Technical Brief

A Backlash Compensator for Drivability Improvement Via Real-Time Model Predictive Control

[+] Author and Article Information
Cristian Rostiti

Center for Automotive Research,
The Ohio State University,
Columbus, OH 43212
e-mail: rostiti.1@osu.edu

Yuxing Liu

Center for Automotive Research,
The Ohio State University,
Columbus, OH 43212
e-mail: liu.2350@buckeyemail.osu.edu

Marcello Canova

Center for Automotive Research,
The Ohio State University,
Columbus, OH 43212
e-mail: canova.1@osu.edu

Stephanie Stockar

Mechanical and Nuclear Engineering,
Pennsylvania State University,
University Park, PA 16802
e-mail: stockar@psu.edu

Gang Chen, Hussein Dourra, Michael Prucka

1000 Chrysler Drive,
Auburn Hills, MI 48326

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT,AND CONTROL. Manuscript received August 9, 2017; final manuscript received March 1, 2018; published online May 2, 2018. Assoc. Editor: Ardalan Vahidi.

J. Dyn. Sys., Meas., Control 140(10), 104501 (May 02, 2018) (10 pages) Paper No: DS-17-1405; doi: 10.1115/1.4039562 History: Received August 09, 2017; Revised March 01, 2018

Nonlinear dynamics in the transmission and drive shafts of automotive powertrains, such as backlash, induce significant torque fluctuations at the wheels during tip-in and tip-out transients, deteriorating drivability. Several strategies are currently present in production vehicles to mitigate those effects. However, most of them are based on open-loop filtering of the driver torque demand, leading to sluggish acceleration performance. To improve the torque management algorithms for drivability and customer acceptability, the powertrain controller must be able to compensate for the wheel torque fluctuations without penalizing the vehicle response. This paper presents a novel backlash compensator for automotive drivetrain, realized via real-time model predictive control (MPC). Starting from a high-fidelity driveline model, the MPC-based compensator is designed to mitigate the drive shaft torque fluctuations by modifying the nominal spark timing during a backlash traverse event. Experimental tests were conducted with the compensator integrated into the engine electronic control unit (ECU) of a production passenger vehicle. Tip-in transients at low-gear conditions were considered to verify the ability of the compensator to reduce the torque overshoot when backlash crossing occurs.

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Fig. 2

Simplified model of backlash (Adapted from Ref. [9])

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Fig. 1

Block diagram of the vehicle driveline model

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Fig. 3

Model input data for validation in second gear

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Fig. 4

Model validation in second gear: comparison with experimental data

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Fig. 5

Model validation in second gear: details of a single tip-in (left) and tip-out (right)

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Fig. 6

Simulation setup for compensator validation

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Fig. 7

Simulation results of the backlash compensator for second gear tip-in test

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Fig. 11

Typical speed profile of the verification test

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Fig. 12

Results for a compensated tip-in maneuver

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Fig. 13

Performance verification in second gear

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Fig. 14

Performance verification in third gear

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Fig. 8

Scheme of the switching wheel torque and backlash estimator

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Fig. 9

Integrated compensator system in intecrio environment

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Fig. 10

Overview of the setup for experimental verification of the compensator



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