Method for simulation-based analysis of a motor vehicle
专利摘要:
Method for simulation-based analysis and / or optimization of a motor vehicle (1), comprising the following working steps: - Simulating a driving operation of a motor vehicle (1) based on a model (M) with at least one manipulated variable for obtaining values of at least one simulated variable, which is suitable is to characterize an overall vehicle behavior, in particular a drivability, of the motor vehicle (1), wherein the model (M) has at least one submodel, and wherein the at least one submodel is based on a function and preferably the operation of at least one component, in particular an internal combustion engine, of the motor vehicle (1) characterized; Determining a driving-state parameter which is defined with respect to one or more values of at least one simulated variable and / or at least one manipulated variable and is suitable for characterizing at least one driving operating state, in particular a driving state, of the motor vehicle (1); and outputting the values of the at least one simulated variable suitable for characterizing the overall vehicle behavior in conjunction with the respectively associated driving operating state parameter. 公开号:AT518850A1 申请号:T50628/2016 申请日:2016-07-13 公开日:2018-01-15 发明作者:oswald Mario；Dr Schöggl Peter；Ing Erik Bogner Dipl；Ing Dipl (Fh) Robert Schuh；Moritz Stockmeier Dr；Ing Dipl (Fh) Volker Müller；Ing Mario Teitzer Dipl；Ing Dipl (Fh) Thomas Gersthofer；Dr Kögeler Hans-Michael 申请人:Avl List Gmbh； IPC主号:
专利说明:
Summary The invention relates to a method for simulation-based analysis and / or optimization 5 of a motor vehicle, preferably comprising the following steps: Simulating a driving operation of the motor vehicle on the basis of a model with at least one manipulated variable for obtaining values of at least one simulated variable, which is suitable for characterizing an overall vehicle behavior, in particular driveability, of the motor vehicle, the model comprising at least one Has partial model and wherein the at least one partial model is based on a function and preferably characterizes the operation of at least one component, in particular an internal combustion engine, of the motor vehicle; Determining a driving operating state parameter, which is defined in relation to one or more values of at least one simulated variable and / or at least one actuating variable and is suitable for characterizing at least one driving operating state, in particular a driving state, of the motor vehicle; and Output of the values of the at least one simulated variable, suitable for characterizing the overall vehicle behavior, in connection with the respectively associated driving operating state parameter. (Fig. 1) 1/64 AVL List GmbH July 12, 2016 PP30714AT Method for the simulation-based analysis of a motor vehicle The invention relates to a method for the simulation-based analysis and / or optimization of a motor vehicle, wherein a driving operation of the motor vehicle is simulated on the basis of a model, a driving operating state parameter is determined which is related to one or more values of at least one simulated variable and / or at least one The manipulated variable is defined and is suitable for characterizing at least one driving operating state, in particular one driving state, of the motor vehicle. An increasing number of manipulated or input variables and output variables, the increased demands of customers on the driving behavior of a motor vehicle and the io legislature on emissions and consumption of motor vehicles increase the Calibration effort for motor vehicles considerably. In particular, the design of an engine, for example an internal combustion engine, and the Information on its controls are complex and can actually only be optimized in relation to 15 criteria such as driving behavior, emissions and consumption if that Motor vehicle is available as a prototype. At the same time, the pressure on car manufacturers to shorten the development times for new motor vehicles is increasing due to technical innovations and shorter product cycles. To do justice to both opposing developments, improved ones Development methods necessary that allow the influence of the interpretation of individual Predict components with sufficient accuracy to the overall vehicle properties. 2/64 A method for analyzing the driving behavior of motor vehicles with the following steps is known from document EP 0 846 945 B1: Creation of a simulation model for a vehicle for imaging the vehicle on a dynamic test bench; - Carrying out measurements on the test bench to obtain measured variables via the Driving behavior of the simulated vehicle; ongoing check whether predetermined trigger conditions, i.e. Constellation of measured variables are met that correspond to predetermined driving states of the motor vehicle; io - only if one of the trigger conditions is fulfilled, calculating at least one evaluation variable, which expresses the drivability of the vehicle, from one or more measurement variables on the basis of a predetermined function which is dependent on the carrier condition; Output the rating size. It is an object of the invention to provide an improved method and a corresponding system for simulation-based analysis and / or optimization of a motor vehicle. In particular, it is an object of the invention to provide such a method and system which can carry out an automated optimization process. This object is achieved by the method according to claim 1 and the system according to claim 18. Advantageous refinements are claimed in the subclaims. The wording of the claims is hereby made the content of the description. A first aspect of the invention relates to a method for simulation-based analysis and / or optimization of a motor vehicle, preferably comprising the following work steps: Simulating a ferry operation of the motor vehicle on the basis of a model with at least one manipulated variable for obtaining values from at least one simulated one Size which is suitable for characterizing an overall vehicle behavior, in particular driveability, of the motor vehicle, the model having at least one partial model and the at least one partial model being based on a function 3/64 and preferably characterized the operation of at least one component, in particular an internal combustion engine, of the motor vehicle; Determining a driving operating state parameter, which is defined in relation to one or more values of at least one simulated variable and / or at least one actuating variable and is suitable for characterizing at least one driving operating state, in particular a driving state, of the motor vehicle; and Output of the values of the at least one simulated variable, suitable for characterizing the overall vehicle behavior, in connection with the respectively associated driving operating state parameter. A second aspect of the invention relates to a system for simulation-based analysis and / or optimization of a motor vehicle, which is set up to carry out and / or has a method according to the first aspect of the invention: - Means set up to simulate a ferry operation of the motor vehicle on the Basis of a model with at least one manipulated variable for obtaining values of at least one simulated variable, which is suitable for characterizing an overall vehicle behavior, in particular driveability, of the motor vehicle, the model having at least one sub-model and the at least one sub-model on one Function is based and preferably characterizes the operation of at least one component, in particular an internal combustion engine, of the motor vehicle; and means configured to determine a driving operating state parameter which is defined by values of at least one simulated variable and / or at least one manipulated variable and is suitable for at least one driving operating state, in particular one Driving state to characterize the motor vehicle; and Means set up for outputting the values of the at least one simulated variable, suitable for characterizing the overall vehicle behavior, in connection with the respectively associated driving operating state parameter. The means are preferably assigned to a first and a second module, which are connected via a first data interface. 4/64 Further aspects of the invention relate to a computer program and a computer-readable medium. The features and advantages of the advantageous embodiment of the first aspect of the invention described below also apply accordingly to the advantageous embodiments of the second aspect and the further aspects of the invention and vice versa. The advantageous embodiments can be combined with one another as desired, if this is not exclusively excluded. A variable in the sense of the invention is a variable of a simulation, which in particular has at least one manipulated variable or input variable and at least one simulated “measured variable” or output variable. A variable is preferably a physical variable. A condition in the sense of the invention is one or more constellations of values of several sizes and / or a course of values of one or more sizes. A model in the sense of the invention is an, in particular simplified, representation of reality. Such a model can have a map-based model and / or a function-based model, in particular as partial models. In a simulation with a A map is based on a map, which maps values of an input variable to values of an output variable. In a simulation using a function-based model, a function is stored with parameters or coefficients and variables which assign values of input variables to values of output variables. A parameter of a function in the sense of the invention is a so-called shape variable, which is constant for the case under consideration, but can be varied for the next case. A parameter is a single value or a single function and can in particular represent a coefficient. The purpose of the invention is to provide for further processing, in particular in the method or in another method, or to display it through a user interface. 