Professional Documents
Culture Documents
Development of An Engine Idle Speed and Emission Controller: Masaaki Nagashima, and William S. Levine, Fellow IEEE
Development of An Engine Idle Speed and Emission Controller: Masaaki Nagashima, and William S. Levine, Fellow IEEE
3
Minneapolis, Minnesota, USA, June 14-16, 2006
The combined objective of idle speed and A/F ratio control Aout
c (t ) Ain ( t ) A purge ( t t purge ) ( ( dt )
R air Tm ( t ) ) Vm 760
has been studied in [3]. (1)
We combined these problems—emission reduction and idle where
speed regulation—into one problem, thereby possibly A’out(t) Air mass flow from intake manifold (g/s)
avoiding interference between the two individual Apurge(t) Purge air mass flow rate (g/s)
controllers. tpurge Purge flow delay (s)
In order to test the proposed controllers, we developed a Rair Gas constant 0.28703 (J/gK)
detailed model of the Acura RL 3.5L V6 engine, 2005 Vm Intake manifold volume (m3)
model year and its emissions. In addition, a model of Tm(t) Manifold temperature (deg)
Honda’s production controller for this engine was used to 1 u(t) f(u(t),pb(t)) ka
control the model. The accuracy of the model was then Throttle
command Delay Rate Limiter Airflow
s+ki
Transfer Fcn
tested against measured data from a production engine. To function
3
Manuscript received September 15, 2005. This work was supported in Purge
part by Honda R\&D Tochigi, Japan. flow
Measured data
Simulation data
3279
the rightmost summers is a linear approximation to the EGR Rol(t) Relative oxygen level (between 0 and 1)
(Exhaust Gas Recirculation). Coxy Oxygen storage capability
Ȝpre(t) Pre-catalyst lambda
Ȝpost(t) Post-catalyst lambda
Exflow(t) Exhaust gas flow (g/s)
fro(Rol(t)) Relative oxygen absorption or release
function
The exhaust gas flow can be computed from the air mass
flow out of the intake manifold (A’out(t)—defined earlier) by
Figure 5 Block diagram of the fuel injection system
'
The specific engine modeled is a V6 which has two banks Ex flow (t ) Aout (t )(1 (O pre (t ) /14.5) (4)
and two air/fuel sensors. A comparison of the simulation Note that we have added a low pass filter (at the right in Fig.
with data from a real engine is shown in Fig. 6. Notice that 7) to improve the match to experimental data.
the simulation responds much faster than the real system. The pre- and post-catalyst lambdas determine the
emissions of each of the three important gases, NOx(t),
HC(t), and CO(t). This is done by an algebraic calculation
Measured data shown symbolically in Fig. 8.
Simulation data
Figure 6 Comparison of simulation with measured Figure 8 The nonlinear emissions computation
response A comparison of the emissions measured for the modeled
six cylinder engine with the emissions from the simulation is
D. The catalytic converter model shown in Fig. 9. These results are for a fresh catalyst. The
The dynamic model of a three-way catalytic converter results for a maximally aged catalyst (120,000 miles) are not
presented here is taken from [4]. A controller is given in as good but are still satisfactory. They can be seen in the
[6]. The model is in two parts, a dynamic oxygen storage report that is the basis for this paper [5].
model and a static feed-gas emissions and catalyst
purification model. The dynamics are given in Fig. 7.
3280
based on a linearization of the model given in Section II.
