EP1076764A1 - Method for automatically generating smoothed characteristic diagrams for an electronic engine control of an internal combustion piston engine - Google Patents
Method for automatically generating smoothed characteristic diagrams for an electronic engine control of an internal combustion piston engineInfo
- Publication number
- EP1076764A1 EP1076764A1 EP00907623A EP00907623A EP1076764A1 EP 1076764 A1 EP1076764 A1 EP 1076764A1 EP 00907623 A EP00907623 A EP 00907623A EP 00907623 A EP00907623 A EP 00907623A EP 1076764 A1 EP1076764 A1 EP 1076764A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- internal combustion
- map
- adjustment variable
- values
- optimization
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2432—Methods of calibration
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
Definitions
- the invention relates to a method for the automatic creation of smoothed maps for an electronic engine control of a piston internal combustion engine.
- piston internal combustion engines have to be developed and constructed according to the latest knowledge. Not only does a modern mechanical design play a role here, but the electronics are becoming increasingly important due to the enormously increasing possibilities and flexibility.
- the effort for coordinating the characteristic maps depends heavily on the number of parameters to be calibrated.
- the number of degrees of freedom in control units is increasing, for example due to the introduction of exhaust gas recirculation (EGR), camshaft adjustment, and a variable intake system, to name just a few.
- EGR exhaust gas recirculation
- camshaft adjustment camshaft adjustment
- variable intake system variable intake system
- the invention is based on the object of finding a method which already prevents excessive jumps in the calibration data during the optimization run and nevertheless permits a good optimization result and enables the creation of a smoothed characteristic map.
- 1 is a block diagram for a test bench with map optimization
- FIG. 2 shows the workflow of the test stand according to FIG. 1 as a block diagram
- Fig. 11 shows a detailed flow chart for a map optimization by means of quality function and adjustment variable difference detection
- Fig. 12 is a detailed flow chart for a map optimization to limit the roughness in each operating level.
- Fig. 1 shows a test rig with automatically-working map optimization system 1, to input information I and output information I from as well as a map output K from, electric motor control device 2, reference piston-type internal combustion engine 3 for a series of the required measuring devices and 4.
- the system specifies calibration variables that are automatically set on the piston internal combustion engine 3, and then evaluates the measured values for determining optimal calibration variables.
- the system generates maps as a result, which are transferred to the engine control unit 2 of the piston internal combustion engine 3 and for which the optimization was carried out.
- the engine control unit 2 also takes into account all the values that are relevant for the use of the piston internal combustion engine 3 in a given vehicle.
- FIG. 2 shows the workflow of the test stand from FIG. 1 with exemplary input information and examples for calibration variables, for each of which a characteristic diagram has to be created and which measured values can be recorded here.
- the individual components of the test bench are identified here with the reference symbol from FIG. 1. It is indicated both for the engine control unit 2 of the test bench and for the measuring device 4 that further control elements and measuring devices can be provided.
- the change in the adjustment quantity, which is used to evaluate the smoothness of a characteristic diagram, is explained with reference to FIG. 5.
- the ignition timing in this example depends only on a variable input variable, here the speed n, while the value for the torque is kept constant. Shown are a speed n a , called “current speed” and two neighbors “nl” and “n2". The current speed has the ignition timing ZZP a and the two neighbors have the ignition timing ZZP1 and ZZP2.
- an "ideally smooth ignition timing” is determined, which leads to a smooth map.
- an interpolation between the ignition timing of the neighbors is carried out, shown in FIG. 5 by a dashed line between ZZPl and ZZP2.
- the difference between this straight line and the ignition timing ZZP a at the current speed is defined as an adjustment variable jump.
- the ideal calibration variable value is determined by linear interpolation.
- the map points depend on (at least) two input variables, for example the ignition point on speed n and load M.
- the values of the other adjacent map points for example N7 and N3, must also be taken into account.
- a so-called quality function is used to determine the most favorable adjustment variable combination.
- the optimization goal is to fall below the specified limit values (e.g. for exhaust gas emissions).
- the quality function is made up of all the variables G : to G n to be optimized (e.g. consumption, emissions, ...) and the associated limit values GVI 1 to GW n .
- the weight of the individual quantities in the quality function is determined by factors ⁇ x to ⁇ n .
- the quality function is:
- a quality function for an optimization of the fuel consumption b e with a simultaneous requirement for compliance with a nitrogen oxide limit value (N0 X ) is given.
