9th IFAC International Symposium on Advances in Automotive

9th IFAC International Symposium on Advances in Automotive

Control
9th IFAC France,
Control
Orléans, International
June Symposium
23-27, 2019 on
Available
Advancesonline at www.sciencedirect.com
in Automotive
9th IFAC International
Control Symposium on Advances in Automotive
Orléans, France, June 23-27, 2019
Control
Orléans, France, June 23-27, 2019
Orléans, France, June 23-27, 2019 ScienceDirect
IFAC PapersOnLine 52-5 (2019) 178–184
Neural-network based boost pressure prediction for two-stage turbocharging system
Neural-network based boost pressure prediction for two-stage turbocharging system
Neural-network based boost pressure prediction
of diesel for two-stage turbocharging system
enginefor
Neural-network based boost pressure prediction
of diesel engine two-stage turbocharging system
of diesel engine
of diesel engine Long Yang* Ying Huang * Meng Xia*. Hong Li*
Long Yang* Ying Huang  * Meng Xia*. Hong Li*
Long Yang* Ying Huang  * Meng Xia*. Hong Li*
Long Yang*
*Beijing Ying Huang
Institute * MengBeijing,
of Technology,
 Xia*. Hong China, Li*
*Beijing Institute
(e-mail: of of Technology,

hy111@ Beijing,
bit.edu.cn). China,
*Beijing Institute
(e-mail: of Technology,
hy111@ Beijing, China,
bit.edu.cn).
*Beijing Institute Technology, Beijing, China,
(e-mail: hy111@ bit.edu.cn).
(e-mail: hy111@ bit.edu.cn).
Abstract: A boost pressure prediction research based on neural network is carried out for a diesel engine
Abstract:
with two-stageA boost pressure
adjustable prediction research
turbocharging system.basedFirst, onbasedneural network
on the is carriedusing
co-simulation out for a diesel engine
GT-POWER and
Abstract:
with two-stageA boost pressure
adjustable prediction research
turbocharging system. based
First, on
basedneuralon network
the is carriedusing
co-simulation out for a diesel engine
GT-POWER and
Abstract:
MATLAB/Simulink
with two-stageA boost pressure
adjustable model, prediction
the dynamic
turbocharging research based
influence
system. First, on neural
ofbased
cycleonfuel network
the is carried
injection quantity
co-simulation out
using for
and a bypass
diesel engine
GT-POWER valve
and
MATLAB/Simulink
with
openingtwo-stage
of the adjustable
turbine model, the dynamic
onturbocharging
boost pressuresystem.influence
of First,
diesel ofbased
engine cycle fuel
isonstudied. injection
the co-simulation
The boost quantity
using
pressureand bypass strong
GT-POWER
shows valve
and
MATLAB/Simulink
opening of the turbine model,
on the dynamic
boost pressure influence
of diesel of cycle
engine is fuel injection
studied. The quantity
boost pressureand shows
bypass strongvalve
MATLAB/Simulink
nonlinear relationship model,
with the
the dynamic
two influence of cycle
aforementioned fuel injection
affecting parameters. quantitySecond,and bypassa valve
nonlinear
opening
nonlinear of relationship
the turbine on withboostthepressure
two model of diesel engineaffecting
aforementioned is studied.parameters.
The boost pressureSecond, shows strong
opening of theneural
autoregressive
nonlinear
turbinenetwork
relationship
on
with
boost pressure
prediction
the two
of diesel engine iswith
(NARXNN)
aforementioned
studied.
affecting externalTheinput
parameters.
boost pressure
is designed
Second, toaa predict
shows nonlinear
strong
nonlinearthe
autoregressive
nonlinear
boost pressure neural
relationship
of the network
diesel prediction
withengine.
the two The model (NARXNN)
aforementioned
cycle fuel injection with
affecting external
quantity, inputvalve
parameters.
bypass is designed
Second,
opening toa ofpredict
nonlinearthe
turbine,
autoregressive
boost pressure neural
the network
of pressure prediction
dieselareengine. model (NARXNN) with external inputvalve
is designed to of predict the
autoregressive
and
boost current
pressure boostneural
of the
network
diesel used
engine. asThe
prediction
The
cycle
inputsfuel
themodel
cycle of the
