基于扭矩的汽油机控制模型优化匹配研究

完成了基于扭矩的控制模型匹配标定,包括驾驶员需求扭矩模型匹配标定,摩擦扭矩和泵气损失扭矩匹配标定,每缸进气量与平均指示压力关系匹配标定,点火角效率损失和空燃比效率匹配标定,节气门模型匹配标定,空气系统模型匹配标定。标定结果表明,随着转速和平均指示压力升高,摩擦损失逐渐增加。随着冷却水温的降低,摩擦损失逐渐增加,随着进气量和转速的增加,泵气损失增加,平均指示压力和每缸进气量基本为线性关系。自主开发的控制系统经过匹配标定,能精确控制发动机稳定运转,表明开发的控制系统能达到预定的控制目标。     

基于扭矩协调的GDI汽油机控制系统研究与开发

采用基于模型的设计方法,以扭矩协调作为核心控制策略,利用Matlab/Simulink工具搭建GDI汽油机控制策略算法模型。运用RTW自动代码生成技术将模型转化为可执行代码,并下载到MotoTron快速原型中,进而搭建了一套基于扭矩协调的GDI汽油机控制系统。在发动机台架上对该控制系统进行测试表明,其在起动、怠速以及低负荷工况下均可以对GDI汽油机进行稳定控制,功能满足开发目标。     

电喷发动机怠速不良故障的检修

一、电喷发动机怠速控制原理 所谓的怠速,是指发动机在无负荷（对外无功率输出）的情况下的稳定运转状态。怠速控制目的：用高怠速实现发动机起动后的快速暖机过程,自动维持发动机怠速在目标转速下稳定运转。     

P2混动自动变速器的离合器自适应控制

为了解决混合动力系统动力耦合的响应性和舒适性问题，建立混动离合器C0起动发动机过程和并联动力输出模式下的功率流模型。对C0起动发动机的控制过程进行仿真分析，针对C0的起动扭矩和电机的输出扭矩在时间和空间上的匹配问题，提出以换挡离合器的滑摩控制来进行缓冲的策略。为了实现稳定精确的发动机起动控制，消除各自的扭矩控制、液压系统特性的误差，提出C0离合器起动发动机的自适应控制和B1离合器滑摩自适应控制，以换挡离合器滑差和发动机转速的超调量为监控对象，对C0离合器各阶段压力控制参数进行自适应调整，以优化发动机起动过程。研究结果表明：通过换挡离合器的滑摩控制可以很好地解决C0离合器扭矩和电机扭矩的匹配问题，即使在换挡过程中对发动机起动也能保证良好的舒适性，并控制过程时间在1.5 s内；在整车试验过程中，通过对C0压力的自适应调整，发动机转速的超调和起动冲击问题均可以得到有效解决。     

基于PID算法的车用天然气发动机怠速闭环控制研究

利用自行改装的天然气发动机及自主研发的ECU和转速采集系统,采取增量式PID控制算法对发动机怠速进行单闭环和双闭环控制,并进行了试验验证及控制结果对比分析。台架试验表明:基于PID控制算法的怠速闭环控制有利于怠速的稳定,在单闭环基础上开发的双闭环控制能更有效地降低怠速波动量。     

小排量汽油机电控管理系统怠速稳定性研究

开发了发动机电控管理系统,通过研究怠速工况下各个时段的不同特征,分析了怠速稳定性控制要素和怠速排放要求;结合专家控制系统、变参数PID控制、预测控制、怠速自适应控制,研究了汽油机怠速控制的各种先进控制策略。采用不同的先进控制算法对怠速工况的控制进行试验调试,对各个控制参数进行精确整定。根据不同的外在负荷对怠速工况进行优化控制,同时采用调节点火提前角实现扭矩波动平衡控制,实现了发动机的怠速最佳稳定控制。     

高压共轨柴油机怠速油量控制试验研究

本研究针对4JB1高压共轨柴油机,研究了稳定怠速、从起动过渡到怠速以及从高速运行过渡到怠速3种工况的特点.不同过渡工况采用了相应的怠速油量控制补偿算法及DT1算法,稳定怠速采用PI控制器并实时对参数进行修正.经过试验验证了策略的合理性,怠速转速对环境及工况变化有很好的适应性,保证了怠速过渡工况的转速平顺性,避免了失速及...     

