air.

Correspondingly, the exhaust gas composition model is specifically used to calculate the air ratio in the exhaust gas and the fuel ratio in the exhaust gas.

Correspondingly, the heat balance model is used to calculate engine inlet water temperature and outlet water temperature through heat balance.

Correspondingly, the transmission system model includes: an inertia module model, a clutch model, a gearbox model and a final drive differential model;

The vehicle longitudinal dynamics model includes: a vehicle load model and a vehicle speed model;

The accessory models include: a starter model, a battery model and an air conditioner model.

It can be seen that the embodiments of the present invention have the following beneficial effects:

The hardware-in-the-loop simulation test system of the diesel and natural gas dual-fuel engine controller provided by the embodiment of the present invention, by constructing the controller controlled object model, the controlled object model includes the environment model, the driver model and the whole vehicle model, especially the whole vehicle model. The dual-fuel engine model (including gas path model, fuel supply model, cylinder combustion model, and heat balance model) in the vehicle model can complete the simulation of dual-fuel engines, thereby realizing the closed-loop control of diesel ignition and natural gas direct injection engine controllers Test and dynamic test, capable of simulating different working conditions: start-up, sudden load, engine bench test cycle, vehicle driving cycle and other static and dynamic working conditions to complete the control parameter pre-calibration and functional test of the HPDI dual-fuel engine controller , Durability test, etc., has the advantages of safety, economy, and low cost. In addition, the cylinder combustion model adopts the method of converting natural gas into diesel, which is simple and effective and is conducive to direct modification on the existing diesel engine model, saving manpower and improving efficiency.

Description of drawings

1 is a schematic diagram of Embodiment 1 of a dual-fuel engine controller simulation test system provided by an embodiment of the present invention;

2 is a schematic diagram of Embodiment 2 of the dual-fuel engine controller simulation test system provided by the embodiment of the present invention;

Fig. 3 is the schematic diagram of the vehicle model embodiment in the embodiment of the present invention;

Fig. 4 is the schematic diagram of the dual-fuel engine model embodiment in the embodiment of the present invention;

Fig. 5 is the schematic diagram of the embodiment of gas circuit model in the embodiment of the present invention;

6 is a schematic diagram of an embodiment of a fuel supply model in an embodiment of the present invention;

Fig. 7 is the schematic diagram of the torque model embodiment in the embodiment of the present invention;

Fig. 8 is a schematic diagram of the working principle of the embodiment of the torque model in the embodiment of the present invention.

detailed description

In order to make the above objects, features and advantages of the present invention more comprehensible, the embodiments of the present invention will be further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

In view of the technical problem that there is no HIL test system for high-pressure direct injection dual-fuel engine ECU in the prior art, the embodiment of the present invention provides a simulation test system for dual-fuel engine controller, which can realize the ECU development process of HPDI engine Dynamic closed-loop test, extreme working condition test, automatic test, and repeatability test have the advantages of safety, economy, and low cost.

Referring to Fig. 1, it is Embodiment 1 of the dual-fuel engine controller simulation test system provided by the embodiment of the present invention, and the system may include:

Real-time simulator 101 and engine controller 102.

A real-time simulator is used to run the environment model 1011 , the driver model 1012 and the vehicle model 1013 .

Among them, the environment model can simulate the external environment of the vehicle and output various vehicle environment parameters, such as determining altitude, road adhesion coefficient, road slope, atmospheric pressure temperature, wind speed and other vehicle environment parameters according to the vehicle's mileage distance.

The driver model is mainly used to realize the driving cycle working conditions. The whole vehicle runs according to the speed and time curve of the driving cycle. The driver model will automatically perform clutch operation, accelerator action and gear switching. Through the input of vehicle speed, engine speed, vehicle resistance, engine output torque, gearbox input torque, clutch speed, etc., output accelerator opening, brake opening, clutch opening, gear position, start switch, ignition switch, air conditioning switch, etc. Driver behavior parameters.

