Methods and systems for powertrain control

Abstract

Procedure for a vehicle comprising: Displaying a multi-parameter powertrain calibration map on a display device; and in response to a user input, selectively adjusting the displayed calibration map along at least one parameter and not adjusting the calibration map past one or more predetermined thresholds.

Description

Field of InterestThe present application relates to powertrain control systems and methods, and more particularly to calibrating powertrain performance based on user input.Background / SummaryEngine control systems may use various calibration tables and maps to optimize engine and powertrain output as operating conditions change over a drive cycle. For example, vehicle systems may be pre-installed with engine maps used by the engine control system to determine how to operate the various actuators as scheduled. The calibration maps and tables may be populated with data acquired during engine and powertrain design, engine and powertrain testing, and engine and powertrain experimentation.DE 10 2013 200 318 A1 describes a method for optimizing consumption of a drive train of a vehicle comprising the steps of: providing a standard calibration for the drive train; recording data during at least one driving cycle of a user of the vehicle; calculating and storing an optimized calibration based on the data and / or the standard calibration; and using the optimized calibration for the next driving cycle. In said DE 10 2013 200 318 A1, the driver cannot directly change the calibration characteristic map, it is also not displayed to the driver, but he can initiate the recording of data of a driving cycle desired by him, on the basis of which the characteristic map is adapted.DE 601 19 287 T2 describes an apparatus and a method for calibrating the operation of an engine. In particular, this document is directed to enabling the user to calibrate engine operation either while the engine is not running or operating in its intended environment by varying _adjustment control values which are modifications of basic engine control values based on an engine control characteristic. In particular, this disclosure is directed to enabling a recreational vehicle operator to generate matching control characteristics for calibrating the base engine control characteristics, such as for spark timing and fuel delivery, while driving the vehicle.Thus, DE 601 19 287 T2 describes an engine control system in which the driver can adapt the characteristic curve by means of a plus / minus switch and also receives visual feedback as to whether the adaptation was successful or had exceeded limit values.However, such pre-calibration may not cover a plurality of driving styles of consumers and the plurality of environmental conditions to which a single vehicle may be exposed. A pre-calibrated powertrain may operate differently for an aggressive driver and a careful driver, for example. As another example, a pre-calibrated powertrain may operate differently under cold and warm weather conditions.To avoid the cases of pre-calibration, some vehicles are configured to self-calibrate based on measurements and feedback collected during vehicle operation. However, such self-calibration may require many driving cycles to complete the calibration. Further, the self-calibration by multiple drivers sharing the same vehicle may be complicated.Additionally, the self-calibration does not allow control for a user of the vehicle who may not pay attention to the pre-calibrated or self-calibrated performance of the vehicle. Such users may begin to carve around the powertrain system to achieve a desired performance, potentially invalidating a guarantee for the vehicle or forcing the vehicle to performance beyond its capabilities.The inventors herein have developed various solutions to the above problems. In particular, methods and systems are provided for calibrating a powertrain system of a vehicle. In one example, a method for a vehicle includes displaying a multiparameter powertrain calibration map on a display device and, in response to user input, selectively adjusting the displayed calibration map along at least one parameter and not adjusting the calibration map past one or more predetermined thresholds. In this way, a vehicle powertrain system may be optimized according to a user's needs and / or preferences.In another example, a method for a vehicle includes: displaying a multiparameter engine calibration map on a display device; updating the multiparameter engine calibration map in response to and based on user input; and adjusting at least one actuator position based on the updated multiparameter engine calibration map in response to engine start. In this way, user input calibrations cannot be implemented until a vehicle control unit is reprogrammed, thereby ensuring that engine power is not interrupted during engine operation.In another example, a vehicle system includes: an engine; a powertrain coupled between the engine and vehicle wheels; and one or more actuators configured to modify a powertrain output. The vehicle system further includes a controller having computer readable instructions stored in non-transitory memory that, when executed, cause the controller to: display a powertrain calibration map on a display device; update the powertrain calibration map in response to and based on user input; and adjust a setup of at least one of the one or more actuators based on the updated powertrain calibration map. In this way, a user may calibrate the performance of his vehicle without directly performing under-hood settings and without connecting a device to the diagnostic port of the vehicle.The above advantages and other advantages and features of the present specification will be readily apparent from the following detailed description, taken alone or in conjunction with the accompanying drawings.Of course, the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is defined only by the claims that follow the detailed description. Further, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or recited in any part of this disclosure.Brief Description of the DrawingsFIG. 