Professional Documents
Culture Documents
Rong K
Rong K
By
KANG RONG
ACKNOWLEDGMENTS
I am very grateful to my advisor Dr. Carl Crane for letting join the CIMAR group
and providing me with such a precious opportunity to work on this excellent project.
Special thanks to Olugbenga Moses Anubi and Darsan Patel for their wonderful
instruction, selfless help and great support to me on this research. This work could
not be completed without your help.
TABLE OF CONTENTS
page
ACKNOWLEDGMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LIST OF TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LIST OF FIGURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ABSTRACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
CHAPTER
1
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.1 Introduction of Conventional Engine Charging Method
1.2 Introduction of Hybrid Turbocharger . . . . . . . . . .
1.2.1 How Hybrid Turbocharger Works . . . . . . . .
1.2.2 Why Use Hybrid Turbocharger . . . . . . . . . .
1.3 Problem Formulation and Thesis Outline . . . . . . . .
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12
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15
BATTERY MODELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.1 Battery Description . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2 Battery Modeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2.1 Mathematical Equations of Battery Discharging and Charging
2.2.1.1 State of Charge . . . . . . . . . . . . . . . . . . . .
2.2.1.2 Discharging Mode . . . . . . . . . . . . . . . . . . .
2.2.1.3 Charging Mode . . . . . . . . . . . . . . . . . . . . .
2.3 Simulink Battery Modeling and Validation . . . . . . . . . . . . . . .
2.3.1 Simulink Model . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3.2 Model Validation . . . . . . . . . . . . . . . . . . . . . . . . .
2.4 Chapter Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . .
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3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
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48
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.
HYBRID TURBOCHARGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.1 Hybrid Turbocharger Simulink Model . . . . . . . . .
4.1.1 DC Motor Modeling . . . . . . . . . . . . . . .
4.1.2 Hybrid Turbocharger Modeling . . . . . . . . .
4.2 Advantages of Hybrid Turbocharger . . . . . . . . .
4.2.1 Comparison with Conventional Turbocharger
4.2.2 Comparison with Naturally Aspirated Engine .
4.3 Chapter Conclusion . . . . . . . . . . . . . . . . . .
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49
49
50
53
Model Reduction . . . . . . . . . . . . . .
Model Linearization . . . . . . . . . . . .
MPC Implementation In Matlab . . . . . .
MPC With Constraints . . . . . . . . . . .
6.4.1 Overview of MPC with Constraints
6.4.2 Add Constraints to the System . .
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54
54
59
62
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63
6.5 Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
6.6 Chapter Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
7
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
BIOGRAPHICAL SKETCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
LIST OF TABLES
Table
page
LIST OF FIGURES
Figure
page
10
11
CHAPTER 1
INTRODUCTION
1.1 Introduction of Conventional Engine Charging Method
The most common type of engine is the naturally aspirated engine. In a naturally
aspirated engine, air for combustion (diesel cycle in a diesel engine, or specific types of
Otto cycle in gasoline engines namely gasoline direct injection), or an air/fuel mixture
(traditional Otto cycle petrol engines) is drawn into the engines cylinders by atmospheric
pressure acting against a partial vacuum that occurs as the piston travels downwards
toward bottom dead center during the intake stroke. Most automobile petrol engines, as
well as many small engines used for non-automotive purposes, are naturally aspirated.
A supercharged engine is an engine that uses an air compressor as the supercharger
to increase the pressure or density of air supplied to an internal combustion engine.
This gives each cycle of the engine more oxygen, letting it burn more fuel and do
more work, thus increasing power. Power for the supercharger can be provided
mechanically by means of a belt, gear, shaft, or chain connected to the engines
crankshaft. Superchargers (and turbochargers) have been widely applied to racing
and production cars, although the superchargers technological complexity and cost
have largely limited it to expensive, high-performance cars.
When power is provided by a turbine powered by exhaust gas, a supercharger is
known as a turbosupercharger typically referred to simply as a turbocharger or just
turbo. A large amount of work has already been done on the design and control of
the turbocharged engine, as described in [5], [8], [9],[12]. The working principal of the
turbocharger is utilizing the high pressure and temperature of the exhaust gas to drive
the turbine, which is connected to the compressor through a shaft, in order to drive
the compressor to increase the air flow rate into the engine. A turbocharged engine is
more powerful and efficient than a naturally aspirated engine because the turbine forces
12
more air, and proportionately more fuel, into the combustion chamber than atmospheric
pressure alone.
