DE102016120144A1 - SYSTEM AND METHOD FOR ADJUSTING WEIGHTS VALUES ASSOCIATED WITH ERRORS OF A MOTOR'S ADJUSTMENT VALUES IF THE MOTOR IS CONTROLLED USING MODEL-PREDICTIVE CONTROL - Google Patents

Abstract

A system in accordance with the principles of the present disclosure includes model predictive control (MPC) and an actuator module. The MPC module generates a set of possible setpoints for an actuator of an engine and predicts an operating parameter of the engine for each of the possible setpoints. The MPC module determines a weight value associated with each of the setpoints based on a corresponding iteration count and determines costs for the set of possible setpoints based on the predicted operating parameters and the weighting values. The MPC module selects the set of possible setpoints from multiple sets of possible setpoints based on the cost and sets setpoints for the possible setpoints of the selected set. The actuator module controls an actuator of an engine based on at least one of the setpoints.

Description

TECHNICAL AREA

The present disclosure relates to internal combustion engines, and more particularly, to systems and methods for adjusting weighting values associated with engine setpoint error errors when the engine is controlled using Model Predictive Control (MPC).

BACKGROUND

The background description provided herein is for the purpose of generally illustrating the context of the disclosure. The work of the present inventors, in the scope described in this Background section, as well as aspects of the description, which are not otherwise considered prior art at the time of application, are expressly or impliedly prior art to the present disclosure.

Internal combustion engines burn a fuel / air mixture in cylinders to move the pistons to produce the drive torque. The air supply to the engine is regulated by a throttle. More specifically, the throttle regulates the throttle area, which increases or decreases the air supply to the engine. As the throttle area increases, so does the air flow into the engine. A fuel control system adjusts the fuel injection amount to provide the cylinders with a desired fuel / air mixture and / or to achieve a desired torque output. An increased supply of fuel and air to the cylinders increases the torque output of the engine.

In spark ignition engines, a spark triggers the combustion of a fuel / air mixture supplied to the cylinders. In compression ignition engines, the fuel / air mixture supplied to the cylinders is ignited by the compression in the cylinders. The ignition timing and the air supply may be the essential factors for controlling the torque output of spark-ignition engines, while fueling may be the essential factor for controlling the torque output of compression-ignition engines.

Engine control systems have been developed to control engine output torque and achieve desired torque. However, conventional engine control systems do not regulate the engine output torque with the required accuracy. Further, conventional engine control systems do not provide a quick response to control signals or coordinate torque control of the engine between multiple devices that affect engine output torque.

SUMMARY

A system in accordance with the principles of the present disclosure includes a Model Predictive Control (MPC) module and an actuator module. The MPC module generates a set of possible setpoints for an actuator of an engine and predicts an operating parameter of the engine for each of the possible setpoints. The MPC module determines a weight value associated with each of the setpoints based on a corresponding iteration count and determines costs for the set of possible setpoints based on the predicted operating parameters and the weighting values. The MPC module selects the set of possible setpoints from multiple set of possible setpoints based on the output and sets setpoints for the possible setpoints of the selected set. The actuator module controls an actuator of an engine based on at least one of the setpoints.

Further fields of application of the present disclosure will become apparent from the detailed description, the claims and the drawings. The detailed description and specific examples are merely illustrative and do not limit the scope of the disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will be better understood with the aid of the detailed description and the accompanying drawings, in which:

1 FIG. 4 is a functional block diagram of an exemplary engine system according to the present disclosure; FIG.

2 FIG. 10 is a functional block diagram of an exemplary engine control system according to the present disclosure; FIG.

3 FIG. 4 is a functional block diagram of an exemplary air control module in accordance with the present disclosure; FIG.

4 FIG. 10 is a flowchart illustrating an exemplary method of controlling a throttle valve, intake and exhaust valve timing, waste gate and exhaust gas recirculation (EGR) valve using model predictive control in accordance with the present disclosure; FIG.

5 FIG. 10 is a flowchart showing an example method for adjusting the weighting values associated with errors in the setpoint values for a throttle valve, intake and exhaust valve phaser, wastegate, and EGR valve; FIG. and

6A . 6B , and 6C Are graphs that represent the weighting values that are adjusted versus time in accordance with the present disclosure, and the resulting errors of the setpoint values for a motor actuator relative to a reference value for the setpoint values.

In the drawings the same reference numbers are used for similar and / or identical elements.

DETAILED DESCRIPTION

An engine control module (ECM) controls the torque output of an engine. More specifically, the ECM controls actuators of an engine based on setpoints based on a required amount of torque. For example, the ECM controls the intake and exhaust camshaft phasing based on the phaser desired angle for the intake and exhaust camshaft, a throttle valve based on a desired throttle valve opening, an exhaust gas recirculation (EGR) valve based on an EGR desired opening, and a turbocharger Charge pressure control valve based on a wastegate target duty cycle.

The ECM could determine the setpoints individually using multiple single input single output controllers (SISO controllers), such as proportional integral derivative (PID) controllers. However, if multiple SISO controllers are used, the setpoints can only ensure system stability at the expense of potential fuel savings. In addition, the calibration and design of each SISO controller can be costly and time consuming.

The ECM presented in the present disclosure generates the setpoints using a Model Predictive Control (MPC) module. In particular, the MPC module determines possible setpoint sets based on an engine torque request. The MPC module determines predicted parameters for each possible setpoint set based on the possible setpoint values of the sets and a mathematical model of the engine.

The MPC module can determine the cost associated with using the possible setpoint sets. The costs determined for a possible set increase as differences between the set points of the possible sets and reference values increase, and vice versa. The MPC module may also apply weighting values to the difference between the setpoint setpoints and reference values to adjust how much each of these differences affects the cost. The MPC module can select the possible set with the least cost. The MPC module may instead of or in addition to determining possible setpoint sets and the associated costs, generate a graph of curves to represent the cost of the possible setpoint sets. The MPC module can then determine the possible set with the least cost based on the slope of the curve.

The MPC module can determine if the predicted parameters of the selected set meet restrictions. If so, the MPC module can set the setpoints based on the selected set. Otherwise, the MPC module may select the possible second lowest cost set and check that set for constraint compliance. The process of selecting a sentence and checking the sentence for meeting the constraints may be referred to as an iteration. Multiple iterations can be performed in each loop.

The ECM of the present disclosure determines the weighting values that are applied to the differences between the possible set and reference values setpoints to achieve a desired response of the corresponding engine actuator. A difference between the setpoints of the possible set and reference values may be called a tracking error. The ECM dynamically adjusts the weight values as a function of time (or loop count) so that the tracking error behaves as desired, which may improve the transitory nature of control measures. In addition, adjusting the weight values over time allows rebalancing between outputs in multi-objective scenarios.

The ECM may adjust a weighting value versus time such that the engine responds to an expected change (eg, a fault) in a pre-change reference value, which may be referred to as an early tracking error. For example, the ECM may adjust the weighting value as a function of time to form a reserve before the expected change in the reference value. An early tracking error may be desirable if the engine load is expected to increase due to e.g. B. turning on engine accessories or upshifting a gear. Alternatively, the ECM may adjust a weighting value as a function of time such that the engine actuator is responsive to an expected change in a time Reference value responds after the change has occurred, which may be referred to as tracking error later. The late tracking error may be desirable when it is expected that the engine load will decrease due to e.g. B. turning off engine accessories or downshifting a gear.

With reference to 1 Turns to a functional block diagram of an exemplary engine system 100 presents. The engine system 100 includes an engine 102 burning an air / fuel mixture to drive torque for a vehicle based on driver inputs from a driver input module 104 to create. The motor 102 may be a spark ignition gasoline engine.

The air is passing through an intake manifold 110 via a throttle valve 112 sucked. Just as an example, the throttle valve 112 a butterfly valve with a rotatable valve flap include. An engine control module (ECM) 114 controls a throttle actuator module 116 which, in turn, the opening of the throttle valve 112 controls to regulate the amount of intake manifold 110 sucked air.

The air from the intake manifold 110 is sucked into the cylinders of the engine 102 , Although the engine 102 may include a plurality of cylinders, is here for illustrative purposes only representative of a single representative cylinder 118 shown. Just as an example, the engine 102 2, 3, 4, 5, 6, 8, 10 and / or 12 cylinders. The ECM 114 can be a cylinder actuator module 120 instructing to selectively deactivate certain cylinders, which can improve fuel efficiency under certain engine operating conditions.

The motor 102 can run in four-stroke mode. The four cycles described below may be referred to as intake stroke, compression stroke, combustion stroke and exhaust stroke. During each revolution of a crankshaft (not shown), two of the four strokes occur within the cylinder 118 , As a result, two revolutions of the crankshaft are required to allow the cylinder 118 can perform all four bars.