The real-time simulator is used to send the vehicle environment parameters output by the environment model, the driver behavior parameters output by the driver model, and the various vehicle operating parameters output by the vehicle model to the engine controller; and receive the control signal sent by the engine controller, according to Control signals continue to run the environment model, the driver model, and the vehicle model.

The engine controller, that is, the engine electronic control unit ECU, is used to determine the engine operating conditions according to the vehicle environment parameters, driver behavior parameters and vehicle operating parameters, execute the control logic to generate control signals, and send the control signals to the real-time simulator.

In practical application, see Figure 2, which is the second embodiment of the dual-fuel engine controller simulation test system provided by the embodiment of the present invention, the real-time simulator and the engine ECU can be connected with the user's host computer, the real-time simulator and the engine control The devices are connected through input and output IO boards, and the simulation test system can also include a load box. The user's host computer can run system configuration software, matching environment software (such as MATLAB/Simulink, etc.), run test environment software for real-time simulation testing, detect relevant variables and parameters in each model, compile the environment model, driver model and vehicle model Then the generated code is downloaded to the real-time emulator to run. The real-time simulator runs the environment model, the driver model and the vehicle model, and converts the vehicle environment parameters output by the environment model, the driver behavior parameters output by the driver model, and each vehicle operating parameter output by the vehicle model into sensors through the IO board The physical signal is sent to the engine controller. The engine controller needs input signals to operate. Through the input of sensor signals (such as engine speed, throttle opening, water temperature, rail pressure, etc.), the judgment of working conditions and the execution of control decisions are completed, and then output The corresponding driving signal is the control signal. The control signal is output to each model and/or load box in the real-time simulator through the IO board for execution. The load box can be used to install real load or simulated load (load board), and the real-time simulator The operation of the environment model, the driver model and the whole vehicle model can be updated according to the control signal, so as to realize the test of the closed-loop control of the engine controller.

Referring to FIG. 3 , in some embodiments of the present invention, the vehicle model may include a dual-fuel engine model 301 , an accessory model 302 , a transmission system model 303 , and a vehicle longitudinal dynamics model 304 .

The transmission system model can include: inertia module model, clutch model, gearbox model and final drive differential model; the transmission system model can output engine speed, clutch by inputting engine output torque, engine moment of inertia, angular velocity of each wheel, etc. Speed, transmission input torque, individual wheel torque, etc. The vehicle longitudinal dynamic model can include: vehicle load model and vehicle speed model; the vehicle longitudinal dynamic model can output vehicle speed, vehicle mileage and vehicle resistance by inputting the torque of each wheel, wind speed, brake opening, environment density, road gradient, etc. , each wheel angular velocity. Accessory models can include: starter model, battery model, and air conditioner model, etc., and can output ignition switch signals, start switch signals, air conditioner switch signals, engine speed, accessory torque, etc.

Referring to Fig. 4, in some embodiments of the present invention, the above-mentioned dual-fuel engine model can include an air path model 401, a fuel supply model 402, a cylinder combustion model 403, and a heat balance model 404; the fuel supply model 402 can be used to calculate diesel oil Rail pressure, natural gas rail pressure, diesel fuel injection volume and natural gas injection volume. The cylinder combustion model 403 may include a torque model 4031 and an exhaust gas composition model 4032, the torque model may be used to calculate the output torque of the engine, and the exhaust gas composition model may be used to calculate the exhaust gas composition.

The dual-fuel engine model is the core to realize the simulation test of the dual-fuel engine controller. The gas path model, the fuel supply model, the cylinder combustion model and the heat balance model 404 in the dual-fuel engine model will be described in detail below.

Referring to Fig. 5, in some embodiments of the present invention, the gas path model may include: a supercharger model 501, a throttle model 502, an intake manifold model 503, an intake air composition model 504, an exhaust manifold model 505 and EGR valve model 506.

Among them, the supercharger model is used to calculate the pressure and temperature of the engine after supercharging. Specifically, PT1 filtering can be performed based on the MAP (ie, map map) of the speed and the total amount of diesel oil to calculate the pressure and temperature after supercharging. To simulate the slow change process of engine temperature and pressure.