5/64 An overall vehicle behavior in the sense of the invention is at least one property of the vehicle in motion or in ferry operation, in particular selected from the following group: function of the assistance systems, feeling of safety, driving comfort, agility, driveability / driveability, emission, efficiency, NVH comfort, easy turning Motor vehicle / in relation to the motor vehicle, especially in a holistic context. Driveability in the sense of the invention is a behavior of a motor vehicle in transient operating states, which is brought about by an action by a driver or driver assistance system. A driving operating state in the sense of the invention characterizes the operation of a motor vehicle at one point in time or over a period of time and can be a driving state in a simple form. In particular, a driving operating state is an overall operating state of the vehicle, which characterizes the driving state and the operating state of the units and auxiliary units of the vehicle used for propulsion. An operating state in the sense of the invention is any operating possibility of a device. In the example of an internal combustion engine, operating state preferably means both operating the internal combustion engine in a stationary state, i.e. for example, the operation in idle or the operation in the vehicle with constant speed and constant load, as well as an operation in a stationary or transient state, i.e. for example, acceleration of the internal combustion engine. An operating state is preferably both a snapshot of a constellation of values of the variables and, alternatively, a temporal course of values of the variables, for example the accelerator pedal position, or this is alternatively also by a start and end point of the values of variables, for example by speed values a predetermined degree of opening of the throttle valve. A value in the sense of the invention is a number, a constellation of numbers or also a Expression. Operating behavior in the sense of the invention is a sequence of operating states. 6/64 A driving state in the sense of the invention characterizes the dynamics of a motor vehicle in motion or in ferry mode. Examples of driving conditions are preferably starting an internal combustion engine in ferry operation (motor vehicle> 0), acceleration, tip-in, tip-out, deceleration, gear change, gliding at constant speed, sailing, Idling in ferry mode (VKraftfahrzeug> 0), engine stop in Ferry operation (VKraftfahrzeug> 0). A driving state can also be subdivided into sub-driving states. In extreme cases, each combination of values of the sizes is assigned an underride condition. A driving state is preferably stationary and transient or transient states of the ferry operation, which denote the transition from a first stationary driving state to a second stationary driving state. Efficiency in the sense of the invention is a measure of the energy expenditure in order to achieve a defined benefit. A process is particularly efficient if a certain benefit is achieved with minimal energy consumption. An efficiency is preferably at least a component of the efficiency. An emission behavior in the sense of the invention is a course of the emissions over a predetermined time period or a course of the emissions over a predetermined route, the time and route being coupled in particular via a speed course. A module in the sense of the invention is a building block or component of the system according to the invention. Individual modules can be technically implemented as hardware and / or software and are connected via interfaces. A means in the sense of the invention can be technically designed as hardware and / or software, in particular one that is preferably data or signal-connected, in particular digital, processing, in particular microprocessor (CPU) unit (CPU) and with a memory and / or bus system / or have one or more programs. The CPU can be selected to process commands that are implemented as a program stored in a memory system, to acquire input signals from a data bus and / or to output signals to a data bus. A storage system can have one or more, in particular different, storage media, in particular optical, magnetic, solid and / or other non-volatile media. The program can 7/64 in such a way that it embodies or is capable of executing the methods described here, so that the CPU can carry out the steps for such methods and thus in particular can control and / or monitor a reciprocating piston engine. A motor vehicle in the sense of the invention is a vehicle operated by a drive. A motor vehicle is in particular a land vehicle, watercraft or aircraft. This is preferably a passenger car, truck, bus or motorcycle. The invention is based in particular on the approach of making the overall vehicle behavior, in particular the driveability of the motor vehicle, analyzable and optimizable in a pure simulation. The driving operation of the motor vehicle is simulated by a model, so that measurements are not carried out on a real motor vehicle or on a test bench in order to obtain values of the quantities to be observed. The model that depicts the motor vehicle is either a completely function-based model or, at least for the component that is to be designed in a process run, has a function-based sub-model that depicts this component. In this case, further components of the vehicle can also be contained in the model as a map-based partial model in order to carry out the simulation. Statements about the overall vehicle behavior based on at least one simulated variable are preferably possible here if the values of the simulated variable are related to a driving operating state, in particular a driving state, of the motor vehicle. According to the invention, therefore, a driving operating state parameter is determined on the basis of the variables simulated by means of the model. Value pairs of the simulated variables and the respective driving operating state parameter are then preferably output, for example by a user via a To be displayed user interface or to be provided to a modeling algorithm that can change, in particular further optimize, the model, in particular the function-based components of the model. 8/64 In particular, this means that the same values or constellations of values can be evaluated differently depending on the driving mode parameter present in each case. In an advantageous embodiment, the driving mode parameter is defined by at least one predefined condition with respect to the at least one manipulated variable and / or at least one simulated variable. The checking of a condition makes it possible, in particular, to predefine driving operating states or driving states and to output a driving operating state parameter only when such a predefined driving operating state or driving state actually exists. In this case, too, the method is preferably only continued if a predefined driving operating state or driving state is present, in particular an evaluation parameter is only calculated in this case. As a result, the occupied storage capacity and computing capacity of a data processing device can be saved. In a further advantageous embodiment of the method according to the invention, the step of simulating takes place for variation points of a test plan, in particular a statistical test plan, which specify the values of the input variables or manipulated variables of the model. The use of a statistical test plan, which can be generated on the basis of known mathematical methods, enables a substantial reduction in the number of variation points which are necessary for a simulation of the driving operation of the motor vehicle, in particular in relation to a so-called grid measurement. In a further advantageous embodiment, the method according to the invention further comprises the following steps: Determining a value of at least one evaluation parameter, which indicates the overall vehicle behavior of the motor vehicle, on the basis of an assignment rule, in particular a function, as a function of the at least one simulated variable output and the driving operating state parameter; and Output of the value of the at least one evaluation parameter. 9/64 Accordingly, in an advantageous embodiment, the system according to the invention has: Means set up to determine at least one evaluation parameter which specifies the overall vehicle behavior of the motor vehicle on the basis of an assignment rule, in particular a function, as a function of the at least one simulated variable output and the driving operating state -Parameters and wherein the means for output are further configured to output the at least one evaluation parameter. Applying an evaluation algorithm, which is based on the simulated size and the Driving mode parameter depends, whereby preferably the value of the driving mode parameter, which is present when a value of the at least one simulated variable occurs, enables a quantification of the overall vehicle behavior of the simulated motor vehicle on the basis of an objectified evaluation scale, for example grades. The assignment rule, which can in particular be a function or an assignment table, assigns a value of an evaluation parameter to the overall vehicle behavior, depending on the simulated size and the driving operating state parameter. The assignment rule can preferably be based on generally recognized contexts or also on dependencies that have been established using one or preferably a large number of reference vehicles. In particular, the assignment rule can take into account subjective sensations of a vehicle occupant, which result from different constellations of simulated size and driving mode parameters. An important aspect here is in particular that the simulated variables depending on the driving operating state parameter, i.e. in particular the present driving condition, can be assessed differently in order to determine the assessment parameter which indicates the overall vehicle behavior of the vehicle. By the Establishing this relationship, a statement can be made as to whether the values or a course of the at least one simulated variable used for the evaluation are good or bad. 10/64 In particular, if a subjective feeling of a vehicle occupant is decisive for the property of the motor vehicle to be assessed within the framework of the overall vehicle behavior, very good correspondences can be achieved in this way Evaluations can be achieved by test subjects and the method according to the invention. If, on