Figure 1-1 shows the workflow of how a conventional turbocharger works.
13
14
15
torque deviating too much from the required torque. This is achieved by controlling the
voltage output of the battery and the open angle of the wastegate at the same time.
The outline of this thesis is as following:
1.
2.
Develop the conventional turbocharged engine model and validate each component
of the engine.
3.
Form the hybrid turbocharger model by replacing the turbo shaft with the battery.
4.
5.
Apply model predictive control to the system to minimize the fuel consumption.
16
CHAPTER 2
BATTERY MODELING
2.1 Battery Description
There are a lot of proposed battery models that have been made previously, as
described in [2], [3], [4]. However, they do not provide a good parameter estimation
result for this thesis either in the battery discharging mode or charging mode.
The battery used in this thesis to charge the compressor is a sealed 50-module
nickel metal hydride (NiMH) battery pack providing 60.5 volts and 6.5 Ah capacity. In
this chapter, only one module of the battery pack is modeled and validated. The specific
value of the battery module is as following (E0 is battery constant voltage(V), Q is
battery capacity(Ah),R is internal resistance(
))[1]:
Table 2-1. Battery Parameter
Parameter Value (Unit)
E0
1.2101 (V)
Q
6.5 (Ah)
R
0.002 (
)
2.2
Battery Modeling
The battery model is achieved by making the Simulink model according to the
mathematical equations of the battery charging and discharging mode. The model is
validated using the manufacturers data. The following assumptions have been made [1]:
The internal resistance is assumed constant during the charge and discharge
cycles and does not vary with the amplitude of the current.
The models parameters are deduced from the discharge characteristics and
assumed to be the same for charging.
The capacity of the battery does not change with the amplitude of the current (no
Peukert effect).
The temperature does not affect the models behavior.
The self-discharge of the battery is not represented.
The battery has no memory effect.
17
SOC
= SOCinitial
idt
Q
(21)
where
Vbatt
= E0 K Q Q it it R i + Aexp(B it ) K Q Q it i
where
18
(22)
i =filtered current(A)
The exponential zone of equation (2-1) can be obtained by the following equation:
exp
_ (t ) = B |i (t )| (exp(t ) + A(t ))
(23)
where
exp(t)=exponential zone voltage(V)
i(t)=battery current(A)
u(t)=charge or discharge mode
2.2.1.3 Charging Mode
For a NiMH battery, after the battery has reached the full charge voltage, the voltage
decreases slowly, depending on the current amplitude. This behavior is represented
by modifying the charge polarisation resistance. When the battery is fully charged,
the voltage starts to drop. This phenomenon can be represented by decreasing the
polarisation resistance when the battery is overcharged by using the absolute value of
the charge (it):
Pol .Resistance
= K |it | Q0.1Q
(24)
Vbatt
(25)
Now, the Simulink battery model is ready to be made according to the mathematical
equations for battery discharging and charging mode.
2.3 Simulink Battery Modeling and Validation
2.3.1 Simulink Model
The basic modeling of the battery in Simulink is based on equation (2-1) and (2-4).
However, the detailed modeling is more complicated.
19
Chapter Conclusion
20
21
CHAPTER 3
TURBOCHARGED SI ENGINE MODELING
3.1
Model Overview
In this chapter, a mean value engine model (MVEM) with turbocharger installed is
presented.The model is completed by firstly creating subsystems of each component of
the engine and then connecting each subsystems to form the final engine model. The
mass flow through the engine is central in the modeling, and thus the modeling is based
on the air flow path. The air enters the engine through the air filter to be cleaned. Then
the clean air enters the compressor where the pressure and temperature increase. The
air needs to be cooled down before entering the engine cylinder to avoid knock, and this
process is done via a heat exchanger called the intercooler. The amount of air into the
engine cylinder is controller by the throttle in order to control the engine output power.
Then the air is mixed with fuel in the intake manifold. The mixture enters the cylinder,
where combustion takes place. The pressure and temperature increases significantly
after combustion. The hot gas, which gets out of the engine via the exhaust manifold,
is the power to drive the turbine. The turbine then drives the compressor to spin at very
high speed through the turbo shaft. A wastegate is used to regulate the air flow into the
turbine. Finally the wasted gas leaves the engine through the exhaust system. All the
components will be modeled in the following sections and finally the whole engine model
will be validated according to experimental data.