The throttle model is used to determine the throttle opening based on the orifice equation of the isentropic adiabatic process; the EGR valve model is used to determine the EGR valve opening based on the orifice equation of the isentropic adiabatic process. Specifically, both the throttle model and the EGR valve model can be modeled based on the following equations:

in, is the mass flow rate flowing through the orifice (or EGR valve), the unit is kg/s, μ is the flow coefficient, A(α) is the flow function, k is the adiabatic coefficient, P _O is the outlet pressure, and P _I is the inlet pressure , α is the throttle valve angle, R is the gas state constant.

The intake manifold model and the exhaust manifold model can be modeled zero-dimensionally using the "filling and exhausting method", using mass conservation equations, energy conservation equations, and gas state equations. "Fill-discharge method" is full-empty method, also known as volumetric method. In fact, the intake and exhaust pipes are regarded as a simple container equivalent to the volume of the original pipeline, and the unstable flow process is simplified into a quasi-stable flow in or out process.

The intake air composition model is used to calculate the air ratio in the intake air. Specifically, it can be calculated by the following formula: intake air ratio=(throttle valve mass flow rate+exhaust gas air ratio*EGR mass flow rate)/(throttle valve mass flow rate+EGR mass flow rate).

Referring to Fig. 6, in some embodiments of the present invention, the fuel supply model may include:

Diesel injector model 601, diesel rail model 602, diesel high-pressure oil pump model 603, natural gas rail model 604 and natural gas injection valve model 605;

Among them, the diesel injector model is used to calculate the diesel fuel injection quantity and output it to the diesel rail model according to the diesel injection pulse width and diesel rail pressure collected by the IO interface hardware. Specifically, the diesel fuel injection quantity can be calculated by using the MAP method according to the diesel injection pulse width and the diesel rail pressure, and the fuel injector injects diesel fuel quantity q=MAP (injection pulse width t, rail pressure p).

The diesel high-pressure oil pump model is used to calculate the pump oil volume of the high-pressure oil pump by the average value method and output it to the diesel rail model. The fuel supply of the high-pressure oil pump in each working cycle is an average value, rather than the instantaneous pulse fuel supply of the camshaft linear drive. The specific calculation method is: fuel supply quantity q_Pump=Max_V*fac_Meun*eta; maximum fuel supply quantity of high-pressure oil pump: Max_V=(speed/60)*oil cylinder volume; oil quantity metering unit control factor fac_Meun: drive current i_Meun through the oil quantity metering unit Check CUR calculation, fac_Meun=CUR(i_Meun).

The diesel rail model is used to calculate the diesel rail pressure and output it to the diesel injector model and the natural gas rail model according to the amount of diesel fuel injected and the amount of oil pumped by the high-pressure oil pump. The Diesel Rail model is specifically used for: According to the continuity equation: Calculate the diesel rail pressure P and output it to the diesel injector model and the natural gas rail model; among them, Q _in is the diesel flow into the diesel rail, which is obtained according to the pump oil volume of the high-pressure oil pump; Q _out is the diesel flow out of the diesel rail, It is converted according to the unit of diesel fuel injection quantity; E is the elastic modulus of diesel; V is the volume of diesel rail.

The natural gas rail model is used to obtain the natural gas rail pressure based on the diesel rail pressure; the natural gas rail pressure can be calculated based on the diesel rail pressure, and basically maintains a constant difference with the diesel rail pressure.

The natural gas injection valve model is used to calculate the natural gas injection amount according to the collected natural gas injection pulse width and natural gas rail pressure. Similar to the diesel injector model, the natural gas injection valve model can also use the MAP method to calculate the natural gas injection quantity according to the natural gas injection pulse width and natural gas rail pressure.

Referring to Fig. 7, in some embodiments of the present invention, the torque model may include:

The prompt torque obtaining unit 701 is used to convert the natural gas injection quantity into the equivalent diesel mass that produces the same torque, and obtain the prompt torque according to the sum of the equivalent diesel mass and the diesel fuel injection quantity.

The friction torque obtaining unit 702 is configured to search the friction torque map according to the engine water temperature and the engine speed to obtain the friction torque.