During the intake stroke, the air from the intake manifold 110 through an inlet valve 122 in the cylinder 118 sucked. The ECM 114 controls a fuel actuator module 124 that regulates the fuel injection so that a certain target air-fuel ratio is achieved. Fuel can in the intake manifold 110 at a central location or multiple locations, such as B. close to the inlet valve 122 each cylinder, be injected. In various applications (not shown), fuel may be injected directly into the cylinders or into mixing chambers associated with the cylinders. The fuel actuator module 124 can stop the injection of fuel into the deactivated cylinders.

The injected fuel mixes with air and forms inside the cylinder 118 a fuel / air mixture. During the compression stroke, a piston (not shown) compresses in the cylinder 118 the fuel / air mixture. An igniter actuator module 126 puts on a signal from the ECM 114 Voltage to a spark plug 128 in the cylinder 118 on, which ignites the fuel / air mixture. The timing of the spark may be set so that the piston is in its uppermost position (TDC) at that moment.

The igniter actuator module 126 can be controlled by a timing signal that determines how long before or after TDC the spark is to be triggered. Because the piston position is directly related to the crankshaft rotation, the function of the spark actuator module may 126 be synchronized with the crankshaft angle. The generation of the spark can be called ignition. The spark actuator module 126 may have the ability to change the ignition timing for each firing event. The igniter actuator module 126 may postpone the ignition timing for a next ignition if the ignition timing has changed between a last ignition and the next ignition. The igniter actuator module 126 can disable the ignition for deactivated cylinders.

During the combustion stroke, combustion of the air / fuel mixture drives the piston from the TDC, thereby driving the crankshaft. The combustion stroke may be referred to as the time between the moment the piston reaches TDC and the moment when the piston reaches bottom dead center (BDC). During the exhaust stroke, the piston moves away from the BDC and pushes the waste combustion products through an exhaust valve 130 out. The combustion waste products are removed from the vehicle via an exhaust system 134 pushed out.

The inlet valve 122 can through an intake camshaft 140 be controlled while the exhaust valve 130 through an exhaust camshaft 142 can be controlled. In various implementations, multiple intake camshafts (including the intake camshaft 140 ) several intake valves (including the intake valve 122 ) for the cylinder 118 control and / or can the intake valves (including the intake valve 122 ) of several cylinder banks (including the cylinder 118 ) Taxes. In a similar way can have multiple exhaust camshafts (including the exhaust camshaft 142 ) several exhaust valves for the cylinder 118 control and / or can exhaust valves (including the exhaust valve 130 ) of several cylinder banks (including the cylinder 118 ) Taxes. In various implementations, the inlet valve 122 and / or the exhaust valve 130 be controlled by other devices than camshafts, such as. B. by camless valve actuators. The cylinder actuator module 120 can the cylinder 118 by deactivating the opening of the inlet valve 122 and / or the exhaust valve 130 deactivate.

The time when the inlet valve 122 can be opened in relation to the TDC of the piston by an intake cam phaser 148 be varied. The time when the exhaust valve 130 can be opened relative to the TDC of the piston by an exhaust cam phaser 150 be varied. An adjuster actuator module 158 can the intake cam adjuster 148 and the exhaust cam adjuster 150 based on signals from the ECM 114 Taxes. When implemented, a variable valve train (not shown) may also be provided by the phaser actuator module 158 to be controlled.

The engine system 100 may include a turbocharger, which in turn is a hot gas turbine 160-1 that includes by the exhaust system 134 flowing hot exhaust gases is driven. The turbocharger also includes a cold air compressor 160-2 from the turbine 160-1 is driven. The compressor 160-2 compresses the in the throttle valve 112 guided air. In various implementations, a crankshaft driven turbocharger (not shown) may supply the air from the throttle valve 112 compress and the compressed air into the intake manifold 110 transport.

A wastegate 162 can the exhaust gases on the turbine 160-1 and thereby reduce the boost pressure generated by the turbocharger (the amount of intake air compression). The boost pressure actuator module 164 It can regulate turbocharger boost by opening the wastegate valve 162 controls. Various implementations may include one or more of the boost pressure actuator module 164 controlled turbocharger include.

An air cooler (not shown) may transfer heat from the compressed charge air to a cooling medium, such as air. As engine coolant or air transferred. An air cooler that cools the compressed charge air using the engine coolant may be referred to as an intercooler. An air cooler that cools the compressed charge air using air may be referred to as a charge air cooler. The compressed charge air can z. B. by compression and / or other components of the exhaust system 134 be heated. Although they are shown separately for the sake of illustration, the turbine can 160-1 and the compressor 160-2 be connected together and direct the intake air in the vicinity of hot exhaust gases.

The engine system 100 can an exhaust gas recirculation valve (EGR) 170 include the exhaust gas selectively to the intake manifold 110 returns. The EGR valve 170 can be upstream of the turbine 160-1 be positioned of the turbocharger. The EGR valve 170 may be from an EGR actuator module 172 based on signals from the ECM 114 to be controlled.

A position of the crankshaft may be determined using a crankshaft position sensor 180 be measured. A rotational speed of the crankshaft (engine speed) may be determined based on the crankshaft position. A temperature of the engine coolant may be determined using an engine coolant temperature (ECT) sensor. 182 be measured. The ECT sensor 182 can be inside the engine 102 or at other locations where the coolant is circulated, such as a radiator (not shown).

The pressure in the intake manifold 110 can be measured using a manifold absolute pressure (MAP) sensor 184 be measured. In various implementations, this may be the difference between the ambient air pressure and the pressure in the intake manifold 110 existing engine vacuum to be measured. The mass flow rate of air passing through the intake manifold 110 can flow using an air flow mass (MAF) sensor 186 be measured. In different implementations, the MAF sensor 186 be positioned in a housing that also has the throttle valve 112 includes.

The throttle actuator module 116 can the position of the throttle valve 112 using one or more Throttle Position Sensors (TPS) 190 monitor. The temperature of the engine 102 supplied ambient air may be detected using an intake air temperature (IAT) sensor 192 be measured. The engine system 100 can also have one or more other sensors 193 , such as an ambient humidity sensor, one or more knock sensors, a compressor outlet pressure sensor and / or a throttle inlet pressure sensor, a wastegate position sensor, an EGR position sensor, and / or one or more other suitable sensors. The ECM 114 can use signals from the sensors to make control decisions for the engine system 100 hold true.

The ECM 114 can with a transmission control module 194 communicate to the To coordinate gear changes in a transmission (not shown). For example, the ECM 114 reduce the engine torque during a gear change. The ECM 114 can with a hybrid control module 196 related to the operation of the internal combustion engine 102 and an electric motor 198 to coordinate.

The electric motor 198 may also operate as a generator and for generating electrical energy for use by electrical systems and / or for storage in a battery. In different applications, different functions of the ECM 114 , the transmission control module 194 and the hybrid control module 196 be integrated into one or more modules.

Any system that affects a motor parameter may be referred to as a motor actuator. For example, the throttle actuator module 116 the opening of the throttle valve 112 adjust to achieve a desired opening cross-section of the throttle valve. The ignition actuator module 126 controls the spark plugs so that a Sollzündzeitpunkt is achieved in relation to the top dead center of the piston. The fuel actuator module 124 controls the fuel injectors to achieve certain fueling setpoints. The displacer actuator module 158 Can the intake and exhaust cam adjusters 148 and 150 control so that each Sollverstellerwinkel for intake and exhaust cams are achieved. The EGR actuator module 172 can the EGR valve 170 control so that a target opening area for the EGR is achieved. The boost pressure actuator module 164 controls the wastegate 162 such that a target opening cross section for the wastegate valve is achieved. The displacement actuator module 120 controls the cylinder deactivation so that a target number of activated and deactivated cylinders is reached.

The ECM 114 generates the setpoints for the motor actuators to cause the motor 102 can generate a desired engine output torque. The ECM 114 generates the setpoints for the motor actuators using Model Predictive Control (MPC), as discussed in greater detail below.

With reference to 2 A functional block diagram of an exemplary engine control system is illustrated. An exemplary implementation of the ECM 114 includes a driver torque module 202 , an axle torque arbitration module 204 and propulsion torque arbitration module 206 , The ECM 114 can be a hybrid optimization module 208 include. The ECM 114 can also be a reserve / load module 220 , a torque request module 224 , an air control module 228 , an ignition control module 232 , a displacement control module 236 and a fuel control module 240 include.

