Robust Feedback Linearization Approach for Fuel-Optimal Oriented Control of Turbocharged Spark-Ignition Engines

This chapter proposes a new control approach for the turbocharged air system of a gasoline engine. To simplify the control implementation task, static lookup tables (LUTs) of engine data are used to estimate the engine variables in place of complex dynamical observer and/or estimators. The nonlinear control design is based on the concept of robust feedback linearization which can account for the modeling uncertainty and the estimation errors induced by the use of engine lookup tables. The control feedback gain can be effectively computed from a convex optimization problem. Two control strategies have been investigated for this complex system: drivability optimization and fuel reduction. The effectiveness of the proposed control approach is clearly demonstrated with an advanced engine simulator

Flexible and robust control of heavy duty diesel engine airpath using data driven disturbance observers and GPR models

Diesel engine airpath control is crucial for modern engine development due to increasingly stringent emission regulations. This thesis aims to develop and validate a exible and robust control approach to this problem for speci cally heavy-duty engines. It focuses on estimation and control algorithms that are implementable to the current and next generation commercial electronic control units (ECU). To this end, targeting the control units in service, a data driven disturbance observer (DOB) is developed and applied for mass air ow (MAF) and manifold absolute pressure (MAP) tracking control via exhaust gas recirculation (EGR) valve and variable geometry turbine (VGT) vane. Its performance bene ts are demonstrated on the physical engine model for concept evaluation. The proposed DOB integrated with a discrete-time sliding mode controller is applied to the serial level engine control unit. Real engine performance is validated with the legal emission test cycle (WHTC - World Harmonized Transient Cycle) for heavy-duty engines and comparison with a commercially available controller is performed, and far better tracking results are obtained. Further studies are conducted in order to utilize capabilities of the next generation control units. Gaussian process regression (GPR) models are popular in automotive industry especially for emissions modeling but have not found widespread applications in airpath control yet. This thesis presents a GPR modeling of diesel engine airpath components as well as controller designs and their applications based on the developed models. Proposed GPR based feedforward and feedback controllers are validated with available physical engine models and the results have been very promisin

Automotive Powertrain Control — A Survey

This paper surveys recent and historical publications on automotive powertrain control. Control-oriented models of gasoline and diesel engines and their aftertreatment systems are reviewed, and challenging control problems for conventional engines, hybrid vehicles and fuel cell powertrains are discussed. Fundamentals are revisited and advancements are highlighted. A comprehensive list of references is provided.Peer Reviewedhttp://deepblue.lib.umich.edu/bitstream/2027.42/72023/1/j.1934-6093.2006.tb00275.x.pd

Low Complexity Model Predictive Control of a Diesel Engine Airpath.

The diesel air path (DAP) system has been traditionally challenging to control due to its highly coupled nonlinear behavior and the need for constraints to be considered for driveability and emissions. An advanced control technology, model predictive control (MPC), has been viewed as a way to handle these challenges, however, current MPC strategies for the DAP are still limited due to the very limited computational resources in engine control units (ECU). A low complexity MPC controller for the DAP system is developed in this dissertation where, by "low complexity," it is meant that the MPC controller achieves tracking and constraint enforcement objectives and can be executed on a modern ECU within 200 microseconds, a computation budget set by Toyota Motor Corporation. First, an explicit MPC design is developed for the DAP. Compared to previous explicit MPC examples for the DAP, a significant reduction in computational complexity is achieved. This complexity reduction is accomplished through, first, a novel strategy of intermittent constraint enforcement. Then, through a novel strategy of gain scheduling explicit MPC, the memory usage of the controller is further reduced and closed-loop tracking performance is improved. Finally, a robust version of the MPC design is developed which is able to enforce constraints in the presence of disturbances without a significant increase in computational complexity compared to non-robust MPC. The ability of the controller to track set-points and enforce constraints is demonstrated in both simulations and experiments. A number of theoretical results pertaining to the gain scheduling strategy is also developed. Second, a nonlinear MPC (NMPC) strategy for the DAP is developed. Through various innovations, a NMPC controller for the DAP is constructed that is not necessarily any more computationally complex than linear explicit MPC and is characterized by a very streamlined process for implementation and calibration. A significant reduction in computational complexity is achieved through the novel combination of Kantorovich's method and constrained NMPC. Zero-offset steady state tracking is achieved through a novel NMPC problem formulation, rate-based NMPC. A comparison of various NMPC strategies and developments is presented illustrating how a low complexity NMPC strategy can be achieved.PhDAerospace EngineeringUniversity of Michigan, Horace H. Rackham School of Graduate Studieshttp://deepblue.lib.umich.edu/bitstream/2027.42/120832/1/huxuli_1.pd

14th International Conference on Turbochargers and Turbocharging

14th International Conference on Turbochargers and Turbocharging addresses current and novel turbocharging system choices and components with a renewed emphasis to address the challenges posed by emission regulations and market trends. The contributions focus on the development of air management solutions and waste heat recovery ideas to support thermal propulsion systems leading to high thermal efficiency and low exhaust emissions. These can be in the form of internal combustion engines or other propulsion technologies (eg. Fuel cell) in both direct drive and hybridised configuration. 14th International Conference on Turbochargers and Turbocharging also provides a particular focus on turbochargers, superchargers, waste heat recovery turbines and related air managements components in both electrical and mechanical forms