the other hand, criteria are evaluated according to the method and system according to the invention which do not depend on the subjective perception of a vehicle occupant, the Conversion of the simulated quantity depending on the driving condition parameter into an objective evaluation parameter is relatively simple. For example, this is the case for the criteria of emissions and efficiency. For criteria which, on the other hand, depend on the subjective feeling of a vehicle occupant, such as driveability, feeling of safety, driving comfort, agility, it is preferably necessary to establish a relationship between the simulated variables, the driving operating states and the sensation of the respective occupant. For this purpose, a training phase for the second module of the system is preferably provided, which is at least substantially similar to the system training described in the aforementioned EP 0 846 945 B1. In the system training, a vehicle occupant, in particular a test driver, is subjected to a test operation in the real vehicle in a first work step, whereby no predefined driving cycle per se has to be observed. The driving cycle carried out in the experiment preferably corresponds essentially to a normal ferry operation. Drive-related and vehicle-related data are preferably recorded as time series during the ferry operation. Drive-related data are, in particular, engine speed, engine torque, requested power, in the case of an internal combustion engine in particular throttle valve or accelerator pedal position, intake manifold vacuum, Coolant temperature, ignition timing, injection quantity, lambda value, exhaust gas recirculation rate and exhaust gas temperature. Vehicle-related data are in particular vehicle speed, vehicle longitudinal acceleration, vehicle lateral acceleration, rolling, swaying, pitching. 11/64 In a second step, various driving operating states are known on the basis of previously defined conditions, in particular via the output of a driving operating state parameter. For example, "Tip-in" can be used to define a driving state as a driving operating state in which, based on a state of low speed and low load, the throttle valve suddenly opens. Conditions are defined for each driving operating state to be distinguished, in this case for the measured variables, when they occur the existence of the driving operating state defined by these conditions is inferred. The conditions here are identical to those conditions which later determine the driving mode parameter or the driving mode in the method according to the invention. When analyzing the recorded measurement data from measurement series of the measurement variables, the presence of a specific driving operating state can therefore be assigned to individual points in time. For example, in this way it can be determined at which times of the test drive a tip-in was present in the driving operating state. At each of these times, an assessment parameter is preferably defined on the basis of one or more measured variables. In order to establish the connection between the evaluation parameter and the subjective feeling of an occupant of the motor vehicle during the system training, the Test subjects preferably asked about the overall vehicle behavior of the vehicle. The evaluation parameter is then preferably determined or correlated in such a way that it reflects the evaluation by the test person or persons as well as possible. Here, statements from several test subjects about the overall driving behavior of the motor vehicle are preferably evaluated using statistical means. An assignment rule obtained in this way can preferably be used to determine the evaluation parameter. 12/64 In a further advantageous embodiment, the method according to the invention further comprises the following steps: Comparing the values of at least one simulated variable for the respective driving operating state parameter or the value of the at least one evaluation parameter with a predetermined target value range, in particular with target values for a design of the motor vehicle; and Modifying at least one parameter of the function of the at least one partial model used for the simulation on the basis of the comparison if the values of the at least one simulated variable or the value of the at least one evaluation parameter lie / lie outside the target value range, the method preferably again carries out the step of simulating the ferry operation; or Outputting a value of the at least one parameter of the function of the at least one partial model used for the simulation if the values of the at least one simulated variable or the value of the at least one evaluation parameter lies within the target value range. Accordingly, in an advantageous embodiment, the system according to the invention has: Means set up for comparing the values of at least one simulated variable for the respective driving operating state parameter or the value of the at least one Evaluation parameters with a predetermined target value range, in particular with target values for a design of the motor vehicle; Means configured to change at least one parameter of the function of the at least one partial model used for the simulation on the basis of the adjustment if the values of the at least one simulated variable or the value of the at least one evaluation parameter lies / lie outside the target value range, wherein the method preferably executes the step of simulating the ferry operation again; and Means for outputting a value of the at least one parameter of the function of the at least one partial model used for the simulation, if the values of the at least one 13/64 a simulated quantity or the value of the at least one evaluation parameter lies / lie within the target value range. This advantageous embodiment of the method according to the invention makes it possible to Simulate the function used or the sub-model of a component of the motor vehicle with regard to the criteria relevant to the overall vehicle behavior, in particular in an automated manner. For this purpose, the values of the simulated variables, taking into account the respectively present value of the driving mode parameter, are compared with a target value range, which was determined, for example, on the basis of a reference vehicle. Alternatively or additionally, an evaluation parameter, in which an objectified evaluation is already contained, for example on the basis of a large number of reference vehicles, can be compared with a target value range for this evaluation parameter. The respective setpoint range represents target values for the design of the at least one component of the motor vehicle. If the simulated results do not yet reach the desired target values, the function or the sub-model of the component of the motor vehicle used for the simulation is changed, in particular by changing parameters or coefficients of the function of the at least one sub-model used for the simulation. Optimization algorithms such as are known in the prior art are used in particular for this purpose. In such an optimization algorithm, the values of the at least one simulated variable depending on the driving operating state parameter and / or the values of the evaluation parameter and the parameters or coefficients of the function used for the simulation are preferably included as variables. The dependency of the variables is then mapped by polynomial models and, if necessary, expanded by different types of neural network algorithms, in particular to take account of interrelationships between individual polynomial models. These model algorithms preferably specify not only local models but global models. The global model algorithms then describe the behavior of the component to be designed 14/64 the entire operating range depending on the parameters of the simulated function. Using these global model algorithms, a (further) test plan is preferably created, which specifies points of variation in relation to the parameters of the function or functions used for the simulation. On the basis of this test plan, the step of simulating the ferry operation is then carried out again and the method can be continued iteratively in this way. Further models can preferably be used in the model algorithm used for the optimization Boundary conditions enter as the criterion of the overall vehicle behavior, for example legal safety requirements, for example minimum distances in road traffic or legal emissions requirements. If the values of the simulated variables as a function of the driving operating state 15 parameters or the value of the evaluation parameter lie within the corridor for the target values, the function of the sub-model of the vehicle component used for the simulation is output, in particular an indication is given that the overall vehicle behavior of the motor vehicle fulfills the specified target values with the function used for the simulation. According to this, the component of the motor vehicle, which is represented by the function-based partial model, can be designed or constructed in such a way that the operation of the component reflects the function used for the simulation. The simulation-based methodology according to the invention makes it possible to predict design-relevant overall vehicle properties with sufficient accuracy very early in the concept and design phase of a new motor vehicle, in which no vehicle test vehicles are yet available. In addition, by using an optimization algorithm, especially in connection with a Design goal metric, i.e. an evaluation parameter, a hardware specification for design-relevant motor vehicle and engine components are generated. The simulation-based methodology according to the invention can in particular be implemented in that map-based models which are normally used for simulation 15/64 of a motor vehicle or its components are used, at least partially replaced by function-based models. For example, for an internal combustion engine, the engine torque currently applied to the crankshaft, which in a map-based model is normally shown in every simulation time step Dependency on the load or accelerator pedal position and engine speed is specified, according to the invention represented by a corresponding function-based