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MTZ. .Transient.simulation.in.the.diesel.engine.development.process.retail.ebook PDF Writers

MTZ. .Transient.simulation.in.the.diesel.engine.development.process.retail.ebook PDF Writers

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The Virtual Vehicle
trasi Siuai i h disegi d prcss
Concerning the topic “Motor Process Simulation in Realtime – Basics and Application Possibilities”, a dissertationwas worked out at the Technische Universität Berlin, which received the “Hermann Appel Preis 2008” in the areapowertrain development. This paper reports about the continuation of the scientific work in the current activitiesof modelling and simulation at IAV GmbH: Straight forward high-fidelity system simulation delivers solutions frommodule concept evaluation up to real-time application for controls testing ahead of the experiment on the enginedyno or vehicle.
development
mtZ 12I2009 vu 70
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Calculation and Simulation
 
1 Introduction
IAV uses a modelling software environ-ment for the advanced diesel develop-ment. The environment consists of com-mercial and in-house developed hard- andsoftware as well as model libraries in or-der to handle the growing complexity. Thelibrary is intensely supported by measure-ment data sources from engine and mod-ule test benches as well as by the controlsdevelopment departments,
Figure 1
. Thesimulation activities are embedded in theadvanced development infrastructure which consists of single cylinder and full-size engine test benches as well as vehicleand component test benches. As in reality a virtual test cycle has toconsider all effects that are emission rele- vant as cold start (friction, warm-up) in-cluding the appropriate control strate-gies. The modelling platform is flexibleconcerning degree of detail, calculationspeed and connectivity. The various testdata sources in conjunction with thecontrols development make a fast and ef-ficient simulation of a test cycle possible.Typical overall vehicle simulation stud-ies focus on:exhaust raw emission reduction and ex-haust gas aftertreatment system layoutturbocharger (TC) matching in con- junction with different exhaust gasrecirculation (EGR) systems [1]examination of energy flow and en-ergy recuperation systems [2].
The Authors
Dr.-Ing.Ingo Friedrich
is a aagr A-ac dis egisi h busiss arapwrrai mcha-rics a IAv GbH iBri (Gray).
Dr.-Ing. RalfBuchwald
is chica csuathryaics A-ac dis egisi h busiss arapwrrai mcha-rics a IAv GbH iBri (Gray).
Dipl.-Ing.Ansgar Sommer
is ha f arAac disegis i h busi-ss ara pwrraimcharics a IAvGbH i Bri(Gray).
Figure 1:
R&D environment supporting modelling and simulationDr.-Ing.Eckhard Stölting
is a aagr disegi Cr dsigi h busiss arapwrrai mcha-rics a IAv GbH iGifhr (Gray).mtZ 12I2009 vu 70
27
 
Prerequisites here are a physics-basedplant model and an appropriate model pa-rameterisation as well as the parameteri-sation of the necessary controls model.
2 Identification of Software Tools
The analysis of the overall vehicle behav-iour in conjunction with a high level of detail of single components causes unac-ceptable calculation times. Fast calculat-ing models allow a high number of pa-rameter variations in a limited timeframe. Applications for the validation of ECU functionalities in a software in theloop (SiL) or hardware in the loop (HiL)environment have even higher demandson calculation speed up to real-time cap-ability for the latter. Today physics basedmodels replace more and more map-based models for these applications be-cause of their superiority in terms of mapping transient behaviour or causalrelationships between in- and outputs.Increasing calculation power of today’sCPUs allows a fast execution of rather de-tailed engine models [3].For a flexible simulation of the com-bustion engine in the overall vehicle en- vironment in terms of degree of detail,calculation performance and connectiv-ity a couple of questions concerningmodel depth and choice of simulationtools have to be answered. One possible way of model classification can be done with a level of abstraction. Early stagesof engine development demand a highdegree of abstraction.
Figure 2
assigns amodel type for different vehicle subsys-tems to a degree of abstraction with oneexample of application. The degree of detail can individually be chosen foreach subsystem depending on theproject definition, the available model-ling data resources and the calculationtime constraint. In that way the opti-mum simulation quality and efficiency can be reached. For example the com-bustion engine can be simulated in lessthan real-time using a 0D-gas exchangecalculation combined with a mean- value model-based on an artificial neu-ral network for the in-cylinder process.If the energy and heat managementsimulation is the main scope, a high de-gree of detail can be chosen here – forexample for subsystem specific conceptor parametric studies – at minimisedoverall calculation time.
Figure 3
shows an exemplary segmen-tation into subsystems and the appropri-ate software tool in the chosen tool chainfor an overall vehicle simulation. Thesoftware tools are linked together via the vehicle simulation software VeLoDyn (Ve-hicle Longitudinal Dynamics) based onMatlab/Simulink which serves as integra-tion platform since most of today’s off-the-shelf tools offer this interface. Fur-thermore Matlab/Simulink is the ade-quate software for controls developmentand for compiling hardware-independ-ent code with the real-time workshop.Depending on the application GT- Power or Themos is used for the engineprocess, Dymola/Modelica for energy management, cooling system, powertrainand electric system and AxiSuite or KAT-Sim [4] for exhaust gas aftertreatment.
3 Engine Modelling
Engine modelling mainly focuses on thetwo following points:the gas exchange including the turbo/supercharging and EGR systemthe combustion process with energflow analysis and engine out emissionevaluation.Both should be calculated with high ac-curacy for transient operation – ideally inreal-time and three dimensional. Howev-er three-dimensional overall engine mod-elling is still far away from reasonable
Figure 2:
Possible degrees of detail exemplary for five vehicle subsystems
Figure 3:
Typical segmentation into subsystems for an overall vehicle simulation
development
mtZ 12I2009 vu 70
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Calculation and Simulation

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