The Vehicle s Brain and Heart. Software and Algorithm Development

Transcription

1 The Vehicle s Brain and Heart Software and Algorithm Development 1

2 Contact: Daniel Hess D Welcome to IAV No matter where you are, you're certain to find vehicles that include a number of IAV innovations. And no wonder after all, we're a leading engineering partner for all major manufacturers and suppliers across the globe. There's a good reason for that for almost 30 years, we've built up a spectrum of competencies that is unique in its breadth. Our expertise is not only vast, it is also accessible everywhere. You'll always find IAV experts close by more than 5,000 of them around the world committed to giving you first-rate support wherever you are, from our sites in Germany and throughout Europe, to Asia and the Americas. Our formula for success? We're car enthusiasts ourselves, so we always see the world through the eyes of your customers. That's why our name stands not only for technical perfection, but also for intelligent driving pleasure. You'll be pleased with our work too. The combination of excellent developers and state-of-the-art equipment ensures that your projects are finished with precision. We're at your side from our first discussion to the start of production. That's our promise to you London Germany Detroit Paris Courbevoie Moscow Kaluga Beijing Seoul Modena Shanghai Tokyo Our German operations: Berlin Chemnitz Dresden Friedrichshafen Gifhorn Ingolstadt Kassel Ludwigsburg Munich Neckarsulm Neustadt Nuremberg Regensburg Rostock Ruesselsheim Weissach São Paulo Pune Global Development Expertise of IAV

3 Contents Mission Statement 4 Algorithm Development 6 Example: Algorithm Development 7 Algorithm Development / Exhaust Gas Aftertreatment 8 Example: Exhaust Gas Aftertreatment 9 Software Development 10 Example: Software 11 Electronics 12 IAV FI 2RE 14 IAV Indicar 15 Subject to change without notice, Effective M 04/2013 3

4 Mission Statement Software and Algorithm Development Modern diesel engines are inconceivable without electronics and open and closed-loop control systems. The fact that a car traveling between our development centers in Gifhorn and Berlin (220 km) emits less soot than fits in a pencil lead is due to the extreme precision with which fuel and air are metered into the combustion chamber. This is a process that would be unthinkable without modern control units. Once decried as being noisy, slow and dirty, the diesel engine has only managed to become the clean, dynamic and energyefficient power unit that propels almost half of all new vehicles in Europe through innovations in the field of open and closedloop control engineering. To inject exactly the right amount of fuel into the combustion chamber at the right pressure, software today determines the injection valve s opening times with microsecond accuracy, doing so cycle by cycle with unwavering precision. Software controls the complex chemical processes that take place in a modern exhaust gas aftertreatment system: Calculating soot filter and SCR system loads, computing burn-off and conversion rates and regulating the supply of reducing agents accordingly. Overriding diagnostic functions keep a check on these systems to make sure they also continue to work properly over the vehicle s typical lifespan and send out a warning if they were to start exceeding the pencil lead allegory after only 190 km. We are the one that develop, implement and take these algorithms from the initial idea to the point of manufacturing readiness. We are the ones that design this software with expertise in development processes and safety concepts. We are the ones that provide the prototype hardware for new functions to turn the ideas of the thermodynamics experts and chemists into reality. The engine is seen by many as the heart of the automobile. And if that is the case, then modern control units with their diverse functions can rightly be called the vehicle s brain. 4

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6 First the Idea Algorithm Development Electronics in vehicles is playing an in - creasingly important part, and hence the requisite algorithms and functions too. They bring the vehicle to life and help to define its character: They control, regulate and monitor. They give drivers feedback on their request and make sure consumption and emission levels are kept to a minimum throughout the vehicle s life cycle. The trend towards more electronics will grow. This will also bring greater complexity to the overall system and to the demands that are placed on individual disciplines: Innovative concepts for controlling com - bus tion, validating them in simulation and in the vehicle as well as high-performance electronic hardware for testing new algo - rithms are just a few cases in point. IAV has set itself the task of overcoming this complexity and of providing answers to tomorrow s challenges even today. With our ideas, processes, supporting services and customized solutions, we pursue an integrated approach. This includes the engine s electronic interfaces for developing modern combustion processes and exhaust gas aftertreatment systems as well as taking them to manufacturing readiness while meeting exacting demands on quality and tight schedules. 6

