Preprints, 8th

8th IFAC
IFAC International
International Symposium
Symposium on
on
Preprints,
Preprints,
8th
IFAC
International
Symposium on
Advances
in
Control
Preprints,
IFAC
Preprints,
8th
IFAC International
International
Symposium on
on
Advances 8th
in Automotive
Automotive
Control Symposium
Available online at www.sciencedirect.com
Advances
in
Automotive
Control
June
19-23,
Norrkping,
Sweden
Advances
in2016.
Automotive
Control
Advances
Automotive
Control
June
19-23,in
2016.
Norrkping,
Sweden
June
19-23,
2016.
Norrkping,
Sweden
June 19-23,
19-23, 2016.
2016. Norrkping,
Norrkping, Sweden
Sweden
June

ScienceDirect

IFAC-PapersOnLine 49-11 (2016) 730735

Engine
Model
Engine
Model Calibration
Calibration Using
Using Extremum
Extremum
Engine
Engine Model
Model Calibration
Calibration Using
Using Extremum
Extremum
Seeking
Seeking
Seeking
Seeking

Qingyuan
Tan
Qingyuan
Tan
Qingyuan
Qingyuan Tan
Tan
Qingyuan
Tan

Xiang Chen
Ying

Prasad
Divekar
Tan
Prasad
Divekar
Tan
Xiang Chen
Ying

Prasad
Divekar
Tan

Ying
Xiang
PrasadMing
Divekar
Ying
Tan
Xiang Chen
Chen
Zheng
Prasad
Divekar
Ying
Tan
Xiang
Chen
Ming
Zheng

Ming
Ming Zheng
Zheng
Ming
Zheng
University of Windsor, Windsor, ON, N9B 3P4, Canada (e-mail:
of Windsor,
Windsor,
ON, N9B
3P4, Canada
(e-mail:
University
University
Windsor,
University
of
Windsor,
Windsor,
ON,
N9B
3P4,
Canada
(e-mail:
xchen@uwindsor.ca).
University of
of Windsor,
Windsor,
Windsor, ON,
ON, N9B
N9B 3P4,
3P4, Canada
Canada (e-mail:
(e-mail:
xchen@uwindsor.ca).
xchen@uwindsor.ca).

xchen@uwindsor.ca).
The
University
of
Melbourne,
Parkville,VIC,
3010,
Australia
xchen@uwindsor.ca).
The
University
of
Melbourne,
Parkville,VIC,
3010,
Australia

The

The University
University of
of Melbourne,
Melbourne, Parkville,VIC,
Parkville,VIC, 3010,
3010, Australia
Australia
The
University
of
Melbourne,
Parkville,VIC,
3010,
Australia

Abstract:
This
work
demonstrates
the
application
of
the
extremum
seeking
method
for
model
caliAbstract: This
This work
work demonstrates
demonstrates the
the application
application of
of the
the extremum
extremum seeking
seeking method
method for
for model
model calicaliAbstract:
Abstract:
This
work
demonstrates
the
application
of
the
extremum
seeking
method
for
model
calibration.
A
nonlinear,
first-principle
engine
model
is
simplified
for
implementation
in
real-time
control.
Abstract:
This
work
demonstrates
the
application
of
the
extremum
seeking
method
for
model
calibration.
A
nonlinear,
first-principle
engine
model
is
simplified
for
implementation
in
real-time
control.
bration.
A
first-principle
engine
model
for
implementation
in
real-time
bration.
A
nonlinear,
first-principle
engine
model
is
simplified
for
implementation
in
real-time
control.
A semi-empirical
semi-empirical
correlation
is used
used
for estimation
estimation
of the
the wall
wall
heat
transfer in
in the
the
simplified
engine
bration.
A nonlinear,
nonlinear,
first-principle
engine
model is
is simplified
simplified
forheat
implementation
in simplified
real-time control.
control.
A
correlation
is
for
of
transfer
engine
A
semi-empirical
correlation
is
used
for
estimation
of
the
wall
heat
transfer
in
the
simplified
A
semi-empirical
correlation
is
used
for
estimation
of
the
wall
heat
transfer
in
the
simplified
engine
model.
The
heat
transfer
coefficient
is
tuned
using
the
extremum
seeking
approach
to
minimize
the
error
A
semi-empirical
correlation
is used
for estimation
of
the wallseeking
heat transfer
in the
simplifiedtheengine
engine
model.
The
heat
transfer
coefficient
is
tuned
using
the
extremum
approach
to
minimize
error
model.
The
heat
transfer
coefficient
is
tuned
using
the
extremum
seeking
approach
to
minimize
the
error
model.
The
heat
transfer
coefficient
is
tuned
using
the
extremum
seeking
approach
to
minimize
the
error
between
measurement
and
modeled
cylinder
pressure.
Engine
steady
state
measurement
results
are
used
model.
The
heat
transfer
coefficient
is
tuned
using
the
extremum
seeking
approach
to
minimize
the
error
between
measurement
and
modeled
cylinder
pressure.
Engine
steady
state
measurement
results
are
used
between
measurement
and
modeled
cylinder
pressure.
Engine
steady
state
measurement
results
are
used
between
measurement
and
modeled
cylinder
pressure.
Engine
steady
state
measurement
results
are
used
for
the
demonstration
and
validation
of
the
proposed
technique.
between
measurement
and
modeled
cylinder
pressure.
Engine
steady
state
measurement
results
are
used
for
the
demonstration
and
validation
of
the
proposed
technique.
for
the
demonstration
and
validation
of
the
proposed
technique.
for
for the
the demonstration
demonstration and
and validation
validation of
of the
the proposed
proposed technique.
technique.
2016, IFAC (International Federation of Automatic Control) Hosting by Elsevier Ltd. All rights reserved.
Keywords:
Extremum
seeking,
engine
model,
model
calibration,
measurement,
nonlinear
system.
Keywords: Extremum
Extremum seeking,
seeking, engine
engine model,
model, model
model calibration,
calibration, measurement,
measurement, nonlinear
nonlinear system.
system.
Keywords:
Keywords: Extremum
Extremum seeking,
seeking, engine
engine model,
model, model
model calibration,
calibration, measurement,
measurement, nonlinear
nonlinear system.
system.
Keywords:
1.
1.
1.
1.
1.

