AVL VIRTUAL TESTBED · 2016. 12. 7. · Test bed Virtual test bed Vehicle testing using AVL M.O.V.E. Confidential AVL List GmbH | Calibration and Virtual Testing Solutions | 23 November

Confidential

AVL List GmbH

Daniele Basile

AVL VIRTUAL TESTBED™

Calibrate beyond the limits

CONTENT

CALIBRATION EVOLUTION

CUSTOMER CHALLENGE

AVL VIRTUAL TESTBED SOLUTION

USE CASES

HIGHLIGHTS

AVL List GmbH | Calibration and Virtual Testing Solutions | 23 November 2016 | 3Confidential

Challenge HighlightsSituation SolutionVIRTUAL TESTBED

CALIBRATION EVOLUTIONIN THE LAST 20 YEARS

ECU Parameters TCU Electr./Non-powertrain

1

~500

1

1

>30

~50k

>3Electrification

Months Months

>2

~5k

>2

>6

Months

Speed

Load

201520051995

Speed

Load

>50


Challenge HighlightsSituation SolutionVIRTUAL TESTBED

CALIBRATION EVOLUTIONIN THE LAST 20 YEARS

Virtual Calibration

Manual Calibration

Model-based Calibration

Processes & Models

Methods

ECU Access/Standards

ECU Parameters TCU Electr./Non-powertrain

1

~500

1

1

>30

~50k

>3Electrification

>50

Months Months

>2

~5k

>2

>6

Months

Speed

Load

201520051995

Speed

Load


Challenge HighlightsSituation Solution

THE CHALLENGES IN POWERTRAIN CALIBRATION ARE WELL KNOWN

VIRTUAL TESTBED

We need to manage …

CO2fuel consumption

Increasing system complexity

(EAS, OBD, hybridization)

Real DrivingConditions

Increasingdevelopmentcosts

Broad vehicleportfolio

Shorterdevelopmenttimes

Ambient Conditions

Increasing facilityand vehiclemanagementcomplexity



ONE OF THE CHALLENGES IN COMMERCIAL ENGINE CALIBRATION

VIRTUAL TESTBED

Emission compliance under various ambient conditions

Stationary (WNTE, NTE) & Real driving emissions (ISC)

Fulfillment performance demands

Achieving these results in a non-standard engine testbed (limited, high costs)

Sea level

1640m

>2000m

25°C 38°C

Capability standard testbed

NTE window

“Footprint” vehicle fleet

-7°C


Challenge Highlights BenefitsSituation Solution

VIRTUAL TESTBED

Approach

VIRTUAL TESTBED

Empowerment of theVirtual Environments

for Calibration until SoPVIRTUAL TESTBED

Calibration

Potential additional effort as consequence of more

stringent Legislation

Actual effort: 100%

S tart o f P roduction

Development Environments

VehicleTest Bed



CALIBRATE BEYOND THE LIMITS

Real time capable, powerful and accurate models with CRUISE M/MoBEO

Identical environment as on real testbeds, well known by calibration engineers

Training, application and support from experienced AVL engineers

The complete Turn Key Solution for Calibration

AVL VIRTUAL TESTBED ™

VIRTUAL TESTBED



AVL VIRTUAL TESTBED is an

advanced hardware-in-the-loop test

bed extended with:

VIRTUAL TESTBED

VIRTUAL TESTBED

Advanced semi-physical

powertrain model

(CRUISE M with MoBEO add-

on, Customer specific models)

PUMA & CAMEO

test bed automation

delivering identical

interface for the

calibration engineer as

on real test bed

SANTORIN Host

server connection storing

simulation results in same

format as real test data

CONCERTO

post-processing using

same layouts & scripts for

data analyzing

CRETA

dataset management

to store and share

the DCM calibrated

on VTB

Application software

(INCA,…)

dSpace or ETAS

pre-configured HiL System

with AVL specified extensions



FLEXIBILITY ENABLES EFFICIENCY

VIRTUAL TESTBED

ECU ActuatorsSensors

Testbed Vehicle ValidationVirtual Testbed

(closed loop)

