Steady-State Engine Modeling for Calibration:

A Productivity and Quality Study

MathWorks Automotive Conference 2007
Hyatt Regency, Dearborn, MI
June 20, 2007

Ulrike Schoop John Reeves Satoru Watanabe Ken Butts

IAV GmbH A&D Technology Toyota Motor Toyota Motor Engineering
Corporation and Manufacturing, NA
Presentation Outline

1. Motivation and Introduction

2. Advanced Calibration Process Considerations

3. Engine Test-bench Infrastructure

4. Engine Modeling: Productivity and Quality Assessment

5. Future Work

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Motivation
New powertrain technologies benefit society

1. EFl : Electronic Fuel lnjection *2. VVT-i : Variable Valve Timing-intelligent *3. D-4 : Direct lnjection 4 stroke gasoline engine
*4. D-4S : Direct lnjection 4 stroke gasoline engine superior version

(Source: Toyota Motor Corporation - http://www.toyota.co.jp/en/tech/environment/)

but their development carries planning implications

Complexity
Uncertainty

Engine development is already on Toyotas critical development path !

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 Consider Engine Mapping
Engine Map:
Steady-state engine response to control inputs
Establishes operating limits
Used to set control input bias versus operating point (steady-state calibration)
Typically an empirical model due to accuracy requirements
Traditional Methods use Full-Factorial Experiment Design
Development Planning Implication:
Engine technology vs. Measurement requirements
1,000,000 476,280
238,140

100,000
26,460

10,000
# of Measurements .

2,940

1,000 We need a different way !

100

10

1
Base Engine + Intake VVT + Exhaust VVT + Manifold Tuning 4
12 x 7 x 7 x 5 9 levels 9 levels 2 levels
Model-based Calibration

Our Process Model :

Model-based Calibration Toolbox
Atlas
ATLAS (A&D)
Measurements
on the
test bench
Definition of
factors
and responses Experimental design

Model-based Calibration
MBC ToolboxToolbox
(TMW) CAGE (TMW)
and scripts (IAV)

Optimization & evaluation Filling tables and fitting

Modeling of DoE- models X models of ECU
X
X not considered in this presentation
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Purpose of our study

1. Investigate (and Develop where necessary) Model-based

Calibration processes, methods, and tools infrastructure for
engine mapping to increase productivity.

2. Quantify productivity benefit and verify quality

1. Relative to known metrics from previous production

development

1. I-4 engine system with Intake VVT

2. Super-Ultra-Low-Emission-Vehicle (SULEV) emission target

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Advanced Calibration Process Considerations

1. Model Structure

2. Experiment Design

3. Model Generation

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Model Structure based on IAV experience

1. One-Stage Model

2. Engine Map is composed of five over-lapping regional

models with interpolation

WOT Lambda < 1

(catalyst temperature)
Load / %

Region 2 Region 4

Region 5

Region 1 Region 3

Speed / rpm
600

1000 2000 3000 4000 5000 6000

8
limited CAM timing
Response Models

Engine Model Output Model Inputs Purpose

torque speed, load, VVT, , spark timing optimization

fuel consumption speed, load, VVT, , spark timing optimization

CA50 (crank angle @ 50% burn) speed, load, VVT, , spark timing optimization

MBT spark timing speed, load, VVT, constraint

knocking limit spark timing speed, load, VVT, constraint

exhaust gas temperature speed, load, VVT, , spark timing constraint

catalyst temperature speed, load, VVT, , spark timing constraint

HC, NOx speed, load, VVT, , spark timing constraint

engine roughness (COV of IMEP) speed, load, VVT, , spark timing constraint

ECU calculated engine load speed, load, VVT scaling

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Method to coordinate the regional experiment designs

1. Analyze the initial preparation measurements and engineering

knowledge (i.e. full load, zero torque, VVT, spark timing, and
limits) to determine the experiment constraints for each region.
Capture these constraints in five corresponding test-plans in a
single Model-Based Calibration Toolbox Project.

2. Use the Model-Based Calibration Toolbox to sequentially design an

experiment for each test-plan while enforcing common
measurement-points in overlapping areas.

3. Export the regional experiment designs and combine them into a

single design. Sort the measurement points by speed and then load
in ascending order.