The driver torque module 202 may be a driver torque request 254 based on a driver input 255 from the driver input module 104 determine. The driver input 255 for example, based on an accelerator pedal or brake pedal position. The driver input 255 may also be based on cruise control, which may be an adaptive cruise control system that varies vehicle speed to maintain a predetermined following distance. The driver torque module 202 may store one or more accelerator pedal position mappings to setpoint torques and the driver torque request 254 determine based on a selected association.

An axle torque arbitration module 204 arbitrates between the driver torque request 254 and other axle torque requirements 256 , The axle torque (torque at the wheels) may be generated from various sources, including an engine and / or an electric motor. For example, the axle torque request 256 include a torque reduction requested by a traction control system when positive wheel slip is detected. Positive wheel slip occurs when the axle torque overcomes the friction between the wheels and the road surface and the wheels begin to slip on the road surface. The axle torque requirements 256 may also include a torque boost request to counteract negative wheel slip that occurs when a tire of the vehicle is slipping in the opposite direction relative to the road surface because the axle torque is negative.

The axle torque request 256 may also include brake management requirements and overspeed vehicle torque requests. Brake management requests may reduce the axle torque to ensure that the axle torque does not exceed the ability of the vehicle stop brakes when the vehicle stops. Over-speed vehicle torque requests may reduce the axle torque to prevent the vehicle from exceeding a predetermined speed. The axle torque requirements 256 can also be generated by vehicle stability control systems.

The axle torque arbitration module 204 gives a predicted torque request 257 and a current torque request 258 based on the result of the arbitration between the received torque requests 254 and 256 out. As described below, the predicted and current torque requests 257 and 258 from the axle torque arbitration module 204 selectively from other modules of the ECM 114 adjusted before they are used to control the motor actuators.

In general, the current torque request 258 be an amount of the currently desired axle torque during the predicted torque request 257 may be an amount of axle torque that will be required shortly. The ECM 114 controls the engine system 100 for generating an axle torque equal to the current torque request 258 , Different setpoint combinations, however, can result in the same axle torque. The ECM 114 can therefore adjust the setpoints to make a faster transition to the predicted torque request 257 while maintaining the axle torque at the current torque request 258 ,

In various implementations, the predicted torque request may be 257 based on the driver torque request 254 be determined. The current torque request 258 may under some circumstances be lower than the predicted torque request 257 when, for example, the driver torque request 254 Wheel slippage caused on an icy surface. In such cases, a traction control system (not shown) may reduce over the instantaneous torque request 258 request, and the ECM 114 reduces the engine output torque to the current torque request 258 , The ECM 114 However, the reduction takes place, so the engine system 100 quickly continue the predicted torque request 257 can generate as soon as the wheel slip stops.

In general, the difference between the current torque request 258 and the (generally higher) predicted torque request 257 be referred to as torque reserve. The torque reserve may be the amount of additional torque (above the current torque request 258 ), whose generation is the engine system 100 can start with minimal delay. Fast motor actuators are used to increase or decrease the current axle torque with minimal delay. Fast motor actuators are defined as opposed to slow motor actuators.

In general, fast motor actuators can change the axle torque faster than slow motor actuators. Slow actuators can respond more slowly to changes in their respective setpoints than fast actuators. For example, a slow actuator may include mechanical components that take time to change from one position to another in response to a set point change. A slow actuator may also be characterized by the amount of time it takes for the axle torque to change after the slow actuator has started to implement the changed setpoint. This period of time is generally longer with slow actuators than with fast actuators. In addition, it may take longer for the axle torque to fully respond to the slow actuator change, even after the change process has begun.

For example only, the igniter actuator module 126 to be a fast actuator. Spark ignition engines can burn fuels, such as gasoline and ethanol, which are ignited by sparks. In contrast, the throttle actuator module 116 be a slow actuator.

For example, the Zündstellgliedmodul 126 vary the ignition timing for a next ignition when the ignition timing is changed between a last ignition and the next ignition. In contrast, changes in throttle opening may take longer to affect engine output torque. The throttle actuator module 116 Changes the opening of the throttle by adjusting the angle of the wing of the throttle valve 112 , Therefore, when changing the target value for the opening of the throttle valve moves 112 the throttle valve 112 with mechanical delay from its previous position to a new position in response to the change. In addition, airflow changes based on the throttle opening are dependent on delays in the airflow in the intake manifold 110 , Furthermore, the increased air flow in the intake manifold 110 only noticeable as an increase in engine output torque when the cylinder 118 in the next intake stroke receives additional air, these compressed and the combustion cycle begins.

With these actuators as an example, a torque reserve can be established by adjusting the throttle opening to a value that is appropriate to the engine 102 allows the predicted torque request 257 to create. In the meantime, the ignition timing may be based on the current torque request 258 set below the predicted torque request 257 lies. Although the throttle opening sufficient air flow for the engine 102 generated around the predicted torque request 257 The spark timing is based on the current torque request 258 delayed (and thus reduces the torque). The engine output torque is therefore equal to the current torque request 258 ,

If additional torque is required, the spark timing may be based on the predicted torque request 257 or a torque between the predicted and current torque requests 257 respectively. 258 be set. At the following ignition timing, the ignition actuator 126 reset the ignition timing to an optimal value, which is the engine 102 allows to produce the full engine output torque possible with the existing airflow. The engine output torque can therefore quickly respond to the predicted torque request 257 be increased without experiencing delays by changing the throttle opening.

The axle torque arbitration module 204 may be the predicted torque request 257 and the current torque request 258 to a propulsion torque arbitration module 206 output. In various implementations, the axle torque arbitration module may 204 the predicted and the instantaneous torque request 257 and 258 to the hybrid optimization module 208 output.

The hybrid optimization module 208 can determine how much torque from the engine 102 and how much torque from the electric motor 198 should be produced. The hybrid optimization module 208 then gives changed predicted and instantaneous torque requests 259 respectively. 260 to the propulsion torque arbitration module 206 out. In various implementations, the hybrid optimization module may 208 in the hybrid control module 196 be implemented.

The from the propulsion torque arbitration module 206 received predicted and instantaneous torque requests are converted from an axle torque range (torque at the wheels) into a propulsion torque range (torque at the crankshaft). This conversion may occur before, after, as part of or in lieu of the hybrid optimization module (s). 208 respectively.

The propulsion torque arbitration module 206 arbitrates between propulsion torque requests 290 including the converted predicted and instantaneous torque requests. The propulsion torque arbitration module 206 generates an arbitrated predicted torque request 261 and an arbitrated instantaneous torque request 262 , The arbitrated torque requirements 261 and 262 may be generated by selecting a priority torque request from received torque requests. Alternatively or additionally, the arbitrated torque requests may be generated by changing one of the received requests based on one or more received torque requests.

For example, the propulsion torque requirements 290 Torque reductions to protect against engine overspeed, torque increases for anti-lock and the transmission control module 194 To adjust the gear change requested torque decreases include. The propulsion torque requirements 290 may also be a result of a clutch fuel cut that reduces engine output torque to prevent an increase in engine speed when the driver is operating the clutch pedal in a manual transmission vehicle.

The propulsion torque requirements 290 may also include an engine shutdown request that is initiated upon detection of a critical fault. By way of example only, critical errors may include detecting vehicle theft, stuck starter motor, electronic throttle control problems, and unexpected torque increases. In various implementations, the engine shutdown request is selected as a priority request when an engine shutdown request is present. If the engine shutdown request is present, the propulsion torque arbitration module may 206 zero as the predicted and instantaneous torque request 261 and 262 output.

In various implementations, the engine shutdown request may simply be the engine 102 disconnect separately from the Arbitierprozess. The propulsion torque arbitration module 206 may still receive the engine shutdown request so that, for example, appropriate data may be sent as feedback to other torque requesters. For example, all other torque requestors can be informed that they have been classified as subordinate in the arbitration.

The reserve / load module 220 receives the arbitrated predicted and current torque requests 261 and 262 , The reserve / load module 220 can the arbitrated predicted and instantaneous torque requests 261 and 262 adjust to provide a torque reserve and / or to compensate for one or more loads. The reserve / load module 220 then gives the adjusted predicted and instantaneous torque requests 263 and 264 to the torque request module 224 out.

For example only, a catalyst ignition process or a cold start emission reduction process may require a delayed ignition timing. The reserve / load module 220 may therefore be the adjusted predicted torque request 263 about the adjusted instantaneous torque request 264 Increase to retard the ignition timing for the cold start emission reduction process. In another example, the engine air / fuel ratio and / or air mass flow rate may be directly altered, such as by intrusive diagnostic equivalent ratio tests and / or new engine emptying. Before starting these processes, a torque reserve may be built up or increased to rapidly compensate for engine output torque drops caused by the expansion of the air / fuel mixture during these processes.