INTRODUCTION
INTRODUCTION
INTRODUCTION
INTRODUCTION
INTRODUCTION

The increasingly
increasingly stringent
stringent government
government regulations
regulations on
on tail-pipe
tail-pipe
The
The
stringent
government
regulations
on
tail-pipe
The increasingly
increasingly
stringent
government
regulations
onefficiency
tail-pipe
emissions
and
the
customer
demands
for
higher
fuel
The
increasingly
stringent
government
regulations
on
tail-pipe
emissions
and
the
customer
demands
for
higher
fuel
efficiency
emissions
and
the
customer
demands
for
higher
fuel
efficiency
emissions
and
the
customer
demands
for
higher
fuel
efficiency
have
become
the
motivation
for
the
development
of
present
day
emissions
andthe
themotivation
customer demands
for higher fuel
efficiency
have become
become
for the
the development
development
of present
present
day
have
the
motivation
for
of
day
have
become
the
motivation
for
the
development
of
present
day
automotive
internal
combustion
engines.
As
a
result,
multiple
have
become
the
motivation
for
the
development
of
present
day
automotive
internal
combustion
engines.
As
a
result,
multiple
automotive
internal
combustion
As
multiple
automotiveand
internal
combustion
engines.
As aaa result,
result,
multiple
actuators
and
sensors
as well
well as
asengines.
new control
control
strategies
have
automotive
internal
combustion
engines.
As
result,
multiple
actuators
sensors
as
new
strategies
have
actuators
and
sensors
as
well
new
control
strategies
have
actuators
and
sensors
assystem.
well as
asThe
new
control
strategies
have
been
added
to
the
engine
current
engine
system
has
actuators
sensors
as
well
as
new
control
strategies
been
addedand
to the
the
engine
system.
The
current
engine
systemhave
has
been
added
to
engine
system.
The
current
engine
system
has
been
added
to
the
engine
system.
The
current
engine
system
has
become
an
extremely
complicated
nonlinear
multi-input
and
been
added
to
the
engine
system.
The
current
engine
system
has
become
an
extremely
complicated
nonlinear
multi-input
and
become
an
extremely
complicated
nonlinear
multi-input
and
become
an
extremely
complicated
nonlinear
multi-input
and
multi-output
system,
Zhu
et
al.
(2015).
become
an
extremely
complicated
nonlinear
multi-input
and
multi-output system,
system, Zhu
Zhu et
et al.
al. (2015).
(2015).
multi-output
multi-output system,
system, Zhu
Zhu et
et al.
al. (2015).
(2015).
multi-output
Engine
control
unit
(ECU)
based
control
strategies
have
been
Engine
control
unit
(ECU)
based
control strategies
strategies have
have been
been
Engine
control
unit
(ECU)
based
control
Engine
control
unit
(ECU)
based
control
strategies
have
been
developed
for
decades.
In
addition
to
the
increased
hardware
Engine
control
unit
(ECU)
based
control
strategies
have
been
developed
for
decades.
In
addition
to
the
increased
hardware
developed
decades.
In
to
hardware
developed for
for
decades.
In addition
addition
to the
thethe
increased
hardware
integration,
engine
control
has become
become
theincreased
key factor
factor
in imimdeveloped
for
decades.
In
addition
to
the
increased
hardware
integration,
engine
control
has
key
in
integration,
engine
control
has
the
factor
imintegration,
engine
control
has become
become
the key
keyengine
factor in
in
improving
the
engine
performance
and
reducing
output
integration,
engine
control
has
become
the
key
factor
in
improving
the
engine
performance
and
reducing
engine
output
proving
the
engine
performance
and
reducing
engine
output
proving
the
engine
performance
and
reducing
engine
output
emissions.
Presently
the
dominant
engine
control
strategies
are
proving
the
engine
performance
and
reducing
engine
output
emissions. Presently
Presently the
the dominant
dominant engine
engine control
control strategies
strategies are
are
emissions.
emissions.
Presently
the
dominant
engine
control
strategies
are
look-up
table
based.
Values
of
the
look-up
tables
are
generated,
emissions.
Presently
the
dominant
engine
control
strategies
are
look-up
table
based.
Values
of
the
look-up
tables
are
generated,
look-up
table
based.
Values
of
look-up
are
look-upand
table
based.
Values
of the
the
look-up
tables
are generated,
generated,
tuned,
and
then
stored
on the
the
ECU
duringtables
the engine
engine
and vevelook-up
table
based.
Values
of
the
look-up
tables
are
generated,
tuned,
then
stored
on
ECU
during
the
and
tuned,
and
on
the
during
the
engine
and
vetuned,calibration
and then
then stored
stored
on
the ECU
ECU
during
the
engine
and
vehicle
stage.
When
deployed
in
real
world
applituned,
and
then
stored
the
ECU
during
engine
vehicle
calibration
stage. on
When
deployed
in aaathe
real
worldand
applihicle
calibration
stage.
When
deployed
in
real
world
applihicle
calibration
stage.
When
deployed
in
a
real
world
application
interpolation
between
the
tables
is
carried
out
to
genhicle
calibration
stage.
When
deployed
in
a
real
world
application interpolation
interpolation between
between the
the tables
tables is
is carried
carried out
out to
to gengencation
cationactuator
interpolation
between
the tables
tables
is carried
carried
out to
to gengenerate
control
commands.
Considering
the
existence
of
cation
interpolation
between
the
is
out
erate
actuator
control
commands.
Considering
the
existence
of
erate
the
of
erate actuator
actuator control