The controller obtained by pole placement was clearly
III. PRODUCTION CONTROLLER inferior to Honda’s production controller. We will not
At present, Honda has separate controllers for idle speed and discus it further. The other two controllers, a dead beat and
emissions. The engine speed controller also consists of two an LQR-based design, both outperformed the production
separate controllers, a PID controller of the air amount and a controller, at least in simulation. All of the MIMO
P controller for ignition timing. There are also feed forward controllers are based on a 23 state, 4 control model with
compensators for both load and ambient pressure. For state feedback. State feedback is certainly not feasible.
example, when the air conditioner (AC) needs to turn on, a However, both controllers would work with a state estimator
short pulse of extra air is inserted into the cylinder in order albeit with degraded performance.
to avoid a drop in engine speed. The dead beat controller was designed to make the state
The emissions controller is quite sophisticated. It includes a vector, x(k+1)=0, regardless of the initial state. The results
self-tuning regulator (STR) to control the pre-catalyst Ȝ and of the simulations of the dead beat and production
an adaptive sliding mode controller to stabilize the post- controllers are given in the following figures. Notice, in
catalyst Ȝ. Block diagrams of these two controllers are Fig. 12, that both controllers regulate engine speed similarly.
given in Figs. 10 and 11. However, the dead beat controller does a substantially better
job of regulating emissions, as shown in Fig. 13. Finally,
Figs. 14 and 15 show that the dead beat controller
outperforms the Honda controller when a power steering
input perturbs the system. Note that there is one exception
to this. The Honda controller produces less NOx emissions,
as can be seen in Fig. 15. There is a tradeoff among the
emissions. It would be possible to reduce the NOx
emissions of the dead beat controller but this would increase
the other emissions.
Of course, the production controller uses only feedback
from physical sensors, a considerable handicap compared to
the dead beat controller.
3281
The other candidate controller was designed using the LQR
Dead beat controller theory. It also outperformed the current production
Honda controller
controller, as can be seen in the following Figs 16-19.
Again, the LQR controller increased NOx emissions slightly
in comparison to the Honda controller. Notice however that
the LQR controller did place much greater demands on the
ignition timing. This could be ameliorated by adjusting the
weights if necessary.
3282
modeled as effectively as possible. We invite others to try
to design controllers that will maintain idle speed as low as
possible while minimizing emissions despite large
perturbations to the load due to air conditioning, power
The LQR controller steering, and the alternator.
Honda controller
REFERENCES
[1] U Kiencke and L. Nielsen, “Automotive control systems for engine,
driveline, and vehicle,” SAE International, 2000, pp. 3-126.
[2] H. Kitagawa, “L4-engine development for a super low emission
vehicle,” Honda R&D Co. LTD, Tochigi R&D Center, SAE 2000-1-
0887, 2000.
[3] M.A. Shah and M.A. Franchek, “Control of IC engines for emissions
and idle speed regulation,” Proc. ASME Dyn. Syst. and Cont. Div. ,
Vol. 61, 1997, pp. 685-692.
[4] E. P. Brandt, Y. Wang, and J. W. Grizzle “Dynamic modeling of a
three-way catalyst for SI engine exhaust emission control,” IEEE
Trans. on Cont. Syst. Tech., Vol.8, No.5, 2000, pp. 767-776.
Figure 18 Simulated response to power steering [5] M. Nagashima and W.S. Levine, “Development of an engine idle
speed and emission controller,” ISR Report TR2005-103, 2005.
perturbation for LQR and Honda controllers Available: http://techreports.isr.umd.edu/reports/2005/TR_2005-
103.pdf
[6] G. Fiengo, J.W. Grizzle, J.A. Cook, and A. Y. Karnik, “Dual-UEGO
active catalyst control for emissions reduction: design and
experimental validation,” IEE Trans. on Cont. Syst. Tech., Vol. 13,
No. 5, 2005, pp. 722-736.
V. CONCLUSION
The results presented here suggest that it would be
worthwhile to combine the idle speed and emissions
controllers into a single MIMO controller. In addition to the
advantages in performance, there is an unobvious advantage
to the two MIMO controllers. They do not require
feedforward air compensation. This eliminates the need for
calibration, thereby saving cost.
We did not design an Hf controller, although this is an
obvious candidate, especially since the main objective is to
reduce the effects of perturbations. This is something that
certainly should be tried.
We believe the model developed here has potential utility
beyond what we have done with it here. It is as detailed a
model as we could create of a real engine operating in the
idle regime, a mode that is challenging to control. The
effect of the normal perturbations of the idle speed has been
3283