The reserve / load module 220 may also build and increase a torque reserve in anticipation of a future load, such as the function of a power steering pump or the engagement of an air-conditioning (A / C) compressor clutch. The reserve for engaging the A / C compressor clutch may be established when the driver first turns on the air conditioner. The reserve / load module 220 may be the adjusted predicted torque request 263 to generate the torque reserve while maintaining the adjusted instantaneous torque request 264 unchanged. Then, when the A / C compressor clutch is engaged, the reserve / load module can 220 the adjusted instantaneous torque request 264 to increase the estimated load on the A / C compressor clutch.

The torque request module 224 receives the adjusted predicted and instantaneous torque request 263 and 264 , The torque request module 224 determines how the adjusted predicted and instantaneous torque requests 263 and 264 be achieved. The torque request module 224 can be engine type specific. For example, the torque request module 224 be implemented in various ways or use other control mechanisms in spark ignition engines than in auto-ignition engines.

In various implementations, the torque request module may be 224 Define a boundary between engine type-specific modules and modules that are common to all engine types. For example, the engine types may include spark igniter and diesel. Modules before the torque request module 224 like the propulsion torque arbitration module 206 , certain engine types may be common while the torque request module 224 and the following modules can be engine type-specific.

The torque request module 224 determines an air torque request 265 based on the adjusted predicted and current torque requests 263 and 264 , The air torque request 265 can be a braking torque. The braking torque may be referred to as the torque at the crankshaft under the current operating conditions.

Setpoints for airflow control of the engine actuators are based on the air torque request 265 certainly. In particular, the air control module determines 228 based on the air torque request 265 a wastegate valve setpoint opening area 266 , a throttle target opening cross section 267 , an EGR target opening cross section 268 , a phaser desired angle 269 for intake cams and a phaser desired angle 270 for exhaust cams. The air control module 228 determines the wastegate valve target opening area 266 , the throttle target opening area 267 , the EGR setpoint opening area 268 , the phaser desired angle 269 for intake cam and the phaser desired angle 270 for exhaust cams using model predicative control, as discussed further below.

The boost pressure actuator module 164 controls the wastegate 162 to the wastegate valve target opening area 266 to reach. For example, a first conversion module 272 the wastegate valve setpoint opening area 266 into a planned work cycle 274 which is responsible for the wastegate 162 is applied, and the boost pressure actuator module 164 can send a signal to the wastegate valve 162 based on the planned work cycle 274 output. In various implementations, the first conversion module 272 the wastegate valve setpoint opening area 266 in a wastegate setpoint position (not shown) and the wastegate setpoint position into the duty cycle desired duty cycle 274 convert.

The throttle actuator module 116 controls the throttle valve 112 such that the throttle opening target cross section 267 is reached. For example, a second conversion module 276 the throttle target opening cross section 267 into a planned work cycle 278 convert that to the throttle valve 112 is applied, and the throttle actuator module 116 can send a signal to the throttle valve 112 spend that on the scheduled work cycle 278 based. In various implementations may be the second conversion module 276 the throttle target opening cross section 267 in a desired throttle position (not shown) and the throttle valve target position in the desired working cycle 278 convert.

The EGR actuator module 172 controls the EGR valve 170 such that the EGR target opening cross section 268 is reached. For example, a third conversion module 280 the EGR target opening cross section 268 into a planned work cycle 282 convert to the EGR valve 170 is used, and the EGR actuator module 172 can send a signal to the EGR valve 170 based on the planned work cycle 282 output. In various implementations, the third conversion module 280 the EGR target opening cross section 268 in a target EGR position (not shown) and the EGR reference position in the desired working cycle 282 convert.

The phaser actuator module 158 controls the intake cam phaser 148 for adjusting the intake cam target phaser angle 269 , The phaser actuator module 158 also controls the exhaust cam phaser 150 to achieve the exhaust cam target phaser angle 270 , In various implementations, a fourth conversion module (not shown) may be included and convert the desired intake and exhaust cam phaser angles into desired intake and exhaust duty cycles. The phaser actuator module 158 may set the desired intake and exhaust working cycles to the intake and exhaust cam phasers 148 respectively. 150 output. In various implementations, the air control module may 228 determine a desired overlap factor and an effective desired lift, and the phaser actuator module 158 may be the intake and exhaust cam phaser 148 and 150 control so that the target overlap factor and the effective Sollhubraum be achieved.

The torque request module 224 may also have a spark request 283 , a cylinder shutdown request 284 and a fuel torque request 285 based on the predicted and the current torque request 263 and 264 to generate. The ignition control module 232 may based on the ignition torque request 283 determine the retardation of spark timing from an optimal spark timing (which reduces engine output torque). For example only, a torque ratio may be reversed to a target ignition timing 286 to reach. For a given torque request (T _Req ), the target ignition timing (S _T ) may be determined. 286 determined with the following values: S _T = f ^-1 (T _Req , APC, I, E, AF, T, #), (1) where APC is air per cylinder, I is an intake valve advance value, E is an exhaust valve advance value, AF is an air-fuel ratio, OT is an oil temperature, and # is the number of cylinders activated. This relationship can be represented in an equation and / or look-up table. The air / fuel ratio (AF) may be the current, from the fuel control module 240 displayed air / fuel ratio.

When the ignition timing is set to the optimum ignition timing, the resulting torque may be set as close as possible to the best maximum torque (MBT). The MBT refers to the maximum engine output torque generated for a given airflow when the spark advance, during the use of higher octane fuel than a predetermined octane number, and the use of stoichiometric fuel. The ignition timing at which the maximum torque occurs is called the MBT ignition timing. For example, the optimal spark timing may be due to inconsistent fuel quality (use of lower octane fuel) and environmental factors, such as: B. Humidity, slightly different from the MBT ignition timing. The engine output torque at the optimum ignition timing may therefore be lower than the MBT. For example only, a table of optimal spark timing associated with particular engine operating conditions may be established during a calibration phase of the vehicle design, and the optimum value is determined from the table based on current operating conditions.

The cylinder stop torque request 284 can from the cylinder control module 236 used to determine a target number of cylinders 287 to disable. In various implementations, a target number of cylinders may be used to activate. The cylinder actuator module 120 Activates and deactivates the valves of the cylinder selectively based on the target number 287 ,

The cylinder control module 236 can also use the fuel control module 240 instruct to adjust the provision of fuel to deactivate the cylinder and can the ignition control module 232 instruct to discontinue the provision of ignition to deactivate the cylinder. The ignition control module 232 may adjust the provision of ignition to a cylinder when a fuel / air mixture already present in the cylinder has been burned.

The fuel control module 240 For example, the amount of fuel provided to each cylinder may be based on the fuel torque request 285 vary. In particular, the fuel control module 240 Fuel supply target parameters 288 based on the fuel torque request 285 to generate. The fueling target parameters 288 may include, for example, the target fuel mass, the injection start target timing, and the target number of fuel injections.

In normal operation, the fuel control module 240 operate in an air-determined mode in which the fuel control module 240 seeks to maintain a stoichiometric air / fuel ratio by controlling fuel delivery based on the airflow. For example, the fuel control module 240 determine a setpoint air mass at which stoichiometric combustion occurs when combined with a current air mass per cylinder (APC).

3 FIG. 4 is a functional block diagram of an example implementation of the air control module. FIG 228 , With reference to 2 and 3 As discussed above, the air torque request 265 be a braking torque. A torque conversion module 304 converts the air torque request 265 from braking torque to base torque. The torque request resulting from the base torque conversion is referred to herein as the base air torque request 308 designated.

Basic torques may be that at the crankshaft during engine operation 102 Torque-rated torque can be referred to while the engine is running 102 is warm and the engine 102 not subject to torque loads from accessories such as an alternator or A / C compressor. The torque conversion module 304 can the air torque request 265 in the base air torque request 308 For example, using assignment or a function that assigns braking torques to base moments. In various implementations, the torque conversion module 304 the air torque request 265 in another appropriate torque type, such. B. an indexed torque convert. An indicated torque may be referred to as a torque on the crankshaft based on the work done in the combustion in the cylinders.