control
commands.
Considering
the existence
existence
of
nonlinearities,
as well
wellcommands.
as the
the cross
crossConsidering
multi-dimensional
coupling
erate
actuator
control
commands.
Considering
the
existence
of
nonlinearities,
as
as
multi-dimensional
coupling
nonlinearities,
as
well
as
the
cross
multi-dimensional
coupling
nonlinearities,
as
well
as
the
cross
multi-dimensional
coupling
between
all
engine
hardware
and
subsystems,
the
experimental
nonlinearities,
as well
as the cross
multi-dimensional
coupling
between all
all engine
engine
hardware
and subsystems,
subsystems,
the experimental
experimental
between
hardware
and
the
between
all engine
engine
hardware
and
subsystems,
the experimental
experimental
based
mapping
procedure
for
look-up
table
generation
is
both
between
all
hardware
and
subsystems,
the
based
mapping
procedure
for
look-up
table
generation
is both
both
based
mapping
procedure
for
look-up
table
basedand
mapping
procedureZhu
for et
look-up
table generation
generation is
is both
both
time
and
effort intensive,
intensive,
Zhu
et
al. (2015).
(2015).
based
mapping
procedure
for
look-up
table
generation
is
time
effort
al.
time
time and
and effort
effort intensive,
intensive, Zhu
Zhu et
et al.
al. (2015).
(2015).
time
and
effort
intensive,
Zhu
et
al.
(2015).
To
reduce
the
development
time
and
the
cost
involved
in
the
To reduce
reduce the
the development
development time
time and
and the
the cost
cost involved
involved in
in the
the
To
To reduce
reduce
the development
development
time and
and the
the cost
cost
involved in
inconthe
engine
calibration
process, implementation
implementation
of closed-loop
closed-loop
conTo
the
time
involved
the
engine
calibration
process,
of
engine
calibration
process,
implementation
of
closed-loop
conengine
calibration
process,
implementation
of
closed-loop
control
strategies
is
desirable.
However,
the
number
of
production
engine
calibration
process, However,
implementation
of closed-loop
control strategies
strategies
is desirable.
desirable.
the number
number
of production
production
trol
is
However,
the
of
trol strategies
strategies
is desirable.
desirable.
However,
the as
number
of production
production
level
sensors
required
to
be
as
low
possible,
from
the
trol
is
However,
the
number
of
level
sensors
required
to
be
as
low
as
possible,
from
the
level
sensors
is
required
to
be
as
low
as
possible,
from
the
level
sensors
is
required
to
be
as
low
as
possible,
from
the
engine
cost
perspective.
Therefore,
using
model-based
control
level
sensors
is
required
to
be
as
low
as
possible,
from
the
engine
cost
perspective.
Therefore,
using
model-based
control
engine
cost
using
model-based
engine
cost perspective.
perspective.
Therefore,
using
model-based
control
with
calibrated
models is
is Therefore,
preferred. In
In
Ma et
et
al. (2011),
(2011), control
modelengine
cost
perspective.
Therefore,
using
model-based
control
with
calibrated
models
preferred.
Ma
al.
modelwith
models
is
preferred.
In
et
(2011),
with calibrated
calibrated
models
isengine
preferred.
In Ma
Mavalve
et al.
al.actuation
(2011), modelmodelbased
control
is
used
for
variable
(VVA)
with
calibrated
preferred.
In
Ma
et
al.
(2011),
modelbased
control is
ismodels
used for
foris
engine
variable
valve
actuation
(VVA)
based
control
used
engine
variable
valve
actuation
(VVA)
based
control
is
used
for
engine
variable
valve
actuation
(VVA)
control.
Both
the
exhaust
valve
actuator
model
and
engine
inbased
control
is
used
for
engine
variable
valve
actuation
(VVA)
control.
Both
the
exhaust
valve
actuator
model
and
engine
incontrol.
Both
the
exhaust
valve
actuator
model
and
engine
incontrol.
Both
the
exhaust
valve
actuator
model
and
engine
incylinder
pressure
model
have
been
used
by
the
authors.
In
Wang
control.
Both
the
exhaust
valve
actuator
model
and
engine
incylinder
pressure
model
have
been
used
by
the
authors.
In
Wang
cylinder
pressure
been
by
authors.
In
cylinder
pressure
model
have
been used
used
by the
the
authors.
In Wang
Wang
et
al. (2006),
(2006),
an model
enginehave
air-to-fuel
(AFR)
model
is developed
developed
cylinder
pressure
model
have
been
used
by
the
authors.
In
Wang
et
al.
an
engine
air-to-fuel
(AFR)
model
is
et
(2006),
an
engine
air-to-fuel
(AFR)
model
is
et al.
al.
(2006),
an
engine
air-to-fuel
(AFR)
model
is developed
developed
for
the
control
of
stoichiometric
AFR
inside
aa gasoline
engine.
et
al.
air-to-fuel
(AFR)
is
developed
for
the(2006),
control an
of engine
stoichiometric
AFR
insidemodel
gasoline
engine.
for
the
control
of
stoichiometric
AFR
inside
a
gasoline
engine.
for
the
control
of
stoichiometric
AFR
inside
a
gasoline
engine.
The
model
is
constructed
using
neural
network
modeling
techfor
the
control
of
stoichiometric
AFR
inside
a
gasoline
engine.
The
model
is
constructed
using
neural
network
modeling
techThe
model
is
constructed
using
neural
network
modeling
techThe
model
is
constructed
using
neural
network
modeling
technique
and
is
calibrated
on-line.
In
Rajaei
et
al.
(2010)
a
twoThe
model
is
constructed
using
neural
network
modeling
technique
and
is
calibrated
on-line.
In
Rajaei
et
al.
(2010)
a
twonique
nique and
and is
is calibrated
calibrated on-line.
on-line. In
In Rajaei
Rajaei et
et al.
al. (2010)
(2010) aaa twotwonique
and
is
calibrated
on-line.
In
Rajaei
et
al.
(2010)
two-

