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Research Papers

Two-Scale Command Shaping for Reducing Powertrain Vibration During Engine Restart

[+] Author and Article Information
J. Justin Wilbanks

George W. Woodruff
School of Mechanical Engineering,
Georgia Institute of Technology,
Atlanta, GA 30332-0405
e-mail: justin.wilbanks@gatech.edu

Michael J. Leamy

Fellow ASME
George W. Woodruff
School of Mechanical Engineering,
Georgia Institute of Technology,
Atlanta, GA 30332-0405
e-mail: michael.leamy@me.gatech.edu

1Corresponding author.

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received February 10, 2016; final manuscript received January 11, 2017; published online June 5, 2017. Assoc. Editor: Junmin Wang.

J. Dyn. Sys., Meas., Control 139(9), 091004 (Jun 05, 2017) (11 pages) Paper No: DS-16-1083; doi: 10.1115/1.4036034 History: Received February 10, 2016; Revised January 11, 2017

This paper introduces a two-scale command shaping strategy for reducing vibrations in conventional and hybrid electric vehicle (HEV) powertrains during engine restart. The approach introduces no additional system components and thus few additional costs. The torque profile from an electric machine (EM) is tailored to start the internal combustion engine (ICE) while minimizing residual vibrations. It is shown that the tailored EM torque profile, composed of a linear combination of constant and time-varying components, results in significant mitigation of powertrain vibrations and smoother ICE startup. The time-varying EM torque component is calculated using an analytical ICE model and a perturbation technique for separating scales, which isolates the ICE nonlinear response. Command shaping is then applied to the linear problem at the remaining scale. Simulation results suggest a promising and straightforward technique for reducing vibrations and improving drivability during ICE restart. Furthermore, two-scale command shaping may also be useful in mitigating other HEV-related drivability issues associated with powertrain mode changes (e.g., blending of hybrid power sources, engaging and disengaging of clutches, etc.).

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Figures

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Fig. 1

Diagram of the crank-slider system representing the kinematics of the ICE

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Fig. 2

Comparison to experimental data of the in-cylinder pressure of a single cylinder of the ICE calculated with three Wiebe functions

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Fig. 3

Lumped-parameter torsional powertrain model

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Fig. 4

Model governing chassis and suspension coupling

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Fig. 5

Model used to estimate the equivalent stiffness and damping of the EM mounts

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Fig. 6

Impulse response sequence for zero vibration of an ideal mass–spring–damper

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Fig. 7

Angular velocity of the 1.3 L JTD ICE with powertrain for stationary restart as a function of time with unshaped, postperturbation, and shaped input

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Fig. 8

Angular velocity of the chassis of the vehicle for stationary restart as a function of time with unshaped, postperturbation, and shaped inputs

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Fig. 9

Angular position of the chassis of the vehicle for stationary restart as a function of time with unshaped, postperturbation, and shaped inputs

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Fig. 10

Angular velocity of the driven plate assembly of the clutch of the powertrain for stationary restart as a function of time with unshaped, postperturbation, and shaped inputs

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Fig. 11

EM torque profile (dashed line) needed by the two-scale command shaping strategy compared to the unshaped profile (solid line)

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Fig. 12

EM speed profile resulting from the two-scale command shaping strategy

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Fig. 13

Effect of EM dynamics on the response of the 1.3 L JTD ICE

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Fig. 14

Effect of EM dynamics on the response of the driven plate of the clutch assembly

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Fig. 15

Effect of EM dynamics on the response of the chassis

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