One simplification has been made here. The air filter does not have significant
influence on neither the pressure nor the temperature of the air. Since this model is only
for simulation, the air filter will not be modeled in the following sections.
3.1.1 Model Input
The input into the model is shown in Table 3-1:
22
Unit
Pa
K
Pa
K
Pa
K
Pa
K
Pa
K
rad/s
23
Value(unit)
287(J /(kg K ))
1.4
1003.4(J /K )
44106 (J/kg)
101.7(kPa)
296(K)
0.005(m3 )
0.005(m3 )
0.002(m3 )
0.002(m3 )
0.01(m3 )
0.15(kg /m2 )
c (m
= RT
_ c m_ ic )
V
c
(31)
where
Vc =compressor volume,
m_ ic =mass flow rate through the intercooler,kg /s
m_ c =mass flow rate through the compressor,kg /s
3.2.2 Temperature Model
If the expansion of gases through the compressor was isentropic, i.e. c =1,the
temperature after the compressor could be modeled as:
Tc
(32)
Despite its simplicity, due to the high efficiency of the compressor which makes
the isentropic approximation more appropriate, this model works well according to the
experimental data, which can be shown from Figure 3-1:
24
p
m_ c = k1 (1 amb ) + k2 tc
pc
1 ppamb
c
(33)
^T
N
8 10
= tc 2 10
4
p^r
= c b4 N^ T b5N^ T2
m_ c
where
c = pp
amb
25
(34)
Figure 3-2. Validation of the compressor mass flow model. The group of points
represent turbo shaft speeds 80000 RPM,10000 RPM, 12000 RPM and
14000 RPM respectively from left to right.
3.2.4 Efficiency Model
The efficiency is defined by the ratio of the isentropic and the actual specific input
work. The mathematical equation for the efficiency model is given as:
( pp )
c
amb
Tc
Tamb 1
(35)
The efficiency model is difficult to be estimated, however, equation (3-5) stills yields a
reasonable result of the compressor efficiency.
3.3
Intercooler Modeling
P
RT
26
Thus when the pressure of air increases when being compressed by the compressor,
the air temperature also rises. The high temperature of the intake air into the engine will
cause knock in the cylinder. Therefore, the air needs to be cooled and this is the main
reason why the intercooler is modeled.
3.3.1 Pressure Model
The intercooler can be treated as a static flow restriction.The dynamic equation for
the intercooler can be derived from the first law of thermodynamics, and is given as:
pic
t
ic (m
= RT
_ ic m_ th )
V
ic
(36)
where
pc pic
= kTc m_ 2ic
(37)
Then the mass flow through the intercooler can be modeled as:
m_ ic
pc pic
kTc
(38)
27
the temperature only, and thus the intercooler efficiency can be expressed as:
=
Tc Tic
Tc Tcool
(39)
Tic
= Tc (Tc Tcool )
(310)
28
m_ th
= pic
RTic
A C (pr )
(311)
where
A=throttle opening area
C=discharge coefficient
1
2
2 (pr pr ),
(pr ) = 1
2
2 (( 2 ) 1 (
1
+1
2
if pr > ( +1
) 1
2
+1
+1
1
) ),
(312)
otherwise
pr
= ppth
ic
Since both the opening area A and the discharge coefficient C depend on the
throttle plate opening angle , it is reasonable to lump A and C together to form another
equation Qth () to expressing the opening of the throttle. There are many validated
model for Qth () according to previous researches. The model used in this thesis is
given as
Qth () = Q1 (1 cos(a0 + a1 )) + Q0
(313)
where Q1 , Q0 , a1 and a0 are unknown parameters that will be determined by using the
lsqcurvet function in Matlab. Figure 3-4 shows the validation of the parameters of the
function Qth() :
Now the mathematical equation of throttle mass flow rate model can be expressed
as a function of , pic ,Tth and pim , which is given as:
p
m_ th (, pic , Tic , pim ) = ic Qth () (pr )
RTic
29
(314)
Figure 3-5. Validation of throttle mass flow model. This shows that the the model fits the
experimental data well
30
ic (m
= RT
_ th m_ ac )
V
im
(315)
where
Tth
= Tic
(316)
+ a2N 2 + a3 pth
(317)
m_ ac
31
(318)
A
Fs
ac
=m
m
fc
(319)
In this thesis, this ratio is set to be 14.7. An important parameter is the ratio
between the true air to fuel ratio (A/F) and (A/F )s
=
(A/F )
(A/F )s
(320)
When there is excess air in the combustion( > 1), the mixture is referred to as lean
and when there is excess fuel in the combustion( < 1),the mixture is called rich. An
32
engine that runs under lean conditions will emit large amount of NOx and if the mixture
is rich there will inevitably be unburned hydro carbons and CO in the exhaust gases.