fuel
injection
(NARXNN) neuralwith
injection
quantity,
network
quantity, inbypass
external inputtoispredict
order
bypass valve
opening
designed thetofuture
opening of
turbine,
predict the
boost
turbine,
and
boost current
pressure.pressure boost
Then of
the pressure
the
neuraldiesel areengine.
networkused prediction
asThe
the cycle
inputs of the
fuel
model neural
injection
is identified network
quantity,
based inbypass
onorder
the to predict
valve
mean the future
opening
absolute boost
of turbine,
percentage
and current
pressure. boost
Then the pressure
neural are used prediction
network as the inputs of the
model is neural
identified network
based inonorder to predict
the mean the future boost
and
errorcurrent
(MAPE).
pressure.
boost
Then the The pressure
neural
are usedresults
identification
networkresults
as the show
prediction
inputs of the
that
model the neural
minimum
is identified
networkMAPE
based
in order
(3.52%)
on (3.52%)
the meanis isabsolute
to predict achieved
absolute
percentage
the future when boost
percentage the
error
number (MAPE).
pressure. Then
of hidden The
the identification
neural
layer network
nodes is 15. prediction show
At last, that
model
the the
is
neural minimum
identified MAPE
based
network prediction on the mean achieved
absolute
model isforachieved when
percentage
boost pressure theis
error
number (MAPE).
of The identification results show that the minimum MAPE (3.52%) when the
error
verified
number ofbyhidden
(MAPE). Thelayer
simulation.
hidden layer
nodes
identification is 15.
The one-step
nodes is 15.
Atprediction
results
At
last,
showthe
last, the
neural
that network
the minimum
simulation
neural network
prediction
MAPE
results of boost
prediction
model
(3.52%)
model
isforachieved
pressure
for
boost
show
boost
pressure
when
that the
pressure
is
is
verified
number
established ofbyhidden
simulation.
prediction layer The can
nodes
model one-step
15. Atprediction
is accurately last,predict simulation
the neural network
the boost results of
andboost
prediction
pressure, model
the pressure
MAPE forofboostshow
the that the
pressure
verification is
verified
established by prediction
simulation. The can
model one-step prediction
accurately predict simulation
the boost results of
pressure, and boost
the pressure
MAPE of show
the that the
verification
verified
data is by simulation.
3.98%. And the The one-step
multistep prediction
prediction simulationsimulation
results results
show of the
that boost pressure
pressure show that
prediction error the
in
established
data is 3.98%. prediction
And themodel multistepcan accurately
prediction predict
simulation the boost
results pressure,
show that andthethepressure
that MAPE prediction
of the verification
error in
established
the 50-step prediction
prediction model
domain canisaccurately predict
within 0.05bar, the boost
which pressure,
indicates andthetheprediction
MAPE ofmodel the verification
has high
data
the is 3.98%.
50-step And
prediction the multistep
domain is prediction
within simulation
0.05bar, which results show
indicates that
that the
the pressure
prediction prediction
model error
has in
high
data is 3.98%. And the multistep prediction simulation results show that the pressure prediction error in
accuracy.
the 50-step
accuracy. prediction domain is within 0.05bar, which indicates that the prediction model has high
the 50-step prediction domain is within 0.05bar, which indicates that the prediction model has high
© 2019, IFAC
accuracy.
Keywords:
accuracy. (International
two-stage adjustableFederation of Automatic
turbocharging Control)
system; neuralHosting
network; by multi-step
Elsevier Ltd. All rights reserved.
prediction
Keywords: two-stage adjustable turbocharging system; neural network; multi-step prediction
Keywords: two-stage adjustable turbocharging system;  neural network; multi-step prediction
Keywords: two-stage adjustable turbocharging system; 
neural network; multi-step prediction