Calibration Environment

Production Tolerances

AgingEffects

Transient Profiles



AVL VIRTUAL TEST FIELD

VIRTUAL TESTBED

AVL Graz:

25 Engine Test Beds

3 Chassis Dyno

1 Powertrain Test Bed

1 Climatic Test Bed

Real Virtual

AVL Graz:

12 VIRTUAL TESTBEDS

Almost 30% of

Test Beds are

VIRTUAL




VIRTUAL TESTBED




VIRTUAL TESTBED




VIRTUAL TESTBED


Calibration

Driving Cycle

Environment

Production Tolerances Aging Effects

Powertrain calibration tasks used cases for HiL

Pre-calibration of different calibration work packages:

Calibration for non-standard ambient conditions

Calibration of component protection

In-Use Compliance - PEMS

Vehicle/Engine derivate calibration

Real world fluid consumption optimization

Sensitivity/Robustness studies taking into account system

interactions

OBD – Pre-calibration Diagnoses

Software and dataset validation

Post SOP support

MODEL BASED DEVELOPMENTUSE CASES


Calibration

Driving Cycle

Environment










interactions



Post SOP support



Used DoE approach:- Run critical full load points under certain ambient conditions

- Variation of EGR parameters

- Variation of VGT parameters

- Variation of Throttle valve parameters

- Variation of fuel derate

Constraints and targets:- Lowest possible fuel derate

- Minimum Lambda

- Maximum Turbo speed

- Maximum T_21

- Maximum T_31

- Engine out NOx 100-85 kPa P_amb Same NOx level as sea level in order to full fill NTE

- Engine out NOx 80-70-60 kPa P_amb Increased/phased out NOx levels with the aim to have as less de-rate as possible within engine constraints.

Ambient pressure [kPa] Ambient Temperature [°C]

70 -15 – -5 – 5 – 15 – 25 – 35 – 45 °C

75 -15 – -5 – 5 – 15 – 25 – 35 – 45 °C

80 -15 – -5 – 5 – 15 – 25 – 35 – 45 °C

85 -15 – -5 – 5 – 15 – 25 – 35 – 45 °C

90 -15 – -5 – 5 – 15 – 25 – 35 – 45 °C

95 -15 – -5 – 5 – 15 – 25 – 35 – 45 °C

100 -15 – -5 – 5 – 15 – 35 – 45 °C

VTB USE-CASE ON-ROAD ~2L PER CYL.NON-STANDARD CALIBRATION APPROACH


VTB USE-CASE ON-ROAD ~2L PER CYL.DOE APPROACH WITH CAMEO IN ORDER TO FIND OPTIMUM SETTINGS AT EACH AMBIENT CONDITION

Example of CAMEO output at 1500 rpm, and 70 kPa P_amb

P3/P2 demand correction Engine out Nox correction Fuel derate Throttle valve correction

La

mb

da

Tu

rbo

sp

eed

NO

xB

SF

CTo

rqu

e


VTB USE-CASE ON-ROAD ~2L PER CYL.ALTITUDE CALIBRATION 75 KPA – 25°C

750

850

950

1050

1150

1250

1350

1450

1550

1650

1750

1850

1950

2050

2150

Engine Speed [1/min]

Pe

ak F

irin

g P

ressu

reP

_M

X [

ba

r]

50

100

150

200

250

P_MX

Exce

ss A

ir R

atio

LA

V

1.0

1.2

1.4

1.6

1.8

2.0

2.2

LAV

Pre

tu

rbin

e te

mp

era

ture

T_

31

400

500

600

700

T_31

Tu

rbin

e s

pe

ed

[krp

m]

N_

TU

RB

_0

1 [

krp

m]

80

90

100

110

120

130

140

100 kPa; 25 degC; 55% HR_IA

75 kPa; 25 degC; 55% HR_IA - DAF calibration75 kPa; 25 degC; 55% HR_IA - AVL calibration

750

850

950

1050

1150

1250

1350

1450

1550

1650

1750

1850

1950

2050

2150

Engine Speed [1/min]