stage
exhaust
gas
recirculation
(EGR)
valve
model
is
designed
stage exhaust
exhaust gas
gas recirculation
recirculation (EGR)
(EGR) valve
valve model
model is
is designed
designed
stage
stage
exhaust
gas
recirculation
(EGR)
valve
model
is
designed
for
the
control
of
the
EGR
ratio.
stage
exhaust
gas
recirculation
(EGR)
valve
model
is
designed
for
the
control
of
the
EGR
ratio.
for
for the
the control
control of
of the
the EGR
EGR ratio.
ratio.
for
the
control
of
the
EGR
ratio.
Model
accuracy
for
model-based
control
strategies
is
important.
Model accuracy
accuracy for
for model-based
model-based control
control strategies
strategies is
is important.
important.
Model
Model
accuracy
for
model-based
control
strategies
is
important.
An
inaccurate
model
would
usually
require
the
design
of
Model
accuracy
for
model-based
control
strategies
is
important.
An
inaccurate
model
would
usually
require
the
design
of aaa
An
inaccurate
model
would
usually
require
the
design
of
An
inaccurate
model
would
usually
require
the
design
of aa
more
conservative
controller
to
guarantee
the
overall
system
An
inaccurate
model
would
usually
require
the
design
of
more conservative
conservative controller
controller to
to guarantee
guarantee the
the overall
overall system
system
more
more conservative
conservative
controller
to the
guarantee
the
overalltime
system
robustness.
This would
would
sacrifice
the
system the
response
time
and
more
controller
to
guarantee
overall
system
robustness.
This
sacrifice
system
response
and
robustness.
This
would
the
response
robustness.
This system
would sacrifice
sacrifice
the system
system
response time
time and
and
diminish
certain
performance
indices.
robustness.
This
would
sacrifice
the
system
response
time
and
diminish
certain
system
performance
indices.
diminish
diminish certain
certain system
system performance
performance indices.
indices.
diminish
certain
system
performance
indices.
In order
order to
to take
take full
full advantage
advantage of
of advanced
advanced model-based
model-based control
control
In
In
take
full
of
advanced
model-based
control
In order
order to
tothe
takeimprovement
full advantage
advantage
ofmodel
advanced
model-based
control
strategies
of
accuracy
through
model
In
order
to
take
full
advantage
of
advanced
model-based
control
strategies
the
improvement
of
model
accuracy
through
model
strategies
the
improvement
of
model
accuracy
through
model
strategies
the
improvement
of
model
accuracy
through
model
calibration
is
required.
To
guarantee
robustness
and
shorten
the
strategies
the
improvement
of
model
accuracy
through
model
calibration
is
required.
To
guarantee
robustness
and
shorten
the
calibration
is
required.
To
guarantee
robustness
and
shorten
the
calibration
is
required.
To
guarantee
robustness
and
shorten
the
prototyping
time
of
model
calibration
the
authors
propose
an
calibration
is
required.
To
guarantee
robustness
and
shorten
the
prototyping
time
of
model
calibration
the
authors
propose
an
prototyping
time
model
calibration
authors
propose
an
prototypingseeking
time of
of(ES)
model
calibration
the
authors method
propose for
an
extremum
seeking
(ES)
based
model the
calibration
method
for
prototyping
time
of
model
calibration
the
authors
propose
an
extremum
based
model
calibration
extremum
seeking
(ES)
based
model
calibration
method
for
extremum
seeking
(ES)
based
model
calibration
method
for
engine
model
parameter
tuning.
ES
has
been
applied
for
engine
extremum
seeking
(ES) tuning.
based ES
model
calibration
for
engine model
model
parameter
has been
been
appliedmethod
for engine
engine
engine
parameter
tuning.
ES
applied
for
engine model
model
parameter
tuning.
ES has
has
been
applied
for engine
engine
calibration.
In
Popovic
et
al,
(2006),
ES
is
used
to
identify
the
engine
parameter
tuning.
ES
has
been
applied
for
calibration.
In
Popovic
et
al,
(2006),
ES
is
used
to
identify
the
calibration.
In
et
(2006),
ES
is
to
the
calibration.spark
In Popovic
Popovic
et al,
al,
(2006),
ES
is used
used
to identify
identify
the
optimized
triggering
time,
intake
valve
opening
time,
and
calibration.
In
Popovic
et
al,
(2006),
is
used
to
identify
the
optimized
spark
triggering
time,
intakeES
valve
opening
time, and
and
optimized
spark
triggering
time,
intake
valve
opening
time,
optimized
spark
triggering
time,
intake
valve
opening
time,
and
exhaust valve
valve
closing
time time,
to minimized
minimized
the brake
brake
specific
fuel
optimized
spark
triggering
intake valve
opening
time, fuel
and
exhaust
closing
time
to
the
specific
exhaust
closing
time
to
the
brake
specific
fuel
exhaust valve
valve of
closing
timegasoline
to minimized
minimized
the
brakeAn
specific
fuel
consumption
the
test
engine
setup.
optimized
exhaust
valve
closing
time
to
minimized
brake
fuel
consumption
of
the test
test
gasoline
enginethe
setup.
Anspecific
optimized
consumption
of
the
gasoline
engine
setup.
An
optimized
consumption
of
the
test
gasoline
engine
setup.
An
optimized
spark
phasing
and
cam
phasing
map
is
generated
with
the
consumption
of
the
test
gasoline
engine
setup.
An
optimized
spark phasing
phasing and
and cam
cam phasing
phasing map
map is
is generated
generated with
with the
the
spark
spark phasing
phasing
andIn
cam
phasing
map is
is
generated
withspark
the
application
of ES.
ES.
Incam
Cortiphasing
et al.
al. (2013),
(2013),
air-fuel
ratio and
and
spark
spark
and
map
generated
with
the
application
of
Corti
et
air-fuel
ratio
application
of
ES.
In
Corti
et
al.
(2013),
air-fuel
ratio
and
spark
application
of
ES.
In
Corti
et
al.
(2013),
air-fuel
ratio
and
spark
timing
is
calibrated
using
ES
to
optimize
the
exhaust
manifold
application
of ES. Inusing
Corti ES
et al.
(2013), air-fuel
ratio and
spark
timing is
is calibrated
calibrated
to optimize
optimize
the exhaust
exhaust
manifold
timing
using
ES
to
the
manifold
timing is
is calibrated
calibrated
using
ESthe
to load
optimize
the exhaust
exhaust
manifold
temperature
and
to
reduce
variation
between
engine
timing
using
ES
to
optimize
the
manifold
temperature
and
to
reduce
the
load
variation
between
engine
temperature
and
to
the
between
engine
temperature
andwork,
to reduce
reduce
the load
load variation
variation
between
engineaa
cycles.
In
these
the
calibration
focus
were
to
generate
temperature
and
to
reduce
the
load
variation
between
engine
cycles.
In these
these
work,
the calibration
calibration
focus were
were
to generate
generate
cycles.
In
work,
the
focus
to
cycles.
In
these
work,
the
calibration
focus
were
to
generate
map which
which
can be
be
usedthe
to determine
determine
optimized
settopoint
point
for the
theaaa
cycles.
In these
work,
calibrationoptimized
focus were
generate
map
can
used
to
set
for
map
which
can
be
used
to
determine
optimized
set
point
for
the
map
which
can
be
used
to
determine
optimized
set
point
for
the
system.
In
this
work,
the
calibration
focus
is
to
generate
model
map
which
can work,
be used
determine focus
optimized
point for
the
system.
In this
this
thetocalibration
calibration
is to
to set
generate
model
system.
In
work,
the
focus
is
generate
model
system.
In
this
work,
the
calibration
focus
is
to
generate
model
parameters
which
would
make
the
model
performance
close
system.
In
this
work,
the
calibration
focus
is
to
generate
model
parameters which
which would
would make
make the
the model
model performance
performance close
close
parameters
parameters
which would
wouldTo
make
the model
model
performance
closeaa
to
engine
performance.
minimize
the
computation
effort
parameters
which
make
the
performance
close
to
engine
performance.
To
minimize
the
computation
effort
to
minimize
the
effort
to engine
engine performance.
performance.
To
minimize
the computation
computation
effort aaa
simplified
engine model
model To
is first
first
described.
ES based
based calibration
calibration
to
engine
performance.
To
minimize
the
computation
effort
simplified
engine
is
described.
ES
simplified
engine
model
is
described.
ES
calibration
simplified
engine
model
is first
first
described.
ES based
based
calibration
is
then
applied
using
aa cost
function
designed
to
minimize
the
simplified
engine
model
is
first
described.
ES
based
calibration
is
then applied
applied
using
cost
function
designed
to minimize
minimize
the
is
then
using
a
cost
function
designed
to
the
is
then
applied
using
a
cost
function
designed
to
minimize
the
difference
between
model
and
measurement
outputs.
is
then
applied
using
a
cost
function
designed
to
minimize
the
difference
between
model
and
measurement
outputs.
difference
difference between
between model
model and
and measurement
measurement outputs.
outputs.
difference
between
model
and
measurement
outputs.
EGR,
EGR,
EGR,
EGR,
ES,
EGR,
ES,
ES,
ES,2 ]]int ,,
[O
ES,
[O
2 ]int ,
[O
22 ]]int ,,
[O
R,
[O
int
2 int
R,
R,
nR,
,
R,
nnii ,,
y,
nniii ,,
y,
y,
y,
y,