(see (Buratti Riccardo et al. 1997)) designed a model-based
1. INTRODUCTION (see (BurattiVGT Riccardo et al.considering
1997)) designed a model-based
1. INTRODUCTION  dual-mode
(see (BurattiVGT controller
Riccardo et al.considering
1997)) designed the effects of engine
a model-based
1. INTRODUCTION dual-mode
(see
speed (Buratti
and fuel on controller
Riccardo
boost et al. 1997))
pressure, and the
designed
achievedeffects
a of control
engine
model-based
good
The turbocharging is1.an important technology to improve the speed
INTRODUCTION dual-mode and VGToncontroller
fuel boost considering
pressure, and the effects
achieved good of control
engine
The
air turbocharging
supply for diesel is an important
engines in the technology
plateau. The to improve
traditionalthe dual-mode VGT controller considering the effects of engine
results.
The turbocharging is an important technology to improve the speed and fuel on boost pressure, and
results.and fuel on boost pressure, and achieved good control achieved good control
air
Thesupply for diesel
turbocharging
turbocharging engines
is an important in the plateau.
technology The traditional
to improve the speed
air supply for technology
turbocharging diesel engines
technology
is limited
is in theby
limited by
the pressure
plateau.
the pressure
ratio and
The traditional
ratio and
results.
The effective and accurate modelling is the foundation of
results.
air
flow supply
range,for diesel
andtechnology enginestoinmeet
it is difficult the theplateau. The traditional
requirements at high The effective control.
and accurate
turbocharging
flow range, and it is difficultis limited
to meet by
thethe pressure
requirements ratio
at and
high model-based
The effective control.
and accurate The modelling
modellingis
modelling
the the
of
is of
foundation
the the two-stage
foundation
of
of
turbocharging
altitudes. technology
Through the is limited
control of by
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high-pressure and model-based The modelling two-stage
flow range,Through
altitudes. and it is thedifficult
controlto meet of the requirements
the high-pressure at stage
high turbocharging
The effective and systemaccurate
for modelling
boost pressure is thecontrol
foundationis of
very
flow
turbinerange, and itvalve,
bypass is difficult
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two-stage adjustable model-based control. The
at high turbocharging system for boost pressure control is very
boosting modelling of the two-stage
altitudes.
turbine Through
bypass the
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the of
two-stage the high-pressure stage model-based
complicated control.
since there The
are a modelling
large number of
of the
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altitudes.
system can Through
continuously the control
adjust the the adjustable
ofboost high-pressure boosting
pressure. Therefore, stage turbochargingsince system for
areisaboost pressureofcontrol is tovery
turbine can
system bypass valve, the
continuously adjust two-stage
the boost adjustable
pressure. boosting complicated
Therefore, turbocharging
calibrated and the there
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(Cook is W.R.be
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(see (Cook to
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system
it is very can continuously
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solving the the boost pressure.
problem of variableTherefore,
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et al. 2012). since thereneural
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large number haveofbeen parameter
widelyW.R.to be
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of the diesel adjust the boost pressure.
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al. 2012). and the
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widely used
it is very suitable
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in engine and the system
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and (Cook W.R.
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it is very suitable for solving the problem of variable altitude in et al. 2012).dynamic
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identification andwidely used
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modelling
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the
andmodel quantity
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quantity speed
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onlineof which
the power turbine,
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system. suppress thus
G to
the
(see
results
of dieselin engines.
a longer For adjustment
closed process
loop for the
control, PID boost
controlpressure,
is the overshoot and the speedspeed drop of
which
of is not
diesel conducive
engines. to improve