7 Algorithm Development and Diesel Hybrid Example: Algorithm Development Depending on the particular application in hand, the number of potential hybrid con - figurations can be immense. Developing hybrid vehicles, however, also involves striking a balance between extra costs, added value and potential savings. The huge complexity of hybrid vehicles makes it necessary for developers to combine experimentation based on rapid prototyping with simulation. IAV has its own simulation and modelbased software / rapid prototyping development tools. Programmable with Matlab / Simulink, IAV s MPEC (Modular Prototyping Engine Controller) rapid prototyping system provides the key to quickly integrating new algorithms. The system can either be used as an autonomous controller within a control unit network as well as for bypassing an existing system. Besides optimizing energy management and controlling the engine to cut fuel consumption and emissions, a further focus is on reducing complexity in exhaust gas aftertreatment system. Development work also concentrates on Coordinating start / stop and testing hybrid systems under cold-starting conditions Coordinating transmission engagement torque Integrating recuperation torque into the torque structure Torque splitting and drivability functions Adapting engine management systems to the specific needs of hybrid vehicles Consumption Exhaust emissions Power output Costs 7

8 Efficient Implementation Algorithm Development / Exhaust Gas Aftertreatment Ever higher demands in exhaust emission legislation on reducing harmful emissions not only involve optimizing combustion and supercharging processes at the engine level but also active exhaust gas after - treatment measures. The key to success lies in exactly controlling the process variables in the engine and its exhaust gas aftertreatment system. Real-time algorithm solutions in the engine control unit ensure optimum operation under different ambient conditions and driving situations. To cope with growing complexity, IAV s approach is to employ model-based software algorithms that mainly use the physical system parameters as calibration variables in an effort to minimize the work involved in matching systems to different vehicle models. The use of virtual development environ - ments (coupling engine and / or exhaust gas aftertreatment system with the relevant function software) provides feedback on later system behavior in different driving cycles very early on in the development process. This can significantly speed up the algorithm development process as it provides almost boundless testing options and also makes hard-to-access variables (such as the NH 3 level in the SCR) easier to measure. This way, interactions between different calibration strategies, calibration statuses or target controlled variables can be evaluated and optimized on real-life prototypes with minimal measurement input at an early stage. Having been preoptimized and undergone basic calibration, these algorithms can then be adapted and fine-tuned for the validation phase on the engine test bench and in the vehicle. 8

9 Differences: SCR/DPF vs. SCR Example: Exhaust Gas Aftertreatment A strong development focus in diesel engine exhaust-gas aftertreatment is on minimizing nitrogen oxide emissions. SCR technology provides significant potential for reducing them across wide driving cycle ranges from the point where chemically defined exhaust gas temper - ature thresholds are exceeded. This contrasts with CO 2 -optimized vehicle concepts involving ever lower exhaust gas temperatures. To overcome this trade-off, integrated SCR/DPF components provide a way of taking the SCR to its optimum operating temperature range as quickly as possible after starting the engine (and of keeping it there) so as to achieve maximum con - version rates for meeting future exhaust emission standards. Among other de - mands, this integration makes it necessary to adjust the control and diagnostic stra tegy in particular as soon as further denoxing components (e.g. additional SCR) are installed downstream. Higher temperature gradients in the SCR/DPF Protection needed against NH 3 slip Rapid control of the NH 3 filling level Influence on capacity of SCR/DPF to absorb NH 3 Dynamic pilot control of dosing for different NH 3 filling levels Problem: Changed inhibition and aging risks Effect on deno x rate from the effects of soot and ash being deposited (e.g. effective SCR volume reduced by ash deposition) High thermal load during regeneration (alternative regeneration control system) Allowance for NH3 oxidation from close-coupled dosing DOC monitoring No HC/CO conversion in the SCR/DPF less aging of DOC permissible until OBD limit reached Reduced selectivity during regeneration alternative: DOC light-off learning algorithm DPF monitoring P Diff -based DPF diagnostics for future OBD limits may not be sufficient Potential alternative: PM-sensor-based DPF diagnostics SCR monitoring Efficiency diagnosed by means of NO x sensors Pin-pointing between SCR/DPF and SCR (with tandem SCR system) challenging Modified OBD strategy for new dosing hardware on account of close-coupled dosing Problems from long-term (aging) and short-term effects (depositions) 9

10 Understanding Systems Software Development The requirements placed on modern vehicles have continued to grow in recent years. Rising demands on safety, comfort and efficiency are increasing the number of components in the powertrain, deepening the complexity of software components used in engine and transmission control units. You can rely on IAV as your partner in meeting new demands on your software. Besides processes conforming to Auto - motive SPICE and high quality targets, producing software in the necessary quality demands a detailed understanding of the systems involved to be successful in meeting your needs. In its software projects, IAV places an emphasis on employing experts who, in addition to focusing on the actual functional require - ments, never lose sight of the finite control unit resources. In addition to classic manual coding IAV can drawn on many years of experience in generating code automatically using familiar tools, such as Matlab / Simulink and Ascet. The code generated is thoroughly tested in SiL and HiL environments with a view to satisfying IAV s exacting quality-related demands on top of the customer s specific requirements. IAV s software development portfolio ranges from partial packages, such as automated system tests on the full-size HiL, to safety concepts and from providing advice on ISO to turn-key projects in cooperation with algorithm developers and vehicle calibrators. 10