An MPC module 312 generates the setpoints 266 - 270 using Model Predictive Control (MPC). The MPC module 312 may be a single module or comprise multiple modules. For example, the MPC module 312 a sequence determination module 316 include. The sequence determination module 316 determines possible sequences of the setpoints 266 - 270 , which are used together during the future N control circuits. Each of the sequence determination module 316 certain possible sequences include a sequence of N values for each of the setpoints 266 - 270 , In other words, each possible sequence includes a sequence of N values for the wastegate setpoint port area 266 , a sequence of N values for the throttle target port area 267 , a sequence of N values for the EGR target port area 268 , a sequence of N values for the intake cam target phaser angle 269 and a sequence of N values for the exhaust cam target phaser angle 270 , Each of the N values represents a corresponding value of the future N control loops. N is an integer greater than or equal to one.

A predictive module 323 determines predicted reactions of the engine 102 to the possible sequences of the setpoints 266 - 270 based on a mathematical model 324 of the motor 102 , exogenous inputs 328 and feedback inputs 330 , In particular, the prediction module generates 323 based on a possible sequence of setpoints 266 - 270 , exogenous inputs 328 and the feedback inputs 330 using the model 324 a sequence of predicted torques of the motor 102 for the N control loops, a sequence of predicted APC values for the N control loops, a sequence of predicted sets of external dilution for the N control loops, a sequence of predicted residual dilution sets for the N control loops, a sequence of predicted combustion phase adjustment values for the N control loops and a sequence of predicted combustion quality values for the N control loops. While an example of generating the predicted torque, predicted APC, predicted external dilution, predicted residual dilution, predicted combustion phasing and predicted combustion quality is described, the predicted parameters may include one or more predicted engine operating parameters.

The model 324 For example, it may include a function or assignment that is calibrated based on characteristics of the engine 102 , The dilution may be referred to as an amount of exhaust gas from a previous combustion that remains in a cylinder when burned. The external dilution may relate to exhaust gas via the EGR valve 170 is initiated for combustion. Residual water dilution may refer to exhaust gas remaining in a cylinder or exhaust gas remaining after the exhaust stroke of a cylinder Burning clocks is pushed back into the cylinder. Residual dilution can also be termed internal dilution.

Combustion phasing may relate to a crankshaft position wherein a predetermined amount of injected fuel burns in a cylinder relative to a predetermined crankshaft position for combustion of the predetermined amount of injected fuel. For example, combustion phasing may be expressed as CA50 in relation to a predetermined CA50. CA50 can refer to a crankshaft angle (CA) where 50 percent of a mass of injected fuel was burned in a cylinder. The predetermined CA50 may correspond to a CA50 at which a maximum amount of work is done on the injected fuel and in various implementations may be about 8.5 - about 10 degrees after TDC (top dead center). While the combustion phasing is discussed in terms of the CA50 values, another suitable parameter that is meaningful for combustion phasing may be used. In addition, another appropriate parameter that is meaningful for combustion quality may be used, while combustion quality is discussed as the coefficient of variation (COV) of the indicated mean effective pressure (IMEP).

Exogenous inputs 328 may include parameters that are not directly from the throttle valve 112 , the EGR valve 170 , the turbocharger, intake cam phaser 148 and the exhaust cam phaser 150 to be influenced. For example, the exogenous inputs 328 engine speed, turbocharger inlet air pressure, IAT and / or one or more other parameters. The feedback inputs 330 For example, an estimated output torque of the engine 102 , an exhaust pressure downstream of the turbine 160-1 the turbocharger, the IAT, an APC engine 102 , an estimated residual dilution, an estimated external dilution, and / or one or more other suitable parameters. The feedback inputs 330 can be measured with sensors (eg the IAT) and / or estimated based on one or more other parameters.

A cost module 332 determines a cost value for each of the possible sequences of the setpoints 266 - 270 based on the predicted reference values determined for a possible sequence 356 , An example cost determination will be discussed below.

A selection module 344 selects one of the possible sequences of the setpoints 266 - 270 based on the respective cost of the possible sequences. For example, the selection module 344 select the one possible sequence with the least cost, which at the same time the actuator constraints 348 and the output restrictions are met 352 ,

In various implementations, the fulfillment of the actuator constraints 348 and output constraints to be considered in determining the cost. In other words, the cost module 332 the cost values further based on the actuator constraints 348 and output restrictions 352 determine. As discussed below, the selection module becomes 344 depending on how the cost values are determined, select the one of the possible sequences that best suits the base air torque request while minimizing fuel consumption 308 subject to the actuator limitations 348 and output restrictions 352 ,

The selection module 344 can the setpoints 266 - 270 to the first N values of the selected possible sequence. In other words, the selection module 344 the wastegate valve setpoint opening area 266 at the first of the N values in the sequence of N values for the waste gate valve setpoint opening area 266 set, the throttle target opening cross-section 267 at the first of the N values in the sequence of N values for the desired throttle opening area 267 set, the EGR setpoint opening cross-section 268 at the first of the N values in the sequence of N values for the EGR target port area 268 set the intake cam target phaser angle 269 at the first of the N values in the sequence of N values for the intake cam target phaser angle 269 set and the exhaust cam set phaser angle 270 at the first of the N values in the sequence of N values for the exhaust cam target phaser angle 270 put.

In a next loop identifies the MPC module 312 possible sequences, generates the predicted parameters for the possible sequences, determines the cost of each of the possible sequences, selects one of the possible sequences, and sets the target values 266 - 270 to the first set of setpoints 266 - 270 in the selected possible sequence. This process continues for each loop.

An actuator restriction module 360 (please refer 2 ) sets the actuator constraints 348 for each setpoint 266 - 270 , In other words, the actuator restriction module sets 360 Actuator limitations for the throttle valve 112 Actuator Limitations for the EGR Valve 170 Actuator Restrictions for the Wastegate 162 Actuator Limitations for Intake cam phaser 148 and actuator limitations for the exhaust cam phaser 150 ,

The actuator limitations 348 for each setpoint 266 - 270 may include a maximum value for a connected setpoint and a minimum value for that setpoint. In addition, the actuator limitations 248 include a rate of change for a connected setpoint. The actuator restriction module 360 may be the actuator limitations 348 generally set for the associated actuators to a predetermined operating ranges. In particular, the actuator restriction module may 360 the actuator limitations 348 generally to predetermined operating ranges respectively for the throttle valve 112 , the EGR valve 170 , the wastegate 162 , the intake cam phaser 148 and the exhaust cam phaser 150 put.

The actuator restriction module 360 however, may have one or more actuator limitations 348 selectively adjust in certain circumstances. For example, the actuator restriction module 360 adjust the actuator constraints for a given actuator to limit the operating range for that motor actuator when a fault is detected in that motor actuator. For just another example, the actuator restriction module may be 360 set the actuator constraints so that the setpoint for a given actuator follows a predetermined schedule or changes by a predetermined one, such as a fault diagnosis such as a cam phaser fault diagnosis, a throttle diagnosis, an EGR diagnosis, etc. predetermined timing or a change by a predetermined amount, the actuator restriction module may 360 set the minimum and maximum values to the same value. The minimum and maximum values set to the same value may require the corresponding setpoint to be set to the same value as the minimum and maximum values. The actuator restriction module 360 may vary the same value to which the minimum and maximum values are set over time so that the setpoint follows a predetermined schedule.

An output restriction module 364 (please refer 2 ) sets the output restrictions 352 for the predicted torque output of the engine 102 , the predicted CA50, the predicted COV of the IMEP, the predicted residual dilution and the predicted external dilution. The output restrictions 352 for each predicted value may include a maximum value for a connected predicted parameter and a minimum value for that predicted parameter. For example, the output restrictions 352 a minimum torque, a maximum torque, a minimum CA50 and a maximum CA50, a minimum IMEP-COV and a maximum IMEP-COV, a minimum residual dilution and a maximum residual dilution and a minimum external dilution and a maximum external dilution.

The output restriction module 364 may generally have the respective output restrictions 352 set in advance certain ranges for the associated predicted parameters. The output restriction module 364 however, may have one or more output restrictions 352 vary under certain conditions. For example, the output restriction module 364 delay the maximum CA50 when knocking in the engine 102 occur. For another example, the output restriction module 364 increase the maximum IMEP-COV under low load conditions, such as during engine idle, when a higher IMEP-COV may be required to achieve a given torque.

A reference value module 368 (please refer 2 ) generates the reference values 356 for the respective nominal values 266 - 270 , The reference values 356 include a reference value for each of the setpoints 266 - 270 , In other words, the reference values include 356 a wastegate opening cross-sectional reference, a throttle opening cross-sectional reference, an EGR valve opening area reference, an intake cam phaser angle reference, and an exhaust cam phaser angle reference.

The reference value module 368 can the reference values 356 for example, based on the air torque request 265 and / or the base air torque request 308 determine. The reference values 356 provide references for setting the respective setpoints 266 - 270 ready. The reference values 356 can be used to determine the cost values for possible sequences, as discussed further below. The reference values 356 may also be used for one or more other reasons, such as from the sequence determination module 316 for determining possible sequences.