model. With such a function-based or parametric torque model according to the invention, the stationary and transient torque characteristics of an internal combustion engine, in particular a supercharged internal combustion engine, can be mapped with few parameters using mathematical functions. In this way, in particular, transient driving operating states of the motor vehicle, such as full load acceleration, low-end torque, tip-in (positive load change), tip-out (negative load change), acceleration, etc., can be simulated with sufficient accuracy. In a further advantageous embodiment of the method according to the invention, the change takes place on the basis of an optimization algorithm and the at least one parameter of the function used for the simulation in the optimization algorithm is used as the manipulated variable of the component or of the motor vehicle, in particular the only manipulated variable or Sizes, treated. In a further advantageous embodiment, the method according to the invention also has the following work step: Generating a further test plan, which has points of variation with respect to the at least one parameter of the function used for the simulation, in particular on the basis of an optimization algorithm, the simulation step being carried out on the basis of the further test plan. Accordingly, in an advantageous embodiment, the system according to the invention has: - Means set up to generate another test plan, which Variation points in relation to the at least one parameter of the function used for the simulation, in particular on the basis of an optimization15 16/64 Algorithm, the simulation step being carried out on the basis of the further test plan. In a further advantageous embodiment, the method according to the invention further comprises the following work step: Defining a specification for the at least one component and / or the motor vehicle on the basis of the function used for the simulation or the value of the at least one parameter thereof. In a further advantageous embodiment, the inventive method of Next step on: - Modifying a construction and / or a control or regulation of the component and / or the motor vehicle on the basis of the function used for the simulation or the value of the at least one parameter thereof. Further embodiments of the method according to the invention relate in particular to an embodiment in which the component is a drive device, in particular an internal combustion engine. Accordingly, the method according to the invention further has the following advantageous configurations: In a further advantageous embodiment of the method according to the invention, the sub-model is a torque model of the drive device, in particular an internal combustion engine, of the motor vehicle, the sub-model having at least one of the following sub-models: - Full load model, which is based on a full load function; Part-load model, which is based on a part-load function; Torque gradient model based on a torque gradient function; and Suction torque model, which is based on a suction torque function. 17/64 In order to fully map the operation of a drive device, it is necessary to map the stationary and transient torque characteristics. This is achieved using the full load model and the partial load model. Furthermore, the transient torque build-up, for example after a sudden change in the load or Accelerator pedal position are formed, which is achieved by the torque gradient model. In a further advantageous embodiment of the method according to the invention, the torque model has at least the full-load model and the full-load function describes a full-load characteristic curve by three sub-functions: Full load function at low speed; Full load function at medium speed; and full load function at maximum performance. The full-load characteristic curve, in particular the full-load characteristic curve of an internal combustion engine, is not completely differentiable but has kinks, so that it can preferably be represented completely preferably by dividing it into three different functional areas. This is achieved according to the invention by the areas of low speed, medium speed and maximum power, the low speed and medium speed Full load function is approximated via the torque, while the function is preferably approximated via the performance curve at maximum output. The functions for each subarea can preferably be defined by only two parameters. In a further advantageous embodiment of the method according to the invention, the Part-load function calculated on the basis of the full-load function and a pedal characteristic function, which indicates a relationship between the variable torque and the variable "pedal or throttle valve position". This function can also only be defined using two parameters. In a further advantageous embodiment of the method according to the invention, the pedal characteristic curve function has a first parameter and a second parameter, both of which are speed-dependent and wherein the first parameter indicates a factor and the second parameter an offset. This results in a particularly simple structure of the 18/64 Pedal characteristic function, which simplifies the use in an optimization algorithm. In a further advantageous embodiment of the method according to the invention, the Torque gradient function a linear and a cubic component, with a parameter indicating the direction of the linear and cubic component. The torque gradient function can also be described with only three parameters. It should be noted here that a small number of parameters also means a small number of variables to be changed in a polynomial model of an optimization algorithm. In this way, the number of variation points of a test plan can be kept as low as possible through the modeling. In a further advantageous embodiment of the method according to the invention, the at least one partial model indicates the steady-state and / or the transient operation of the at least one component. In a further advantageous embodiment of the method according to the invention, the at least one component is an internal combustion engine, a supercharging system, a steering system, a drive train, a chassis system, a transmission system or a driver assistance system. In an advantageous embodiment, one or more, in particular all, steps of the The method is carried out completely or partially automatically, in particular by the system or its means. Further features and advantages of the invention result from the following description of the exemplary embodiments, in particular in connection with the figures. This shows at least partially schematically: 19/64 Figure 1 a first embodiment of the system according to the second aspectthe invention; Figure 2 a second embodiment of the system according to the second 5 Aspect of the invention; Figures 3 to 6 an inventive division of a full load characteristicInternal combustion engine in three areas; io Figure 7 a full-load characteristic curve with an applied proximity function; Figure 8 a torque gradient approximation function; FIGS. 9 and 10 show a pedal characteristic approximation function of a part-load model; Figure 11 a full-load characteristic curve with a partial-load approximation function; and Figure 12 a flowchart of an embodiment of the method according tothe first aspect of the invention. 1 and 12, a first exemplary embodiment of the system 10 according to the invention for simulation-based analysis and / or optimization of a motor vehicle and an associated method 100 according to the invention are explained below. The system 10 according to the invention preferably has three modules 11, 12, 13, which are each connected via data interfaces for data transmission. In particular, as indicated by the arrows in FIG. 1, data is transferred from the first module 11 to the second module 12 via a first data interface 14, from the second module 12 to the third module 13 via a second data interface 15 and from that third Module 13 in turn to the first module 11 via a third data interface 16. A model M is stored in the first module 11, with which the driving operation of a motor vehicle 1 can be simulated. This model M can, as indicated by the arrow, 20/64 can be read into or written into the module 11 from the outside via an interface. However, model M can preferably also be read out again from module 11. In order to carry out a step of simulating S101 for the first time, is in the first module 11 preferably stores a predetermined driving cycle, which is a sequence of Represents driving operating conditions for motor vehicle 1. This driving cycle is preferably created on the basis of the experience of test engineers and comprises load points which, based on experience, are required for the calibration of a motor vehicle 1, in the present exemplary embodiment of the drive or the internal combustion engine of the motor vehicle 1. To simulate the operation of the internal combustion engine 1, the model M has a partial model. This sub-model is function-based, i.e. it is described by a function which parameters, in particular coefficients, and variables, in particular Actuating variables such as the speed and the accelerator pedal position. The function reproduces an assignment rule that continuously assigns a value of one or more simulated variables to a constellation of values of manipulated variables. Other sub-models of model M describe the function of other components of the vehicle. If these further components are also not to be analyzed or optimized with the method 100 according to the invention, then the further submodels can preferably be map-based, i.e. the assignment rule inherent in these submodels is not stored as a function but as a map, which one Constellation of values of manipulated variables in each simulation time step discretely assigns a value to one or more simulated variables. With the step of simulating S101, values of simulated variables of the model M are generated by executing the predetermined driving cycle with the vehicle 1 characterized by the model M. The initial values of the parameters or coefficients of the function used for the simulation are preferably selected on the basis of the experience of a test engineer. More preferably, these may also initially, as