1 shows a high level block diagram illustrating an example vehicle system. FIG. 2 is a high level block diagram illustrating an example partial engine view. FIG. 3 shows a high level flow chart depicting an example method of updating a powertrain calibration map. FIG. 4 shows a set of graphs depicting example calibration maps. FIG. 5 shows a high level flow chart depicting an example method of adjusting actuator devices based on an adjusted calibration map.DETAILED DESCRIPTIONThe present description relates to calibrating a powertrain system. In particular, methods and systems are provided for calibrating powertrain output in a vehicle system such as the vehicle system of FIG. 1. In a non-limiting example, the engine may be configured as shown in FIG. 2, where the engine includes at least one cylinder, a control system, a turbocharger, and an exhaust gas recirculation system, among other features. An engine control unit may be configured to perform a control routine, such as the routine of FIG. 3, to update a powertrain calibration according to user input. As regards terminology, the powertrain may be considered herein to include components of a vehicle that generate power and transmit the generated power to a surface such as a road, and in this regard, a powertrain may include at least one engine, transmission, and wheels. Example powertrain calibration maps that may be set and updated by a user are shown in FIG. 4. After adjusting the powertrain calibration maps, actuator devices and actuator positions may be adjusted according to the adjusted powertrain calibration maps, as shown in FIG. 5.FIG. 1 illustrates a vehicle system 100 having an engine 10 coupled to a transmission 44. The engine (engine) 10 may be started with an engine starting system 54 having a starter motor. The transmission 44 may be a manual transmission, an automatic transmission, or combinations thereof. The transmission 44 may include various components including, but not limited to, a torque converter, a final drive unit, a gear set having multiple gears, and so forth. The transmission 44 is shown coupled to the drive wheels 52, which may be in contact with a road surface.In one embodiment, the vehicle system 100 may be a hybrid vehicle, wherein the transmission 44 may alternatively be powered by an electric motor 50. The motor may be, for example, a battery-powered electric motor (as shown), where the electric motor 50 is powered by energy stored in a battery 46. Other energy storage devices that may be used to operate the engine 50 include a capacitor, a flywheel, a pressure vessel, and so forth. A power conversion device, here an inverter 48, may be configured to convert the DC output of the battery 46 into an AC output for use by the electric motor 50. The electric motor 50 may also be operated in a regenerative mode, i.e., as a generator, to absorb energy from the vehicle motion and / or the engine and convert the absorbed energy to an energy form suitable for storage in the battery 46. Further, the electric motor 50 may be operated as a motor or generator, as required, to expand or absorb torque during a transition of the engine 10 between different combustion modes (e.g., during transitions between a spark-ignition mode and a compression-ignition mode).Configured in the hybrid embodiment, the vehicle system 100 may operate in various modes, with the vehicle being propelled only by the engine, only the electric motor, or a combination thereof. Alternatively, assist or mild hybrid modes may also be used where engine 10 is the primary torque source and motor 50 selectively adds torque during specific conditions, such as during an accelerator pedalling event. For example, during an engine-on mode, engine 10 may be operated and used as the primary torque source for driving wheels 52. During the engine-on mode, fuel may be supplied to engine 10 from a fuel system 20 with a fuel tank. The fuel tank may hold multiple fuels, such as gasoline or fuel blends, such as a fuel having a variety of alcohol concentrations (e.g., ethanol concentrations), including E10, E85, and so forth, and combinations thereof. In another example, during an engine-off mode, the electric motor 50 may be operated to drive the wheels 52. The engine-off mode may be used during braking, low speeds while stopped at traffic lights, and so forth. In yet another example, during a "assist" mode, an alternative torque source may supplement and cooperate with the torque provided by the motor 10.The vehicle system 100 may further include a control system 14. The control system 14 is shown receiving information from a plurality of sensors 16 and transmitting control signals to a plurality of actuators 81. The control system 14 may further include a control unit 12. The controller 12 may receive input data from the various sensors 16 or buttons, process the input data, and trigger the actuators 81 in response to the processed input data based on instructions or code programmed therein according to one or more routines. Example control routines are described herein with reference to FIGS. 3 and 5.The control system 14 may be communicatively coupled to an off-board remote computing device 90 via a wireless network 13, which may include Wi-Fi, Bluetooth, a type of cellular service, a wireless communication protocol, and so forth. Remote computing device 90 may include, for example, a processor 92 for executing commands, a memory 94 for storing the commands, a user interface 95 for enabling user input (e.g., a keyboard, a touchscreen, a mouse, a microphone, a camera, etc.), and a display 96 for displaying graphical information. As such, the remote computing device 90 may include any suitable computing device such as a personal computer (e.g., a desktop computer, a laptop computer, a tablet computer, etc.), a smart device (e.g., a smartphone, etc.), and so forth. As further described herein with respect to FIG. 3, the control system 14 may be configured to transmit powertrain calibration maps via the network 13 to the remote computing device 90, which in turn may display the powertrain calibration maps via the display 96. A user of the remote computing device 90 may set parameter settings in the powertrain calibration maps via the user interface 95. The remote computing device 90 may transmit the adjusted powertrain calibration maps, or in some cases only the adjusted parameters, back to the control system 14. As further described herein with respect to FIG. 5, the control system 14 may in turn update actuator devices based on the adjusted powertrain calibration maps. In this manner, a user of the remote computing device 90 may adjust and tune the powertrain configuration and performance according to their preferences.The vehicle system 100 may also include an onboard navigation system 17 (e.g., a global positioning system) on a dashboard 19 with which a driver of the vehicle may cooperate. The navigation system 17 may include one or more location sensors to assist in estimating a location (e.g., geographic coordinates) of the vehicle.The dashboard 19 may further include a display system 18 configured to display information for the driver of the vehicle. The display system 18 may include, by way of non-limiting example, a touch screen display that allows the vehicle driver to view graphical information as