En

gin

e T

orq

ue

MD

[N

m]

800

1000

1200

1400

1600

1800

2000

2200

2400

MD

Fu

el C

on

su

mp

tio

nB

SF

C [

g/k

Wh

]

176

184

192

200

208

216

224

BSFC

Co

rr. N

Ox E

ng

ine

Ou

tB

S_

NO

x_

EO

[g

/kW

h]

0

2

4

6

8

10

BS_NOX_EO

100 kPa; 25 degC; 55% HR_IA

75 kPa; 25 degC; 55% HR_IA - DAF calibration75 kPa; 25 degC; 55% HR_IA - AVL calibration

- 100 kPa/25degC Iso conditions

- 75 kPa/25degC Customer calibration

- 75 kPa/25degC AVL calibration MoBEO/HIL/CAMEO

Torque increase by

optimization


VTB USE-CASE ON-ROAD ~2L PER CYL.BENEFIT VIRTUAL TESTING

Test space taking in

account real engine

limits

Test space exceeding

real engine limits

Real engine limits are exceeded and hence the optimum can be found within the

test space


MODEL BASED CALIBRATION APPROACH

Virtual Calibration Approach:

Calibration on VTB instead of Test Bed

80% Test Bed Time Saved for this use case

Time saved per mode: X engine modes, X variants

Test Bed available for Frontloading Tasks

Dataset Quality & Maturity increased in earlier phase of Development

Example based on customer feedback:

NTE, Engine Protection and Ambient Corrections (1 Engine Mode)

Climatic Test Bed Time in Hours

Conventional Approach

Model Based Approach

100 150 10

40

200

Calibration Validation Available testbed time for additional calibration tasks



Calibration

Driving Cycle

Environment










interactions



Post SOP support


MODEL BASED DEVELOPMENT IN-USE TESTING

In-use compliance/conformity and not to exceed area

• Calibration of not to exceed area for non standard ambient conditions

• Model based pre-calibration of ambient correction functions to fulfil in-use compliance

• Validation of calibration using portable emission measurement systems (PEMS) on the vehicle

Test bed Virtual test bed Vehicle testing using AVL M.O.V.E


MODEL BASED DEVELOPMENT IN-USE TESTING

reference Work kWh 18.90 Valid Windows No. - 40219.00

EU Power Threshold % 20.00 Valid Windows Perc % 94.59

min Power % 20.01 Data Coverage No. - 42884.00

max Power % 99.35 Data Coverage Perc % 99.96

Conformity Factor 1.50

ave BS CO g/kWh 0.00

min BS CO g/kWh 0.00

max BS CO g/kWh 0.00

90%Perc BS CO g/kWh 0.00

Conformity Factor CO - 0.00

ave BS NOx g/kWh 0.65

min BS NOx g/kWh 0.27

max BS NOx g/kWh 14.77

90%Perc BS NOx g/kWh 0.92

Conformity Factor NOx - 2.29

ave BS THC g/kWh 0.00

min BS THC g/kWh 0.00

max BS THC g/kWh 0.00

90%Perc BS THC g/kWh 0.00

Conformity Factor THC - *

ave BS HC+NOx g/kWh 0.65

min BS HC+NOx g/kWh 0.27

max BS HC+NOx g/kWh 14.77

90%Perc BS HC+NOx g/kWh 0.92

Conformity Factor HC+NOx - *

ave BS NMHC g/kWh 0.00

min BS NMHC g/kWh 0.00

max BS NMHC g/kWh 0.00

90%Perc BS NMHC g/kWh 0.00

Conformity Factor NMHC - 0.00

ave BS PM g/kWh 0.01

min BS PM g/kWh 0.01

max BS PM g/kWh 0.02

90%Perc BS PM g/kWh 0.01

Conformity Factor PM - 0.38

ave BS Soot g/kWh 0.01

min BS Soot g/kWh 0.01

max BS Soot g/kWh 0.02

90%Perc BS Soot g/kWh 0.01

ave BS Soot Meas g/kWh 0.01

min BS Soot Meas g/kWh 0.01

max BS Soot Meas g/kWh 0.02

90%Perc BS Soot Meas g/kWh 0.01

ave BS CH4 g/kWh 0.00

min BS CH4 g/kWh 0.00

max BS CH4 g/kWh 0.00

90%Perc BS CH4 g/kWh 0.00

ave BS CO2 g/kWh 730.50

min BS CO2 g/kWh 705.14

max BS CO2 g/kWh 939.95

90%Perc BS CO2 g/kWh 756.68

Case: PEMS_HD 'PEMS HD'