Instead of or in addition to generating sequences of possible setpoints and determining the cost of each of these sequences can the MPC module 312 identify a sequence of possible lowest cost setpoints using convex optimization techniques. For example, the MPC module 312 the setpoints 266 - 270 using a quadratic program (QP) solver such as the Dantzig QP solver. In another example, the MPC module 312 a graph of the cost values for the possible sequences of the setpoints 266 - 270 and, based on the slope of the curve, identify a sequence of possible setpoints with the lowest cost. The MPC module 312 may then test the sequence of possible setpoints to determine if the set of possible setpoints satisfies the actuator constraints 348 and the output restrictions 352 Fulfills. If that is the case, the MPC module can 312 the setpoints 266 - 270 each set to the first of the N values of this selected possible sequence, as described above.

If the actuator limitations 348 and / or the output restrictions 352 are not met, selects the MPC module 312 another sequence of possible setpoints with the second lowest cost, and tests this sequence of possible setpoints to satisfy the actuator constraints 348 and the output restrictions 352 , The process of selecting a sequence and testing the sequence to satisfy the actuator constraints 348 and the output restrictions 352 can be referred to as an iteration. Multiple iterations can be performed in each loop.

The MPC module 312 performs iterations until a sequence with the least cost that the actuator constraints 348 and the output restrictions 352 fulfilled, is identified. This is how the MPC module chooses 312 the sequence of possible setpoints with the lowest cost values representing the actuator constraints 348 and the output restrictions 352 fulfill. If a sequence can not be identified, the MPC module can 312 indicate that no solution is available.

The cost module 332 may be the cost of the possible sequences of the setpoints 266 - 270 determining based on relationships between: the predicted torque and the base air torque requests 308 , the predicted APC and a pre-determined APV; the possible setpoints and the respective actuator limitations 348 , the other predicted parameters and the respective output restrictions 352 as well as the possible setpoints and the respective reference values 356 , The relationships can be weighted, for example, to control the impact of each relationship on the costs.

Just as an example, the cost module 332 the cost of a possible sequence of setpoints 266 - 270 determine based on the following relationships: Cost = Σ N / i = 1ρε ² + ∥wT _i · (TP _i - BATR) ∥ ² + ∥wA _i · (APCP _i - MinAPC) ∥ ² + ∥ wTO _i · (PTTOi - TORef) ∥ ² + ∥ wWG _i · (PTWGOi - EGORef) ∥ ² + ∥wEGR _i · (PTEGROi - EGRORef) ∥ ² + ∥wIP _i · (PTICPi - ICPRef) ∥ ² + ∥wEP _i · (PTECPi - ECPRef) ∥ ² , depending on the actuator limitations 348 and the output restrictions 352 , Cost is the cost of the possible sequence of setpoints 266 - 270 , TPi is the predicted torque of the engine 102 for an i-th of the N control loops, BATR is the base air torque request 308 and wTi is a weighting value for the i-th of the N control loops. The weighting value wTi is determined by the relationship between the predicted torque for the i-th of the N control loops and the base air torque request 308 connected. APCPi is a predicted APC for the i-th of the N control loops, MinAPC is the pre-determined APC minimum value, and wAi is for the i-th of the N control loops. The weight value wAi is associated with the relationship between the predicted APC for the i-th of the N control loops and the predetermined APC.

PTTOi is a possible target throttle opening for the i-th of the N control loops, TORef is the reference throttle opening and wTOi is on Weighting value for the i-th of the N control loops. The weight value wTOi is associated with the relationship between the possible target throttle opening for the i-th of the N control loops and the reference throttle opening. PTWGOi is a potential target wastegate opening for the i-th of the N control loops, WGORef is the reference wastegate opening, and wWGi is a weighting value for the i-th of the N control loops. The weighting value wWGi is associated with the relationship between the potential target wastegate opening for the ith N control loop and the reference wastegate opening.

PTEGROi is a possible target EGR port for the i-th of the N control loops, EGRRef is the reference EGR port and wEGRi is a weighting value for the i-th of the N control loops. The weight value wEGRi is linked to the relationship between the possible target EGR opening for the ith N control loop and the reference EGR opening. PTICi is a possible target intake cam phaser angle for the i-th of the N control loops, ICPRef is the reference intake cam phaser angle and wIPi is a weighting value for the i-th of the N control loops. The weighting value wIPi is linked to the relationship between the possible target intake cam phaser angle for the i-th of the N control loops and the reference intake cam phaser angle. PTECi is a possible target exhaust cam phaser angle for the i-th of the N control loops, ECPRef is the reference exhaust cam phaser angle, and wEPi is a weighting value for the i-th of the N control loops. The weighting value wEPi is linked to the relationship between the possible target exhaust cam phaser angle for the i-th of the N control loops and the reference exhaust cam phaser angle.

ρ is a weighting value that complies with the output constraints 352 is connected. Ε is a variable that is the cost module 332 can set based on whether the output restrictions 352 be fulfilled. For example, the cost module 332 Increase ε when a predicted parameter is greater or less than the corresponding minimum or maximum value (eg, at least a predetermined value). The cost module 332 can set ε to zero if all output restrictions 352 are fulfilled. ρ may be greater than the weight value wTi, the weight value wAi, and other weighting values (wTOi, wWGi, wEGRi, wIPi, wEPi) such that the costs determined for a possible sequence are high, if one or more output constraints 352 are not fulfilled. This can help prevent the selection of a possible sequence if one or more output restrictions 352 are not fulfilled.

The weighting value wTi may be greater than the weighting value wAi and the weighting values wTOi, wWGi, wEGRi, wIPi and wEPi. In this way, the relationship between the predicted engine torque and the base air torque request 308 a greater impact on the cost and therefore on the selection of a possible sequence, as discussed below. The cost increases as the difference between the predicted engine torque and the base air torque request 308 rises and vice versa.

The weighting value wAi may be smaller than the weighting value wTi and greater than the weighting values wTOi, wWGi, wEGRi, wIPi and wEPi. In this way, the relationship between the predicted APC and zero has a large impact on the cost, but less than the relationship between the predicted engine torque and the base air torque request 308 , The cost increases as the difference between the predicted APC and the predetermined APC minimum increases, and vice versa. For example only, the predetermined minimum APC value may be zero or some other suitable value.

Determining the cost based on the difference between the predicted APC and the predetermined minimum APC value assists in ensuring that the APC is minimized. Lowering the APC lowers fuel consumption because fueling is controlled based on the actual APC to achieve a desired fuel / air mixture. Because the selection module 344 Among the possible sequences, the one with the lowest cost can select, the selection module 344 select the sequence among the possible sequences that best suits the base air torque requirement 308 while minimizing APC. While the example of minimizing the APC is discussed in various implementations, an efficiency parameter can be predicted and maximized. For example, the efficiency parameter may be predicted torque divided by the predicted APC or a predicted fuel consumption.

The weighting values wTOi, wWGi, wEGRi, wIPi and wEPi may be smaller than all other weighting values. In this way, the setpoints can 266 - 270 in stationary operation in the vicinity or on the reference values 356 level off. In transient operation, the MPC module 312 however, the setpoints 266 - 270 at a distance from the reference values 356 adjust to the base air torque request 308 minimizing APC and meeting actuator constraints 348 and the output restrictions 352 ,

The cost module 332 can calculate the weighting values ρ, wTi, wAi, wTOi, wWGi, wEGRI, wIPi, and wEPi from a weighting value module 380 receive. The weighting module 380 may be the weighting values wTOi, wWGi, wEGRi, wIPi, and / or wEPi for each of the N control loops based on a corresponding one of the reference values 356 and determine a corresponding control loop number i. For example, the weighting module 380 one of the weighting values wTOi, wWGi, wEGRi, wIPi, and wEPi depending on the control loop number i based on an expected change of one of the corresponding reference values 356 to adjust. Similarly, the weighting module 380 the weighting value wTi as a function of the control loop number i based on an expected change in the base air torque request 308 to adjust. Likewise, the weighting value module 380 adjust the weight value wAi depending on the control loop number i based on an expected change of the predetermined APC minimum value.

The N control circuits for which the cost module 332 determines the cost, may include a current control loop and N - 1 future control loops. The number of future control cycles for which the costs are determined can be referred to as the control horizon. The weighting module 380 can receive the number N of control loops for which the cost of the cost module 332 be determined. In various implementations, the cost module 332 determine the weighting values ρ, wT, wA, wTO, wWG, wEGR, wIP, and / or wEP in the manner described herein, and the weighting modulus 380 can be omitted.