The torque obtaining unit 703 is used to calculate the sum of the prompt torque and the friction torque as the output torque of the engine.

In some embodiments of the invention, the cueing torque obtaining unit may comprise:

The first obtaining subunit is used to obtain the conversion of the natural gas injection quantity into the equivalent diesel quality that produces the same torque by multiplying the natural gas injection quantity by the conversion coefficient and adding the compensation amount; wherein, the conversion coefficient is based on the engine speed, throttle The pedal opening is obtained by searching the natural gas to diesel conversion coefficient map; the compensation amount is obtained by searching the natural gas to diesel compensation amount map according to the engine speed and accelerator pedal opening.

The second obtaining subunit is used to obtain the prompt torque according to the sum of the equivalent diesel mass and the diesel fuel injection quantity and the engine speed to find the prompt torque map.

In some embodiments of the present invention, the cueing torque obtaining unit may further include:

The correction subunit is used to find the prompt torque correction coefficient map according to the engine speed and injection advance angle to obtain the prompt torque correction coefficient; multiply the prompt torque obtained by the second obtaining subunit by the prompt torque correction coefficient as the prompt torque.

As shown in Figure 8, the working principle of the torque model is: by converting the natural gas injection amount into the equivalent diesel mass that produces the same torque, the base indicated torque is calculated based on the total diesel mass (that is, the sum of the equivalent diesel mass and the diesel fuel injection amount) . The above conversion process is carried out in a linear manner of y=kx+b, where y represents the equivalent diesel mass after conversion, x represents the injection amount of natural gas, k is the conversion coefficient, and b is the compensation amount. The conversion system k is calculated by checking the natural gas to diesel conversion coefficient MAP table. The input of the natural gas to diesel conversion coefficient MAP is the engine speed and the accelerator pedal opening respectively. The compensation amount b is calculated by checking the natural gas to diesel compensation amount MAP table, and the inputs of the natural gas to diesel compensation amount MAP are engine speed and accelerator pedal opening respectively. The base indicated torque is obtained from the sum of the engine speed, the equivalent diesel mass and the diesel fuel injection quantity to find the prompt torque MAP. The indicated torque can also be corrected by prompting the torque correction coefficient MAP. The prompting torque correction coefficient MAP input is respectively the engine speed and the injection advance angle. The injection advance angle refers to the main injection advance angle. The main injection may be natural gas or diesel, so the main injection The injection advance angle is a natural gas injection advance angle or a diesel injection advance angle. The friction torque is calculated by looking up the friction torque MAP through the engine water temperature and engine speed, which is a negative value. The final output effective torque is the sum of indicated torque and friction torque. In addition, the torque model can also be used to calculate the indicated torque according to the natural gas injection quantity and the diesel fuel injection quantity, and then sum to obtain the prompt torque.

In some embodiments of the present invention, the exhaust gas composition model may be specifically used to calculate the air ratio in the exhaust gas and the fuel ratio in the exhaust gas. The calculation can be completed through the intake air composition input in the intake air composition model, the air-fuel ratio, the proportion of unburned fuel, etc. The specific process is: air ratio in exhaust gas = f (air-fuel ratio AFR, fuel volume in cylinder, air volume in cylinder, total mass after combustion), where air-fuel ratio is a parameter, air volume in cylinder = intake air charge * intake air Air ratio, intake air charge = f (theoretical intake air volume, charging efficiency), theoretical intake air volume = f (intake manifold density, engine displacement, compression ratio), and the charging efficiency is checked according to the speed and intake manifold The MAP table calculates that intake air ratio = f (throttle valve mass flow, EGR air ratio, EGR mass flow). Ratio of fuel in exhaust gas = unfueled amount in exhaust gas/total amount after combustion; unfueled amount in exhaust gas = total fuel amount * MAP (speed, fuel injection advance angle).