2.
NOMENCLATURE
2. NOMENCLATURE
NOMENCLATURE
2.
2. NOMENCLATURE
NOMENCLATURE
2.
Exhaust
gas
recirculation
Exhaust gas
gas recirculation
recirculation
Exhaust
Exhaust
gas
recirculation
Extremum
seeking
Exhaust
gas
recirculation
Extremum
seeking
Extremum
seeking
Extremum
seeking at
Oxygen
concentration
at the
the intake
intake manifold
manifold
Extremum
seeking
Oxygen
concentration
Oxygen
concentration
at
Oxygen
concentration
at
the
intake
manifold
Molar
EGR
ratio
Oxygen
concentration
at the
the intake
intake manifold
manifold
Molar
EGR
ratio
Molar
EGR
ratio
Molar
EGR
ratio
Number
of
moles
of
i
of
the
intake
charge
Molar
EGR
ratio
Number
of
moles
of
i
of
the
intake
charge
Number
of
of
Number
of moles
moles
of iii of
of the
the intake
intake charge
charge
Intake
molar
gas
quantity
Number
of
moles
of
of
the
intake
charge
Intake
molar
gas
quantity
Intake
molar
gas
quantity
Intake
molar
gas
quantity
Intake molar gas quantity

2405-8963 2016,
IFAC (International Federation of Automatic Control)
Hosting by Elsevier Ltd. All rights reserved.
Copyright
744
Copyright
2016
2016 IFAC
IFAC
744
Copyright
2016
IFAC
744
Peer review
of International Federation of Automatic
Copyright
under
2016 responsibility
IFAC
744Control.
Copyright