With reference to 4 begins an example method for controlling the throttle valve 112 , the intake cam phaser 148 , the exhaust cam phaser 150 , the wastegate valve 162 (and thus the turbocharger) and the EGR valve 170 using MPC (Model Predictive Control) 402 , at 404 determines the torque request module 224 the air torque request 265 based on the adjusted predicted and current torque request 263 and 264 ,

at 408 converts the torque conversion module 304 the air torque request 265 in the base air torque request 308 or another suitable torque type for use by the MPC module 312 around. at 408 determines the sequence determination module 316 possible sequences of the setpoints 266 - 270 based on the base air torque request 308 ,

at 410 determines the prediction module 323 the predicted parameters for each of the possible sequences of the setpoints. The prediction module 323 determines the predicted parameters for the possible sequences based on the model 324 of the motor 102 , the exogenous inputs 328 and the feedback inputs 330 , In particular, the prediction module generates 323 based on a possible sequence of setpoints 266 - 270 , exogenous inputs 328 and the feedback inputs 330 using the model 324 a sequence of predicted torque of the engine 102 for N control loops, a sequence of predicted APCs for N control loops, a sequence of predicted amounts of external dilution for N control loops, a sequence of predicted residual dilution sets for N control loops, a sequence of predicted combustion phasors for N control loops, and a sequence of predicted combustion quality values for N control circuits.

at 411 determines the weighting module 380 the weighting values wTi, wAi, wTOi, wWGi, wEGRi, wIPi and / or wEPi for each of the N control loops. The N control loops may include the current control loop (or current iteration) and N - 1 future control loops (or future iterations). The weighting module 380 may be the weighting values wTOi, wWGi, wEGRi, wIPi and / or wEPi for the i-th of the N control loops based on a corresponding one of the reference values 356 and a corresponding number of control cycles (or iteration number) i. For example, the weighting module 380 one of the weighting values wTOi, wWGi, wEGRi, wIPi and wEPi as a function of the control loop number (or iteration number) i based on an expected change of one of the corresponding reference values 356 to adjust. Similarly, the weighting module 380 the weighting value wTi depending on the control loop number i based on an expected change in the base air torque request 308 to adjust. Likewise, the weighting value module 380 adjust the weight value wAi in response to the control loop number i based on an expected change of the predetermined APC minimum value.

at 412 determines the cost module 332 the respective costs for the possible sequences. Just as an example, the cost module 332 the cost of a possible sequence of setpoints 266 - 270 based on the equation Cost = Σ N / i = 1ρε ² + ∥wT _i · (TP _i - BATR) ∥ ² + ∥wA _i · (APCP _i - 0) ∥ ² + ∥wTV _i · (PTTOi - TORef) ∥ ² + ∥ wWG _i · (PTWGOi - EGORef) ∥ ² + ∥wEGR _i · (PTEGROi - EGRORef) ∥ ² + ∥wIP _i · (PTICPi - ICPRef) ∥ ² + ∥wEP _i · (PTECPi - ECPRef) ∥ ² , determine, depending on the actuator constraints 348 and the output restrictions 352 as discussed above.

at 414 selects the selection module 344 one of the possible sequences of the setpoints 266 - 270 based on the cost of the possible sequences. For example, the selection module 344 select the one of the possible sequences with the least cost. The selection module 344 Therefore, one of the possible sequences that best chooses the base air torque request can be selected 308 met while minimizing the APC. Instead of or in addition to the determination of possible sequences of the setpoints 230 - 244 at 408 and determining the cost of each of the sequences 412 can the MPC module 312 identify a sequence of possible lowest cost setpoints using convex optimization techniques, as discussed above.

at 416 determines the MPC module 312 whether the sequence selected among the possible sequences is the actuator constraints 348 Fulfills. If the sequence selected among the possible sequences is the actuator constraints 348 fulfilled, the procedure comes in 418 further. Otherwise, the procedure comes on 420 continue where the MPC module 312 select the one of the possible sequences with the second lowest cost. The process then returns 416 back. In this way, the sequence with the lowest cost that uses the actuator constraints comes into play 348 Fulfills.

at 418 converts the first conversion module 272 the wastegate valve setpoint opening area 266 in the for the wastegate 162 desired working cycle to be applied 274 , the second conversion module 276 converts the throttle target opening cross section 267 in the for the throttle valve 112 desired working cycle to be applied 278 around. Also at 418 converts the third conversion module 280 the EGR target opening cross section 268 in the for the EGR valve 170 desired working cycle to be applied 282 around. Also at 418 The fourth conversion module converts the intake cam and exhaust cam target phaser angles 269 and 270 in each case for the intake and exhaust cam phasers 148 and 150 to be applied to the inlet and outlet duty cycle.

at 422 controls the throttle actuator module 116 the throttle valve 112 to the throttle target opening area 267 and the phaser actuator module 158 controls the intake and exhaust cam phasers 148 and 150 to each of the intake cam and exhaust cam target phaser angles 269 and 270 to achieve. For example, the throttle actuator module 116 at the planned working cycle 278 a signal at the throttle valve 112 Apply to the throttle target port area 267 to achieve.

Also at 422 controls the EGR actuator module 172 the EGR valve 170 to the EGR setpoint opening area 268 and the boost pressure actuator module 164 controls the wastegate 162 to the wastegate valve target opening area 266 to achieve. For example, the EGR actuator module 172 at the planned working cycle 282 a signal at the EGR valve 170 apply to the EGR setpoint opening area 268 and the boost pressure actuator module 164 can at the planned work cycle 274 a signal at the wastegate valve 162 apply to the wastegate valve setpoint opening area 266 to achieve. While the end of the procedure at 424 is shown can 4 represent a control loop, and iterations of the illustrated control loop can be carried out at a predetermined speed.

Referring now to 5 For example, an exemplary method is illustrated for adjusting the weighting values, the errors in the setpoint values 266 - 270 for the actuators of the engine 102 are assigned, in the control of the engine 102 using MPC (Model Predictive Control). As used herein, the errors of the setpoints 266 - 270 as differences between the setpoints 266 - 270 and the corresponding reference values 356 be designated. The procedure of 5 can be used in conjunction with procedures of 4 or independently. In an example of the former, the method of 5 can at 411 from 4 be executed. The procedure of 5 starts at 502 ,

at 504 generates the reference value module 368 each the reference values 356 for the setpoints 266 - 270 at each of the N control circuits. at 506 determines the weighting module 380 whether one or more of the reference values 356 to change with a future N control loop. If one or more reference values 356 If a change occurs in a future control loop, the procedure starts 508 further. Otherwise, the procedure comes on 510 further.

at 510 uses the weight value module 380 a fixed weighting value across the N control loops for each of the setpoint errors 266 - 270 , In other words for each of the errors of the setpoints 266 - 270 uses the weight value module 380 the same weighting value for each of the N control loops. An example of this is in 6A shown.

6A shows a reference value 602 for a motor actuator, a weighting value 604 and a setpoint 606 for the motor actuator, with respect to an X-axis 608 representing time (or a loop count) and a Y-axis 610 representing the size. at 612 that can represent a current loop (or future iteration) has the reference value 602 his first size. at 614 , which can represent a future loop (or future iteration), the size of the reference value changes 602 from a first size to a second size that is larger than the first size.

As in 6A shown, the size of the weight value remains 604 firmly above the control horizon. Thus, tracking errors occur before the change of the reference value 602 occur and with 616 are marked, and tracking errors occur after changing the reference value 602 occur and with 618 are marked equally punished. Accordingly, the size of the previous tracking error 616 equal to the size of the later tracking error 618 ,

Referring again to 5 determines the weighting module 380 at 508 , if an early tracking error for any of the setpoints 266 - 270 is desired. In other words, the weighting module determines 380 whether it is desired that any of the setpoints 266 - 270 to an expected change in a corresponding one of the reference values 356 just responded before the change. If an early tracking error is desired, the procedure starts 512 further. Otherwise, the procedure comes on 514 further. at 512 increases the weighting module 380 the weighting values over the N control loops for those of the setpoints 266 - 270 for which an early tracking error is desired. An example of this is in 6B shown.

6B shows the reference value 602 for the motor actuator, a weighting value 620 and a setpoint 622 for the motor actuator, shown in relation to the X-axis 608 and Y axis 610 , As in 6B shown, the weighting value increases 620 depending on the number of control cycles (or iteration number) i. For example, the weighting value 620 increase monotonically as a function of the control loop number i, as shown, or grow exponentially as a function of the control loop number i. Thus, tracking errors will be before the change of the reference value 602 less punished than tracking error after changing the reference value 602 What favors the tax measures that the setpoints 622 earlier to the reference values 602 bring. Thus, most, if not all, tracking errors occur before the reference value changes 602 on. This early tracking error is in 6B With 624 marked.