Start Date: 05/16/2012

Start Time: 00:00:00.0Page: Work Window

Version: v4_3_50

AVL PEMS Postprocessor, 2011

PEMS Current Case: d:\AVL Concerto\WorkEnvironments\PEMS_v4_3_50\PEMS\PEMS_HD.pms_c

PEMS Result Filename: d:\AVL Concerto Pems\4.4\..\MyData\TransportFiles\PEMS_HD.ctf

Input Filename: undefined (single case calculation)

Lug Curve Filename: undefined (single case calculation)

Vehicle: /

Engine: HD / Tier4f

NOx Correction: 8 - NONE

Humidity Correction: 1 - ISO16183 [Default]

PEMS analysis according to EU legislation

PEMS analysis according to US legislation

Post-processing according to

legislative requirements -

Independent if virtual or real testing



Calibration

Driving Cycle

Environment










interactions



Post SOP support


Lead App Light Lead App Lead App

Light Light Light

Light

Lead App

Lead App

Lead App

Lead App

Lead App

Light Light

AVL MULTI-VARIANT CALIBRATION APPROACH

Engine Families

…

Applied Power

210 kW190 kW180 kW

170 kW160 kW150 kW

140 kW125 kW110 kW

130 kW120 kW110 kW

100 kW90 kW80 kW

80 kW70 kW60 kW

…

EAS

…

Product Requirements (Engine Specification, EAS Piping, etc.)

…

Ma

chin

es

Machines Group 1

Engine Variant

140 kW

170 kW

210 kW

80 kW

100 kW

130 kW

…

Certification

Certification

Certification

Certification

Certification

Certification

1 base app per engine variant(each HW or Full load curve change)

LE

GIS

LA

TIO

N (N

RT

C, e

tc.)

critical critical critical

Machines Group 2 Machines Group 3


Volume

Element

Flow

Element

Intake Manifold

Cylinders

CAC

TC

C TCleaner

EAS, Piping

Exhaust Manifold

MODEL BASED DEVELOPMENTVARIANT CALIBRATION – EASY ADAPTATION OF MODEL

Change of CAC & EGR cooler efficiency

as well as pressure drop within 1 day possible

Change of Air Filter & EAS

pressure drop within a ½ day

Change of EAS Volume

within a ½ day

Change of connecting pipe

easy possible within 1 day



Calibration

Driving Cycle

Environment










interactions



Post SOP support


VTB USE-CASE ON-ROAD ~2L PER CYL.OPTIMIZATION OF THERMAL MANAGEMENT

500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000

N_Matrix [1/min]

Haeu

fig

keit

_Z

yklu

s_A

SC

II_M

ari

jn#M

d_M

atr

ix [

mg

/str

]

-400

-200

0

200

400

600

800

1000

1200

1400

1600

1800

2000

2200

2400

0.50.5 0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.50.5

0.5

0.75

0.7

5

0.75

0.75

0.7

5

0.75

0.75

0.75

0.75

0.750.75

0.7

5

11

1

1

1

1

1

1.25

1.25

1.25

1.25

1.2

51.

