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TECHNICAL PAPERS

Reducing Engine Idle Speed Deviations Using the Internal Model Principle

[+] Author and Article Information
Andrew W. Osburn

 Cummins, Inc., 1900 McKinley Ave., Columbus, IN 47201

Matthew A. Franchek1

Department of Mechanical Engineering, University of Houston, Houston, TX 77204-4792mfranchek@uh.edu

1

Corresponding author.

J. Dyn. Sys., Meas., Control 128(4), 869-877 (Mar 21, 2006) (9 pages) doi:10.1115/1.2361324 History: Received August 10, 2004; Revised March 21, 2006

Presented in this paper is a multivariable linear feedback controller design methodology for idle speed control of spark-ignition engines. The engine is modeled as a multi-input, single-output system. The proposed feedback control system employs both throttle and ignition timing to control engine speed and engine roughness. Throttle is used to attenuate low frequency components of the speed error and reject mean speed errors. Spark advance is used to reduce cylinder-to-cylinder differences in torque production by limiting high frequency speed deviations. The algorithm is executed in the crank-angle domain, and the internal model principle serves as the basis for cylinder torque balancing. The nonlinear relationship between ignition timing and torque production is explicitly incorporated into the design process using a sector bound. A loop shaping approach is proposed to design the feedback controller, and absolute stability of the nonlinear closed-loop system is guaranteed through the Tsypkin Criterion. Experimental results from implementation on a Ford 4.6L V-8 engine are provided.

Copyright © 2006 by American Society of Mechanical Engineers
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References

Figures

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Figure 1

Engine speed signature due to cylinder torque imbalance (cylinder 5 was retarded 10deg in the unbalanced condition)

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Figure 2

Power spectral density of speed without idle speed feedback control

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Figure 4

Influence of spark advance on brake torque at 800rpm

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Figure 5

Closed-loop idle speed control system

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Figure 6

Nonlinear feedback system

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Figure 7

Tsypkin criterion on the Nichols Chart, k=4

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Figure 8

Nonlinear closed-loop system in standard form

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Figure 9

Structure of the spark advance/speed feedback control loop

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Figure 10

Estimated frequency response function for Ps(z)

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Figure 11

Estimated frequency response function for Pa(z)

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Figure 12

Sector bounds on the nonlinear element n(us) for a nominal spark advance of 10deg BTDC with total spark timing ∊[0deg,30deg] BTDC

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Figure 13

Loop shaping the BPAV controller

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Figure 14

Loop shaping the nominal spark controller

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Figure 15

Loop shaping L(z)=Sa(z)Gs(z)Ps(z) to provide low sensitivity at ω1

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Figure 16

Gain and phase of L(z)=Sa(z)Gs(z)Ps(z) with Gs(z)=G0(z)+⋯+G4(z)

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Figure 17

Gain-phase characteristics of the approximate linear system

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Figure 18

Closed-loop sensitivity of the approximate linear system

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Figure 19

Power spectral density of engine speed at 800rpm

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Figure 20

Power spectral density of engine speed at 800rpm, spark timing on No. 5 cylinder retarded 10deg

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Figure 21

Transient response of spark timing commands

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Figure 22

Transient response of the idle speed feedback controller, engine load torque of 15ft.lb

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Figure 23

Transient response to power steering pump loading

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