discussed below with respect to later iterations 21/64, the third module 13 can be specified, preferably in the form of variation points of an experiment planning. At least one of the simulated variables is suitable, especially in Interaction with other simulated variables in order to characterize an overall vehicle behavior of the vehicle 1 or to carry out an assessment of the overall vehicle behavior on the basis of this variable. In particular, the overall vehicle behavior includes at least driveability. io The simulated quantities are passed on to the second module 12. The second module 12 is able to check the values of the simulated variables for the existence of a predetermined condition S102. Such a condition is, in particular, a constellation of the values of several simulated variables and / or the course of values of one or more variables. If such a condition is met, the second module provides 12 determines a driving operating state and determines a driving operating state parameter for this. Alternatively, the driving mode parameter is defined on one or more values of at least one simulated variable or at least one manipulated variable, but does not represent a separate value, but is essentially an assignment of values of at least one simulated variable that characterizes the overall vehicle behavior of the vehicle the values of at least one simulated variable and / or at least one manipulated variable which characterize the driving operating state. In addition to simulated variables, manipulated variables of model M can also be used to define the driving mode parameters. An example of this is the accelerator pedal or throttle valve position, the value of which can be used to infer a driving operating state. The driving operating state parameter is preferably a numerical value or a constellation of numerical values or also defined by a term which is assigned to the value or the values. 22/64 To determine the driving mode parameter, in particular a database can be provided in the second module 12, on the basis of which the current driving mode can be determined by comparing values of the simulated and / or manipulated variables using the driving mode parameter. The data exchange between the first module 11 and the second module 12 takes place here preferably via the first interface 14, which can be designed in terms of software and / or hardware. io In the present exemplary embodiments, the values of the at least one simulated variable, which characterizes the overall vehicle behavior, are output in connection with the respective driving operating state parameter. The values are preferably output directly to a third module 13 which, in particular, applies an optimization algorithm to those determined during the simulation Results. More preferably, the values are output to an evaluation algorithm within the second module 12, with which the simulated variables determined for the motor vehicle 1, which express the overall vehicle behavior, can be evaluated objectively. For this purpose, in particular, an assignment rule between at least one simulated variable, by means of which the overall vehicle behavior can be characterized, and the driving operating state parameter to the evaluation parameter is used, in which the evaluation of one or a large number of motor vehicles by human test drivers, in particular in relation to Reference vehicles, received. The establishment of such an assignment rule for ordering an evaluation parameter as a function of a simulated variable, by means of which the overall vehicle behavior can be characterized, is explained below using an exemplary embodiment with reference to the driving operating state. This is a tip-in in second gear, i.e. an acceleration process with increasing Throttle opening. An exemplary embodiment for the establishment of an assignment rule for assigning an evaluation parameter to a respective driving mode parameter or 23/64 The driving operating state is explained below on the basis of the driving operating state of a so-called tip-in in second gear, that is to say a throttle opening to be taken along with the acceleration. In a real ferry operation with a test person as the vehicle occupant, the throttle valve position, the engine speed and the longitudinal acceleration are first measured as a function of time for a driving operating state. In parallel, the subject's subjective sensations are recorded, for example by the subject entering their subjective sensation through an evaluation via a user interface. As A ten-part scale from excellent = 10 to extremely bad = 1 can preferably be used for evaluation criteria. The speed n and the longitudinal acceleration are evaluated in real time or after recording a data set. A Fast Fourier is preferred Transformation (FFT) of the speed n and the longitudinal acceleration are calculated. Furthermore, a maximum value of jerk vibration in the frequency range between 2 and 8 Hertz and the frequency at which the maximum value occurs are preferably calculated using the following equation: CO a (s) = - CO st represents the imaginary part and a (t) the time course of the acceleration. From this, a correlation between the subject's subjective sensation and the FFT and the maximum values of jerky vibration is carried out according to the following equation: cl Dr = - c3 yj c2 * a osc c1, c2 and c3 are parameters, a 0S c the maximum value of the jerk oscillation in the range from 2 to 8 Hertz and Dr the calculated evaluation parameter, in the present case a so-called driveability index for the Drivability criterion. The parameters c1, c2 and c3 24/64 can preferably be found automatically in a self-learning system. Iteration loops are preferably used for this purpose, in which the parameters are changed until the deviation between the authorized value Dr and the subjective assessment of the test subject Dr subjectively becomes a minimum. This is done according to the following equations: c1 i + i = c1 i + pi, c2 i + i = c2i + q ,, c3, i + i = c3i + n .. The expressions p ,, q, and n represent variation increments. The variation of c1, c2 and c3 is carried out until the difference between the calculated evaluation parameter Dr and the subjective evaluation parameter Dr SU bj is less than a predefined limit value , After complete system training, the subjective assessment in the vehicle can be completely simulated from the amplitudes a 0S c of the jerk vibration. The parameters c1, c2, c3 found replicate the subjective assessment. The exemplary embodiment shown for setting up the assignment rule for the evaluation parameter is only one of numerous possibilities for creating this assignment rule. The iteration can also be carried out using other methods known from mathematics or statistics. In order to be able to determine the evaluation parameter on the basis of the assignment rule, provision is furthermore preferably made for the second module 12 to be provided with vehicle parameters relating to the motor vehicle 1 simulated by the first model 11. These are preferably the mass and the engine characteristics, in particular maximum power, maximum torque, speed at maximum Power, speed at maximum torque and maximum speed of the simulated motor vehicle 1. Further preferably, this data is transmitted from the first module 11 to the second module 12 via the first data interface 14. 25/64 As shown in the lower diagram in FIG. 1, the evaluation parameter can not only contain a single evaluation, but can also consist of several evaluations. In Fig. 1, an overall evaluation for the acceleration at full load consists, for example, of a maximum expected torque, a 90% torque threshold, a 90% Torque range, a torque level, a torque, an expected acceleration and a reference acceleration. The second module 12 can be given a variety of criteria on the basis of which the evaluation or determination of the evaluation parameter S104 for the overall vehicle behavior of the motor vehicle 1 is to be carried out. Examples of such criteria are, for example, driveability, agility, driving comfort, emissions, efficiency, NVH comfort, easy turning, safety feeling and function of the driver assistance systems. A particularly accurate assessment of the overall vehicle behavior can be achieved if this Criteria are assessed in a holistic context. A value of the evaluation parameter determined by means of the assignment rule is thereupon output S105 by the second module 12 via a second data interface 15, as an alternative to at least one simulated variable in connection with the driving operating state parameter. Alternatively or additionally, the evaluation parameter can also be output via a user interface. An optimization algorithm for improving the evaluation of the overall vehicle behavior is preferably carried out in the third module 13. In this evaluation algorithm, parameters or coefficients of the function of the at least one partial model of model M are included as variables. These variables are based on the Optimization algorithm varies to achieve optimization of the evaluation parameter or the one or more evaluation criteria S107. The evaluation criteria can preferably be weighted differently. Further boundary conditions are further preferably included in the optimization algorithm. These can be criteria, for example, which were not taken into account in the evaluation in the second module 12 or also boundary conditions which do not characterize the overall vehicle behavior of the motor vehicle 1, but which are, for example, safety-relevant or are prescribed by law as a regulation. 