well as input commands. In some examples, a powertrain calibration map may be displayed via display system 18 for onboard settings on the powertrain calibration. For example, as further described herein with respect to FIG. 3, the vehicle driver may set parameter settings in the powertrain calibration maps to achieve a desired powertrain output. As further described herein with respect to FIG. 5, the controller 12 may thus update actuator devices based on the set parameter settings and powertrain calibration maps.The dashboard 19 may further include a driver ignition interface 15 through which the vehicle driver may adjust the ignition state of the vehicle engine 10. In particular, the driver ignition interface 15 may be configured to initiate and / or end operation of the vehicle engine 10 based on a driver input. Various embodiments of the driver ignition interface 15 may include interfaces that require a physical device such as an active key that may be inserted into the driver ignition interface 15 to start the engine and turn on the vehicle, or may be removed to turn off the engine 10 and turn off the vehicle. Other embodiments may include a passive key communicatively coupled to the driver ignition interface 15. The passive key may be configured as an electronic key fob or smart key that does not need to be inserted into or removed from the ignition interface 15 to operate the vehicle engine 10. Rather, the passive key may need to be located within or near the vehicle (e.g., within a threshold distance of the vehicle). Still other embodiments may additionally or optionally use a start / stop button that is manually pressed by the driver to start or shut down the engine 10 and turn the vehicle on or off. Based on the configuration of the driver ignition interface 15, a vehicle driver may provide an indication as to whether the engine 10 is in an engine-on or engine-off state and further whether the vehicle is in a vehicle-on or vehicle-off state.The controller 12 may also receive an indication of the ignition state of the engine 10 from an ignition sensor (not shown) coupled to the driver ignition interface 15. The control system 14 may be configured to send control signals to the actuators 81 based on input received from the sensors and the vehicle driver. The various actuators may include, for example, cylinder fuel injectors, an air intake throttle coupled to the engine intake manifold, a spark plug, and so forth. As further described herein with respect to FIG. 5, actuator positions for optimal or desired vehicle powertrain output during engine operation may be adjusted based on calibration data updated based on user input powertrain calibration settings.FIG. 2 illustrates an example embodiment of a combustion chamber or cylinder of engine 10 (of FIG. 1 ). The engine 10 may receive control parameters from a control system with the control unit 12 and input from a vehicle driver 130 via an input device 132. In this example, the input device 132 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. As another example, an input regarding a vehicle on and / or engine on condition may be received via the driver ignition interface 15, as discussed previously with reference to FIG. 1. A cylinder (also herein "combustion chamber") 30 of engine 10 may include combustion chamber walls 136 with a piston 138 disposed therein. The piston 138 may be coupled to a crankshaft 140 such that reciprocating motion of the piston is converted to rotational motion of the crankshaft. The crankshaft 140 may be coupled to at least one drive wheel of the passenger vehicle via a transmission system. Further, a starter motor may be coupled to crankshaft 140 via a flywheel to enable a starting operation of engine 10.The cylinder 30 may receive intake air via a series of intake air passages 142, 144, and 146. The intake air passage 146 may communicate with other cylinders of the engine 10 in addition to the cylinder 30. In some embodiments, one or more of the intake passages may include a boosting device, such as a turbocharger or supercharger. For example, FIG. 2 shows engine 10 configured with a turbocharger having a compressor 174 disposed between intake passages 142 and 144, and an exhaust turbine 176 disposed along an exhaust passage 148. Compressor 174 may be at least partially driven by exhaust turbine 176 via shaft 180 when the boost device is configured as a turbocharger. However, in other examples, such as where engine 10 is equipped with a supercharger, exhaust turbine 176 may be optionally omitted, compressor 174 may be driven by mechanical input from an engine or from the engine. A throttle 20 having a throttle plate 64 may be provided along an intake passage of the engine for varying the flow rate and / or pressure of intake air supplied to the engine cylinders. For example, throttle 20 may be disposed downstream of compressor 174, or alternatively may be provided upstream of compressor 174.Exhaust passage 148 may receive exhaust gases from other cylinders of engine 10 in addition to cylinder 30. Exhaust gas sensor 128 is shown coupled to exhaust passage 148 upstream of an emission control device 178. The sensor 128 may be selected from various suitable sensors for providing an indication of exhaust gas air / fuel ratio, such as a linear oxygen sensor or UEGO (universal or wide band exhaust gas oxygen sensor), a two-state oxygen sensor or EGO (as shown), a HEGO (heated EGO), a NOx, HC, or CO sensor. The emission control device 178 may be a three-way catalyst (TWC), NOx trap, various other emission control devices, or combinations thereof.An exhaust temperature may be estimated by one or more temperature sensors (not shown) disposed in the exhaust passage 148. Alternatively, exhaust temperature may be inferred based on engine operating conditions such as speed, load, air / fuel ratio (AFR), spark retard, etc. Further, exhaust temperature may be calculated by one or more exhaust gas sensors 128. It can be appreciated that the exhaust temperature may alternatively be estimated by a combination of temperature estimation methods listed herein.Each cylinder of engine 10 may include one or more intake valves and one or more exhaust valves. For example, cylinder 30 is shown having at least one intake poppet valve 150 and at least one exhaust poppet valve 156 disposed in an upper portion of cylinder 30. In some embodiments, each cylinder of engine 10, including cylinder 30, may include at least two intake poppet valves and at least two exhaust poppet valves disposed in an upper portion of the cylinder.Intake valve 150 may be controlled by controller 12 by cam actuation via cam actuation system 151. Similarly, exhaust valve 156 may be controlled by controller 12 via cam actuation