P2混合动力离合器辅助发动机起动控制方法研究

为实现P2构型混合动力系统离合器辅助发动机起动的平顺控制,提出一种离合器与电机协调控制方法。建立了P2构型混合动力系统的动力学模型,并对离合器辅助发动机起动的控制过程进行了仿真分析。制定了离合器前馈+反馈并结合扭矩观测的控制策略,通过增加电机转速与DCT离合器之间的滑摩差,避免了起机过程中出现的转速波动给车辆带来冲击,同时给出动力电机扭矩的控制方法,实现了扭矩的合理分配。仿真分析和整车试验表明,所提出的扭矩控制方法可有效避免P2构型混合动力系统离合器辅助起机过程的冲击,实现了发动机起动各阶段的平稳过渡,确保车辆行驶的平顺性和舒适性。     

基于OBD车辆下线双怠速排放检测自动控制系统开发

针对传统车辆下线双怠速排放检测中人工难以稳定控制发动机高怠速问题,提出了一种基于车载诊断系统(OBD)控制的发动机双怠速排放检测自动控制系统。该系统由双怠速排放检测自动控制软件VCI系统、尾气分析仪及数据服务器等组成,可实现发动机转速的精确控制及排放自动检测。测试结果表明,该系统提升了高怠速检测过程中发动机转速稳定性,减少了检测时间,降低了工人劳动强度,提高了下线检测自动化水平。     

汽车发动机的怠速控制

文章首先介绍了怠速的概念、怠速控制系统的组成与控制原理、怠速控制执行机构的分类等内容。并通过对各种型式怠速控制阀的控制过程分析,得出汽车发动机的怠速控制能够使发动机始终在最佳怠速状态稳定运转,避免因外界因素的变化造成怠速转速波动的结论,文章最后分析了天津一汽3种车型的怠速控制类型以及工作方法。     

考虑发动机起停优化的PHEV能量管理策略

针对某新型双电机行星耦合插电式混合动力汽车(PHEV)中发动机在起停及怠速运行状态下会导致油耗增加的问题,基于等效燃油消耗最小能量管理策略,加入发动机起停优化控制模块,以进一步改善整车燃油经济性。建立了整车动力学和传动模型并加入发动机起停优化控制模块,对ECMS能量管理策略输出的发动机及电机最优目标转矩进行重新优化分配后,再输出给发动机及电机控制器以控制其工作状态。针对起停优化控制中影响起停频次的关键时间参数,采用粒子群优化算法对其进行优化。仿真结果表明,相比优化前,所提出的能量管理优化策略能够实现对发动机起停或怠速状态的有效控制,减少发动机的起停频次,减少恶化油耗,验证了本文所提出的能量管理优化策略能够进一步优化整车燃油经济性。     

Spark Ignition Engine Idle Speed Control Using a Novel Framework and Enabling Control of the Tradeoff between Fuel Consumption and Load Rejection Capability

In this paper, a new framework for idle speed control is presented [The idle control methodology described paper is protected by international patent law]. A simple new discrete event based engine model evolving in the crank domain is given and is parameterized using a combination of dynamic identification and steady state calibration. The majority of the non-linearities can then be inverted and a second synthetic output is introduced. This second output is the torque reserve of the engine and enables control of the tradeoff between disturbance rejection capabilities and engine efficiency. A linear controller is designed using the H 8 loopshaping technique and results are presented from dynamometer based engine tests.     

Spark Ignition Engine Idle Speed Control Using a Novel Framework and Enabling Control of the Tradeoff between Fuel Consumption and Load Rejection Capability

In this paper, a new framework for idle speed control is presented [The idle control methodology described paper is protected by international patent law]. A simple new discrete event based engine model evolving in the crank domain is given and is parameterized using a combination of dynamic identification and steady state calibration. The majority of the non-linearities can then be inverted and a second synthetic output is introduced. This second output is the torque reserve of the engine and enables control of the tradeoff between disturbance rejection capabilities and engine efficiency. A linear controller is designed using the H 8 loopshaping technique and results are presented from dynamometer based engine tests.     