25

1.5 1.5

1.5

1.5

1.5

1.51.7

5

2

0.25

0.25

0.25

0.25

0.25

0.2

5

0.25

0.25

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.75

0.7

5

0.75

0.75

0.75

0.75

0.75

1 1

1

1

1

1.2

5

1.2

5

1.25

1.25

1.2

51.2

51.5

1.5

1.51.7

5

2

0

0.25

0.5

0.75

1

1.25

1.5

1.75

2

2.25

2.5

2.75

3

3.25

3.5

74122 10730 calibration.355_FTP_1.txt

DoE load point definition out of load point occurrence in HDDTC

Engine speed

[rpm]

Torque

[Nm]

T_water

[°C]

900 400 30, 50, 70

1100 1700 30, 50, 70

1300 1000, 1600 30, 50, 70

1500 1000, 1700 30, 50, 70

1550 700 30, 50, 70

To

rqu

e [N

m]

Engine speed [rpm]

Occu

rre

nce

[%

]



Impact DoE variations at 50°C coolant temperature – 1500 rpm – 1700 Nm

P3/P2 demand correction Engine out Nox correctionTiming Throttle valve correction

T_

51

MF

_E

XH

LA

VB

SF

CE

ngin

e o

ut

NO

xE

nth

alp

y


VTB USE-CASE ON-ROAD ~2L PER CYL.VERIFICATION OF THERMAL MANAGEMENT

0 100 200 300 400 500 600 700 800 900 1000 1100 1200Zeit [s]

Engin

e S

peed

n [

rpm

]

0

800

1600

2400

Engin

e T

orq

ue

md

[N

m]

-2000

0

2000

T_31

T_

31

[°C

]

0

150

300

450

600

750

T_51

T_

51

[°C

]

0

100

200

300

400

500

T_coola

nt

T_

co

ola

nt

[°C

]

0

30

60

90

74122 10730 calibration.7598110730.150 ProjSpecREC_10Hz_1[1]

10730.166 ProjSpecREC_10Hz_1[1]

10730.171 ProjSpecREC_10Hz_1[1]

DAF FTPAVL HiL FTP

AVL HiL FTP AA opti

AVL HiL FTP BPV opti

- HDDTC testbench

- HDDTC MoBEO/HIL

- HDDTC MoBEO/HIL enthalpy optimization 1




100 200 300 400 500 600 700 800 900 1000 1100 1200Zeit [s]

Engin

e S

peed

n [

rpm

]

-1000

0

1000

2000

Engin

e T

orq

ue

md

[N

m]

-3000

0

3000

Enth

alp

y inte

gra

ted

Int

en

th e

xh

DA

F

-40

0

40

80

120

160

200

T_coola

nt

T_

co

ola

nt

[°C

]

20

40

60

80

100

Enth

alp

yE

nth

DA

F r

ec [

g/s

]

-200

0

200

400

600

800

74122 10730 calibration.7598110730.150 ProjSpecREC_10Hz_1[1]

10730.166 ProjSpecREC_10Hz_1[1]10730.171 ProjSpecREC_10Hz_1[1]

DAF FTPAVL HiL FTP

AVL HiL FTP AA optiAVL HiL FTP BPV opti

- HDDTC testbench

- HDDTC MoBEO/HIL





Calibration

Driving Cycle

Environment










interactions



Post SOP support


Use-case: Robustness investigation of a emission threshold monitor

Robustness investigation shall be considered for the following variations

Cartesian product of the specification limits yields the experimental space (𝐸𝑆)

Find areas of the hyper sphere with high probability of fault code activation

Considered Variations Specifications Limits

Ageing Factor [km] 0 100000 200000

EGR Fouling [dp_delta@ …L/min] 𝟎 2 4

Ambient Temperature [°C] [−20,+40] [−20, +40] [−20,+40]

Ambient Pressure [kPa] [+60,+100] [+60, +100] [+60, +100]

Ta_aCAC [°C] [−20,+60] [−20, +60] [−20,+60]

NOx Sensor Deviation [%] [−5,+5] [−10, +10] [−10,+10]

Fuelling [mg/str] [−5,+5] [−5, +5] [−5,+5]

Turbine Efficiency [%] [−2, +2] [−2,+2] [−2, +2]

EGR Restriction [mm] hole after valve [18,20] [18,20] [18,20]