Thus, it is essential to keep close to one in order to maintain good catalyst function,
which will yields the fuel mass flow rate as:
m_ fc
1 m_
= 14.7
ac
(321)
The torque generated by the engine depends on the work produced and consumed
in the engine, which is given as [18]:
Me
p Wf
= Wig 2W
n
r
(322)
where nr is the number of engine revolutions per cycle. In this thesis, the model is a
2-stroke engine, so nr =2. Wig is the indicated gross work produced by the engine, Wp is
the pumping work consumed and Wf is the friction work consumed. The mathematical
expressions for these three terms are as follows:
Wig
2
= Vd m_ fuel Qhv 60
NV e
Wp
= Vd (pem pim )
Wf
N 2
N
) + 0.05( 1000
)]
= Vd [0.97 + 0.15( 1000
(323)
where e is the combustion efficiency. There are also many validated mathematical
expressions for e . In this thesis, the equation is given as following:
in
ip
= C in ip
(324)
where pth is the intake manifold pressure in bar and C is an unknown parameter to be
estimated using the lsqcurvet function in Matlab.
33
The engine torque model is validated according to the experimental data, which is
shown in Figure 3-7.
= 2MN
(325)
34
mass and fuel mass flow through the engine, which is given as:
m_ em
= m_ ac + m_ fuel
(326)
where m
_ ac and m_ fuel are expressed in section 3.6
3.7.2 Pressure Modeling
The dynamics of the exhaust manifold can be described by the familiar tank
model approach. The pressure pem is built up by exhaust manifold mass flow m
_ em and
temperature Te , the turbine mass flow m
_ t and the wastegate mass flow m_ wg which will
be modeled in the following section.
pem
t
em (m
_ em m_ t m_ wg )
= RT
V
em
(327)
Tem
= k1M 2 + k2 4 N + k3 MN
(328)
Turbine Modeling
35
p
m_ t = k1 ( em ) + k2
pt
pem
1
pt
(329)
t (m
= RT
_ wg + m_ t m_ es )
V
es
where m
_ es is the exhaust system mass flow rate in (kg/s).
36
(330)
Tt
(331)
However, this model does not hold as expected. One possible explanation is that
the great heat transfer form the turbine to the surroundings makes the model fail to
capture Tt . Thus, another model is introduced here, which shows a good fit with the
experimental data.
Tt
(332)
1 TT
1 ( pp )
t
em
1
t
em
37
(333)
= k1
pem
pem
1 + k2 4
1 + k3
pt
pt
(334)
where ki are the unknown parameters to be estimated using the lsqcurvet function in
Matlab. Figure 3-11 shows the validation of the turbine efficiency model.
3.9
The pressure drop from the turbine through the exhaust system to the surrounding
air is significant, therefore it is necessary to model this pressure loss. The exhaust
system can be regarded as a tube with a sudden restriction. The mathematical equation
for the pressure drop in this tube is given as:
pt pamb
= k1 m_ es + k2m_ es2
38
(335)
k1 T
t
m_ es = k2
2 +
k1 T
( k22 t )2 + pt k pamb
2
39
(336)
Awg
= Cd Awg
max
Awgmax
m_ wg
= D4
uwg
(337)
= pem
RTem
Awg (pr )
where
Tqt Tqc
= Jtc _ tc
40
(338)
where Tqt stands for the driving torque of the turbine and Tqc is the braking torque
acting on the compressor. Jtc denotes the inertia of the turbo shaft and tc is the
rotational speed of the turbo shaft.