In some embodiments of the present invention, the heat balance model can be used to calculate engine inlet water temperature and outlet water temperature through heat balance. According to the effective power of the engine, the heat loss of the engine is calculated by looking up the table, plus the heat loss of EGR, the heat transmitted by the oil to the water, etc., and the heat flowing into the radiator and the heat entering the atmosphere are subtracted to obtain a heat flow, which is used for Make the engine water temperature rise. The engine inlet water temperature is based on the heat in the radiator minus the heat that the radiator enters into the atmosphere, and the heat flow obtained makes the radiator outlet water temperature rise, that is, the engine inlet water temperature.

The embodiment of the present invention builds a hardware-in-the-loop simulation test system for a diesel ignition high-pressure direct-injection natural gas engine. The controlled object model involves the longitudinal motion of the vehicle and the load environment of the vehicle, and the key part is the fuel supply and combustion model of the engine. Combustion torque simulation of dual fuel of diesel and natural gas, the energy equivalent method is used to convert the gas volume of natural gas into the equivalent oil volume of diesel engine, and the total diesel oil volume is used to calculate the indicated torque. The amount of natural gas is converted into diesel oil using the linear method of conversion coefficient plus compensation amount, that is, y=kx+b. The conversion coefficient k and compensation amount b are obtained from the engine speed and accelerator pedal opening by looking up the MAP table.

In this way, the hardware-in-the-loop simulation test system of the diesel and natural gas dual-fuel engine controller provided by the embodiment of the present invention, by constructing the controller controlled object model, the controlled object model includes the environment model, the driver model and the whole vehicle model, especially It is a dual-fuel engine model in the vehicle model (including gas path model, fuel supply model, cylinder combustion model, and heat balance model), which can complete the simulation of dual-fuel engines, so as to realize the control of diesel ignition and natural gas direct injection engine controllers The closed-loop test and dynamic test can simulate different working conditions: startup, sudden load, engine bench test cycle, vehicle driving cycle and other static and dynamic working conditions to complete the control parameter pre-calibration of the HPDI dual-fuel engine controller, Functional test, durability test, etc., have the advantages of safety, economy, and low cost. In addition, the cylinder combustion model adopts the method of converting natural gas into diesel, which is simple and effective and is conducive to direct modification on the existing diesel engine model, saving manpower and improving efficiency.

It should be noted that each embodiment in this specification is described in a progressive manner, each embodiment focuses on the differences from other embodiments, and the same and similar parts of each embodiment can be referred to each other. As for the system or device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and for relevant details, please refer to the description of the method part.

It should also be noted that in this article, relational terms such as first and second etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that these entities or operations Any such actual relationship or order exists between. Furthermore, the term "comprises", "comprises" or any other variation thereof is intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus comprising a set of elements includes not only those elements, but also includes elements not expressly listed. other elements of or also include elements inherent in such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article or apparatus comprising said element.

The steps of the methods or algorithms described in connection with the embodiments disclosed herein may be directly implemented by hardware, software modules executed by a processor, or a combination of both. Software modules can be placed in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other Any other known storage medium.

The above description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention will not be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (11)