4. Include repeatability measurement points at regular intervals to

allow the test-automation procedures, test engineers, and modeling
engineers to assess data quality.

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Experiment Regional Design Recipe

Measure the engine response at:

1. the spark timing that yields either the Maximum Brake Torque (MBT) or
the engine knock limit and

2. some spark timing delta from the MBT / knock limit spark timing as
scheduled by the experiment design.

Specify a 4th order polynomial with 3rd order interaction model then:

1. generate a D-optimal design with 20% more points than is minimally

required. The D-optimal design gives good test coverage at the borders
of the model.

2. add 20% more points with a V-optimal design. The V-optimal design
adds coverage of the interior of the model.

3. add 20% more validation points with a V-optimal design. These

measurements are not used for the fitting of the model.

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Model Generation Recipe

Semi-automated scripts that use the Model-Based Calibration

Toolbox Command Line Interface:

1. automatically generate alternative polynomial and Radial Basis

Function models that are initially evaluated based on validation
Root-Mean-Square-Error.

2. manually tune candidate polynomial models based on condition

number and the effect of transformation.

3. manually inspect candidate models using single-influence plots

to ensure that the responses match physical intuition.

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Engine Test-bench Infrastructure

1. Combustion analysis system to measure knock, misfire, and Coefficient of

Variation of Indicated Mean Effective Pressure (COV of IMEP) .

2. Test-bench automation

3. Engine water and oil temperature conditioning

Prototype Emissions
ECU Analyzer
Engine Dyno.

CAS DAC
ASAP3
CAL CAL
ASAP3

CRAMAS & Rtype CAS ADAPT ATLAS

ECU Prototyping Tool Combustion Analaysis Data Acquisition and Control Calibration Tool

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Test-bench Automation using Atlas by A & D Technology

1. Atlas communicates with test-bench data-acquisition and control

and engine ECU calibrations systems via ASAM standard protocols.
Our set-up allowed ECU calibration command and response rates at
up to 10HZ.
2. Atlas readily imports and executes experiment designs from the
Model-Based Calibration Toolbox.
3. Atlas can dynamically access MATLAB for on-line data processing.
We use this feature to fit a spark sweep from as few as three
measurements.
4. Atlas can execute parallel threads of execution. We separate our
engine safe operation monitor and our test-execution processes
into parallel, communicating execution threads.

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Test-bench Automation Example

(
!

"

#$ #$

% &'

#$

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Engine Modeling: Productivity

Run Experiment Design Test Automation Test Bench # of points & Test Time
# (compared to baseline)

1
5 independent regions;
Baseline;
# points: X 0.24
Heat exchanger only
No overlap matching Test time: X 0.47
Sequential program flow.

2
5 dependent regions; General Improvements:
# points: X 0.17
As above.
Test time: X 0.36
Overlap Commonality Parallel program.

3
# points: X 0.17
As above. Improved COV of IMEP With heater
Test time: X 0.28

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 Engine Modeling: Quality Assessment
10.000

Run2 Ave Repeatability (Std/Mean)

Run2 Model Error (RMS/Range)
8.000 Run3 Ave Repeatability (std/Mean)
Run3 Model Error (RMSE/Range)
Percent

6.000

4.000

2.000

0.000
Torque Fuel Flow CA50 Cat Temp In Cat Temp Rear HC NOx COV of IMEP ECU KL

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Given Successful Demonstration: Future Work

1. Installation of the test-bench infrastructure in Toyota facilities for

detailed evaluation.

2. Confirmation of the methods on a second engine application in close

cooperation with Toyota mass-production engineers.

3. Porting the test-bench automation logic to a new Simulink / Stateflow

based test-automation environment from A&D.

4. Extending the test-bench automation methods in a general way to

address more advanced engine technologies.

5. Connecting the test-automation to Toyota standard ECU

communication tools.

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Acknowledgements

1. Frank Biens, Tony Gullitti, Mirko Knaak, and Karsten Roepke, (IAV).

2. Andy Hall, Brian Moore, and Ray Skinner (A&D Technology).

3. Allen Lock (Denso International of America).

4. Kotaro Tanaka, Harunaga Uozumi (Fujitsu-Ten)

5. Harufumi Muto and Masato Ehara (Toyota Motor Corporation.)

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