The theoretical maximum torque delivered by the turbine depends on the exhaust
manifold temperature Tem and the ratio pem /pt . If the process would be reversible, which
means there would not be any frictional losses in the turbine, the work would be called
isentropic. However, since the turbine gets red hot at high loads, this is not an isentropic
case. Thus the turbine efficiency t is introduced here to calculate the true portion of
power delivered by the turbine. The mathematical equation for the turbine power is given
as
Pt
(339)
The mathematical equation for compressor power can be modeled in a similar way.
Since the compressor consumes energy, the net amount of produced power is negative.
Moreover, the compressor is not ideal, so the efficiency c is also introduced here.
Pc
(340)
amb
Tq , thus the
equations for the turbine and compressor torques are given as:
Tqt
Tqc
=
=
t m
_ t cp Tem [1 ( ppemt )(1/)]
tc
c
m_ c cp Tamb c [( ppamb
)(1)/ 1]
(341)
tc
separately, which will provide a reasonable turbocharged engine system. The next step
is to combine the battery model with the engine model to form the hybrid turbocharger
and make comparisons with the conventional turbocharger and the natural aspirated
engine to demonstrate the advantages of the hybrid turbocharger. Figure 3-13 shows
the top level of the Simulink model of the turbocharged SI engine.
42
CHAPTER 4
HYBRID TURBOCHARGER
4.1
= J1 (kt I b)
1
I_ = (RI + V k )
_
(41)
where
J=moment of inertia of the rotor, 0.01J /m2
b=motor viscous friction constant, 0.01(Nms)
R=electric resistance, 1
44
Figure 4-2. Hybrid Turbocharger working process showing the charging and dischagring
mode
In this thesis, the motor used is modeled as a DC motor which can reach the full
operating speed (12000 rad/s) in about 0.8s. The generator in this thesis is just picked
from the SimPowerSystem DC Machine Library which is powered by the turbine torque.
The top level Simulink model of the hybrid turbocharger is shown in Figure 4-1. The
working process is to use the battery to drive the motor in order to drive the compressor.
When the SOC of the battery drops to 40%, the switch is turned on to start the generator
to charge the battery until the SOC reaches 80%. This repeats during the whole
working process, which is shown in Figure 4-2. The input to the system are atmospheric
pressure, temperature and the throttle angle. The important outputs are the engine
torque and power.
4.2
25 to 35, and check the time it takes the two engine to reach the required speed, as
shown in Figure 4-3.
It is easy to found the difference between the time it takes the engines with the two
types of turbocharger installed to reach the required torque. The result demonstrates
well that the hybrid turbocharger eliminates the turbo lag significantly.
4.2.2 Comparison with Naturally Aspirated Engine
The second advantage of the hybrid turbocharger is compared to the naturally
aspirated engine, since they are able to eliminate the turbo lag. Then why should we
use the hybrid turbocharger but not just the naturally aspirated engine? The answer is
47
Figure 4-4. Engine downsizing with hybrid turbocharger Installed. The two engines are
in the same condition(same throttle angle and same load). The solid line
shows a 1L engine with hybrid turbocharger installed. The dashed line
shows a 2L naturally aspirated engine.
that the hybrid turbocharger plays an important role in engine downsizing, which means
the engine with the hybrid turbochager installed is able to generate equal or even more
power than the naturally aspirated engine of a larger size. This is shown by Figure 4-4.
It can be seen in Figure 4-4 that with the hybrid turbocharger installed, the 1L
engine has a even larger output power and higher engine speed than the 2L naturally
aspirated engine, which means the engine downsizes about 50%.
4.3
Chapter Conclusion
In this chapter, comparisons between the hybrid turbocharger with the conventional
turbocharger and the naturally aspirated engine have been made. It can be found that
the hybrid turbocharger has a great significance in eliminating the turbo lag and engine
downsizing. In the next chapter, the controller will be made to control the system.
48
CHAPTER 5
INTRODUCTION TO MODEL PREDICTIVE CONTROL
5.1 Why Use MPC
Even though PID-control is normally used in industry, the control method used in
this thesis is model predictive control(MPC), an advanced method of process control.
The reasons are as follows [19], [21].
MPC allows the current timeslot to be optimized, while keeping future timeslots in
account.
MPC has the ability to anticipate future events and can take control actions
accordingly. PID and LQR controllers do not have this predictive ability.
More than one input and output (MIMO-systems) can be handled using MPC.