system 153. Cam actuation systems 151 and 153 may each include one or more cams and may use one or more of cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT), and / or variable valve lift (VVL) systems that may be actuated by controller 12 to alter valve operation. The position of intake valve 150 and exhaust valve 156 may be determined by valve position sensors 155 and 157, respectively. In alternative embodiments, the intake and / or exhaust valves may be controlled via electric valve actuation and an exhaust valve controlled via cam actuation, including CPS and / or VCT systems. In still other embodiments, the intake and exhaust valves may be controlled by a common valve actuator or actuation system, or a variable valve timing actuator or actuation system.The cylinder 30 may have a compression ratio that is the ratio of volumes when the piston 138 is at bottom dead center to top dead center. Typically, the compression ratio is in the range of 9:1 to 10:1. however, in some examples where different fuels are used, the compression ratio may be increased. This may occur, for example, when fuels with a higher octane number or fuels with a higher latent enthalpy of vaporization are used. The compression ratio may also be increased when direct injection is used due to its effect on engine knock.In some embodiments, each cylinder of engine 10 may include a spark plug 192 for initiating combustion. An ignition system 190 may provide spark to the combustion chamber 30 via the spark plug 192 in response to a pre-ignition signal SA from the controller 12 under selected operating modes. However, in some embodiments, spark plug 192 may be omitted, such as when engine 10 may initiate combustion by auto-ignition or by injection of fuel, as may be the case with some diesel engines.In some embodiments, each cylinder of engine 10 may be configured with one or more injectors for supplying knock or pre-ignition suppression fluid thereto. In some embodiments, the fluid may be a fuel, wherein the injector is also referred to as a fuel injector. As a non-limiting example, cylinder 30 is shown with fuel injector 166. Fuel injector 166 is shown coupled directly to cylinder 30 for injecting fuel directly therein in proportion to the pulse width of a signal FPW received from controller 12 via an electronic driver 168. In this manner, fuel injector 166 provides what is known as direct injection (also referred to as "DI" below) of fuel into combustion cylinder 30. Although FIG. 2 shows injector 166 as a side injector, it may also be disposed over the piston, such as near the position of spark plug 192. Such a position may improve mixing and combustion when the engine is operated with an alcohol-based fuel due to the lower volatility of some alcohol-based fuels. Alternatively, the injector may be positioned above and near the intake valve to improve mixing.Fuel may be supplied to fuel injector 166 from a high pressure fuel system 20 including fuel tanks, fuel pumps, and a fuel rail. Alternatively, fuel may be supplied by a single stage fuel pump at a lower pressure, in which case the timing of direct fuel injection during the compression stroke may be more limited than when a high pressure fuel system is used. Further, although not shown, the fuel tanks may include a pressure transducer that provides a signal to the control unit 12. It will be appreciated that in an alternative embodiment, injector 166 may be a port injector that delivers fuel into the intake port upstream of cylinder 30.As described above, FIG. 2 shows only one cylinder of a multi-cylinder engine. As such, each cylinder may also include its own set of intake / exhaust valves, fuel injector(s), spark plug, and so forth.Fuel tanks in fuel system 20 may hold fuel of different qualities, such as different compositions. These differences may include a different alcohol content, octane number, heat of vaporization, fuel mixtures, and / or combinations thereof. In one example, fuels with different alcohol contents could include one fuel that is gasoline and the other that is ethanol or methanol. In another example, the engine may use gasoline as a first substance and an alcohol-containing fuel mixture such as E85 (which is about 85% ethanol and 15% gasoline) or M85 (which is about 85% methanol and 15% gasoline) as a second substance. Other alcohol containing fuels could be a mixture of alcohol and water, a mixture of alcohol, water and gasoline, and so forth.The controller 12 is shown in FIG. 2 as a microcomputer including a microprocessor unit 106, input / output ports 108, an electronic storage medium for executable programs and calibration values shown as read only memory chip 110 in this particular example, random access memory 112, keep alive memory 114, and a data bus. As discussed in FIG. 1, the vehicle control system including the control unit 12 may be communicatively coupled to a remote computing device 90 via a wireless network 13. Controller 12 may receive various signals from sensors coupled to engine 10, in addition to those signals previously discussed, including measurement of inducted mass air flow (MAF) from mass air flow sensor 122; engine coolant temperature (ECT) from temperature sensor 116 coupled to cooling sleeve 118; a profile ignition pickup signal (PIP) from Hall effect sensor 120 (or other type) coupled to crankshaft 140; throttle position (TP) from a throttle position sensor; manifold absolute pressure signal (MAP) from sensor 124; cylinder AFR from EGO sensor 128; and abnormal combustion from a knock sensor. An engine speed signal, RPM, may be generated by the controller 12 from the signal PIP. Manifold pressure signal MAP from a manifold pressure sensor may be used to provide an indication of vacuum or pressure in the intake manifold. The control unit may also receive a driver input and indication regarding the ignition state to the engine from a driver ignition interface 15.Storage medium read-only memory 110 may be programmed with computer readable data representing instructions executable by processor 106 for performing the methods described herein below as well as other variants that are expected but not specifically listed. Example routines are described herein with reference to FIGS. 3 and 5.FIG. 3 shows a high level flow chart illustrating an example method 300 for setting a powertrain calibration map according to an embodiment of the invention. More particularly, the method 300 relates to adjusting a powertrain calibration map based on user input. The method 300 may be performed using the systems and components described above with respect to FIGS. 1 and 2, but it should be understood that the method may be applied to other systems and components without departing from the scope of