Model-predictive Air Path Control for a Gasoline Engine
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AUTHORS
Severin Geiger, M. Sc. is Scientific Employee at the Institute for Combustion Engines (VKA) at the RWTH Aachen University (Germany).
Model-predictive Air Path Control for a Gasoline Engine The increasing complexity of modern powertrains requires innovative control concepts. In the scope of the FVV research project Controls for High-Load Exhaust Gas Recirculation (FVV No. 1265) conducted at the RWTH Aachen University, a model-predictive air path control for a two-stage boosted gasoline engine with low-pressure exhaust gas recirculation was developed, integrated into a prototype vehicle and evaluated regarding the achievable control performance.
Martin Keller, M. Sc. is Scientific Employee at the Institute of Automatic Control (IRT) at the RWTH Aachen University (Germany).
Prof. Dr.-Ing. Stefan Pischinger is Head of the Institute for Combustion Engines (VKA) at the RWTH Aachen University Germany).
Prof. Dr.-Ing. Dirk Abel Head of the Institute of Automatic Control (IRT) at the RWTH Aachen University (Germany).
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1 MOTIVATION
2 TEST VEHICLE
2 TEST VEHICLE 3 C OMPLE XIT Y 4 MODELING AND C ONTROL 5 RESULTS 6 C ONCLUSION
1 MOTIVATION
For the calibration of a series vehicle with a gasoline engine, in the year 2000 about 3000 labels had to be set. Ten years later the number had already risen to 10,000. By today, a data set consists of up to 40,000 labels. Shortened development cycles, an increasing number of variants and growing complexity suggest the need for concepts which allow a significant reduction in calibration effort. Regarding this, Model-predictive Control (MPC) systems present themselves with the best prerequisite. In the presented research project, which was carried out at the Institute for Combustion Engines (VKA) and the Institute of Automatic Control (IRT) of the RWTH Aachen University, the boost pressure and Exhaust Gas Recirculation (EGR) rate control on a gasoline prototype vehicle using such an approach was investigated.
The test vehicle is a Ford Focus ST. The production engine was replaced by a turbocharged 1.8-l in-line four-cylinder research engine. Instead of the standard single turbo used in series, a twostage sequential system was implemented. It consists of a large Low-pressure (LP) stage and a small High-pressure (HP) stage located downstream on the air side and upstream on the exhaust gas side. This arrangement makes it possible to compensate for the conflicting objectives of fast boost buildup and high peak power output, which is the case with a single turbo system [1]. Due to its low inertia, the HP stage offers a very fast response; furthermore, it is able to provide a high pressure ratio with good efficiency even at low exhaust gas mass flows. However, the turbo’s speed limit restricts the engine’s maximum power output. In contrast, the LP stage’s optimum operating area is at high exhaust mass flows. Therefore, the HP stage is mainly used for transient operation at low engine speeds, while the LP stage is targeted for operating points with high spe
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