For closed loop the transient performanceis the accelerate the
al. response of the
the power
system. turbine,
Colin thus
G (see to
which
most
of
is not
commonly
diesel
conducive
engines. used
For
to improve
method.
closed loop(seecontrol,
the
control,
PID control
(A.transient
Chasse
PID
performance
et al. 2008))
control is the
overshoot
(Colin
accelerate
(Colin
G etand
G etthe
al.
the
2007) speed
response
2007)
drop of
established
speed ofaa the
established
the
neural
neural
power
system.
turbine,
network
network Colin
thus
prediction
G (see
prediction
to
most commonly
of diesel engines.
designed a feedusedused
For method.
closed PI
forward (see (A.
loopcontroller Chasse
control, PID based et al.
control 2008))
on isstate
the (Colinaccelerate
model using the response
the wastegate speed
opening of the system.
and intake Colin
flowrate G (see
as its
most commonly method. (see (A. Chasse et al. G et al. the2007) established a neural network prediction
designed
most commonly
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change PI
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(see
boost (A.pressure
Chassebased
is on2008))
etaffected
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2008)) by
model
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inputs. using
GTheet al. wastegate
2007)
nonlinear opening
established
predictive and intake
acontrol
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method flowrate as its
prediction
is used to
designed aSince feed the forward PI controller based on state model
inputs. using
The the wastegate
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predictive and
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method flowrate as its
isdistribute
used to
estimation.
designed
cycle fuelaSince feed forward
injection change
quantity of
PI andboost pressure
controller
turbine is
based affected
bypass on valve by model
optimize usingthe the wastegate
wastegate opening
opening
state inputs. The nonlinear predictive control method is used to and
online intake
which flowrate
can as its
estimation.
cycle fuel the change
injection quantity of boost
and pressure bypass
turbine is affected valveby optimize
inputs. Thethe nonlinear
wastegate opening
gas toonline
predictive realizewhich
control method canisdistribute
used to
estimation.
opening, Since
which the change
makes the of boost
boost pressure
pressure is affected
control a multiple by the quantity
optimize the ofof exhausted
wastegate opening online the boost
which pressure
can distribute
cycle
opening, fuel whichinjection
makes quantity
the boost and turbine
pressure bypass
control a valve
multiple the quantity
optimize
control. the
The exhausted
wastegate
bench test gas
opening
was to
carried realize
online
out the
which
whose boost
can
results pressure
distribute
showed
cycle
input
opening, fuel injection
and single makes quantity
output the control and
problem, turbine
and bypass
the operationalvalve the quantity of exhausted gas to realize the results
boost pressure
input
opening,andwhich
condition single makes
which
change output the
even makes
boostproblem,
control
boost
pressureand
a pressure
it problem,
nonlinear
control
control
control
a multiple control.
the operational
multiple that
a problem. the The
the quantity neuralbench test was
of exhausted
network carried
gas
predictive out
to realize whose
control thealgorithm showed
boost pressurecould
input and single output control and the operational control.
that the The
neuralbench test
network was carried
predictive out whose
control results
algorithm showed
could
condition
input and single
Model-based change even
output
control is makes
ancontrol it
effective a nonlinear
problem,
solution and control
to the
such problem.
operational
nonlinear. control.
achieve The
good bench
controltesteffect.
was carriedAlippi out
C whose
and Shiresults
Yanran showed
(see
condition change even that the good neural network predictive
Alippi control algorithm
Yanrancould
Model-based
condition change controleven is makes
an effective
makes
it a nonlinear
solution to
it a nonlinear
control problem. achieve
such nonlinear.
control problem. that the neuralcontrol network effect.
predictive C and Shi
control algorithm (see
could
Model-based control is an effective solution to such nonlinear. achieve good control effect. Alippi C and Shi Yanran (see
achieve good control effect. Alippi C and Shi Yanran (see
Model-based
2405-8963 © 2019,control
IFACis(International
an effectiveFederation
solution to of such nonlinear.
Automatic Control) Hosting by Elsevier Ltd. All rights reserved.
Copyright © 2019 IFAC 178
Peer review©under
Copyright 2019 responsibility
IFAC of International Federation of Automatic
178Control.
Copyright © 2019 IFAC
10.1016/j.ifacol.2019.09.029 178
Copyright © 2019 IFAC 178
 2019 IFAC AAC
Orléans, France, June 23-27, 2019 Long Yang et al. / IFAC PapersOnLine 52-5 (2019) 178–184 179