- N0 X denotes the currently measured NO x value and NO ⁇ ⁇ the limit value to be observed and b e the currently measured fuel consumption
- the quality function for this application is:
- Quality example ⁇ x (NO x - NO max ) + ⁇ 2 * b e
- a minimum of the quality function is determined during the optimization. The sequence of such an optimization in the map optimization system 4 is explained and illustrated in FIG. 7 in the form of a flow chart. In the example mentioned, the ZZP is varied until the minimum of the quality function is found. If the limit for NO x is still exceeded at this minimum, the quality function can be trimmed to a greater sensitivity to the nitrogen oxide value by varying the Lagrangian factors ⁇ j and ⁇ 2 and a minimum can be sought again.
- the variables to be optimized are a function of the calibration variables and the map point:
- the minimum of the quality function for the entire map is determined by determining the minimum of the quality function in each map point by varying the adjustment variables, as shown in FIG. 8. In the selected exemplary embodiment, it applies to a map point that n and M are kept constant and the minimum of the ZZP is determined. The minimum is determined in each map point.
- the adjustment variable values belonging to these minima are the optimal adjustment variable values with regard to the optimization goals in the respective map point. The result of this procedure is an unsmoothed map in accordance with FIG. 3, which still has considerable jumps in the adjustment variable.
- the quality function must now be influenced during the optimization process. This avoids the occurrence of map jumps in the course of the optimization.
- the smoothness of the map to be created is taken into account as an additional boundary condition in the optimization. In a first embodiment of the method according to the invention, this is done by "rewarding" an adjustment variable combination which leads to a smooth characteristic diagram in the calculation process, so that it is preferred in the optimization over other adjustment variable combinations, the same or even better results with respect to the rest Deliver boundary conditions, but lead to larger jumps in the adjustment size.
- the quality function is influenced by a so-called incentive function for rewarding favorable adjustment variable combinations with regard to smoothness, which can be formulated as follows:
- VG1 to VGx denote the adjustment variables, Optl to Optx the optima of the corresponding adjustment variables in the neighboring operating levels, a to d are factors that determine the influence of the respective adjustment variable in the incentive function.
- the incentive function for the ignition timing ZZP is shown as an adjustment variable, where Ml is the optimum of the ignition timing from the neighboring operating stages.
- the optimum is the "ideal variable value", i. H. the interpolated value from the optima of the neighboring operating stages:
- the overlaid function is:
- Quality incentive Bgp 1 ⁇ 2 (NO x - NO xMax ) + ⁇ 2 * b e
- the mode of operation of such an incentive function is shown in FIG. 9.
- the ignition timing (adjusting variable) should be optimized taking into account the minimum consumption (target variable).
- the quality function is the course of the consumption over the ignition point. Smooth transitions to neighboring map points are to be created.
- the ignition point x was determined to be optimal with regard to consumption (FIG. 9).
- an optimization of the ignition timing should now be carried out taking into account the smoothness.
- the ignition point y would be determined as optimal with regard to the consumption, because the minimum M2 is smaller than the minimum M1 (FIG. 9).
- the adjustment variable combination in the minimum Ml leads to a greater smoothness than the adjustment variable combination in the minimum M2, since for the adjacent map point 1 the optimal adjustment variable combination lies with the minimum Ml and not with the minimum M2.
- the incentive function incentive example is added to the quality function quality example , which has its minimum at the ignition point x of the map point "a", the function value of which becomes less favorable the further the ignition point deviates from the ignition point x (Fig. 9).
- the addition results in the new quality function, quality incentive example, for the map point "b" (FIG. 9).
- the ignition point is found in the minimum Ml, which is closer to the ignition point x of the neighboring map point than the ignition point y. This leads to a more favorable adjustment size combination in terms of smoothness.
- each map point alternately becomes both a neighbor, which has an influence on the point to be optimized, and a point to be optimized, which is influenced by its neighbors.
- an incentive function is used, which accordingly has several minima depending on the optimal adjustment variables of the neighbors.
- the example uses a linear incentive function.
- non-linear incentive functions can also be used to achieve the described influence on the quality function.
- a measure of the smoothness in this point is determined from the change in the size of a map point.
- the adjustment variable difference the difference between the ideal value and the value found during optimization is formed in the current map point. This difference is called the adjustment variable difference.
- the adjustment variable difference like other boundary conditions, e.g. B. the emission values included in the optimization.
- the adjustment variable difference is included in the optimization as an additional constraint instead of the incentive function. For this purpose, it is treated like a measured value of the piston internal combustion engine. With each measurement on the piston internal combustion engine, it is calculated from the calibration variables of the neighboring and the current operating stage.
- the adjustment variable difference like the exhaust gas emissions, is included in the quality function. So one of the values G j to G n can contain the smoothness information:
- the current operating level BS an operating level in the map
- the calibration variable values of the neighbors are constant, since only the calibration variable value of the current operating level is varied.
- the optimal calibration variable value for the current operating level is calculated from the calibration variable values of the neighbors.