5.2 MPC Overview
Model Predictive Control is an advanced process control technique widely adopted
Assume starting at time k which is given as the initial condition, predict the states from
49
k+1 to k
problem. Select the first element of u as uk and substitute it into the dynamic equation
to calculate xk +1 , which is regarded as the initial condition of the next prediction horizon.
Since the input is optimized at each time step, finally the best U will be obtained.
5.3 MPC Derivation
Considering the dynamic equation:
x_
= Ax + Bu
= Cx + Du
(51)
The first step is to dicretize the continuous equation. This can be completed by
using the c 2d function in Matlab. The discretized equation is given as:
xk +1 = Am xk + Bm uk
yk
(52)
= Cm xk + Dm uk
xk +1 = Am xk + Bm uk
xk +2 = A2m xk + Am Bm uk + Bm uk +1
xk +3 = A3m xk + A2m Bm uk + Am Bm uk +1 + Bm uk +2
(53)
..
.
xk +Np
Put all these equations into matrices to rewrite the state space equation as [20]
xk +1
xk +2
.
..
xk +Np
Am
A2
m
= . xk
..
ANmp
Bm
A m Bm
Bm
..
.
..
.
N p 2 B
ANmp 1 Bm Am
m
50
... 0
... 0
... ...
... Bm
uk
uk +1
..
.
uk +Np 1
(54)
Define
k +1
xk +2
X =
.
.
.
xk +Np
,U
and let
uk
uk +1
..
.
uk +Np 1
(55)
Am
A2
m
Ex = .
..
ANmp
Fx =
(56)
Bm
A m Bm
Bm
..
.
..
.
ANmp 1 Bm ANmp 2 Bm
... 0
... 0
... ...
... Bm
(57)
= Ex xk + Fx U
(58)
In a similar way, it is easy to form the expression for the output state space
equation. It can be done by calculating xk +1 to xk +Np and substituting into the state
space equation to form the output vector, which is given as:
yk
yk +1
..
.
yk +Np 1
CAm
CA2
m
= . xk
..
CANmp
CBm
CAm Bm
CBm
..
.
..
.
CANmp 1 Bm CANmp 2 Bm
...
...
...
...
0
0
..
.
CBm
uk
uk +1
..
.
uk +Np 1
(59)
= Ey xk + Fy U
51
(510)
Now it is ready to solve the optimal problem. The cost function is designed
depending on what to minimize. If it is required to minimize the error between the
actual output and the desired output , then the cost function looks like:
N
N
1
1
2
J = ( ||yk +s rk +s ||Q +
||uk ||2P )
2 s =0
s =0
p
(511)
ek + s
= yk +s rk +s
e =
yk rk
yk +1 rk +1
..
.
yk +Np 1 rk +Np 1
(512)
=Y R
(513)
= 12 [Ey xk + Fy U R ]T Q [Ey xk + Fy U R ] + 21 U T PU
(514)
=0
(515)
This yields to an equation containing U and xk . Therefore, the optimized input U could
be expressed by the initial state xk as
52
(516)
Since xk is the initial state which is given, the optimized input vector U at time k is
obtained by plugging in the value of xk . Then take the first element of U, which is uk out
of the vector:
uk
= [1 0 ... 0]U
(517)
Substitute the value of uk back into equation (5-2) and together with the value of
xk , it is easy to calculate the value of xk +1 . Then use xk +1 as the new initial condition
to repeat the process above to obtain uk +1 . After repeating the process for N times
(N is defined previously), the best input U which is optimized at each time step will be
obtained.
5.4
Chapter Conclusion
53
CHAPTER 6
MODEL PREDICTIVE CONTROL OF HYBRID TURBOCHARGER
6.1 Model Reduction
In this chapter, the MPC will be applied to the hybrid turbocharger system. As
mentioned at the beginning of chapter 3, the turbocharged SI engine model contains
11 states, which is too many for MPC. Therefore, model simplification is necessary.
