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A Nonlinear Hybrid Model of a 4-Cylinder Engine for Idle Speed Control

A Nonlinear Hybrid Model of a 4-Cylinder Engine for Idle Speed Control. Andrea Balluchi (1) , Marco Zoncu (1) , Tiziano Villa (1) , Alberto L. Sangiovanni-Vincentelli (1, 2). (1) PARADES E.E.I.G., Roma, Italy. (2) Dept. of EECS, University of California, Berkeley CA.

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A Nonlinear Hybrid Model of a 4-Cylinder Engine for Idle Speed Control

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  1. A Nonlinear Hybrid Model of a 4-Cylinder Engine for Idle Speed Control Andrea Balluchi (1), Marco Zoncu (1), Tiziano Villa (1), Alberto L. Sangiovanni-Vincentelli (1, 2) (1) PARADES E.E.I.G., Roma, Italy. (2) Dept. of EECS, University of California, Berkeley CA. CC Meeting in Amsterdam June 16-17, 2003.

  2. Maintaining the crankshaft speed within a specified range despite load torque disturbances and transmission engagements/disengagements. Good combustion and emission quality; Acceptable NVH characteristics. The Idle Speed Control Problem specifications: constraints:

  3. Nonlinear Hybrid Model of the Engine clutch control inputs disturbance inputs Power-train (CTS + FSM) Tload(t) n(t) spark (t) Intake manifold (CTS) Cylinders (FEM + DES) T(t) p(t) (t)

  4. Pressure dynamics: Equivalent throttle area: Air flow rate: Intake Manifold: Continuous Dynamics

  5. Power-train: Scheme Cylinders

  6. Driveline segments dynamics (clutch open): Connected driveline dynamics (clutch closed): Crankshaft angle: Power-train: Continuous Dynamics

  7. off / clutch open clutch closed on / Power-train: Finite State Machine

  8. positive spark advance negative spark advance H dc I to BS m := Gmpp + M0 T := -TC(p,n) dc E C dc PA AS BS to PA  := 180 -  T := -TC(p,n) I spk&dc PA to AS T := TE(m, ) dc spk spk dc NA to AS  := -  T := TE(m, - ) BS NA AS to H T := 0 Single Cylinder’s Finite State Machine

  9. Cylinders: Finite State Machine

  10. Cylinders: Discrete Event System

  11. Cylinders: Discrete Event System

  12. The Clutch Closing Manoeuvre

  13. The Clutch Closing Manoeuvre

  14. The Clutch Closing Manoeuvre

  15. single-location automaton two-location automaton with spark advance Hybrid Model’s Successive Refinements

  16. two-location automaton with clutch state Hybrid Model’s Successive Refinements

  17. two-location automaton with manifold dynamics Hybrid Model’s Successive Refinements

  18. three-location automaton Hybrid Model’s Successive Refinements

  19. spark =20 o dc =14 o Tg Tl Comparative Simulations • Single-location Vs Two-location with spark advance dc Tg Tl

  20. dc spark dc n n Comparative Simulations • Single-location Vs Two-location with spark advance

  21. a= 3.33 o  = 20o  = 20o a= 3. 26 o  = 6.7 o Tg  = 6.7 o Tg Tl Tl Comparative Simulations • Two-location without and with manifold

  22. n  = 6.7 o n  = 20o a= 3. 26 o  = 6.7 o a= 3.33 o  = 20o Comparative Simulations • Two-location without and with manifold

  23. Comparative Simulations • Two-location Vs Three-location a= 3.6 o Tg  = 5 o a= 3.6 o  = 5 o Tl a= 3.6 o Tg  = -3.7 o a= 3.4 o Tl  = 0 o

  24. a= 3.6 o  = -3.7 o a= 3.4 o a= 3.6 o  = 0 o n  = 5 o a= 3.6 o n  = 5 o a= 3.6 o Tl  = 5 o Comparative Simulations • Two-location Vs Three-location

  25. Conclusions • Nonlinear model of the intake manifold; • Better modeling of the torque generation mechanism; • Modeling of the secondary driveline.

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