(Alippi C et al. 2003) & (Shi Yanran et al. 2014)) established Rated power kW 330
BP and RBF air-fuel ratio neural network prediction models, Max. torque N·m 1970
and used Newton iteration method to optimize cycle fuel
injection quantity in real time. Compared with the PID Intercooler
control algorithm, it improved the response and reduced the Intake
manifold
air-fuel ratio overshoot under different working conditions.
Rotation direction of
The basis of neural network predictive control is to achieve turbocharger

accurate multistep prediction of the controlled variable. For Exhaust

the two-stage turbocharging system, neural network can fully
reflect the influence of multi-parameters on boost pressure
due to its good nonlinear approximation ability.
In this paper, a neural network boost pressure prediction
model is studied for an in-line six-cylinder diesel engine
equipped with an adjustable two-stage turbocharger. The
boost pressure of the two-stage turbocharging system is
affected by multiple parameters, such as the cycle fuel
injection quantity and turbine bypass valve opening, with
strong nonlinear relationship between the inputs and output.
So the dynamic neural network prediction model of the boost
pressure is designed for the two-stage turbocharging system
covering all working conditions, and the influence of the
number of different hidden layer nodes on the pressure-
prediction model accuracy of the turbocharging system is
compared. When the number of hidden layer nodes is 15,
MAPE can reach 3.52%. Then the verification simulation of
the neural network prediction model is carried out, where the
MAPE of the verification data is 3.98%. At last, the multistep
prediction of boost pressure is simulated and analysed. The
prediction error in 50-step prediction time domain is within
0.05 bar, indicating that the established neural network boost
pressure prediction model has high multistep prediction
accuracy.
2. TWO-STAGE TURBOCHARGEING SYSTEM
The research object of this paper is an in-line six-cylinder
electronically controlled diesel engine with a two-stage
adjustable turbocharger. The basic parameters of the diesel
engine are shown in Table 1. The two-stage turbocharging
system is shown in Fig.1. It consists of two exhaust gas
turbochargers with series arrangement. The small
turbocharger is used as high-pressure stage to increase the
torque and dynamic performance of the engine at low speeds;
while the large turbocharger is used as low-pressure stage to
guarantee the boost demand of the engine at high speed and
high load. A bypass valve is arranged near the high-pressure
stage turbocharger in order to adjust the total flow area of the
turbocharging system to distribute the exhaust energy
between the high stage turbocharger and the low stage
turbocharger. By doing this we can achieve continuous
adjustment of the boost pressure and then adapt the engine
manifold Bypass High stage
value turbocharger
Intake flow
Exhaust flow
Air intake
Exhaust Low stage
Port turbocharger
Fig.1. Two-stage turbocharging system with bypass valve
3. ANALYSIS OF FACTORS AFFECTING BOOST
PRESSURE IN DYNAMIC WORKING CONDITIONS
The boost pressure is directly determined by the two-stage
turbocharging system and the ambient pressure. The total
pressure ratio of the two-stage turbocharging system is
affected by the exhaust energy and the turbine bypass valve
opening, and the exhaust energy is affected by the cycle fuel
injection quantity and engine speed. Therefore, it can be
concluded that the boost pressure is related to the turbine
bypass valve opening, the cycle fuel injection quantity, the
engine speed, and the environmental pressure. Since the
actual engine speed is often controlled through the
adjustment of the cycle fuel injection quantity, this paper
focuses on the influence of the turbine bypass valve opening
and the cycle fuel injection quantity on the boost pressure.
The simulation research on its influence law is carried out
based on the co-simulation platform which is shown in Fig.2.
The co-simulation platform includes six-cylinder diesel
engine model in GT-POWER and the control model in
Simulink (see (Xia Meng et al. 2016)). The
MATLAB/Simulink model is mainly used to control the
high-pressure turbine bypass valve opening, the engine speed
or torque, and the dynamometer; the GT-POWER model is
mainly used to simulate the diesel engine dynamic
operational condition. Under different simulation conditions,
the cycle fuel injection quantity is calculated by the engine
controller using the engine target speed or target toque based
on the full-range or two-stage speed control strategy in the
controller.
MATLAB/Simulink
Bypass value opening Boost pressure
control strategy
Target engine speed or
target engine torque
Actual engine speed
Fuel quantity per cycle Engine speed
controller

boost pressure under different working conditions. Load torque Dynamometer

Table 1. Basic parameters of the diesel engine Two-stage turbocharged

diesel engine model
Fuel quantity per cycle/ Actual
engine speed/ Bypass value opening
GT-POWER
Parameter Unit Value
Cylinder bore mm 132
Connecting rod length mm 262 Fig.2 Co-simulation platform
Piston stroke mm 145
stroke / 4
Compression ratio / 15：1
3.1 Effect of bypass valve opening on boost pressure