the present disclosure.Method 300 may begin at 305. At 305, method 300 may include evaluating operating conditions. Evaluating operating conditions may include estimating and / or calculating, for example, engine operating conditions. Such conditions may include, for example, an engine speed, an engine temperature, a driver torque request, a boost request, ambient conditions, an exhaust temperature, and so forth.At 310, the method 300 may include receiving a calibration request. A calibration request may include, for example, a request to calibrate one or more operating parameters. In some examples, such a request may be made onboard. An on-board request may be made, for example, by pressing a button on the dashboard 19, where the button may include a hardware-revised button (e.g., a physical button disposed on the dashboard 19) or a software-revised button (e.g., a predefined area of a touch screen display 18). As another example, a request may be made onboard via a voice command received by the dashboard 19. In some examples, the calibration request may be issued off-board. An off-board request may be made, for example, using a remote computing device 90 communicatively coupled to the vehicle via the wireless network 13, such as a smartphone or a personal computer.If a calibration request is not received, the method 300 may proceed to 315. At 315, method 300 may include maintaining operating conditions, such as the operating conditions evaluated at 305. The method 300 may then end. In this manner, method 300 may not proceed until a calibration request is received and normal vehicle operation may proceed.However, returning to 310, if a calibration request is received, method 300 may proceed to 320. At 320, method 300 may include displaying a powertrain calibration map. The powertrain calibration map may be displayed via the display 18 when the calibration request is made onboard via, for example, the dashboard 19. As another example, the powertrain calibration map may be displayed on the remote computing device 90 via the display 96. For example, the powertrain calibration map may be displayed on a remote computing device 90 in response to receiving the calibration request from the remote computing device 90. The powertrain calibration map may be displayed as a three-dimensional map, a contour map, a graph, a table, or any other suitable graphical format. For example, the powertrain calibration map may be plotted as a three-dimensional map as a function of at least three operating conditions, where the operating conditions include, but are not limited to, at least three of engine speed, engine load, engine temperature, barometric pressure, fuel alcohol content, ambient humidity, and so forth.The powertrain calibration map may include data points corresponding to one or more operating parameters recorded during engine operation. The displayed powertrain calibration map may include, for example, data points acquired during specified conditions, such as temperature, location, highway versus expressway driving, and so forth. In this way, a user may set calibration maps for specific conditions such as cold weather driving versus warm weather driving. Further, the calibration map may include parameters set by the user. For example, the user may wish to adjust torque based on pedal position, and thus the calibration map may include a graphical representation of torque data points as a function of pedal position data points. In such an example, the data points may comprise averages of data acquired over a period of time and / or under specified conditions. As a non-limiting example, a user may set or request a powertrain calibration table based on data acquired while the vehicle is being driven a long distance on a highway in a warm day, for example, to optimize fuel economy while the vehicle is operating during such conditions.At 325, the method 300 may include receiving a parameter setting. A parameter setting may include a new value for a selected operating parameter. In some examples, a setting for one parameter relative to another parameter may be selected. A desired torque may be selected based on, for example, a pedal position (PP). A parameter setting may include a plurality of selected values relative to one or more different parameters. In some examples, parameter settings may be constrained such that setting a parameter to a single value may affect the adjacent values of the same parameter. Such constraints may impose linearity and / or continuity on the parameters.At 330, method 300 may include determining if the received parameter setting is below a parameter threshold. Parameter thresholds may include physical constraints, safety constraints, manufacturer-imposed constraints, government-commanded constraints, combinations thereof, and so forth.If the setting is below the parameter threshold, the method 300 may proceed to 335. At 335, the method 300 may include adjusting the parameter based on the received parameter setting. The setting of the parameter may include updating the parameter in the active calibration map stored in the nonvolatile memory of the control unit 12. After the calibration map is updated, subsequent control of the vehicle may be based on the updated calibration map with the set parameter.After adjusting the parameter based on the parameter adjustment, the method 300 may proceed to 340. At 340, method 300 may include displaying an adjusted calibration map. The adjusted calibration map may be displayed via the same display used at 320, for example, an off-board display such as display 18 or an off-board display such as display 96. Displaying the adjusted calibration map may include displaying a powertrain calibration map with the updated values including any parameter settings automatically generated based on the input parameter setting. In some examples, displaying the adjusted calibration map may further include displaying the difference between the adjusted calibration map and the preset calibration map. Additionally or alternatively, displaying the adjusted calibration map may include indicating that the displayed calibration map includes an adjusted calibration map. Such an indication may include, for example, temporarily displaying text, an audio message, or a sound, and so forth, indicating that the adjustment was successful.Returning to 330, if the setting is not within the parameter threshold, method 300 may proceed to 345. At 345, the method 300 may include setting the parameter to the parameter threshold. In the examples where multiple parameter settings are input, setting the parameter to the parameter threshold may include setting one or more of the set parameters to the parameter threshold in response to the one or more set