Referring again to 5 determines the weighting module 380 at 514 , whether late tracking error for one of the setpoints 266 - 270 is desired. In other words, the weighting value module 380 determines if it is desired that one of the setpoints 266 - 270 to an expected change in a corresponding reference value 356 respond after the change has occurred. If late error tracking is desired, the procedure will run 516 further. Otherwise, the procedure comes on 518 further. at 516 reduces the weight value module 380 the weighting values over the N control loops for those of the setpoints 266 - 270 for which early tracking error is desired. An example of this is in 6C shown.

6C shows the reference value 602 for the motor actuator, a weighting value 626 and a setpoint 628 for the motor actuator, shown in relation to the X-axis 608 and the Y-axis 610 , As in 6C shown, takes the weighting value 626 depending on the number of control cycles (or iteration number) i. For example, the weighting value 626 decrease monotonically as a function of the control loop number i, as shown, or exponentially shrink depending on the control loop number i. Thus, tracking errors occur before the change of the reference value 602 occur, punished more severely than tracking error, after the change of the reference value 602 occur, which favors the control measures that the setpoints 622 later on the reference values 602 bring. Thus, most, if not all, tracking errors occur after the reference value has been changed 602 on. This late tracking error is in 6B With 630 marked.

at 518 increases the weighting module 380 the weighting values for the errors of the setpoints 266 - 270 over the N control loops corresponding to a period before the expected change of a corresponding one of the reference values 356 , In addition, the weighting module reduces 380 the weighting values for the errors of the setpoints 266 - 270 over the N control loops corresponding to a period after the expected change of a corresponding one of the reference values 356 , An example of this is in 6A shown.

6A shows a weighting value 632 which increases over N control loops corresponding to a period before the change of the reference value 602 and over the N control loops corresponding to one period after the change of the reference value 602 decreases. Thus, tracking errors occur before the change of the reference value 602 occur and with 616 are marked, and tracking errors occur after changing the reference value 602 occur and with 618 are marked equally punished. This produces a tracking error that appears to be similar to the tracking error caused by a fixed weighting value 604 is generated, the size of the early tracking error 616 equal to the size of the later tracking error 618 is. The size of the early and late tracking error 616 and 618 , generated by weighting value 632 , may be smaller than the size of the early and late tracking error 616 and 618 by the weighting value 604 are generated.

The foregoing description is merely illustrative and is not in any way intended to limit the present disclosure or its applications or uses. The comprehensive teachings of Revelation can be implemented in many forms. Thus, while the present disclosure includes particular examples, the true scope of the disclosure is not in any way limited thereby, and other modifications will become apparent from a study of the drawings, the specification, and the following claims. The term "at least A, B or C" as used herein means (A OR B or C), that is, it is a non-exclusive logical OR. The term does not mean "at least A, at least B and at least C". It should be noted that one or more steps within a procedure may be performed in a different order (or simultaneously). can be made without altering the principles of the present disclosure.

In this application, including the following definitions, the term "module" or the term "controller" may be replaced by the term "circuit". The term "module" may refer to or include the following: an application specific integrated circuit (ASIC); a digital, analog or mixed analog / digital discrete circuit; a digital, analog or mixed analog / digital integrated circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) executing code; a memory (shared, dedicated, or group) that stores a code executed by a processor; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as in a system-on-chip.

The module may also include one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces connected to a local area network (LAN), the Internet, a wide area network (WAN), or combinations thereof. The functionality of the modules mentioned in this disclosure can be distributed among several modules connected to interface circuits. Example: Several modules can allow load balancing. In another example, a server module (eg, remote server or cloud) can take over certain functions of a client module.

The term "code" as used above may include software, firmware, and / or microcode, and may refer to programs, routines, functions, classes, data structures, and / or objects. The term "common processor circuit" refers to a single processor circuit that executes particular or complete code from multiple modules. The term "grouped processor circuit" refers to a processor circuit that, in combination with additional processor circuits, executes particular or complete code from possibly multiple modules. References to multiple processor circuits include multiple processor circuits on discrete arrays, multiple processor circuits on a single die, multiple cores on a single processor circuit, multiple threads of a single processor circuit, or a combination of the above. The term "shared memory circuit" refers to a single memory circuit that stores particular or complete code from multiple modules. The term "grouped memory circuit" refers to a memory circuit that, in combination with additional memory, stores particular or complete code from possibly multiple modules.

The term "memory circuit" is subordinated to the term "computer-readable medium". As used herein, the term "computer-readable medium" does not refer to transitory electrical or electromagnetic signals that propagate in a medium (eg, in the case of a carrier wave); the term "computer-readable medium" is therefore to be understood as tangible and non-transitory. Non-limiting examples of a non-transitory, tangible, computer-readable medium are nonvolatile memory circuits (eg, flash memory circuits, erasable programmable ROM circuits, or mask ROM circuits), volatile memory circuits (eg, static or dynamic RAM). Circuits), magnetic storage media (eg analogue or digital magnetic tape or a hard disk drive) and optical storage media (eg CD, DVD or Blu-ray).

The apparatus and methods described herein may be implemented in part or in full with a dedicated computer configured to perform certain computer program functions. The functional blocks, flowchart components, and elements described above serve as software specifications that can be translated into computer programs by trained technicians or programmers.

The computer programs include processor executable instructions stored on at least one non-transitory tangible computer-readable medium. The computer programs may also contain stored data or be based on stored data. The computer programs may include a Basic Input Output System (BIOS) that interacts with the special computer hardware, device drivers that interact with particular special computer devices, one or more operating systems, user applications, background services, background applications, and so on.

The computer programs may include: (i) description text that is parsed, such as HTML (hypertext markup language) or XML (extensible markup language), (ii) assembler code, (iii) object code created from source code by a compiler, (iv) source code for execution by an interpreter, (v) source code for Compilation and execution by a just-in-time compiler, and so forth. By way of example only, source code with a syntax of languages such as C, C ++, C #, Objective C, Haskell, Go, SQL, R, Lisp, ^Java® , Fortran ,, Smalltalk, Erlang, Ruby, Flash ^®, Visual Basic ^®, Lua and Python ^®, are written Perl, Pascal, Curl, OCaml, Javascript ^®, HTML5, Ada, ASP (active server pages), PHP, Scala, Eiffel.

None of the elements mentioned in the claims is as "means for a function" (so-called "means plus function") according to 35 USC §112 (f) unless an item is expressly described using the term "means for" or if the terms "operation for" or "step for" are used in a method claim.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited non-patent literature

• 35 USC §112 (f) [0143]

Claims (10)

Method, comprising: generating a set of possible setpoints for an actuator of an engine, each of the possible setpoints corresponding to one of the N iterations; predicting an operating parameter of the engine for each of the possible setpoints; determining a weighting value associated with each of the setpoint values based on a corresponding iteration number; determining the cost of the set of possible setpoints based on the predicted operating parameters and the weighting values, selecting the set of possible setpoints from multiple sets of possible setpoints based on the cost; the setting of setpoints to the possible setpoints of the selected set; and controlling an actuator of an engine based on at least one of the setpoints. The method of claim 1, further comprising increasing the weighting values for at least one of the setpoints as the iteration count increases. The method of claim 1, further comprising decreasing the weighting values as the iteration number increases. The method of claim 1, further comprising: assigning a first weighting value to one of the setpoints for a first iteration; and assigning a second weighting value to the same setpoint for a second iteration, wherein the second weighting value is different than the first weighting value. The method of claim 1, further comprising adjusting the weighting values for a first of the setpoint values based on a first reference value associated with a first setpoint value, wherein each of the weighting values corresponds to one of the N iterations. The method of claim 5, further comprising adjusting the weighting values for the first setpoint based on a change in the first reference value in a future one of the N iterations. The method of claim 6, further comprising: increasing the weighting values for those of the N iterations corresponding to a first period prior to the change of the first reference value; and decreasing the weighting values for those of the N iterations corresponding to a second period after the change of the first reference value. The method of claim 6, further comprising adjusting the weighting values for the first setpoint based on a desired relationship between: a first time when the first reference value changes; and a second time when the first setpoint responds to the change in the first reference value. The method of claim 8, further comprising adjusting the weighting values for the first setpoint such that the second time is earlier than the first time. The method of claim 8, further comprising adjusting the weighting values for the first setpoint such that the second time is later than the first time.

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