Research Papers: Internal Combustion Engines

Direct Torque Feedback for Accurate Engine Torque Delivery and Improved Powertrain Performance

[+] Author and Article Information
Anwar Alkeilani

Department of Electrical and Computer
Wayne State University,
Detroit, MI 48202
e-mail: am2298@wayne.edu

Le Yi Wang

Department of Electrical and Computer
Wayne State University,
Detroit, MI 48202
e-mail: lywang@wayne.edu

Hao Ying

Department of Electrical and Computer
Wayne State University,
Detroit, MI 48202
e-mail: hao.ying@wayne.edu

Contributed by the IC Engine Division of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received February 2, 2016; final manuscript received March 10, 2016; published online May 3, 2016. Editor: David Wisler.

J. Eng. Gas Turbines Power 138(11), 112801 (May 03, 2016) (13 pages) Paper No: GTP-16-1051; doi: 10.1115/1.4033257 History: Received February 02, 2016; Revised March 10, 2016

At the present time, both control and estimation accuracies of engine torque are causes for underachieving optimal drivability and performance in today's production vehicles. The major focus in this area has been to enhance torque estimation and control accuracies using existing open loop torque control and estimation structures. Such an approach does not guarantee optimum torque tracking accuracy and optimum estimation accuracy due to air flow and efficiency estimation errors. Furthermore, current approach overlooks the fast torque path tracking which does not have any related feedback. Recently, explicit torque feedback control has been proposed in the literature using either estimated or measured torques as feedback to control the torque using the slow torque path only. We propose the usage of a surface acoustic wave (SAW) torque sensor to measure the engine brake torque and feedback the signal to control the torque using both the fast and slow torque paths utilizing an inner–outer loop control structure. The fast torque path feedback is coordinated with the slow torque path by a novel method using the potential torque that is adapted to the sensor reading. The torque sensor signal enables a fast and explicit torque feedback control that can correct torque estimation errors and improve drivability, emission control, and fuel economy. Control oriented engine models for the 3.6L engine are developed. Computer simulations are performed to investigate the advantages and limitations of the proposed control strategy versus the existing strategies. The findings include an improvement of 14% in gain margin and 60% in phase margin when the torque feedback is applied to the cruise control torque request at the simulated operating point. This study demonstrates that the direct torque feedback is a powerful technology with promising results for improved powertrain performance and fuel economy.

Copyright © 2016 by ASME
Topics: Torque , Engines , Feedback , Brakes
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Fig. 1

Illustration of integrated models used in this work

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Fig. 2

Space of DoE selected for engine data mapping

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Fig. 3

Steady-state fitting of indicated torque and the error of fitting

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Fig. 4

Steady-state fitting of cylinder MAF and the error of fitting

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Fig. 5

Steady-state fitting of cylinder torque losses and fitting error

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Fig. 7

Fitting of air-fuel ratio and spark efficiency data

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Fig. 8

Pedal and brake inputs and modeled versus measured values of MAP, transmission turbine speed, and VS

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Fig. 9

Modeled versus measured values of transmission gear, engine speed, throttle, and engine brake torque

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Fig. 10

Illustration of existing control loops and proposed one

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Fig. 11

Raw SAW torque sensor reading and processed one

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Fig. 12

Three engine cycles zoomed-in view of SAW torque sensor reading and processed one during neutral engine idling

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Fig. 13

Requested engine brake torque, engine control unit estimated one as well as the signal as measured by SAW torque sensor

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Fig. 14

Illustration of torque adaption areas

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Fig. 15

Plots of initial vehicle launch simulation

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Fig. 16

Plots of activation of cruise control simulation using the same cruise control gains for the two strategies

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Fig. 17

VS and engine brake torque with hill disturbance injection during cruise control, while cruise control gains are kept the same between the two strategies

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Fig. 18

Activation of cruise control simulation results with aggressive cruise control gains for the proposed strategy

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Fig. 19

VS and engine brake torque with hill disturbance injection during cruise control with aggressive cruise control gains for the proposed strategy

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Fig. 20

Illustration of plant and controller using linearized transfer functions

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Fig. 21

Overall open loop equivalent system with closed-loop feedback closing the loop on VS

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Fig. 22

Bode plot of the open loop (OL) torque control system

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Fig. 23

Bode plot of the system including inner torque control feedback loop




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