26/64 Before changing the parameters of the function of the at least one partial model used for the simulation, it is preferably determined whether the overall vehicle behavior has already reached a desired evaluation S106. For this purpose, in particular values of the at least one simulated variable, by means of which the overall vehicle behavior can be characterized, are compared for the respective associated driving operating-state parameters with a target value range, in particular with target values for a design of the motor vehicle 1. Alternatively or additionally, the evaluation parameter determined by the second module 12 can also be compared with a target value range. io In this case, the evaluation algorithm is only executed if a setpoint range has not yet been reached. If, on the other hand, the setpoint range is reached, the last used value of the at least one parameter of the function of the partial model used for the simulation is output S109, as will be explained below. In particular, the parameters of the functions of the sub-model used for simulation are treated in the optimization algorithm as manipulated variables of the component of motor vehicle 1 or the function of the sub-model of this component, in particular as the only manipulated variables. The parameters are provided to the third module 13 by the first module 11 via the third data interface 16 or are defined in particular by a user before the method 100 according to the invention is implemented as a variable when the optimization algorithm is set up. If the target value range of the evaluation has not yet been reached, the third module 13 preferably creates a test plan based on the optimization algorithm S108, which contains further variation points in a variation space, which spans the at least one parameter of the function of the partial model used for the simulation will have. Then the ferry operation of the Motor vehicle 1 using the modified sub-model, i.e. with changed parameters or coefficients, carried out S101 27/64 Such a test plan is drawn up in particular using statistical methods and corresponds to a statistical test plan (design of experiment). Variation points of such an experimental plan are shown, for example, in FIG. 1 design points. If, on the other hand, it is determined during the comparison with respect to the evaluation S106 that the evaluation already corresponds to a desired target value range with regard to the overall vehicle behavior, the value of the at least one parameter or coefficient of the function of the submodel is output S109. The value or the values can preferably be output via a user interface, more preferably the value or the values are used in the function used for the simulation. The function obtained in this way gives that operation of the component of the Motor vehicle 1, which it should have in order to achieve a specific evaluation of the overall vehicle behavior of motor vehicle 1. Under certain circumstances, there may be interactions with other components of motor vehicle 1. Known strategies of multi-variable optimization can preferably be used to take such an interaction into account. Using the function or functions obtained, a specification can now be created for the at least one component of the motor vehicle 1 or of the entire motor vehicle 1 S110a. In particular, the constructions and / or the control or regulation of the component of motor vehicle 1 can be adapted on the basis of the functions obtained S110b. Here, the respective component is preferably designed, designed and controlled in such a way that the one real operation reflects the output function or the parameters or coefficients. 2 shows a second exemplary embodiment of the system 10 according to the invention. In contrast to the first exemplary embodiment, the system 10 shown in FIG. 2 has only a first module 11 and a second module 12. Accordingly, there is only the first 28/64 Data interface 14, with which data can be exchanged between the first module 11 and the second module 12. In contrast to the first exemplary embodiment, as already explained in connection with the first exemplary embodiment, no evaluation parameter is calculated. Rather, in the step of matching S106 directly the values of the at least one simulated variable by which the Overall vehicle behavior can be characterized, compared for the respective driving operating state parameter with a setpoint range for this driving operating state parameter. io If the desired target value range of the target values is not reached, then the parameter or parameters of the functions used for the simulation are changed using any boundary conditions, without carrying out an assessment on the basis of an objective assignment rule. 3 to 11, the creation of a function-based engine model is explained, which can be used as a partial model for mapping the operating mode of an internal combustion engine in the method 100 according to the invention. In particular, with reference to FIGS. 3 to 6, the creation of a function-based Submodel M1 shown, which maps the torque characteristic of a supercharged internal combustion engine 1 in the stationary and transient operating range. Further sub-models of the function-based sub-model for the engine are a part-load model M3, see FIG. 1, and a torque gradient model M2 and preferably also a suction torque model and, if appropriate, further sub-models. In the prior art, map-based models are used to map the functioning of an engine. To map the torque characteristics in stationary and transient operation of a supercharged internal combustion engine, a map is used with which the engine torque currently applied to the crankshaft is determined in each time step of a simulation depending on the load or throttle valve position and engine speed. To illustrate the transient torque build-up, for example after a sudden change in the load or accelerator pedal position 29/64 again maps for the suction torque and for the torque gradient due to the boost pressure build-up of the turbocharger depending on the input parameters accelerator pedal position, speed and load at the time of the load change. A spontaneously achievable torque of a supercharged internal combustion engine, the so-called fast torque availability, is modeled with a suction torque map, while the much slower torque build-up, starting from the suction torque until the steady state torque is reached, is depicted with a torque gradient map depending on the operating point. With an engine model consisting of these map-based sub-models, evaluation-relevant transient driving operating states such as full load acceleration, low-end torque, turning pleasure, positive load changes (tip-in), acceleration and pulling power of a motor vehicle 1 can be simulated with sufficient accuracy. In order to make such a map-based engine model accessible to automated optimization using an optimization algorithm, individual sub-models of the map-based engine model or even all sub-models are replaced by function-based sub-models. As a result, the number of variables to be varied, i.e. the parameters or coefficients of the sub-models, can be significantly reduced for an efficient optimization process and the parameters or coefficients of the individual sub-models can be changed independently of one another, in particular as part of variable optimization. By using sub-models, the torque characteristics of the internal combustion engine in steady-state and transient operation can be mapped using mathematical functions with few parameters or coefficients. Full load model M1 30/64 In order to form a full-load model M1, as shown in FIG. 3, the full-load characteristic curve of an internal combustion engine within a speed band of the internal combustion engine is considered in three separate segments. The three speed segments are identified in FIG. 3 with three different hatches. The segment up to about 2000 revolutions per Minute can be described as a full load segment at low speed, the segment up to approximately 5200 revolutions per minute as a full load segment at medium speed and the segment up to approximately 7000 revolutions per minute as a full load segment at maximum power. In this case, this division was chosen in such a way as to best match the usual behavior of modern supercharged internal combustion engines, in particular gasoline engines. However, other divisions are preferably also possible which are more suitable for mapping the operation of other motors. The individual segments of the full-load characteristic curve are described using the speed-dependent curve of torque or power. 4 to 6, a detailed description of the individual segments with the respectively described parameters and mathematical formulas is provided. General formula symbols are used in the formulas as follows: M = torque in Nm P .. = power in kW n .. = speed in min ' 1 Full load segment at low speed The torque in this segment is described by the following function VF1: n - 1000 30 M ^ n) = M 1000 -I iqqq— The performance then results accordingly as follows: 31/64 ΡΥη) = Μ Υη) 30000 The individual parameters are defined as follows: M1000 = torque at 1000min ' 1 kMi = torque increase in this segment Depending on the values of these parameters M1000 and kMi, the position and slope of the approximation function to the full-load characteristic curve changes, as shown in FIG. 4. Full load segment at medium speed The torque in this segment can be described by the following function VF2: n - n M 15 ^ 2 (41) 3 1000 '^^ 2 The individual parameters in this segment are defined as follows: Mmax = maximum torque 20 πμ = speed at maximum torque kM2 = torque increase in this segment Because with positive values of the parameter kM2 and at speeds greater than πμ, this formula allows arithmetic torques that are greater than the defined maximum Torque, the result is limited to M max . The resulting function for the torque in this area is as follows: M 2 (n) = min (M 2 (n), M max ) Based on this function, the power 30 is calculated as follows, analogous to the low speed segment: 32/64 The approximation function of the rotational speed characteristic in the second segment is supplied with the parameters M m ax, πμ and KM2 shown in Fig. 5. Full load segment with maximum performance In contrast to the low and the middle speed segment, in the maximum performance segment it is not the torque characteristic but the performance characteristic that is described by a function with parameters. The performance characteristic can be described in this segment using the following function VF3: n - rip, n - n P 2 P3 (jl) = P max + 1000 PI ~ ( 1000 ) P2 The parameters in this segment are defined as follows: P max = maximum power np = speed at maximum power kpi = slope of the power curve kp2 = curvature of the power curve As in the middle speed segment, with positive values of the parameter kpi and speeds greater than np, the function enables computationally powers that are greater than the defined maximum power