179
2019 IFAC AAC
180
Orléans, France, June 23-27, 2019 Long Yang et al. / IFAC PapersOnLine 52-5 (2019) 178–184
Using the co-simulation platform of the two-stage
turbocharging diesel engine (see (Xia Meng et al. 2016)), the
simulation of the dynamic influence of the bypass valve on
boost pressure is carried out. The two-stage speed regulation
mode is adopted on diesel engine, the throttle opening is kept
constant, the diesel engine speed is controlled by the
dynamometer to remain unchanged, and the target bypass
valve opening in the turbocharging controller is given by an
external step signal. In the simulation, the speed and the cycle
fuel quantity of the diesel engine are remained to 1300r/min
and 227mg, respectively, and the bypass valve opening
decreases from 15°to 2°in 0.5s. The main simulation result
is shown in Fig.3, where BVO, BP, HPTS represent bypass
valve opening, boost pressure, high-stage turbine speed
respectively.
Fig.3 Simulation results of step change of the bypass valve
It can be seen from Fig. 3 that at the 5th second, the bypass
valve opening begins to change, and there is a 0.2s time delay
in boost pressure response; at the 10th second, the boost
pressure reaches 2.57bar, and the response time is
approximately 5 seconds from the beginning to 95% bypass
valve opening. The target boost pressure is increased by
approximately 0.58 bar. Under step change of the bypass
valve opening, the boost pressure shows a nonlinear trend
that increases rapidly at first and then slowly. Therefore, in
the dynamic modelling process of boost pressure, the
influence of the bypass valve opening change on the dynamic
response of the boost pressure should be considered.
3.2 Effect of cycle fuel injection quantity on boost pressure
Using the established co-simulation model of the two-stage
turbocharged diesel engine, the simulation of the dynamic
influence of the cycle fuel injection quantity change on the
boost pressure is carried out. The two-stage speed regulation
mode is adopted for the diesel engine, where the engine speed
is controlled by the dynamometer to remain unchanged, the
target bypass valve opening in the supercharging controller is
remained unchanged, and the diesel engine cycle fuel
injection quantity is direct controlled by adjusting the throttle.
In the simulation, the speed of the diesel engine is remained
at 1300r/min, and the process of increasing the cycle fuel
quantity is completed within 1s, 2s, and 4s, respectively. The
corresponding rate change of the cycle fuel injection was 70
mg/s, 35 mg/s and 17.5 mg/s, respectively. The simulation
180
result is shown in Fig.4, where BP, T, CFI represents boost
pressure, engine torque, cycle fuel injection quantity
respectively.
Fig.4 Simulation results of different change rate of the
quantity of the fuel
It can be seen from Fig.4 that compared with the change of
the cycle fuel quantity, the delay of the boost pressure
change is about 150ms; when the change rate of the cycle
fuel injection quantity is 70mg/s, the response time of the
turbocharged pressure reaches 95% of the target value is
about 4.2s. The response time increased by 0.5s and 1.8s,
respectively, compared with that when the change rate of
cycle fuel injection quantity is 35mg / s and 17.5mg/s.
During the process of increasing the torque and remaining
the speed unchanged of the diesel engine, increasing the
change rate of the cycle fuel injection quantity within the
air-fuel ratio limit can make the torque respond faster.
Under the static engine speed condition, if increasing the
cycle fuel injection quantity, the boost pressure will
increase accordingly. Within the air-fuel ratio limitation
range, the increase of the change rate of cycle fuel
injection quantity can make the boost pressure respond
faster. Therefore, for the case where the cycle fuel
injection quantity changes fast, the influence of change
rate of the cycle fuel injection quantity on the dynamic
response of the boost pressure should be fully considered.
4. DESIGN OF PREDICTIVE MODEL FOR BOOST
PRESSURE BASED ON NEURAL NETWORK
4.1 NARXNN model
Nonlinear Autoregressive models with exogenous input
neural network (NARXNN) which its output is fed back to
the input of the feed forward neural network as part of the
NARXNN architecture which led more accurate training
phase, was used in output prediction for nonlinear system
frequently. The output of the NARXNN is represented using
the equation (1). Where u(t) and y(t) can multidimensional
represent the input and output of the network respectively, W
is a matrix of weights, and f is a nonlinear function. n and m
represent the delay of the input and output, respectively.
y(t )  f (u(t ), u(t  n), y(t 1), y(t  m),W ) (1)
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The architecture of the NARXNN can be in parallel or series-
parallel as shown in Fig.5, where u(t) and y(t) are the actual
ˆ(
input and the output of the system respectively, y t ) is the
prediction output of the system. TDL represents the time
delayed layer. When the system has multi inputs, different
time delay layers can be used. In the parallel architecture, the
output of the NARXNN is fed back to the input of the neural
network. This has some advantages, for example, the input to
the feed forward network is more accurate, which can led to
more accurate prediction. Shebani, A.et al. 2018.
u (t ) T u (t ) T
D
D
Feed yˆ(t ) L
L Forward
Forward
T y (t ) T
D
Network
D
L L
Series-Parallel Architecture
Parallel Architecture
Fig.5. Parallel and series-parallel architecture of NARXNN
4.2 Boost pressure prediction model based on neural
network
According to the simulation results of the third part, the boost
pressure has a strong nonlinear relationship with the bypass
valve and cycle fuel injection quantity, so the establishment
of the boost pressure prediction model should consider the
influence of these parameters comprehensively. Since there is
delay in the bypass valve actuator and the boost pressure
response, the bypass valve opening control signal should be
correspondingly delayed in the neural network prediction
model. There is also a certain delay between the cycle fuel
injection quantity and the boost pressure response, so the
control signal of the fuel quantity also should be delayed in
the neural network prediction model. Considering that the
dynamic process of boost pressure reflects the influence of
the cycle fuel injection quantity, engine speed and turbine
bypass valve opening, including the effect of multi
parameters, so the boost pressure is delayed as the feedback
for the prediction model, the series-parallel NARXNN
prediction model is used to reflect the dynamic process of
multi-parameter effect, realizing the real-time prediction of
boost pressure, the architecture of the prediction model is
shown in Fig.6, where m ，  , P represent cycle fuel
injection quantity, turbine bypass valve opening and boost
pressure respectively. And the transfer function of the hidden
layer node uses hyperbolic tangent function, and the output
activation uses linear function. It can be seen from the Fig.6
that the delay step of the bypass valve opening, cycle fuel
injection quantity and boost pressure is 3, 3, 2 respectively.
 and  indicates the threshold of the hidden layer nodes and
k 300s which includes 30,000 data points.
the output layers respectively.
Long Yang et al. / IFAC PapersOnLine 52-5 (2019) 178–184 181
Hidden layer
m(t) 0:3 W
 (t ) 0:3 W
W
P(t ) 1:2 W + + Pˆ (t )