- a minimum of the quality function is sought in the current operating stage.
- the adjustment variable of the current point is varied in order to find the minimum, as can be seen from the flow chart according to FIG. 11. This results in a different adjustment variable difference for each adjustment variable value in accordance with the differently smooth adjustment variable curve to the neighbors.
- a global value R is calculated for the roughness.
- “Global” means: for the entire map. To do this, all the differences in the calibration variables are added up. This roughness value is compared with the global limit value for the roughness R ⁇ . A small limit value corresponds to a small roughness corresponding to a good smoothness of the map.
- the factor ⁇ ( ⁇ 3 in the above example) of the roughness in the quality function is modified, preferably increased, such that the roughness has a stronger influence on the quality function.
- the optimal calibration variables for the changed quality function are determined. Since this quality function is more dependent on the roughness, more favorable values for the adjustment variables with regard to smoothness are achieved.
- the roughness is limited for the entire map by specifying a global limit value. It does not matter what proportion the individual operating levels have in the overall result, but only that the value falls below the limit. This process is repeated until all optimization goals are achieved.
- the maps of piston internal combustion engines are divided into several areas in which different boundary conditions and optimization goals apply.
- An area is specified by the legally prescribed driving cycle (to limit emissions) and is called the driving cycle area.
- Other areas are the full load curve, on which maximum power is required, and the rest of the map, in which minimal consumption is usually desired, called the consumption minimum area.
- a value for the roughness is available for each area.
- the optimization system calculates this value for each area using the dwell times from the results of the individual operating levels corresponding to
- Dwell times are only specified for the driving cycle area by the driving cycle.
- the number of operating levels and the dwell times in the individual operating levels (for the driving cycle area) are determined by converting the driving cycle into stationary operating levels. There are no corresponding requirements for the full load curve and the consumption minimum area.
- dwell times are also required there. In principle, any length of stay can be assumed. However, since the dwell times are also used to extrapolate the roughness, the following procedure is used to determine the dwell times for the full load curve and the minimum consumption area:
- the average length of stay in an operating level for the driving cycle area can be calculated from the length of stay and the number of operating levels in the driving cycle area:
- Average length of stay seconds in the driving cycle area / number of operating levels in
- This average length of stay is also used for the operating levels on the full load curve and in the consumption minimum area. This makes it possible to calculate the roughness for the entire map: the results of all operating levels are extrapolated (on average) with the same dwell time. The share of an area in the overall result is therefore the ratio of the number of operating levels in the area to the total number of operating levels in the map.
- a smoothed map can be generated with the method shown, as can be seen from the comparison between FIGS. 3 and 4.
- This smoothed map not only enables emission limit values to be met, as the map according to Fig. 3, but by the smooth transitions between the operating levels, transferability to the engine control unit and driveability are ensured.
- the smoothed characteristic maps created in this way during the operation of a reference piston internal combustion engine then serve as “mother” characteristic maps for the production of engine control units for piston internal combustion engines of this type.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19910035A DE19910035A1 (en) | 1999-03-08 | 1999-03-08 | Process for the automatic creation of smoothed maps for an electronic engine control of a piston internal combustion engine |
DE19910035 | 1999-03-08 | ||
PCT/EP2000/001545 WO2000053911A1 (en) | 1999-03-08 | 2000-02-25 | Method for automatically generating smoothed characteristic diagrams for an electronic engine control of an internal combustion piston engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1076764A1 true EP1076764A1 (en) | 2001-02-21 |
EP1076764B1 EP1076764B1 (en) | 2004-01-14 |
Family
ID=7900036
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00907623A Expired - Lifetime EP1076764B1 (en) | 1999-03-08 | 2000-02-25 | Method for automatically generating smoothed characteristic diagrams for an electronic engine control of an internal combustion piston engine |