2016
IFAC
744
10.1016/j.ifacol.2016.08.106

IFAC AAC 2016

June 19-23, 2016. Norrkping, Sweden

x,
z,
nf ,
mf ,
LHV ,
,
Qhr ,
Qt f ,
p,
T,
W,
B,
Twall ,
QhrMAX ,
V,
Vc ,
Vd ,
l,
a,

Qingyuan Tan et al. / IFAC-PapersOnLine 49-11 (2016) 730735

731

expression for the molar concentration of oxygen in the intake,

denoted by [O2int ], is shown in (4)
 3
2 
z
4.77 + R 2 1 4 n f
[O2int ] =
.
(4)
(1 R) y

Exhaust molar gas quantity

Remainder of the intake charge
Fuel molar quantity
Fuel mass quantity
Fuel lower heating value
Specific heat ratio
Heat released
Heat transferred
In-cylinder pressure
In-cylinder averaged temperature
Output work from cylinder
Cylinder bore
Cylinder wall temperature
Peak heat release value within one engine cycle
Transient cylinder displacement volume
Cylinder clearance volume
Cylinder total displacement volume
Connecting rod length
Crank radius

Emission performance results from previous studies have suggested the suitability of indicating the EGR effectiveness by
[O2int ], Asad et al. (2013). Moreover, Eq. 4 specifies the EGR
ratio in terms of quantities that are typically available in the
ECU (Guzzella et al. (1998)). z is measured using the mass
air flow (MAF) sensor. y is calculated from the speed-density
equation, (Heywood (1988)), while n f is determined from the
pre-calibrated fuel quantity delivered via the fuel injector.
3.2 Closed Cycle Process

3. SIMPLIFIED ENGINE MODEL

The engine model is divided into two sub-models based on the
physical system structure: the air-path model and the closedcycle model. The air-path model captures the interaction between the intake fresh air and the recirculated engine exhaust
gas. It provides the initial gas compositions for the closedcycle model. The closed-cycle model represents the in-cylinder
thermodynamic processes including piston work, combustion,
and heat transfer.
3.1 Air-Path Process
The EGR level is expressed in terms of the mole fraction of the
re-circulated exhaust gas in the intake manifold. The detailed
air-path model has been presented in the authors previous
work, Divekar et al. (2013). The model is briefly listed here
for completeness. An EGR path molar balance is conducted to
quantify the mole fractions of the EGR affected intake charge:
yz
R=
(1)
x
where, z, is the moles of fresh air, y is the total in-cylinder moles
of air and recirculated combustion products, x is total moles
of combustion products. In order to evaluate the combustion
products for the air-path section of the engine model, the
combustion chemistry is expressed solely as conversion of
reactants into products:
n f C1 H2 O3 + nO2 O2 + nN2 N2 + nCO2 CO2 + nH2 O H2 O

2 
= (nCO2 + 1 n f ) CO2 + nH2 O + n f H2 O
2

3 n f
2 n f 
+ nN2 N2 + nO2 +
1 n f
O2
2
4
(2)
and
(3)
y = nN2 + nO2 + nCO2 + nH2 O .
Here, n f is the moles of fuel (C1 H2 O3 ), nN2 is the moles
of nitrogen, nO2 is the moles of oxygen, nCO2 is the moles
of carbon-di-oxide, and nH2 O is the moles of water in the
intake charge. The derivation of expressions for individual
intake charge species can thus be obtained. For instance, the
745

The air-path calculations, that mostly depend on sensor information, determine the initial conditions at (IVC ) for the closed
cycle engine process, wherein the first law of thermodynamics
and the ideal gas law are combined to complete the model, Heywood (1988). The evolution of temperature (T ) and pressure
(p) in the combustion chamber can be developed from the first
law of thermodynamics (energy balance).
T (k ) = T (k1 ) + A [Qhr (k ) Qht (k ) Wpv (k )] , (5)


(T ) 1
,
(6)
A=
R y
 (T (k ))
T (k ) (T (k ))1
p(k ) = p(k1 )
.
(7)
T (k1 )
The heat transfer Qht is modeled using Woschnis correlation
as,




Qht ( ) = hw ( ) As ( ) T ( ) Twall ,

(8)

hw ( ) = Cscaling B0.2 p0.8 T ( )0.55 w( )0.8 , (9)



Vd Tre f
p( ) pmot ( ) . (10)
w( ) = C1 S p +C2
pre f Vre f

Qhr , the heat release rate, is approximated using a triangular

shape function to simulate the energy addition rate by burning
of the fuel mass, m f uel .

Qhr =

2QhrMAX
CD


2QhrMAX
CD

0


( SOC )

( CA50 ) + QhrMAX

QhrMAX =

m f uel LHV
CD

i
ii
iii
iv

(11)

(12)

Wpv , piston work is expressed as:

Wpv (k ) = p(k )[V (k ) V (k1 )],
(13)
V is the cylinder volume, which is calculated from the slidercrank mechanism.

IFAC AAC 2016

732
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Qingyuan Tan et al. / IFAC-PapersOnLine 49-11 (2016) 730735

1
 
2
Vd
l
l 2
sin2 ( ) .
V ( ) = Vc +
1 + cos( )
2
a
a

(14)

is the specific heat ratio. In order to simplify the computational load is estimated using a cylinder gas temperature
dependent linear approximation,
( ) = (IVC ) T ( )

(15)