ROBUSTNESS INVESTIGATIONCONSIDERED VARIATIONS


ROBUSTNESS INVESTIGATIONMETHODOLOGY


ROBUSTNESS INVESTIGATIONPHASE 4: OUTCOME STATISTICAL DATA ANALYSIS

0.2 0.2 0.2 0.2 0.2 0.1 0 0 0 0

0.2 0.2 0.2 0.2 0.2 0.1 0 0 0 0

0.2 0.2 0.2 0.2 0.2 0.1 0 0 0 0

0.2 0.2 0.2 0.2 0.2 0.1 0 0 0 0

0.2 0.2 0.2 0.2 0.2 0.1 0.1 0.1 0.1 0.1

0.5 0.5 0.5 0.5 0.5 0.2 0.2 0.2 0.2 0.2

0.5 0.5 0.5 0.5 0.5 0.2 0.2 0.2 0.2 0.2

0.7 0.7 0.7 0.5 0.5 0.2 0.2 0.2 0.2 0.2

0.7 0.7 0.7 0.5 0.5 0.2 0.2 0.2 0.2 0.2

0.7 0.7 0.7 0.5 0.5 0.2 0.2 0.2 0.2 0.2

Var 1

Var 2

0

0-1

1

1-1

0= no failure activation

1= guarantied failure activation



Calibration

Driving Cycle

Environment










interactions



Post SOP support


MODEL BASED EAS OBD CALIBRATIONSCR EFFICIENCY

SCOPE OF WORK

Determine worst case in terms of SCR efficiency among two power variantson a FTP* cycle.

METHODOLOGY

Degradation of NOx conversion efficiency is modelled via a „SCR performance factor“ applied within CruiseM/Mobeo EAS model.

Correlation between „SCR performance factor“ and SCR coating content is checked and validated

For each power rating, aforementioned „SCR performance factor“ is then varied via automated CAMEO test sequences.

* Federal Test Procedure – US Heavy Duty Diesel Transient Cycle



EMISSIONS FTP COLD/WARM

10 20 30 40 50 60 70 80 90 100 110SCR Performance Factor

Estim

ate

d a

vera

ge N

Ox c

onvers

ion e

ffic

iency

1 -

(N

Ox T

P /

NO

x E

O)

[%]

0,40

0,45

0,50

0,55

0,60

0,65

0,70

0,75

0,80

0,85

0,90

0,95

1,00

CETO-20160428-DAF_MX13LR-340kW_AVL_FTP-DEMO_FTP_ID66_SCREff_100-20_6_Bla.ctfCETO-20160428-DAF_MX13LR-303kW_AVL_FTP-DEMO_FTP_ID66_SCREff_100-30_4_Bla.ctf


COLD WARM



EMISSIONS FTP COLD/WARM


NO

x T

P c

ycle

results

[g/k

Wh]

0,0

0,1

0,2

0,3

0,4

0,5

0,6

0,7

0,8

0,9

1,0

1,1

1,2

Emission Threshold

OBD Threshold

CETO-20160428-DAF_MX13LR-340kW_AVL_FTP-DEMO_FTP_ID66_SCREff_100-20_6_Bla.ctfCETO-20160428-DAF_MX13LR-303kW_AVL_FTP-DEMO_FTP_ID66_SCREff_100-30_4_Bla.ctf


Emission Threshold

OBD Threshold


Emission Threshold

OBD Threshold

COLD WARM WEIGHTED


MODEL BASED EAS OBD CALIBRATIONEGR LOW FLOW

SCOPE OF WORK

Determine emission impact caused by an EGR Low Flow.

RMC* has been selected as relevant emission cycle.