of the internal combustion engine. Therefore, the result is limited to Pmax with regard to this function. The overall function for mapping the performance curve in this segment is therefore as follows: P 3 (n) = min (P 3 (n), P max ) Conversely to the low and medium speed segment, the 30 torque characteristic of internal combustion engine 1 is now calculated from the power characteristic using the following formula: 33/64 M 3 (n) = P3W 30000 The approximate function of the power characteristic with the parameters P m ax, np, kpi and kp 2 6 is shown in the third segment in Fig.. In order to obtain the complete function-based torque model, the model parts of the individual segments or the approximation functions on which the model parts are based are combined to form an overall approximation function for mapping the entire full load curve. This is preferably done by identifying intersection points between approximation functions of the individual segments or using the so-called minimum principle: M (n) = M 2 (n), M 3 (n)) This principle can be understood very well on the basis of the graphic representation in FIG. 7, in which the individual approximation functions VF1, VF2, VF3 of the individual segments are shown. Torque gradient model M2 In order to define the transient operating behavior of a supercharged internal combustion engine, information is required about how quickly a turbocharger can build up the boost pressure that is necessary to provide a high torque. According to the invention, the dependency is defined as an increase in torque per unit of time and is a function as a function of the respective rotational speed. According to the invention, the torque gradient is therefore preferably described as a function of the speed by the following functions: 1000 x = 4000 34/64 y = x · (1 - prog) + x 3 prog Gradient) = y {grade, - degree ± ) + degree ± The torque gradient function is defined by the following parameters: gradi = torque gradient at 1000 min 1 grads = torque gradient at 5000 min 1 prog = progression factor x, y = auxiliary variables The auxiliary variables x and y only serve to simplify the calculation. The parameter "prog" of the torque gradient function can be adjusted in a range from 0 to 1 and influences the proportions in the above functions Torque gradient function composed of a linear part and a cubic part. An approximation function according to the invention for the torque gradient is shown in FIG. 8. The value of the torque gradient at a Pedal jump shown from 0 to 100%. 8 also shows the parameters gradi, grads and prog. In relation to the prog parameter, the arrows also show how a change in this parameter affects the course of the torque gradient function. Part load model M3 The partial load range of a supercharged internal combustion engine depends in particular on the pedal characteristic of the internal combustion engine. This defines the relationship between an accelerator pedal position and a requested torque. A function-based partial load model is therefore preferably determined on the basis of a function-based pedal characteristic curve. Such a function-based pedal characteristic 35/64 is a percentage value that can be used to scale the full-load characteristic according to the pedal position. According to the invention, the function-based pedal characteristic is described by the following functions: pedal 100 sShape = !) 5 - | · (2x - l) 3 + y (2x 1) + 1-50 offset = (1 - (2x - l) 2 ) shift% moment = pedal linear + sShape (1 - linear) + offset The arithmetic result according to this function can also assume values below 0% or above 100%. The result must therefore be limited to a valid range of values. A real pedal characteristic curve also has a speed dependency. For this reason, the two parameters of the pedal characteristic function "linear" and "shift" are described as speed-dependent functions. For this, the values of the parameters are defined at three different speeds and the course of the pedal characteristic function is then interpolated using a quadratic polynomial. The course of such a pedal characteristic function is shown here with the parameters “shift” and “linear” in FIG. 9. The function-based pedal characteristic curve model has the following parameters: linear = linearity shift = shift The arrows in FIG. 9 indicate how the approximation function of the pedal characteristic curve shifts when the parameters “shift” and “linear” are changed in each case. A direct response to an accelerator pedal position (straight dashed line) is from 36/64 perceived by a driver as rather sporty, but a rather progressive curve with low torque requirements in the lower accelerator pedal position range and high torque requirements in the upper accelerator pedal position range is perceived as more comfortable. The speed dependence of the parameters of the pedal characteristic function is shown in FIG. 10, where the different course of the pedal characteristic function is shown for different speeds. 11 finally shows a partial load model M3 according to the invention, which was calculated from the function-based full-load characteristic curve model according to the invention and the function-based pedal characteristic curve model according to the invention. In order to achieve better driveability, is used at low speeds Calculation of the partial load approximation function preferably does not scale the current full load torque, but rather the maximum torque. Otherwise, the kinks of the full load characteristic curve at about 2000 min ' 1 and 4000 min -1 would also be reflected in the partial load characteristic curves. The sub-models shown and their model parts for full-load models M1, torque gradient models M2 and part-load models M3 can be modified accordingly and also transferred to uncharged internal combustion engines. Other partial models can be correspondingly created for other types of drive, for example electric motors, and for other components of the vehicle, for example the steering or the transmission, so that these can be optimized with the method 100 according to the invention. In addition, it is pointed out that the exemplary embodiments shown are only examples that cover the scope of protection Application and the structure of the invention should in no way limit. Rather, the person skilled in the art is given a guide for the implementation of at least one exemplary embodiment by the preceding description, with various changes, in particular with regard to the function and arrangement of the described components, 37/64 can be made without departing from the scope of the invention as it results from the claims with these equivalent combinations of features. 38/64 LIST OF REFERENCE NUMBERS motor vehicle System first module second module third module first interface second interface third interface model M3 partial model 39/64
权利要求:
Claims (4) [1] claims 1. A method (100) for the simulation-based analysis and / or optimization of a motor vehicle (1), comprising the following work steps: 5 - Simulating (S101) a driving operation of the motor vehicle (1) on the basis of a model (M) with at least one manipulated variable for obtaining values of at least one simulated variable, which is suitable for overall vehicle behavior, in particular driveability, of the motor vehicle ( 1) to characterize, wherein the model has at least one partial model and io wherein the at least one partial model is based on a function and preferably the operation of at least one component, in particular one Internal combustion engine, the motor vehicle (1) characterized; - Determining (S102) a driving mode parameter which relates to one or more values of at least one simulated variable and / or 15 at least one manipulated variable is defined and is suitable for at least one Characterize the driving operating state, in particular a driving state, of the motor vehicle (1); and - Outputting (S103) the values of the at least one simulated variable, suitable for characterizing the overall vehicle behavior, in connection with 20 the respective associated operating mode parameter. [2] 2. The method (100) according to claim 1, wherein the driving operating state parameter is defined by at least one predetermined condition with respect to the at least one manipulated variable and / or at least one simulated variable. [3] 3. The method (100) according to claim 1 or 2, wherein the step of simulating (S101) for variation points of an experimental plan, in particular a statistical experimental plan, takes place. 40/64 Method (100) according to one of the preceding claims, further comprising the following steps: - Determining (S104) a value of at least one evaluation parameter, which indicates the overall vehicle behavior of the motor vehicle (1), on the basis of an assignment rule, in particular a function, as a function of the at least one simulated variable output and the driving operating state parameter; and - Output (S105) the value of the at least one evaluation parameter. 5ο 5. 6th Method (100) according to one of the preceding claims, further comprising the following steps: - comparing (S106) the values of at least one simulated variable for the respective driving operating state parameter or the value of the at least one evaluation parameter with a predetermined target value range, in particular with target values for a design of the motor vehicle (1); and - changing (S107) at least one parameter of the function of the at least one partial model used for the simulation on the basis of the comparison if the values of the at least one simulated variable or the value of the at least one evaluation parameter lies / lie outside the target value range, wherein the method (100) preferably executes the step of simulating (S101) the ferry operation again; or - Outputting (S109) a value of the at least one parameter of the function of the at least one partial model used for the simulation if the values of the at least one simulated variable or the value of the at least one evaluation parameter lies within the target value range. The method (100) according to claim 5, wherein the changing (S107) takes place on the basis of an optimization algorithm and the at least one parameter of the function used for the simulation in the optimization algorithm as the manipulated variable of the 41/64 Component or the motor vehicle (1), in particular single manipulated variable or sizes, is treated. 