Country Status (5)
Country | Link |
---|---|
US (1) | US6425374B1 (en) |
EP (1) | EP1076764B1 (en) |
AT (1) | ATE257905T1 (en) |
DE (2) | DE19910035A1 (en) |
WO (1) | WO2000053911A1 (en) |
Families Citing this family (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10219797B4 (en) * | 2002-05-03 | 2007-04-12 | Robert Bosch Gmbh | Method for optimizing a model for controlling an internal combustion engine |
DE10222137B3 (en) * | 2002-05-17 | 2004-02-05 | Siemens Ag | Method for controlling an internal combustion engine |
DE102004026583B3 (en) * | 2004-05-28 | 2005-11-24 | Robert Bosch Gmbh | Method for optimizing maps |
EP1712767B1 (en) * | 2005-04-15 | 2008-01-02 | Ford Global Technologies, LLC | Method for automatically adapting lookup tables |
DE102006007076A1 (en) | 2006-02-15 | 2007-08-16 | Siemens Ag | Injection system for an internal combustion engine and internal combustion engine |
DE102006007786B3 (en) * | 2006-02-20 | 2007-06-21 | Siemens Ag | Fuel injection quantity control parameters estimating method for piezo injection system, involves finding injection control grid with grid points, finding test points and estimating parameters using limited linear regression between points |
EP1865392A1 (en) * | 2006-06-09 | 2007-12-12 | Siemens Aktiengesellschaft | Method and System for opimizing the degrees of freedom of a merit function |
DE102009021781A1 (en) | 2009-05-18 | 2010-11-25 | Fev Motorentechnik Gmbh | Engine-operating method for calculating an engine-operating map for a vehicle's control device creates a map with a specified number of nodes while measuring data points to calculate a map value |
DE102009024544A1 (en) | 2009-06-08 | 2010-12-30 | Fev Motorentechnik Gmbh | Method for automated data input for controller of vehicle for improving moment prediction of vehicle drive, involves using data input to build characteristic for parameters concerning ignition angle |
AT508501B1 (en) * | 2010-10-07 | 2013-03-15 | Avl List Gmbh | METHOD FOR EVALUATING THE EMISSIONS IN THE EXHAUST GAS OF AN INTERNAL COMBUSTION ENGINE |
DE102010050708A1 (en) | 2010-11-04 | 2012-05-10 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Method for transforming complex model into map, involves calculating optimum vector based on optimization equation |
US8874351B2 (en) | 2011-03-31 | 2014-10-28 | Robert Bosch Gmbh | Adjusting the specificity of an engine map based on the sensitivity of an engine control parameter relative to a performance variable |
AT510912B1 (en) * | 2012-03-06 | 2016-03-15 | Avl List Gmbh | Method for optimizing the emission of internal combustion engines |
AT518174B1 (en) * | 2016-02-17 | 2017-08-15 | Avl List Gmbh | Method for reducing the fluctuation range of the exhaust emission values |
JP7205503B2 (en) | 2020-01-22 | 2023-01-17 | トヨタ自動車株式会社 | Control device for internal combustion engine |
JP7222366B2 (en) * | 2020-01-27 | 2023-02-15 | トヨタ自動車株式会社 | Control device for internal combustion engine |
JP7359011B2 (en) | 2020-02-05 | 2023-10-11 | トヨタ自動車株式会社 | Internal combustion engine control device |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3408215A1 (en) | 1984-02-01 | 1985-08-01 | Robert Bosch Gmbh, 7000 Stuttgart | CONTROL AND REGULATING METHOD FOR THE OPERATING CHARACTERISTICS OF AN INTERNAL COMBUSTION ENGINE |
DE3825749A1 (en) | 1988-07-29 | 1990-03-08 | Daimler Benz Ag | METHOD FOR ADAPTIVE CONTROL OF AN COMBUSTION ENGINE AND / OR ANOTHER DRIVE COMPONENT OF A MOTOR VEHICLE |
DE4418731A1 (en) | 1994-05-28 | 1995-11-30 | Bosch Gmbh Robert | Control and regulation of processes in motor vehicles |
US5558064A (en) * | 1995-10-19 | 1996-09-24 | General Motors Corporation | Adaptive engine control |
US6266610B1 (en) * | 1998-12-31 | 2001-07-24 | Honeywell International Inc. | Multi-dimensional route optimizer |
US6253546B1 (en) * | 2000-03-06 | 2001-07-03 | Ford Global Technologies, Inc. | Torque control scheme for low emission lean burn vehicle |
US6304812B1 (en) * | 2000-04-28 | 2001-10-16 | Ford Global Technologies, Inc. | Calibration optimization method |
-
1999
- 1999-03-08 DE DE19910035A patent/DE19910035A1/en not_active Withdrawn
-
2000
- 2000-02-25 AT AT00907623T patent/ATE257905T1/en not_active IP Right Cessation
- 2000-02-25 DE DE50005008T patent/DE50005008D1/en not_active Expired - Fee Related
- 2000-02-25 WO PCT/EP2000/001545 patent/WO2000053911A1/en active IP Right Grant
- 2000-02-25 EP EP00907623A patent/EP1076764B1/en not_active Expired - Lifetime
- 2000-02-25 US US09/674,926 patent/US6425374B1/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO0053911A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE19910035A1 (en) | 2000-09-14 |
US6425374B1 (en) | 2002-07-30 |
EP1076764B1 (en) | 2004-01-14 |
ATE257905T1 (en) | 2004-01-15 |
DE50005008D1 (en) | 2004-02-19 |
WO2000053911A1 (en) | 2000-09-14 |
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