k 15
Fig.6. The boost pressure neural network prediction model
Feed yˆ(t ) 4.3 Data acquisition for neural network prediction model
Network
identification and verification
The identification and verification data in this paper are
obtained by co-simulation of the GT-POWER diesel engine
control model and the MATLAB/Simulink diesel engine
control model, which are validated by experimental data.
Xia.M described the detailed modeling methods and
calibration (see (Xia Meng et al. 2016)). The data acquisition
process is that engine target speed and load torque are used as
inputs to the co-simulation model, and the engine controller
is in the speed control mode, under which the PID control
strategy is adopted, so the cycle fuel injection quantity is
calculated by the engine speed control strategy. In order to
cover the full dynamic condition of the engine, the turbine
bypass valve opening is given by a pseudo-random signal,
which satisfy the constraint at different engine speed. It can
be seen from Fig.2 that the actual engine speed and boost
pressure can be obtained by the GT-POWER model. So the
cycle fuel injection quantity, turbine bypass valve opening
and boost pressure can be obtained as the identification and
verification data for the neural network prediction model.
Due to the strong nonlinearity of the change of boost
pressure during the dynamic process of diesel engine, the
pseudo-random signal is adopted as the engine running
condition. The main characteristic parameters of the pseudo-
random signal include maximum amplitude, minimum
amplitude, maximum interval time and minimum interval
time during signal change process. The pseudo-random signal
characteristic parameters of the engine, including target
engine speed, load torque and turbine bypass valve opening
are shown in Table 2. Co-simulation with simulation duration
of 1000s is performed to acquire neural network
identification and verification data. The sampling period is
10ms and the identification data is obtained by the first 700s
co-simulation which includes 70,000 data points, and the
verification data is obtained by the co-simulation of the last
The input conditions used in the data acquisition for
identification and verification of the neural network are
shown in Fig.7 where the TES, LT, BVO and CIQ represent
engine target speed, load torque, bypass valve opening and
cycle fuel injection quantity respectively.
Table 2. Characteristic parameters of pseudo-random
signal of diesel engine
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Max Minimum and the predicted boost pressure of the neural network
Max Minimum
Parameter interval interval identification data when the number of the hidden layer
amplitude amplitude
/(s) /(s)
Target engine nodes is 15.
2100 1100 5 3
speed/（r/min）
Load torque
1900 50 7 1
/(N·m)
Bypass valve
opening 20 0 6 1
/(°)

Fig.8 The actual and prediction boost pressure under the

hidden layer node number is 15
Fig.7 Input condition for the identification of neural network
5. SIMULATION VERIFICATION OF BOOST PRESSURE
4.4 Boost pressure neural network prediction model NEURAL NETWORK PREDICTION MODEL
identification
5.1 Simulation verification of one- step boost pressure
As mentioned previously in section 3.2, the delayed step of prediction based on neural network
the cycle fuel injection quantity and turbine bypass valve
opening are 3 and the delayed step of the boost pressure delay The fourth part of this paper mainly establishes the
is 2, so the choice of the number of hidden layer nodes affects NARXNN series-parallel architecture to realize one-step
the accuracy of the boost pressure prediction, the MAPE was prediction of boost pressure, meanwhile the identification of
used to calculate the accuracy of the prediction model. neural network prediction model is carried out, and the
MAPE is shown in equation (2), where Ai is the actual output, number of hidden layer nodes is determined to be 15. In this
Pi is the predicted output, i is time period, and N is the section, the simulation verification of the identified neural
number of time periods. network prediction model is carried out, the verification data
is described in Section 3.3.1, which is derived from the data
1 N Ai  Pi obtained by the co-simulation condition during the last 300s,
MAPE  
N i 1 Ai
*100% (2)
and there are totally 30,000 sets of data points. The
verification result is shown in Fig.9, the predicted boost
Since the number of input nodes is 8, the number of hidden
pressure is highly consistent with the actual boost pressure,
layer nodes is 11~24 respectively based on
and the MAPE obtained from the verification data is 3.98%.
experience(see(Shebani, A.et al. 2018)), and the MAPE under
different number of hidden layer nodes was calculated and
shown in Table 5, where the HLNN represents hidden layer
nodes number.

