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Sudden vehicle propulsion torque change under tip-in/out maneuver often leads to low-frequency longitudinal vibration due to the flexibility in the half-shaft and tire slip, which greatly affects vehicle drivability. Note that the vibration frequency is between 1 and 10 Hz and is difficult to be absorbed by the vehicle mechanical system. To optimize the vehicle drivability under tip-in maneuver, an Adaptive Linear Quadratic Tracking (ALQT) anti-jerk traction controller is proposed in this paper. Based on the experimental data, a Carsim-Simulink co-simulation model is developed for assessing control performance. A control-oriented model, considering the nonlinear characteristics of the tire-road friction coefficient and slip ratio, is then proposed. A reference model with rigid axle is used to provide the equilibrium points and reference velocity trajectory. Jacobi linearization method is then used to linearize the model along the desired trajectory and a linear deviation model based on equilibrium points is obtained. Finally, the deviation compensation receding horizon LQT controller is designed along with the Kalman state estimation. The effectiveness of the designed controller is assessed via simulation studies under different road surfaces and compared with PID and LQR controllers. The LQT controller is able to track the desired velocity profile with minimum jerk while increasing road safety. Furthermore, the effect of LQT weighting coefficients under different road surfaces are discussed. Simulation results show that the ALQT controller is able to optimize vehicle drivability under different road surfaces and the weighting matrices shall be selected based on the road condition for optimal drivability.

This paper presents a control-oriented, reaction-based diesel combustion model that predicts the time-based rate of combustion, in-cylinder gas temperature, and pressure over one engine cycle. The model, based on the assumption of a homogeneous thermodynamic combustion process, uses a two-step chemical reaction mechanism that consists of six species: diesel fuel (C10.8H18.7), oxygen (O2), carbon dioxide (CO2), water (H2O), nitrogen (N2), and carbon monoxide (CO). The temperature variation rate is calculated based on the rate of change of species concentrations; the heat loss correlation is also used to study the model performance. The accuracy of the model is evaluated using test data from a GM 6.6 L, eight-cylinder Duramax engine. The main contribution is the model calibration under different key operational conditions over a large engine speed and load range as well as different injection timings and exhaust gas recirculation rates by solving the optimal calibration problem. The calibrated reaction-based model accurately predicts the indicated mean effective pressure, while keeping the errors of in-cylinder pressure and temperature small, and, at the same time, significantly reduces the calibration effort, especially when the engine is operated under multiple fuel injection operations compared with Wiebe-based combustion models. The calibrated model parameters have a strong correlation to engine speed, load, and injection timings, and, as a result, a universal parameter calibration structure is proposed for entire operational conditions.

A control-oriented model for the variable-geometry turbocharger is critical for model-based variable-geometry turbocharger control design. Typically, the variable-geometry turbocharger turbine power is modeled with a fixed mechanical efficiency of the turbocharger on the assumption of an isentropic process. The fixed-efficiency approach is an oversimplification and may lead to modeling errors because of an overpredicted or underpredicted compressor power. This leads to the use of lookup-table-based approaches for defining the mechanical efficiency of the turbocharger. Unfortunately, since the vane position of a variable-geometry turbocharger introduces a third dimension into these maps, real-time implementation requires three-dimensional interpolations with increased complexity. Map-based approaches offer greater fidelity in comparison with the fixed-efficiency approach but may introduce additional errors due to interpolation between the maps and extrapolation to extend the operational range outside the map. Interpolation errors can be managed by using dense maps with extensive flow bench testing; smooth extrapolation is necessary when the turbine is operated outside the mapped region, e.g. in low-flow and low-speed conditions. Extending the map to this region requires very precise flow control and measurement using a motor-driven compressor, which currently is not a standard test procedure. In this paper, a physics-based control-oriented model of the turbine power and the associated power loss is proposed and developed, where the turbine efficiency is modeled as a function of both the vane position of the variable-geometry turbocharger and the speed of the turbine shaft. As a result, the proposed model eliminates the interpolation errors with smooth extension to operational conditions outside typically mapped regions.