parameters not being below the parameter threshold. For example, if a subset of the input parameter settings is below the parameter threshold while the complementary subset of input parameter settings is not below the parameter threshold, the parameters corresponding to the complementary subset of input parameter settings that are not below the parameter threshold may be set to the parameter threshold while the parameters corresponding to the subset of input parameter settings below the parameter threshold may be set according to the input parameter settings. In this way, the parameter can saturate. As discussed above with respect to the parameter thresholds, such saturation may be artificially induced.After setting the parameter to the parameter threshold, the method 300 may proceed to 350. At 350, method 300 may include displaying an adjusted calibration map. The adjusted calibration map may be displayed on the remote display device 96 or the onboard display system 18. At 355, method 300 may include indicating that the parameter is at the threshold. Indicating that the parameter is at the threshold may include, for example, highlighting the adjusted parameter on the displayed adjusted calibration map. Additionally or alternatively, indicating that the parameter is at the threshold may include displaying a message, generating an audio message and / or a sound, combinations thereof, and so forth.At 360, the method 300 may include determining a threshold setting for a second parameter based on the set parameter. For example, the displayed powertrain calibration map may include a first parameter as a function of a second parameter, even though the first parameter may further depend on a third parameter, where the third parameter is not included in the displayed powertrain calibration map. Based on such a mutual dependency between the first parameter and the third parameter, the third parameter can be automatically set based on the setting on the first parameter. In examples where the third parameter itself is automatically set, an alarm may be generated to inform the user of the setting on the third parameter. In some examples, the third parameter may not be set based on the setting at the first parameter. Instead, one or more thresholds for the third parameter may be set based on the setting at the first parameter. In some examples, the setting of the parameter thresholds may be indicated to the user.At 365, method 300 may include updating the second parameter threshold based on the determined threshold setting. In this manner, subsequent settings on other parameters, including the second parameter, may be consistent with the parameter settings performed at 335. The method 300 may then end.FIG. 4 shows a set of graphs 400 illustrating non-limiting example powertrain calibration maps according to an embodiment of the invention. In particular, the set of graphs 400 includes two-dimensional example powertrain calibration maps that may be displayed to a user, for example, via the display 18 and / or 96, to enable a user to adjust the powertrain calibration.A graph 405 includes a plot 410 of torque versus pedal position (PP), where the torque includes, for example, torque output from the engine to the transmission. As indicated, the torque versus pedal position plot 410 is plotted along data points 412, where the data points 412 include a current calibration of the vehicle. In an example, the data points 412 comprise an average of data points acquired over a time interval, which time interval may be set or predetermined by the user. In another example, the data points 412 include data acquired during one or more specified conditions. For example, if the user were to calibrate the powertrain for cold driving conditions, the data points 412 may include data acquired when the ambient temperature is below a threshold temperature or within a threshold range set by the user. The diagram 410 may include a fixed calibration such that a user may set the calibration by adjusting the diagram 410. For example, the user may increase and / or decrease the torque response to pedal position by adjusting the map 410. The user may set the diagram 410 by, for example, dragging a point of the diagram 410 with a finger or stylus in examples where the powertrain calibration map is displayed on a touch screen display system. In other examples, the user may adjust the diagram 410 using any suitable user input technology such as a keyboard, a mouse, a trackball, a microphone, and so forth.The graph 405 further includes an upper threshold 415 and a lower threshold 417 that limit the possible calibrations. In particular, settings on the calibration diagram 410 are limited to the range between the upper threshold 415 and the lower threshold 417. The upper threshold 415 and the lower threshold 417 may be determined based on physical constraints. For example, the range of pedal position is physically limited by the design of the accelerator pedal, while the torque output of the engine is physically limited by the design of the engine. The thresholds may be further based on calibration of other parameters. The torque output of the engine may be limited, for example, by the calibration of spark timing, valve timing, and so forth.The set of graphs 400 also includes a graph 435 including a plot 440 of spark angle as a function of rotations per minute (min -1). As indicated, the spark angle plot 440 is plotted as a function of min -1 along data points 442, where the data points 442 include a current calibration of the vehicle. The graph 435 further includes an upper threshold 445 and a lower threshold 447.As described hereinabove with respect to FIG. 3, adjusting the calibration of one or more parameters may affect the calibration of one or more additional parameters. Setting the spark angle calibration plot 440 as a function of min -1 may affect, for example, the upper threshold 415 and / or the lower threshold 417 of the graph 405, thereby limiting possible torque calibration.FIG. 5 shows a high level flow chart illustrating an example method 500 for updating actuator devices according to an embodiment of the invention. More particularly, method 500 relates to updating actuator devices based on a powertrain calibration map, where the powertrain calibration map is adjusted as described hereinabove.Method 500 may begin at 505. At 505, method 500 may include evaluating operating conditions. Evaluating operating conditions may include estimating and / or calculating, for example, engine operating conditions. Operating conditions may include, but are not limited to, engine speed, engine temperature, engine load, driver torque request, boost request, ambient conditions, exhaust temperature, vehicle location, and