Table 3. MAPE under different hidden layer nodes

HLNN 11 12 13 14 15 16 17
MAPE (%) 4.0 7.71 4.25 5.21 3.52 4.84 5.63
HLNN 18 19 20 21 22 23 24
MAPE (%) 4.02 3.91 5.85 6.03 3.53 7.08 5.81
It can be seen from Table 3 that the number of hidden layer
nodes affects the accuracy of boost pressure prediction. When
the number of hidden layer nodes is between 11 and 24, the
prediction model can accurately predict the boost pressure,
and the MAPE value is below 6.5%. When the number of
hidden layer nodes is 15, the MAPE is 3.52%, reaching the Fig.9 The actual and prediction boost pressure under the
minimum value; and when the number of hidden layer nodes hidden layer node number is 15
is 12, the MAPE is 7.71% , reaching the maximum value, so
15 is adopted as the number of the hidden layer nodes. Fig.8
indicates the comparison between the actual boost pressure

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5.2 Simulation verification of multi- step boost pressure

prediction based on neural network

When the prediction model is used for model predictive

control, multi-step prediction of boost pressure is needed, and
at this time, the input boost pressure of the prediction model
can only be predicted value, so it is necessary to use the
parallel architecture NARXNN for multistep prediction. The
implementation process of multi-step prediction for boost
pressure is shown in Fig. 10, since the weight matrix and the
threshold matrix of the parallel architecture NARXNN model
are the same as those of the series-parallel architecture, and
during the process of multi-step prediction of boost pressure,
the one-step predicted boost pressure will be used as the input
of the prediction model to predict the next boost pressure. In
this paper, the verification data is obtained from the co-
simulation during the last 300s, a total of 30,000 sets of data
points which is described in section 4.3.1 and used for the
simulation study of boost pressure multistep prediction. In
order to verify the multi-step boost pressure prediction at
different prediction times, the multi-step boost pressure
prediction is conducted on different nodes of the verification
data in this paper and the node number 1500, 10500 and
20005 are adopted to carry out the multistep prediction of
boost pressure.

m(t  2), m(t) NARXNN

 (t  2),  (t) Prediction Pˆ (t) Pˆ (t  n)
P(t  2), P(t  1) model

m(t  1), m(t  1)

NARXNN
 (t1),  (t1) Prediction
model
P(t  1), Pˆ (t)
Fig.10 Multistep prediction of boost pressure
When the cycle fuel injection quantity and bypass valve
opening are determined, the error of the multistep prediction
of boost pressure increases with the increase of the one-step
prediction error, and the accuracy of the boost pressure
prediction value is the basis of the realization of model-based
boost pressure prediction control algorithm, and the
simulation of multistep prediction of boost pressure is studied,
and the variation of multistep prediction error of boost
pressure is obtained. The simulation results are shown in Fig.
11.
Fig.11 Multistep prediction boost pressure and actual boost
Pˆ (t  1) pressure
The comparison of multistep prediction values of the boost
pressure at different verification data nodes number with
actual values are shown in Fig.11. It can be seen from Fig. 11
that at different verification data nodes, as the number of
boost pressure prediction steps increases, the boost pressure
prediction error becomes larger. However, during 50
prediction steps, the prediction error is within 0.05bar which
shows that the boost pressure prediction model also has high
prediction accuracy during the multistep prediction of boost
pressure; therefore, it can be used as the prediction model for
model predictive control.
6. CONCLUSIONS
This paper analyzed the influence of cycle fuel injection
quantity and turbine bypass valve opening on the boost
pressure based on the co-simulation model of GT-POWER
and Matlab/Simulink, and the result indicates strong
nonlinear characteristics. Therefore, the boost pressure
prediction model based on NARXNN is established. The
cycle fuel injection quantity, bypass valve opening and the
current boost pressure are used as inputs to predict the future
boost pressure. According to MAPE, the influence of the
number of different hidden layer nodes on the prediction
accuracy is compared. When the number of hidden layer
nodes is 15, the MAPE reaches its minimum at 3.52%. Then
the verification results reveals that the MAPE is 3.98%,

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which indicates that the established boost pressure prediction

model has high one-step prediction accuracy. Finally, the
multistep prediction of boost pressure is simulated and
analyzed based on the cycle fuel injection quantity and the
turbine bypass valve opening results. The 50-step prediction
error throughout the prediction period is within 0.05bar,
indicating that the established neural network boost pressure
prediction model has high multistep prediction accuracy.
The establishment of the boost pressure prediction model can
be applied to the design of model-based nonlinear predictive
controller, which can simplify the calibration procedure of
PID controller and improve the boost pressure control
accuracy. The future research will focus on the design of
boost pressure prediction controller and the determination of
future cycle fuel injection.

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