11 Model-Based Software Development Example: Software In developing software components for the powertrain, IAV can draw on many years of experience in model-based software development. Here, algorithms and data structures are programmed using modern development tools, like Matlab / Simulink. The source code for volume production is generated automatically on these function models. Good documentation of the software algorithms using block diagrams, reproducibility of the source code and the high level of code quality this ensures are the particular advantages that come with this methodology. Above and beyond using the model-based development method, IAV can also adapt and integrate development environments in line with specific needs. Critical analysis of function requirements Specification of software requirements Specification of software interfaces and their implementation Implementation with Matlab / Simulink or Ascet Integration of existing modules in C Observance of modeling and coding guidelines Automatic code generation Steady-state and dynamic code verification Module testing in a software-in-the-loop environment Software integration and software build Integration testing and start-up in a hardware-in-the-loop environment or in the vehicle Specifications and implementation Code generation and module testing Software integration and software build Software-integration tes - ting and system testing 11

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13 Pioneer for Advance Development Themes Electronics Electronics first appeared in automobiles in the form of the simple transistor ignition. Nowadays, engine control units are inconceivable without power electronics and digital real-time control. Besides the ignition, fully electronic control has not only long since come to fuel injection. Electronic components meanwhile operate the engine s actuators and collect its sensor signals. Particular demands are placed on electronics at the advancedevelopment stage: It must provide maximum flexibility and be continuously adjusted to accommodate the latest component developments. Electronic tools for advance development must be robust and are mostly still without any equivalents at production control unit level. Advance engineering developers try out new approaches and are reluctant to see their ideas held back by electronic assemblies. We can make adjustments or, if necessary, engineer tailor-made solutions for new assemblies within a short period of time. New applications, such as cylinder-pressure sensing and evaluation in real time, are only possible with parallel, digital signal pro cessing that requires complex, fieldprogrammable gate arrays (FPGAs). To keep pace with these demands on electronics, our team develops electronics for advance engineering entirely in house and can quickly adapt them to new demands whenever necessary. From designing systems, configuring circuitry, laying out multilayer circuit boards, start-up, program - ming and comprehensive testing we do all this work internally at IAV in spite of growing component density and ever-faster data rates. Electronics must also accommodate rising demands from injection technology. Cylinder pressure engine management in particular is placing increasingly subtle requirements on injection control. Multiple injection events and direct-acting piezo injectors permitting continuous injection rate shaping are demanding new electronic actuation concepts. Hardly any electronic system manages without software these days. Initially, this is not even about the function software that will eventually be needed but about simulating circuitry, basic software, logic programming, control software and tool chains for developing algorithms later on. This is another area our department covers for its own electronics development activities. 13

14 IAV FI 2RE Flexible Injection and Ignition for Rapid Engineering Many testing and validation activities on engine or hydraulic component test benches demand user-programmable injection and ignition events. Massproduced control units are shown to be unsuitable for these tasks: They are tied to specific angle systems, can only activate one or merely a few ignition events, require a specific control unit environment or are unable to actuate the required injectors. Test bench time is expensive and often involves adapting tools extremely quickly. A high degree of flexibility is also important to avoid placing unnecessary constraints on advance development work. IAV s FI 2RE (Flexible Injection and Ignition for Rapid Engineering) provides the capability of actuating all crank-angle synchronous components. It permits any number of injections as well as a wide range of options for triggering solenoid and piezo injectors as well as ignition modules and ignition coils. Rail pressure pumps, camshaft controllers, throttle valves etc. can also be operated. The flexible angle system can be used for a variety of sensors and signal shapes. This makes IAV s FI 2RE the ideal tool for a wide range of different and demanding development activities on test benches.

15 IAV Indicar The Flexible Indication System Recent years have seen cylinder-pressure sensing move increasingly into the devel - opment focus. Combustion processes are now so advanced that they can only be improved by using cylinder pressure to observe the actual course of combustion. Evaluating cylinder-pressure signals under thermodynamic aspects places exacting demands on signal sensing and processing. IAV Indicar is a portable and fast indication system capable of real-time signal pro - cessing. It can be used for recording, computing and evaluating cylinder pressure curves. As many as eight cylinder pressure signals can be recorded with cycle preci - sion and processed in real time on the basis of thermodynamic aspects. All recordings can be transferred by interfaces to a cal i - bration system. The raw data measured and data computed are provided in various formats for further analyses. Users can work with the ready-to-use thermodynamic block sets supplied with the system or add their own Matlab / Simulink algorithms. The data computed can be delivered in various formats and made available to the user for further analyses. Besides the standard configuration we can also provide the IAV Indicar with additional inputs and outputs in line with customer needs.

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