According to previous researches, some states do not have significant influence on the
system performance so it is reasonable to have them truncated.
reduced engine model with 5 states. Therefore, the simplest proposed model for the
hybrid turbocharger consists of 6 states together with the states of the motor, which is
given as follows:
= J1 (kt I b)
1
I_ = (RI + V k )
e
L
RTc
(m_ c (, pc ) m_ ic (pic , pc ))
p_ c =
Vc
RTic
p_ ic =
(m_ ic (pic , pc ) m_ th (pic , pim ))
Vic
RTi c
p_ im =
(m_ th (pic , pim ) m_ ac (pim ))
Vim
RTem
p_ em =
(m_ em (pim ) m_ t (pem , pt ) m_ wg (pt , pem ))
Vem
(61)
Tc
= 330K ,
pt
Tic
= 302K ,
= 149kPa,
54
Tem
= 30
= 1264K
ug
= 0.7
(62)
0 = J1 (kt I b)
0 = 1 (RI + V k )
e
L
RTc
(m_ c (, pc ) m_ ic (pic , pc ))
Vc
RTic
(m_ ic (pic , pc ) m_ th (pic , pim ))
Vic
RTi c
(m_ th (pic , pim ) m_ ac (pim ))
Vim
RTem
(m_ em (pim ) m_ t (pem , pt ) m_ wg (pt , pem ))
Vem
0=
0=
0=
0=
(63)
Substitute all the constants into the equations and solve for the solution. The
equilibrium point is obtained as:
I
pc
=
pic
pim
pem
9628.2
48.8
124.1
113.7
73.4
125.7
(64)
= + 200I
I_
p_ c
p_ ic
p_ im
p_ em
55
(65)
In equation(6-5), the battery voltage V and the wastegate opening uwg are the inputs
to the system u. The throttle angle and all the constants in the equation are considered
to be the measured disturbance umd . Then it is now possible to rewrite equation (6-5) in
state space form as
200
0
0
0
_ 1
I_ 0.01 10
0
0
0
0
p_c 1.185 0 7.238 5.278
=
p_ic
0
0 11.866 12.6
0
p_
0
0
0
0.732 0.727
im
pem
_
0
0
0
0
224.9
0
+
294.4 6.134
178.4 6.14
355.9
0 0
0 I 1
0 pc 0
+
0 pic 0
0 pim 0
0
pem
2.766 3.864
0 V
0 uwg
3.453
1
(66)
[21]
m_ ac
Vd N
= (a0pim + a1) 60RT
n
im r
56
(67)
m_ fuel
= k1pim + k2
(68)
Wig
2
= Vd m_ fuel Qhv 60
NV e
Wp
= Vd (pem pim )
Wf
Me
(69)
p Wf
= Wig 2W
n
r
For the equation to be linear in states pim and pem , the same assumption has to
be made, that is, N=3000. Moreover, set the combustion efficiency e to be a constant
0.3469. Thus the engine torque is able to be expressed linearly in states pim and pem ,
which is given as:
Me
= k3 pim + k4pem + k5
57
(610)
Figure 3-2 shows the validation of the linear engine torque model.
_ fuel
m
=
Me
0 0 0 0 3.92 105
0 0 0 0
2.1
0
0.16
pc 3.13 104
+
pic
15.2
pim
0 1
0
pem
(611)
Now according to equations (6-6) and (6-11), it is ready to form the state space
equation for the linearized system as
x_
(612)
where
x =
pc
, y
pic
pim
m_ fuel
Me
V
,
u=
uwg
umd
(613)
pem
Now everything is prepared, thus it is ready to apply MPC to the system according
to the procedure described in Chapter 5.
6.3 MPC Implementation In Matlab
The objective is to minimize the fuel consumption and the deviation from the
requested engine torque. In this thesis, the required engine torque Mreq =200Nm. There
fore, the cost function can be expressed as:
=(
Np
i =1
T Qm
[m_ fuel
f _ fuel
N
p 1
i =0
(u T Qu u )
(614)
qi I
qi I
Qi =
..
qi I
59
(615)
According to the procedure described in chapter 5, the first step is the discretization
of the continuous system. This can be completed in Matlab by doing
sysC
sysD
= c 2d (sysC , T )
(616)
[A, B , C , D ] = ssdata(sysD )
whereT
Here, the matrices A and C are the same as the ones of the original system. The B1
matrix is the combination of B0 and B0 md , and the same goes with the D matrix, given as
B1 =
B0 B0 md
D1 =
D0 D0 md
(617)
where matrix D0 is just 2 2 zero matrix. Now the discretization can be expressed
as
xk +1 = AD xk + BD uk + BDmd uDwg
yk
= CD xk + DDmd uDwg
(618)
where
AD =A
BD =B1 (:, 1 : 2)
BDmd =B1 (:, 3 : 4)
CD =C
DD =D1 (:, 3 : 4)
Following the procedure described in chapter 5, the prediction state space equation
can be expressed as:
= Ex xk + Fx U + Gx Umd
= Ey xk + FyU + Gy Umd
60
(619)
where Ex , Fx and Ey are of the same form of the ones described equations (5-6), (5-7)
and (5-9) in Chapter 5. The measured disturbance term Gx and Gy are given as
Gx =
Gy =
BDmd
AD BDmd
Bmd
..