so forth.At 510, method 500 may include determining if the engine is on. In some examples, adjustments to a calibration map may engage at an engine start. Thus, adjustments made to a calibration table while the engine is on cannot immediately result in any actuator adjustments. In this way, sudden drive train behavior can be avoided. Thus, if the engine is on, method 500 may proceed to 515. At 515, method 500 may include maintaining operating conditions such as the operating conditions evaluated at 505. The method 500 may then end.Returning to 510, if the engine is not on, method 500 may proceed to 520. At 520, method 500 may include determining whether an engine start has occurred. If an engine start has not occurred, method 500 may proceed to 515. At 515, method 500 may include maintaining operating conditions. For example, the engine may remain off. The method 500 may then end.Returning to 520, if an engine start has occurred, method 500 may proceed to 525. At 525, method 500 may include determining whether the calibration maps are adjusted. If the calibration maps are not adjusted, method 500 may proceed to 515. At 515, method 500 may include maintaining operating conditions. The method 500 may then end.However, if the calibration maps are adjusted, method 500 may proceed to 530. At 530, method 500 may include determining an actuator device for the evaluated operating conditions based on the adjusted calibration map.At 535, method 500 may include adjusting an actuator position based on the determined actuator device. In particular, the controller 12 may adjust one or more vehicle powertrain actuators based on the determined devices. This may include adjusting one or more of engine actuator output, transmission actuator output, and hybrid electric motor output. The adjusted engine actuator output devices may include, but are not limited to, one or more of valve timing, cam timing, injection timing, injection amount, pre-ignition, EGR rate, boost pressure, and so forth. Similarly, the adjusted transmission actuator output devices may include, but are not limited to, one or more of a transmission gear selection, a transmission clutch pressure, a torque converter clutch pressure, an electric oil pump pressure, line pressures and solenoid response times, a transmission line pressure, shift solenoid characteristics, torque converter lock-up or torque converter slip rates, and so forth. The hybrid electric motor output may include, but is not limited to, an engine control unit torque command, and so forth. The method 500 may then end.In this manner, powertrain calibration data set by users on a vehicle may be used to set the vehicle powertrain output of a given vehicle.In one embodiment, a method for a vehicle includes displaying a multiparameter powertrain calibration map on a display device and, in response to user input, selectively adjusting the displayed calibration map along at least one parameter and not adjusting the calibration map past one or more predetermined thresholds. In one example, the method further comprises setting a threshold for one or more other parameters. As an example, the method further includes setting a threshold for one or more other parameters, wherein the map is visually displayed on a screen visible to a driver facing a steering wheel and seated with feet forward in a driver seat of the vehicle in a conventional driving position. Additionally or alternatively, in another example, the method further comprises adjusting one or more other parameters based on the settings on the at least one parameter, and operating, via a controller during vehicle operation, the engine of the vehicle to adjust one or more engine actuators in response to the adjusted calibration map, wherein the user input occurs while the vehicle is in a steady-state and deactivated state.In one example, the display device includes a vehicle display device. In another example, the display device includes an off-board display device, wherein the off-board display device is wirelessly communicatively connected to the vehicle.In some examples, the powertrain calibration map includes one of a contour map, a three-dimensional map, a table, and a two-dimensional graph. In some examples, the powertrain calibration map includes data points recorded during operation of the engine. In one example, the method further comprises adjusting one or more calibration maps based on the adjusted powertrain calibration map, wherein the one or more calibration maps are not displayed on the display device.In some examples, the method further includes adjusting actuators based on the adjusted powertrain calibration map. In one example, adjusting the actuators based on the adjusted powertrain calibration map is automatically performed at engine start.In another embodiment, a method for a vehicle comprises: displaying a multiparameter engine calibration map on a display device; updating the multiparameter engine calibration map in response to and based on user input; and adjusting at least one actuator position based on the updated multiparameter engine calibration map in response to engine start. In one example, the multiparameter engine calibration map includes multiple data points recorded during engine operation.In one example, the display device includes a vehicle display device. In another example, the display device includes an off-board display device, wherein the off-board display device is wirelessly connected to the vehicle.In one example, the user input includes at least one setting on at least one parameter, and updating the multiparameter engine calibration map based on the user input includes setting the multiparameter engine calibration map along the at least one parameter according to the at least one setting.In yet another embodiment, a vehicle system includes: an engine; a powertrain coupled between the and vehicle wheels; and one or more actuators configured to alter a powertrain output. The vehicle system further includes a controller having computer readable instructions stored in non-transitory memory that, when executed, cause the controller to: display a powertrain calibration map on a display device; update the powertrain calibration map in response to and based on user input; and adjust a setup of at least one of the one or more actuators based on the updated powertrain calibration map.In one example, the vehicle system further comprises a communication module for wirelessly coupling the vehicle system to an off-board display device, the display device comprising the off-board display device. As another example, the display device is disposed on a dashboard of the vehicle system. In such an example, the display device includes an onboard display device.In one