Research Papers

Model-Based Gain Scheduling Strategy for an Internal Model Control-Based Boost Pressure Controller in Variable Geometric Turbocharger System of Diesel Engines

[+] Author and Article Information
Seungwoo Hong

Department of Automotive Engineering,
Hanyang University,
222 Wangsimni-ro, Seongdong-gu,
Seoul 133-791, South Korea
e-mail: hsw0907@hanyang.ac.kr

Inseok Park

Automotive Research and Development Division, Hyundai Motor Company,
Jangdeok-dong, Hwaseong-si,
Gyeonggi-do 445-706, South Korea
e-mail: inseokpark@hyundai.com

Myoungho Sunwoo

Department of Automotive Engineering,
Hanyang University,
222 Wangsimni-ro, Seongdong-gu,
Seoul 133-791, South Korea
e-mail: msunwoo@hanyang.ac.kr

1Corresponding author.

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received January 27, 2015; final manuscript received November 13, 2015; published online January 18, 2016. Assoc. Editor: Bryan Rasmussen.

J. Dyn. Sys., Meas., Control 138(3), 031010 (Jan 18, 2016) (11 pages) Paper No: DS-15-1043; doi: 10.1115/1.4032283 History: Received January 27, 2015; Revised November 13, 2015

This paper proposes a model-based gain scheduling strategy of a Skogestad internal model control (SIMC)-based boost pressure controller for passenger car diesel engines. This gain scheduling strategy is proposed with a new scheduling variable to handle the nonlinear variable geometric turbocharger (VGT) plant characteristics. The scheduling variable is derived from the pressure ratio between the exhaust and intake manifolds and the exhaust air-to-fuel ratio to estimate the static gain of the VGT plant, which varies widely with change in the engine operating conditions. The proposed static gain model was designed with the scheduling variable, engine speed, and fuel injection quantity. Compared to the steady-state experimental data, the static gain model showed an R-squared value of 0.91. The boost pressure controller had the proportional-integral (PI) structure to allow for online calibration, and the PI gains were determined using the SIMC method. The proposed static gain model for the VGT plant was integrated into the SIMC control structure to obtain the appropriate control gains under wide engine operating area. The proposed control algorithm was compared with a fixed gain boost pressure controller through various step tests of the desired boost pressure. The fixed gain controller showed a large overshoot of 64% when the exhaust gas recirculation (EGR) operating condition was changed. In contrast, the proposed gain scheduled boost pressure controller reduced the overshoot to 12%. The model-based gain scheduling strategy successfully adjusted the control gains to achieve consistent control performance under various engine operating conditions.

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Fig. 1

Schematic diagram of the HP-EGR and VGT systems [7]

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Fig. 2

Diagram of the experimental environment

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Fig. 3

Designed operating conditions in the NEDC trajectory

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Fig. 4

Input–output relationships for the VGT system

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Fig. 5

Static gains of the VGT plant

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Fig. 6

Normalized intake pressure response (Ne = 1750 rpm, Wf = 20 mg/str)

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Fig. 7

Static gain variation according to the new scheduling parameter

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Fig. 8

Static gain variation for all engine operating conditions

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Fig. 9

Validation results for the static gain model

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Fig. 10

VGT sign inversion caused by EGR gas (Ne = 1750 rpm, Wf = 20 mg/str)

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Fig. 11

VGT sign inversion caused by the fuel injection quantity (Ne = 1750 rpm, uEGR = 15%)

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Fig. 12

Block diagram of the VGT control algorithm

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Fig. 13

Gain scheduled PI controller

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Fig. 14

Static gain model behavior

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Fig. 15

Step response results under various operating conditions

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Fig. 16

Control gains of the gain scheduled and fixed gain controller at uEGR = 20%

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Fig. 17

Tracking performance for the gain scheduled and fixed gain controller at uEGR = 20%

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Fig. 18

Enlarged view of the intake pressure response between 37 and 45 s

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Fig. 19

Comparison of the gain scheduled and fixed gin controllers at uEGR = 0%

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Fig. 20

Step test result of the engine operating condition




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