稀燃增压CNG发动机起动及怠速控制试验研究

根据稀燃增压点燃电控调压式CNG发动机的特点,设计了起动及怠速控制策略,对目标怠速、节气门开度、废气旁通阀开度、燃气供给压差、点火提前角、点火能量、空燃比等参数进行控制。在6缸直列单一CNG发动机上进行了起动及怠速调速试验。试验结果表明:通过优化起动燃气供给量、初始节气门开度、起动点火提前角等参数,可以实现CNG发动机快速、可靠起动;通过标定怠速节气门调速和点火提前角调速控制参数,实现了怠速工况稳定运行。     

基于扩展状态观测器和滑模控制的双离合器自动变速器起步自适应控制

双离合器自动变速器（Dual Clutch Transmission,DCT）随着服役时间的增加离合器性态会发生变化导致起步性能下降,为降低离合器性态变化对起步性能的影响,提出一种基于扩展状态观测器和滑模控制的DCT起步自适应控制方法。首先,建立DCT起步动力学模型、发动机模型和液压控制系统模型;将DCT起步问题转化为参考轨迹跟踪问题,通过工况识别并利用极小值原理获得了不同起步工况的参考轨迹;在DCT起步动力学模型中将与离合器性态变化相关的项定义为不确定项,设计扩展状态观测器对不确定项进行估计,同时结合自适应滑模控制器,获得了起步发动机转矩和离合器油压的自适应控制率;为了跟踪发动机转矩和离合器油压的自适应控制率,设计了发动机转矩跟踪控制器,同时对液压系统采用了PID闭环控制;通过MATLAB/Simulink平台仿真以及台架试验验证所提出的DCT起步控制方法对离合器性态变化的自适应效果。研究结果表明：所提出的起步自适应控制方法能够有效避免由离合器性态变化导致的起步延时,同时1挡缓起步和急起步的仿真冲击分别减小了53.11%和43.42%,试验起步冲击分别减小了35.66%和30.31%。     

Development of an idle speed engine model using in-cylinder pressure data and an idle speed controller for a small capacity port fuel injected SI engine

An idle speed engine model has been proposed and applied for the development of an idle speed controller for a 125 cc two wheeler spark ignition engine. The procedure uses the measured Indicated Mean Effective Pressure (IMEP) at different speeds at a constant fuel rate and throttle position obtained by varying the spark timing. At idling conditions, IMEP corresponds to the friction mean effective pressure. A retardation test was conducted to determine the moment of inertia of the engine. Using these data, a model for simulating the idle speed fluctuations, when there are unknown torque disturbances, was developed. This model was successfully applied to the development of a closed loop idle speed controller based on spark timing. The controller was then implemented on a dSPACE Micro Autobox on the actual engine. The Proportional Derivative Integral (PID) controller parameters obtained from the model were found to match fairly well with the experimental values, indicating the usefulness of the developed idle speed model. Finally, the optimized idle speed control algorithm was embedded in and successfully demonstrated with an in-house built, low cost engine management system (EMS) specifically designed for two-wheeler applications.     

Engine clutch torque estimation for parallel-type hybrid electric vehicles

This paper mainly focuses on the accurate estimation of the torque transferred through the engine clutch installed between the engine and the drive motor in parallel-type hybrid electric vehicles. The estimation of the engine clutch torque primarily relies on the forward-direction observer which uses the nominal engine net torque information. To overcome the limitation of using the nominal engine torque information that it may not be accurate during the transient states or due to the influence of external disturbance such as the road condition and wind, the forward-direction observer is supplemented by the use of reverse-direction observer which uses the driveline model and wheel speed measurements. In addition, the drive motor torque information is used to calibrate the nominal engine torque during the idle charging state, so that the driveline characteristic unique to parallel-type hybrid electric vehicle can be utilized to increase the estimation accuracy. Finally, the estimation performance of the designed observer is tested via simulation and experiments based on a real vehicle.     

Idle speed controller based on active disturbance rejection control in diesel engines

This study proposes a design for an idle speed controller to compensate for varying engine load and friction torque in passenger car diesel engines. An active disturbance rejection control (ADRC) framework, comprised of a disturbance compensator and a feedback controller, is applied to an idle speed controller to compensate for disturbances such as engine load and friction torque. In addition, a feedforward compensator is designed into the ADRC framework to improve disturbance rejection performance. The proposed controller is validated by engine and vehicle experiments and the experiment results are compared with a commercial controller.