The heat transfer coefficients hw , As , C1 , and C2 are precalibrated to match the engine setup, while the geometry parameters Vd , Vc , l, and a are constants for the test engine. The
heat transfer coefficient Cscaling is a scaling factor which is
tuned to match a specific engine geometry and engine working
condition.
For the model listed above the mean piston speed, S p , and the
reference parameters Twall , Tre f , pre f , Vre f , and pmot depend on
the external system inputs. R is the universal gas constant. The
maximum heat release during combustion is defined as QhrMAX .
CA50 is the location of 50% fuel combustion, m f uel is the total
fuel mass, LHV is the lower heating value of the fuel, SOC is
the location where combustion starts at, and CD is defined as
the combustion duration. For the simplified specific heat ratio
definition, is the linear fit coefficient.
4. EXTREMUM SEEKING FOR MODEL CALIBRATION
4.1 General ES Structure
Extremum seeking (ES) is a model free gradient-based optimization method which has been used in a number of automotive related studies Corti et al. (2013), Haskara et al, (2006),
Killingsworth et al, (2009), Popovic et al, (2006), Sugihira et
al, (2007).
ES runs iteratively and the optimization process is to guide
the system output cost function to an extremum (minimum or
maximum) by tuning the selected system control input based
on the system steady-state response, Young et al, (2002). The
general ES structure is shown in Fig. 1. ES would first initiate
perturbation on the system input by adding a dither signal to
it. The output from the system is used to construct a cost
function. The gradient of the cost function can be extracted by
ES through demodulation and the interaction with a series of
embedded filters.

Fig. 1. Generic ES structure

The ES cost function designed based on system output has been
assumed to have an asymptotically stable equilibrium, Young
746

et al, (2002). The behavior of the cost function is usually

unknown and ES is able to determine the optimum control
input from the cost function convergence based on the available
measurement from the system.
4.2 Perturbation Based ES for Model Calibration
The current work adopts the model-free optimization scheme
of ES to calibrate model parameters. Calibration of the model
parameters is conducted by designing a cost function that
evaluates the difference between the measured plant output
and the model output. ES is then used to modulate the model
parameters such that the cost function reaches a local minimum.
Guidelines based on experience and literature review are used
to select the initial model parameter value, such that the local
minimum identified by the ES is in fact the global minimum.
The discrete perturbation based ES structure is adopted in this
work. For the discrete perturbation based ES three parameters are usually tuned to improve convergence, the oscillation
frequency of the dither signal , the amplitude of the dither
signal , and the adaptive gain . Since ES is applicable with
steady-state input and output from the system, the choice of
the dither signal frequency is related to the system response
dynamics. If the system responds quickly the dither value can
be very large as the system is always working at a steady-state
relative to the dynamic of the dither signal. If this is true, the ES
iterations would run faster thus less time is needed before the
ES can converge. Both the dither amplitude and the adaptive
gain values are to determine the ES searching step amplitude
ES. If the step sizes are large the ES convergence time can be
shortened. However the optimum performance might also be
overlooked as it could lie within the range of two consecutive
searching steps.

Fig. 2. Model calibration structure

The structure of the perturbation based ES for model calibration
is shown in Fig. 2. From the structure it can be seen that
a sinusoidal dither signal a sin( kt) is added on to the
updated system input . The cost function is constructed using
the system measurement and is determined as J( ). The cost
function is first applied to a high pass filter z1
z+h and the results is
multiplied by the sinusoidal signal b sin( kt). This process
will generate an estimate of the gradient of the cost function

before the integrator z1

. The integrator utilizes this input to

update in the tendency of driving the gradient to zero. If

is positive will drive the cost function to its closest local
minimum, whereas is negative will make the cost function
to approach its closest local maximum.

IFAC AAC 2016

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Qingyuan Tan et al. / IFAC-PapersOnLine 49-11 (2016) 730735

Table 1. 4-Cylinder Ford DuraTorq Puma Diesel

Engine

4.3 Cost function design

ES is used for engine model parameter calibration to improve
the heat transfer prediction using the simplified engine model.
The difference between engine measurement and model output
is used for the cost function design. The engine, in this case,
is considered as an unknown system. Since the engine model is
first-principle based a best fit of the model output to the engine
output is to be expected given appropriate model parameters.
Therefore, under this scenario, the application of ES for engine
model calibration is appropriate.
As mentioned previously, the simplification of the in-cylinder
sub-model would introduce uncertainty to the overall engine
model. The in-cylinder process is the duration when the complicated thermodynamic processes take place. It determines
the amount and species of tail-pipe emissions. Therefore the
capability of the model to accurately estimate this process is
important. Certain model parameters need to be tuned to close
the gap between the model and the real engine. In this work the
Cscaling is the chosen parameter to tune using ES, as it adjusts
the model wall heat transfer performance which affects the incylinder temperature and pressure changes.
The engine in-cylinder process is reflected by the engine incylinder pressure. Therefore the calibration target is to match
the pressure traces acquired from the measurement and the
model. Due to the simplification of the heat release process, the
matching of the pressure traces during the combustion process
(from SOC to SOC +CD ) is very difficult. Furthermore the
heat released during combustion (usually lasts for 10-30 crank
angle degrees) contributes a relatively small portion of the
total heat transfer compared to the total heat transferred within
one engine cycle. Therefore the pressure matching during this
period is inferior to the pressure matching of the rest of the incylinder pressure trace. For the cost function design, to diminish
the influence of the in-cylinder pressure during combustion,
the difference between measured and modeled pressure are
divided by the corresponding measured pressure value. As the
absolute pressure values are usually higher during combustion,
the amplitude ratio contributed by this portion of data to the
cost function will be of a smaller value. In this work, the cost
function is defined as:
J( ) =
.