.
..
.
...
...
...
...
CD BDmd
DDdm
CD AD BDmd
CD Bmd
Ddm
..
.
..
.
...
...
0
0
..
.
BDmd
(620)
...
...
0
0
..
.
CD BDmd Ddm
(621)
C1 =
1
0
...
1
0
C2 =
0
1
...
0
1
(622)
+(C1 Ey xk
+uT Qu u
(623)
61
R=
200
200
..
.
200
(624)
Take the first derivative of J with respect to U and solve the differential equation:
J
U
=0
(625)
Then U can be expressed in the initial state xk . Since the system has two inputs, the
optimized uk should be the first column of the 2byNp matrix U, given as:
uk
1 0 0 ... 0
U
0 1 0 ... 0
(626)
Repeating the process described in chapter 5, it is easy to obtain the optimized input U
6.4 MPC With Constraints
In reality, there should be constraints on the input of the system, which means the
battery voltage input and wastegate opening should be both in a reasonable range. In
this thesis, the input constraints are
0 uv 60
0 uwg 1
(627)
min
1 U T HU + U T F
2
s .j LU b
62
(628)
uv 60
uv 0
(629)
uwg 1
uwg 0
Rewrite (6-29) into matrix format as
0 uv
1 uwg
0 1
Define
0
1
1 0
l =
,
0
0 1
L=
l
...
60
(630)
60
m=
b=
63
(631)
m
m
...
(632)
The next step is to rewrite the cost function J to form the matrices H and F. Based
on the original cost function, it is easy to rewrite it in the following form
= 12 U T HU + U T F
(633)
where
for 90s. Figure 6-3 and Figure 6-4 shows the simulation results.
Figure 6-5. The required battery voltage to minimize the fuel consumption and deviation
from desired engine torque
6.6
Chapter Conclusion
65
Figure 6-6. The required wastegate opening to minimize the fuel consumption and
deviation from desired engine torque
by achieving the goal of minimizing the fuel consumption and and the deviation of the
real engine torque output.
66
CHAPTER 7
CONCLUSION AND FUTURE WORK
In this thesis, the SI engine with a hybrid turbocharger installed is designed by
building the battery model and each component of the turbocharged SI engine. The
comparison has been made between the hybrid turbocharger with the conventional
turbocharger and the naturally aspirated engine respectively, demonstrating the
two main advantages of the hybrid turbocharger in eliminating the turbo lag and
engine downsizing. Then the linear MPC controller is designed and applied to the
simplified hybrid turbocharger system after model linearization to realize the objective of
minimizing the fuel consumption and deviation from the required engine torque.
Future works that needs to be done focus on two aspects: the first one is to design
the nonlinear MPC controller which can be applied directly to the nonlinear hybrid
turbocharger model without model linearization. This will provide a more accurate result
and can be used in experiment with real hardware. The second one, as mentioned in the
first aspect, is to perform the real-time MPC by designing the nonlinear MPC controller
and applying it to the real engine model, which has a very practical and important
significance.
67
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Matlab
[21] Ida Kristoffersson Model Predictive Control of a Turbocharged Engine, Master of
Science Thesis Performed at S3 for General Motors Powertrain,2006
[22] D. Axehill and J. Sjoberg Adaptive Cruise Control for Heavy Vehicles, Master
Thesis, Linkoping Institute of Technology, Linkoping 2003.
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BIOGRAPHICAL SKETCH
Kang Rong received his Bachelor of Science degree in Automotive Engineering
in 2008 in Shandong University, Jinan, China. He is now pursuing his Masters
of Science degree in the Department of Mechanical and Aerospace Engineering
in University of Florida. His research interests are: Turobocharged SI engine
modeling, Hybrid turbocharger design and Application of nonlinear control and
Model Predictive Control.
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