example, the setting of the at least one of the one or more actuators is adjusted based on the updated powertrain calibration map in response to starting the engine. In yet another example, the powertrain calibration map includes a plurality of data points acquired during engine operation.It should be appreciated that the example control and estimation routines included herein may be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein may be stored as executable instructions in non-transitory memory and may be executed by the control system with the control unit in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies such as event-controlled, interrupt-controlled, multi-tasking, multi-threading, and the like. As such, various acts, operations, and / or functions illustrated may be performed in the sequence illustrated in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of explanation and description. One or more of the illustrated acts, operations, and / or functions may be repeatedly performed depending on the particular strategy being used. Further, the described acts, operations, and / or functions may graphically represent code to be programmed into the non-transitory memory of the computer readable storage medium in the engine control system, where the described acts are performed by executing the instructions in a system with the various hardware components of the engine in combination with the electronic control unit.It will be appreciated that the configurations and routines disclosed herein are exemplary in nature and that these specific embodiments are not to be considered in a limiting sense because numerous variations are possible. For example, the above technology can be applied to V-6, I-4, I-6, V-12, 4-boxer, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, and other features, functions, and / or characteristics disclosed herein.The following claims are specifically directed to certain combinations and sub-combinations which are considered novel and not obvious. These claims may refer to "a" element or "a first" element or the equivalent thereof. Such claims should be understood to include integration of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or characteristics may be claimed by altering the present claims or by presenting novel claims in this or a related application. Such claims, whether broader, narrower, equal or different in scope from the original claims, are also considered to be included within the subject matter of the present disclosure.

Claims

A method for a vehicle, comprising: displaying a multiparameter powertrain calibration map on a display device; and in response to user input, selectively adjusting the displayed calibration map along at least one parameter and not adjusting the calibration map past one or more predetermined thresholds.The method of claim 1, further comprising setting a threshold for one or more other parameters, wherein the map is visually displayed on a screen visible to a driver who faces a steering wheel and sits with feet forward in a driver seat of the vehicle in a conventional driving position.The method of claim 1, further comprising adjusting one or more other parameters based on the settings on the at least one parameter, and operating the engine of the vehicle via a controller during vehicle operation to adjust one or more engine actuators in response to the adjusted calibration map, wherein the user input occurs while the vehicle is in a steady-state and deactivated state.The method of claim 1, wherein the display device comprises a vehicle display device.The method of claim 1, wherein the display device comprises an off-board display device, wherein the off-board display device is wirelessly connected to the vehicle.The method of claim 1, wherein the powertrain calibration map comprises a contour map, a three-dimensional map, a table, and a two-dimensional graph.The method of claim 1, further comprising adjusting one or more calibration maps based on the adjusted powertrain calibration map, wherein the one or more calibration maps are not displayed on the display device.The method of claim 1, further comprising adjusting actuators based on the adjusted powertrain calibration map.The method of claim 8, wherein adjusting the actuators based on the adjusted powertrain calibration map is performed automatically at engine start.The method of claim 1, wherein the powertrain calibration map comprises data points recorded during engine operation.A method for a vehicle, comprising: displaying a multiparameter engine calibration map on a display device; updating the multiparameter engine calibration map in response to and based on user input; and adjusting at least one actuator position based on the updated multiparameter engine calibration map in response to engine start.The method of claim 11, wherein the multiparameter engine calibration map comprises a plurality of data points recorded during engine operation.The method of claim 11, wherein the display device comprises a vehicle display device.The method of claim 11, wherein the display device comprises an off-board display device, wherein the off-board display device is wirelessly connected to the vehicle.The method of claim 11, wherein the user input comprises at least one setting on at least one parameter, and wherein updating the multiparameter engine calibration map based on the user input comprises setting the multiparameter engine calibration map along the at least one parameter according to the at least one setting.A vehicle system, comprising: an engine; a powertrain coupled between the engine and vehicle wheels; one or more actuators configured to alter powertrain output; and a controller having computer readable instructions stored in non-transitory memory that, when executed, cause the controller to: display a powertrain calibration map on a display device; update the powertrain calibration map in response to and based on user input; and adjust a setup of at least one of the one or more actuators based on the updated powertrain calibration map.The system of claim 16, further comprising a communication module for wirelessly coupling the vehicle system to an off-board display device, and wherein the display device comprises the off-board display device.The system of claim 16, wherein the display device is positioned on a dashboard of the vehicle system.The system of claim 16, wherein the setting of the at least one of the one or more actuators is adjusted based on the updated powertrain calibration map in response to starting the engine.The system of claim 16, wherein the powertrain calibration map comprises a plurality of data points acquired during engine operation.

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