7th 8th. 9th 25 1 Method (100) according to one of the preceding claims, further comprising the following work step: - Generation (S108) of a further test plan, which has points of variation with respect to the at least one parameter of the function used for the simulation, in particular on the basis of an optimization algorithm, wherein a simulation step (S101) takes place on the basis of the further test plan. Method (100) according to one of the preceding claims, further comprising the following work step: - Defining (S110a) a specification for the at least one component and / or the motor vehicle (1) on the basis of the function used for the simulation or the value of the at least one parameter thereof. Method (100) according to claim 6 or 7, wherein the partial model (M) characterizes a device of the vehicle (1), further comprising the following work steps: - Modifying (S110b) a construction and / or a control or regulation of the component and / or the motor vehicle (1) on the basis of the function used for the simulation or the value of the at least one parameter thereof. Method (100) according to one of the preceding claims, wherein a partial model is a torque model of a drive device, in particular an internal combustion engine, of the motor vehicle (1), the partial model having at least one of the following sub-models: - Full load model (M1), which is based on a full load function; 42/64 - Torque gradient model (M2), which is based on a torque gradient function; - partial load model (M3), which is based on a partial load function; - Suction torque model, which is based on a suction torque function. 11. The method (100) according to claim 10, wherein the torque model has at least the full-load model (M1) and wherein the full-load function (VF) describes a full-load characteristic curve by three sub-functions: - full load function (VF1) at low speed; io - full load function (VF2) at medium speed; - Full load function (VF3) at maximum performance. 12. The method (100) according to claim 10 or 11, wherein the partial load function is calculated on the basis of the full load function and a pedal characteristic function. 15 which shows a relationship between a variable "torque" and a Indicates variables "Pedal or throttle valve position". 13. The method (100) according to claim 12, wherein the pedal characteristic function has a first parameter (linear) and a second parameter (shift), both of which 20 are speed dependent, and where the first parameter is a factor and the second Parameter specifies an offset. 14. The method (100) according to any one of claims 10 to 13, wherein the torque gradient function (DF) has a linear and a cubic component 25, one parameter (prog) the weighting of the linear and the cubic Share indicates. 15. The method according to any one of the preceding claims, wherein the driving mode parameter and / or the evaluation parameter in 43/64 Dependency of a motor vehicle parameter, preferably mass and / or engine characteristic of the motor vehicle (1), in particular maximum power, maximum torque and / or maximum speed, is determined (S102; S104). [4] 5 16. Computer program that includes instructions, if any, from a Computer are executed, cause it to carry out the steps of a method according to any one of claims 1 to 15. 17. Computer-readable medium on which a computer program according to claim 16 io is stored. 18. System (10) for simulation-based analysis and / or optimization of a Motor vehicle which is set up to carry out a method according to one of claims 1 to 14 and / or a first module (11) and a second module (12) 15, which are connected via a first data interface (14), the first module (11) comprising: Means configured to simulate (S101) a driving operation of the motor vehicle (1) on the basis of a model (M) with at least one manipulated variable for obtaining values of at least one simulated variable, which is suitable 20 to characterize overall vehicle behavior, in particular driveability, of the motor vehicle (1), the model having at least one partial model and the at least one partial model being based on a function and preferably the operation of at least one component, in particular an internal combustion engine, of the motor vehicle (1) characterized; and 25, the second module (12) having: - Means configured to determine (S102) a driving mode parameter, which is defined by values of at least one simulated variable and / or at least one manipulated variable and is suitable for assigning at least one driving mode, in particular one driving mode, to the motor vehicle (1) Characterize 30; and 44/64 - Means set up for outputting (S103) the values of the at least one simulated variable, suitable for characterizing the overall vehicle behavior, in connection with the respectively associated driving operating state parameter. 19. The system (10) according to claim 18, wherein the first data interface (14) is set up to provide vehicle parameters from the first module (11) to the second module (12). 20. The system (10) of claim 18 or 19, wherein the second module (12) further comprises: - Means set up to determine (S104) at least one evaluation parameter, which indicates the overall vehicle behavior of the motor vehicle (1), on the basis of an assignment rule, in particular a function, in 15 Dependency of the at least one simulated variable output and the Driving operating state parameters and wherein the means for output are further configured to output the at least one evaluation parameter (S105). 21. The system (10) according to claim 18 or 19, wherein the second module (12) further comprises: - Means set up for comparing (S106) the values of the at least one output simulated variable for the respective driving operating state parameter with a predetermined target value range, in particular with 25 target values for a design of the motor vehicle (1); - Means configured to change (S107) at least one parameter of the function of the at least one partial model used for the simulation on the basis of the adjustment if the values of the at least one output simulated variable lie / lie outside the setpoint range, wherein the 45/64 Method (100) preferably again executes the step of simulating (S101) the ferry operation; and - Means for outputting (S109) a value of the at least one parameter if the values of the at least one output simulated variable within the 5 Setpoint range lies / lie. 22. The system (10) according to claim 20, further comprising a third module (13), the third module (13) with the second module (12) via a second data interface (15) and with the first module (11) is connected via a third io data interface (16) and has: - Means set up for comparing (S106) the at least one evaluation parameter with a predetermined target value range, in particular with target values for a design of the motor vehicle (1); - Means arranged to change (S107) at least one parameter of the 15 function of the at least one partial model used on the simulation Basis of the comparison if the at least one evaluation parameter is / are outside the target value range, the method (100) preferably again executing the step of simulating (S101) the ferry operation; and 20 - means for outputting (S109) a value of the at least one parameter if the at least one evaluation parameter lies within the target value range. 23. The system (10) according to claim 21 or 22, wherein the second module (12) or the third 25 module (13) further comprises: - Means set up for generating (S108) a further test plan, which has points of variation with respect to the at least one parameter of the function used for the simulation, in particular on the basis of an optimization algorithm, wherein a step of simulating (101 ″) on the 30 The basis for the further test plan is made. 46/64 PP30714AT M1 M2 M3 Fig. 1 47/64 PP30714AT Μ model parameter criteria boundary conditions Fig. 2 48/64 PP30714AT VF1 49/64 PP30714AT 1000 0000 '3000 4000 5000 0000 7000 Orehsshl (rwl Fig. 5 1000 2000 3000 4000 5000 5000 7000 Ofehish; frpro] Fig. 6 50/64 PP30714AT Figure 8 51/64 PP30714AT Fig. 9 Fig. 10 52/64 PP30714AT 100 Fig. 12 53/64 austrian patent office
类似技术:
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引用文献:
公开号 | 申请日 | 公开日 | 申请人 | 专利标题 DE60218829T2|2001-04-06|2008-01-10|Ricardo Uk Ltd., Shoreham-By-Sea|PERMANENT CLASSIFICATION METHOD AND SYSTEM| JP2003186917A|2001-12-18|2003-07-04|Mitsubishi Heavy Ind Ltd|Vehicle virtual performance evaluating device| AT500978A4|2003-05-13|2006-05-15|Avl List Gmbh|METHOD FOR OPTIMIZING VEHICLES| US20100023202A1|2008-07-24|2010-01-28|Avl List Gmbh|Method for judging the drivability of vehicles| DE102009013291A1|2009-03-14|2010-09-16|Audi Ag|Method for preparing control process for active vehicle component influencing driving dynamics of vehicle, involves simulating defined vehicle maneuver by vehicle-modeling system for vehicle components|CN113022709A|2019-12-24|2021-06-25|上海汽车集团股份有限公司|Development method for vehicle body ceiling structure and vehicle body ceiling structure| US11009427B2|2017-10-13|2021-05-18|Paccar Inc|Real-time correction of vehicle load curve for dynamometer testing, and associated systems and methods| AT520185B1|2017-12-04|2019-02-15|Avl List Gmbh|Test bench and method for carrying out a test| CN110501941B|2019-08-16|2021-08-24|东南大学|Method for acquiring whole electric vehicle control model of electric vehicle|
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申请号 | 申请日 | 专利标题 ATA50628/2016A|AT518850B1|2016-07-13|2016-07-13|Method for simulation-based analysis of a motor vehicle|ATA50628/2016A| AT518850B1|2016-07-13|2016-07-13|Method for simulation-based analysis of a motor vehicle| EP17737818.9A| EP3485402A1|2016-07-13|2017-07-12|Method for simulation-based analysis of a motor vehicle| CN201780055974.1A| CN109716337A|2016-07-13|2017-07-12|Method for carrying out the analysis based on emulation to motor vehicle| US16/317,193| US20190318051A1|2016-07-13|2017-07-12|Method for simulation-based analysis of a motor vehicle| PCT/EP2017/067596| WO2018011292A1|2016-07-13|2017-07-12|Method for simulation-based analysis of a motor vehicle| 相关专利
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