1. A dual-fuel engine controller simulation test system, is characterized in that, said system comprises: Real-time simulator and engine controller; The real-time simulator is used for an operating environment model, a driver model, and a vehicle model, and the vehicle model includes a dual-fuel engine model, an accessory model, a transmission system model, and a vehicle longitudinal dynamic model; the dual-fuel engine model includes a gas Road model, fuel supply model, cylinder combustion model, heat balance model; the fuel supply model is used to calculate diesel rail pressure, natural gas rail pressure, diesel fuel injection volume and natural gas injection volume; the cylinder combustion model includes torque model and exhaust gas composition a model, the torque model is used to calculate the output torque of the engine, and the exhaust gas composition model is used to calculate the exhaust gas composition; The real-time simulator is used to send the vehicle environment parameters output by the environment model, the driver behavior parameters output by the driver model, and the various vehicle operating parameters output by the vehicle model to the engine controller; receive The control signal sent by the engine controller continues to run the environment model, driver model and vehicle model according to the control signal; The engine controller is used to determine engine operating conditions according to the vehicle environment parameters, the driver behavior parameters and the vehicle operating parameters, execute control logic to generate control signals, and send the control signals to the real-time simulator. 2. The system of claim 1, wherein the fuel supply model comprises: Diesel injector model, diesel high pressure pump model, diesel rail model, natural gas rail model and natural gas injection valve model; The diesel injector model is used to calculate the diesel injection quantity and output it to the diesel rail model according to the collected diesel injection pulse width and diesel rail pressure; The diesel high-pressure oil pump model is used to calculate the oil volume of the high-pressure oil pump by using the average value method and output it to the diesel rail model; The diesel rail model is used to calculate the diesel rail pressure and output it to the diesel injector model and the natural gas rail model according to the diesel fuel injection volume and the high-pressure oil pump pump fuel volume; The natural gas rail model is used to obtain the natural gas rail pressure according to the diesel rail pressure; The natural gas injection valve model is used to calculate the natural gas injection amount according to the collected natural gas injection pulse width and the natural gas rail pressure. 3. The system according to claim 2, wherein the diesel rail model is specifically used for: According to the continuity equation: Calculate the diesel rail pressure P and output it to the diesel injector model and the natural gas rail model; wherein, Q _in is the diesel flow rate entering the diesel rail, which is obtained according to the pump oil volume of the high-pressure oil pump; Q _out is the outflow The diesel flow rate of the diesel rail is converted according to the unit of the diesel injection quantity; E is the modulus of elasticity of the diesel; V is the volume of the diesel rail. 4. The system of claim 1, wherein the torque model comprises: A prompting torque obtaining unit, configured to convert the natural gas injection quantity into an equivalent diesel mass that produces the same torque, and obtain a prompting torque according to the sum of the equivalent diesel mass and the diesel fuel injection quantity; The friction torque obtaining unit is used to find the friction torque map according to the engine water temperature and the engine speed to obtain the friction torque; The torque obtaining unit is used to calculate the sum of the prompt torque and the friction torque as the output torque of the engine. 5. The system according to claim 4, wherein the prompting torque obtaining unit comprises: The first obtaining subunit is used to obtain the conversion of the natural gas injection amount into an equivalent diesel quality that produces the same torque by multiplying the natural gas injection amount by a conversion coefficient and adding the compensation amount; The second obtaining subunit is used to obtain the prompt torque by searching the prompt torque map according to the sum of the equivalent diesel quality and the diesel fuel injection quantity and the engine speed. 6. The system according to claim 5, wherein the prompting torque obtaining unit further comprises: The correction subunit is used to find the prompt torque correction coefficient map according to the engine speed and injection advance angle to obtain the prompt torque correction coefficient; multiply the prompt torque obtained by the second obtaining subunit with the prompt torque correction coefficient as a prompt torque. 7. The system according to claim 5, wherein the conversion coefficient is obtained by searching the natural gas to diesel oil conversion coefficient map according to the engine speed and the opening of the accelerator pedal; the compensation amount is obtained according to the engine speed, the accelerator pedal The pedal opening is obtained by searching the map of the compensation amount from natural gas to diesel. 8. The system according to claim 1, wherein the gas path model comprises: Supercharger model, throttle model, intake manifold model, intake composition model, exhaust manifold model and EGR valve model; The supercharger model is used to calculate the pressure and temperature of the engine after supercharging; The throttle model is used to determine the throttle opening based on the throttle equation of the isentropic adiabatic process; The EGR valve model is used to determine the EGR valve opening based on the orifice equation of the isentropic adiabatic process; The intake air composition model is used to calculate the air ratio in the intake air. 9. The system according to claim 1, wherein the exhaust gas composition model is specifically used to calculate the air ratio in the exhaust gas and the fuel ratio in the exhaust gas. 10. The system according to claim 1, wherein the heat balance model is used to calculate engine inlet water temperature and outlet water temperature through heat balance. 11. The system of claim 1, wherein: The transmission system model includes: an inertia module model, a clutch model, a gearbox model and a final drive differential model; The vehicle longitudinal dynamic model includes: a vehicle load model and a vehicle speed model; The accessory models include: a starter model, a battery model and an air conditioner model.