Traditionally the transmission gear-shifting schedule is based upon the throttle position and the vehicle (or engine) speed. This paper proposes to add a third parameter, called the terrain coefficient, to form a three-parameter gear-shifting schedule for improving the fuel economy of a vehicle. The terrain coefficient is a compound parameter consisting of the road grade and the rolling resistance coefficient. It can be estimated in real time by the proposed multi-step recursive least-squares method. The dynamic programming and the moving least-squares method are adopted to optimize the gear sequences and to generate the three-parameter gear-shifting schedule. The proposed gear-shifting schedule is evaluated against the traditional two-parameter gear-shifting schedule via Simulink simulations and on-road experiments using a heavy-duty vehicle. The simulation results for the Urban Dynamometer Driving Schedule and the US06 Supplemental Federal Test Procedure driving cycles show that the fuel economies of the proposed gear-shifting schedule are improved by 3.3% and 2.7% respectively over that of the traditional two-parameter schedule. The experimental results indicate that the three-parameter gear-shifting schedule improves the fuel economy by 3.5% over the traditional schedule with a satisfactory acceleration performance.

Turbulent jet ignition combustion is a promising concept for achieving high thermal efficiency and low NOx(nitrogen oxides) emissions. A control-oriented turbulent jet ignition combustion model with satisfactory accuracy and low computational effort is usually a necessity for optimizing the turbulent jet ignition combustion system and developing the associated model-based turbulent jet ignition control strategies. This article presents a control-oriented turbulent jet ignition combustion model developed for a rapid compression machine configured for turbulent jet ignition combustion. A one-zone gas exchange model is developed to simulate the gas exchange process in both pre- and main-combustion chambers. The combustion process is modeled by a two-zone combustion model, where the ratio of the burned and unburned gases flowing between the two combustion chambers is variable. To simulate the influence of the turbulent jets on the rate of combustion in the main-combustion chamber, a new parameter-varying Wiebe function is proposed and used for the mass fraction burned calculation in the main-combustion chamber. The developed model is calibrated using the least-squares fitting and optimization procedures. Experimental data sets with different air-to-fuel ratios in both combustion chambers and different pre-combustion chamber orifice areas are used to calibrate and validate the model. The simulation results show good agreement with the experimental data for all the experimental data sets. This indicates that the developed combustion model is accurate for developing and validating turbulent jet ignition combustion control strategies. Future work will extend the rapid compression machine combustion model to engine applications.

It is fairly challenging to achieve a smooth mode transition between spark ignition combustion and homogeneous charge compression ignition combustion for a spark ignition engine capable of homogeneous charge compression ignition, because their in-cylinder thermal and charge mixture properties are quite different owing to the distinct combustion characteristics. In this paper, a mode transition strategy between spark ignition combustion and homogeneous charge compression ignition combustion was developed over the entire transition boundary between the spark ignition mode and the homogeneous charge compression ignition mode, where the engine speed is between 1100 r/min and 2000 r/min and the corresponding load (the indicated mean effective pressure) is between 3.8 bar and 5.0 bar. During the combustion mode transition and steady-state homogeneous charge compression ignition operation the normalized air-to-fuel ratio of the engine was maintained between 1.0 and 1.3; the charge air was heated by a manifold charge cooler heated by the engine coolant, and a test gasoline fuel with a research octane number of 85 was used for all the experiments conducted. The mode transition strategy was experimentally validated on a spark ignition engine capable of homogeneous charge compression ignition equipped with electric variable-valve-timing systems, dual-lift valves and an electronic throttle control system. Because of the limitation on the electric variable-valve-timing response time, it takes 5–10 cycles of the engine, depending on the engine speed, to complete the mode transition. The throttle was opened step by step to its wide-open position for the transition from spark ignition to homogeneous charge compression ignition or closed directly to the target position for the transition from homogeneous charge compression ignition to spark ignition, where the hybrid combustion mode was employed with spark assistance to change gradually to the desired homogeneous charge compression ignition mode or spark ignition combustion mode respectively, by increasing or decreasing the percentage of homogeneous charge compression ignition combustion during the hybrid combustion operation. The experimental results show that the developed strategy is able to achieve a smooth combustion mode transition with the net mean effective pressure and the combustion phase fluctuations at the level of stable spark ignition and homogeneous charge compression ignition combustion.

Existing methods of detecting the combustion phase of a diesel engine are mainly based upon high-cost in-cylinder pressure sensors. This paper presents a method of estimating the location of 75% of the mass fraction burned by using the traditional knock sensor signal. It is observed through experimental data that the knock signal has a close correlation to the location of 75% of the mass fraction burned. In this study, the knock integration is used to represent the knock intensity, while the piecewise knock integration (integration over a crank angle of 1°) is used to detect the location of 75% of the mass fraction burned. The proposed estimation method was validated using the experimental data and provided an accurate estimation of the location of 75% of the mass fraction burned. In addition, the feasibility of using the knock sensor signal to detect the biodiesel content is demonstrated using experimental data.