Microgrid optimization, modelling and control

2014 Fall.To view the abstract, please see the full text of the document

Evaluation of steady and pulsating flow performance of a double-entry turbocharger turbine

The turbocharger remains one of the best means available to the engine developer to satisfy the power density demands on a modern internal combustion engine. This simple device uses the otherwise waste exhaust gas energy to provide significant improvements in the volumetric efficiency or ‘breathing capacity’ of an engine. In order to maximize the energy of the exhaust driving the turbine, most applications utilize pulse turbocharging where a compact exhaust manifold feeds the highly pulsating exhaust flow directly into the turbine wheel. This thesis considers the influence that this pulse-charging has on a double-entry turbocharger turbine. The design of this turbine plays an important role in much of the research presented in this thesis. The turbine is equipped with a mixed-flow rotor with 12 blades that are fed by a 24 blade nozzle ring. The circumferentially divided volute is designed with two gas inlet passages that each feed a separate 180° section of the nozzle ring. Thus, there is no communication between the entries from the volute inlet to the exit of the nozzles. At the exit to the nozzle, the fluid from both inlets expands into an interspace that spans the circumference of the rotor inlet. This small volume that is formed between the nozzle and the mixed flow rotor is the first area where interaction between the flows can occur. The core of this report contains three main divisions: Steady flow experimental results, CFD modelling, and unsteady flow experimental results. These sections are preceded by an introduction explaining the background of the research study, and an essential outline of the equipment and the method of experimentation. The aim of this work is to use a combination of experiments and computational modelling to build up a picture of the performance of the turbine under a wide variety of flow conditions that will eventually lead to further insight into its unsteady performance. First, a comprehensive steady-state experimental data set was obtained to establish the base-line turbine performance. Steady, equal admission tests yielded excellent performance, peaking at 80% efficiency. Owing to the double-entry arrangement, steady flow could also be introduced in the two inlets unequally. During unequal, steady-state operation a notable decrease in performance was observed. The correlation between the ratios of entry pressures and the efficiency of operation was apparent but essentially independent of which flow was varied. In the extreme, when the turbine was only partially supplied with air, the consequence was a 28 point decrease in performance at the optimal velocity ratio. Despite the division between the two entries, the experiments showed that the flows through each inlet were interdependent. Compared to full flow,of the performance of the turbine under a wide variety of flow conditions that will eventually lead to further insight into its unsteady performance. First, a comprehensive steady-state experimental data set was obtained to establish the base-line turbine performance. Steady, equal admission tests yielded excellent performance, peaking at 80% efficiency. Owing to the double-entry arrangement, steady flow could also be introduced in the two inlets unequally. During unequal, steady-state operation a notable decrease in performance was observed. The correlation between the ratios of entry pressures and the efficiency of operation was apparent but essentially independent of which flow was varied. In the extreme, when the turbine was only partially supplied with air, the consequence was a 28 point decrease in performance at the optimal velocity ratio. Despite the division between the two entries, the experiments showed that the flows through each inlet were interdependent. Compared to full flow, 4 when the pressure in one entry was low, the second entry could swallow more mass, and when it was high, the second entry swallowed less. A three-dimensional CFD model was constructed in order to permit a detailed study of the flow in the double-entry design and answer specific questions regarding the observed steady-state performance. For both equal and unequal admission simulations, the model showed close agreement with the experimental mass flow behaviour and reproduced the measured efficiency trends quite well. The interdependence of the swallowing capacity of the two inlets was also predicted by the model, thereby allowing the analysis of the physical flow effects that drive this trend. It was found that the interspace region near the tongues was the site of much of the interaction between inlets. A major emphasis of this modelling work was also to discover areas of loss generation that could lead to the decrease in performance. By focussing on partial admission, this study found that the windage loss in the interspace region of the non-flowing entry proved to be one of the more significant areas of loss generation. Pulsating air flow was then introduced using the range of frequencies typically produced by an internal combustion engine. The operating point of the turbine, traced an orbit within a 3-D space defined by three non-dimensional parameters: velocity ratio, pressure ratio across inlet one, and pressure ratio across inlet two. Direct comparison between steady and unsteady values at the same pressure ratios and velocity ratio was possible due to the large amount of steady data measured. Thus, a quasi-steady versus unsteady comparison was made on the basis of efficiency, mass flow and output power. In general, under pulsating flow conditions, the turbine behaved quite differently than that predicted by the quasi-steady assumption. Lower frequency, higher amplitude pulsations produced the lowest unsteady cycle-averaged efficiency and also produced the most significant departure from quasi-steady behaviour

Transient optimisation of a diesel engine

SIGLEAvailable from British Library Document Supply Centre-DSC:DXN042276 / BLDSC - British Library Document Supply CentreGBUnited Kingdo