733

EVO

=IVC

|Pmea Pmodel |
Pmea

(16)

An elastic coefficients is used to adjust the amplitude of the

cost function values during the calibration as to cope with the
ES parameters.
4.4 Experimental setup
The engine tests were conducted on a single cylinder Ford
Puma common-rail diesel engine. The original four cylinder
production engine was modified to run in a three motoring and
one research cylinder configuration. The specification of the
research cylinder can be found in Table 1. The three motoring
cylinders operate in the traditional diesel combustion mode to
motor the research cylinder. Independent intake, exhaust, and
fuel supply paths have been set-up in the laboratory for the
research cylinder. An eddy current dynamometer dissipates the
engine load and regulates the engine speed. During the engine
test, the engine speed is held constant at 1500 rpm. An AVL
747

Displacement
Bore x Stroke
Compression ratio
Max cylinder pressure
Injection system
Intake valve open
Intake valve close
Exhaust valve open
Exhaust valve close

1998 cm3
86 mm x 86 mm
18.2 : 1
180 bar
Common-rail system (up to 1600 bar)
690o CA
250o CA
498o CA
68o CA

pressure transducer is mounted on the research cylinder head

for in-cylinder pressure recording.
5. RESULTS AND DISCUSSION
In this work, to demonstrate the effectiveness of ES for engine
model calibration, a single input ES study is presented. More
sophisticated multiple input ES can be expanded from this work
using a similar idea for the cost function design. In this study,
the engine model has all the model parameters pre-calibrated
except for the heat transfer scaling factor (Cscaling ).
Engine cyclic injected fuel quantity, fuel injection timing, engine speed, boost pressure, intake manifold temperature, and
EGR are used as the external user defined input which are applied to the model directly. The external inputs are held constant
during the ES calibration to create an engine steady-state inputoutput condition for the ES.
Cylinder pressure traces are selected for the ES cost function
design, (16). As demonstrated in Fig. 3 and Fig. 4 two sets
of engine test data are shown here to present the process
of ES model calibration. The data sets are obtained from
measurements conducted under two different conditions: one
is under motoring condition and the other running at 6.6 bar
IMEP. The cost function values plotted in the two figures have
been modulated by the elastic coefficient.
In Fig. 3 the model Cscaling was adjusted by ES from its initial
value to a value around 5.9 (average value of the converged
Cscaling trace). To achieve fast convergence, the dither signal
amplitude is set relatively high in this study. One downside of
this setting is that it would cause a large residual error once ES
converges. The cost function constructed by the difference ratio
between the measurement and modeled output would decrease
as Cscaling converges, Fig. 3.
Similarly, the ES calibration using engine test data obtained
under 6.6 bar IMEP is also shown in Fig. 4. Once converged,
the average of the model Cscaling identified by ES is 3.9. The
departure of the Cscaling value from the one obtained in the
previous ES calibration is the result of the simplification of the
heat release sub-model and specific heat ratio as well as the
uncertainty of other model parameters.
In Table 2 model calibration results are shown for engine pressure measurement conducted under different loads (as illustrated of differences in IMEP values), boost level, and EGR
ratios. The table lists the cost function values obtained after
convergence has been achieved during the calibration. The
number of ES searching cycles required for achieving the convergence have also been presented. The actual time of convergence depends on both the computational resources and the

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Table 2. Model calibration results

Speed (rpm)
1500
1500
1500
1500
1500
1500

IMEP (bar)
-1.7
6.6
9.9
10.0
10.0
7.3

EGR (%)
0
0
15
21
45
59

Boost (kpa)
74.2
99.8
87.3
100.7
101.3
102.4

Cscaling
5.9
3.9
2.9
3.8
3.1
2.9

Cost function (ES)

17.2
10.2
13.4
9.8
13.6
10.8

Fig. 3. Calibrated heat release profile using ES, motoring

trace.The cost function values have been modulated by an
elastic coefficient.

748

Cost function (Ref.)

19.6
10.8
12.9
10.5
11.6
9.9

ES cycles to convergence
150
50
20
80
170
240

Fig. 4. Calibrated heat release profile using ES, 6.6 bar IMEP.
The cost function values have been modulated by an
elastic coefficient.

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number of cycles to converge. In general, the time consumption

is proportional to the number of ES convergence cycles.
A heuristic approach has been adopted in parallel to the ES calibration to evaluate the validity of the ES results. In the heuristic
model calibration, one Cscaling is selected to best fit the cylinder
pressure trace at motoring conditions for varying intake boost
conditions. Combustion conditions are not considered during
this approach as it introduces several degrees of complexity
and the manual model calibration would be extremely tedious.
For the test engine and for intake boost ranging from 0.3 bar
abs to 1.3 bar abs, it was observed that a Cscaling of 3.5 yields
acceptable model performance. The cost function values obtained (16) using the heuristic approach are also listed in Table
2 in the Cost function (Ref.) column. It was observed that the
automated ES calibration method was able to obtain similar
results by adopting a different Cscaling for different operating
points and the converged cost function value is comparable to
those obtained using the heuristic approach, Table 2. However,
since the ES tuning requires only limited or no knowledge of
the system, the overall parameter calibration effort has been
significantly reduced.
To make the model perform more accurately, multiple model
parameters can be introduced to the ES calibration structure
shown in Fig. 2 as ES output. A multiple parameter ES can
be applied to replace the single parameter ES structure used
in the current study. Moreover due to the data-driven nature of
ES, the model calibration process can also be applied online
in real-time. In the authors lab, the time consumption for one
iteration of the simplified engine model calculation is around
10 ms, each iteration of ES searching consumes less than 0.1
ms to complete. From the model calibration results shown in
Table 2 all the calibration examples converge within 170 ES
cycles. This further demonstrates a positive potential to adopt
this technique for real-time model calibration.
6. CONCLUSION
This paper presents a engine model calibration technique using
ES. A first-principle based simplified engine model is proposed
as the target model to approximate the thermodynamic processes of the engine setup built in the authors lab. A cost
function designed using both measurement and modeled data is
used for the ES structure to locate the optimum model parameter. Expanding the ES structure adaptable to multiple parameter
tuning is also proposed as a future prospect for the development
of this technique.
ACKNOWLEDGEMENTS
The research at the Clean Diesel Engine Laboratory is sponsored by the Canada Research Chair program, NSERC, CFI,
OIT, AUTO21, the University of Windsor, Ford Motor Company, and other OEMs.
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