METHODOLOGY

RMC Preconditioning Cycle with EGR Orifice = 51.8mm (initial)

RMC Cycle with changed EGR Orifice: 51.8 mm to 22 mm

The EGR Orifice is then varied via automated CAMEO test sequences

*Ramped Mode Cycle – US Heavy Duty Stationary Cycle



EMISSIONS RMC

21 24 27 30 33 36 39 42 45 48 51 54

EGR Orifice

NO

x E

O c

ycle

resu

lts [g

/kW

h]

4.8

5.6

6.4

7.2

8.0

8.8

9.6

10.4

11.2

12.0

12.8

13.6

14.4

CETO_EGR_LF_orifice_Dia_51.8_22mm.ctf

20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54

EGR Orifice

NO

x T

P c

ycle

re

sults

[g/k

Wh

]

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

1.1

1.2

1.3

Emission Threshold

OBD Threshold




EMISSIONS RMC

21 24 27 30 33 36 39 42 45 48 51 54

EGR Orifice

Cyc

le w

ork

[kW

h]

87

90

93

96

99

102

105

108

111

114

117

120

123


21 24 27 30 33 36 39 42 45 48 51 54

EGR Orifice

BS

FC

[g

/kW

h]

188.8

189.2

189.6

190.0

190.4

190.8

191.2

191.6

192.0

192.4

192.8

193.2

193.6




Calibration

Driving Cycle

Environment










interactions



Post SOP support


MODEL BASED DEVELOPMENTPOST SOP SUPPORT

Case:

• Field issue reported on boost control deviation

• Difficult test bench availability at customer for reproducing issue

Solution:

• Model and load drawer of SOP engine still available

• Implemented Model + hardware on available VTB station (~2h)

• Reproduced field issue on VTB (~1h)

• Supplied customer with solution (~2h)


CHANGING CALIBRATION PARADIGMSUCCESSFUL MODEL VERIFICATION


MODEL ACCURACY – COMMERCIAL VEHICLEGOOD EXTRAPOLATION AS BASE FOR MODEL BASED CALIBRATION

Example of Off-Road Calibration Project

Engine Model parameterized based on 1 Engine Map and a double NRTC (Cold and Hot) from Test Bed at ambient condition (97kPa, 25°C)

EAS Model parameterized based on Synth Gas Test Bed Data and a double NRTC from Test Bed at ambient condition (97kPa, 25°C)

Models run on HiL on Steady State Condition with underhoodcondition adaptation and compared to vehicle data performed at -15°C and 97kPa

1 2 3 4 5 6 7 8 9 10 11

LogPt

Int.

Man

. T

em

pera

ture

[°C

]

0

8

16

24

32

Int.

Man

. P

ressu

re [

kP

a]

80

120

160

200

240

Int.

Air

Tem

pera

ture

[°C

]

-16

-12

-8

-4

Up

. D

OC

Tem

pera

ture

[°C

]

200

250

300

350

400

Up

. S

CR

Tem

pera

ture

[°C

]

200

240

280

320

360

Dw

n. A

SC

Tem

pera

ture

[°C

]

200

240

280

320

360

Experimental Vehicle Measurement

HiL Simulation

1 2 3 4 5 6 7 8 9 10 11

LogPt

-

To

rqu

e [

-]

0,2

0,4

0,6

0,8

1,0

Air

Mass F

low

[kg

/h]

200

400

600

800

1000

Fu

el M

ass F

low

[kg

/h]

0

6

12

18

24

Lam

bd

a [

-]

1,8

2,4

3,0

3,6

4,2

Sp

eed

[rp

m]

1400

1600

1800

2000

2200

NO

X_E

O [

g/h

]

200

400

600

800

1000

Experimental Vehicle Measurement

HiL Simulation

Model Extrapolation Behavior well reproduced:

In cold Condition: -15°C

As well in Vehicle condition

Model can be used for Non-Standard Ambient Calibration!



CALIBRATE BEYOND THE LIMITS

Easy to use: Environment already well known by calibration engineers

Increases quality: Reproducibility and good extrapolation capability due to model

Run 24/7 in automatic mode

VIRTUAL TESTBED

Time saving on real testbed and altitude chamber frontloading

Flexible: Can be controlled remotely

www.avl.com

THANK YOU

Documents

AVL VIRTUAL TESTBED · 2016. 12. 7. · Test bed Virtual test bed Vehicle testing using AVL M.O.V.E. Confidential AVL List GmbH | Calibration and Virtual Testing Solutions | 23 November