Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
Vehicular Systems, Linkoping University, SWEDEN
Email: johwa@isy.liu.se
Scania CV AB, NEE, Sodertalje, SWEDEN
u_deltamax
lambda_min f(u)
min 1
Smoke limiter u_delta
Min
n_e u_deltaSetp
Wegr
udelta
f(u)
M_eSetp
uvgt
Turbine Delta feed forward
pim Wei Weo pem
Tim Tem lambda e_lambda
Wt
e_xegr u_egr 2
Intake Exhaust u_egr
manifold manifold lambda_Setp
TCSL
PID u_egr
nt
Cylinders x_egrSetp
x_egr
Wc
e_xegr
PID u_vgt
n_t
Fig. 1. The structure of the diesel engine model.
speed are chosen as performance variables to be n_tmax e_ntmax TCSL
controlled. To follow a driving cycle while main- Signals Turbocharger speed limiter
EGRfraction []
Engine torque [Nm]
1000
0.1
0 x
egrSetp
setpoint
achieved torque
0
1120 1130 1140 1150 1160 1170 1180 1190
1000
1120 1130 1140 1150 1160 1170 1180 1190
8
Setp
1600 6 min
Engine speed [rpm]
[]
1500 4
2
1400
0
1300 1120 1130 1140 1150 1160 1170 1180 1190
1200 40
K1/3
EGRvalve [%]
1120 1130 1140 1150 1160 1170 1180 1190
Time [s] K
1
20 K1*3
Fig. 3. A part of the European Transient Cycle
(ETC) which is used for simulation of the 0
1120 1130 1140 1150 1160 1170 1180 1190
closed-loop system and tuning of the param- Time [s]
EGRfraction []
EGRfraction []
0.1 0.1
x x
egrSetp egrSetp
0 0
1120 1130 1140 1150 1160 1170 1180 1190 1120 1130 1140 1150 1160 1170 1180 1190
60 80
VGTposition [%]
K /3
EGRvalve [%]
2
K 60
40 2 K /3
40 3
K *3
2 K3
20
20 K3*4
0 0
1120 1130 1140 1150 1160 1170 1180 1190 1120 1130 1140 1150 1160 1170 1180 1190
4 4
x 10 x 10
Turbo speed [rpm]
10 ntmax 10 ntmax
n n
5 tSetp 5 tSetp
0 0
1120 1130 1140 1150 1160 1170 1180 1190 1120 1130 1140 1150 1160 1170 1180 1190
2000 2000
Engine torque [Nm]
1000 1000
1138.5 1139 1139.5 1140 1140.5 1141 1141.5 1142 1142.5 1143 1138.5 1139 1139.5 1140 1140.5 1141 1141.5 1142 1142.5 1143
Time [s] Time [s]
Fig. 5. Tuning of the gain K2 in the EGR-valve Fig. 6. Tuning of the gain K3 in the VGT-position
to EGR-fraction loop. to EGR-fraction loop.
4.4 VGT-position 0.2
EGRfraction []
80
VGTposition [%]
60
EGR-fraction In Figure 6 the closed-loop system 40
Td4*0
x 10
the load transients. If the gain is increased even 15
The disadvantage with a low gain (K3 /3) is a slow Fig. 7. Tuning of the derivative time Td4 in the
closing of the VGT during a load transient. This VGT-position to turbocharger speed loop.
leads to a slow control of xegr (at 1130 s), a lower
turbocharger speed, and a slower control of the There must be a derivative part in the PID con-
engine torque (at 1139 s). The disadvantage with troller for the the uvgt to nt loop in order to
a high gain (K3 4) is oscillations in the uvgt signal, predict the turbocharger speed, since the corre-
which can be seen at 1130 and 1157 s. sponding open-loop transfer function has a large
time constant (about 2 s compared to 1 s for the
other transfer functions that are used as feedback
Turbocharger speed In Figure 7 the closed-loop
loops).
system is simulated for three different values of
the derivative time Td4 in the uvgt to nt loop. If no derivative part is used (Td4 0), uvgt opens
The tuning strategy is that the derivative time the VGT to late in order to decrease the tur-
should be increased until the control speed of xegr bocharger speed (at 1141 s), this leads to a high
starts to decrease or just before oscillations start acceleration of the turbocharger and a positive
to appear in the uvgt signal. T CSL (the result is an opening of EGR-valve
0.2 in the system from VGT to . A simple straight-
EGRfraction []
forward tuning strategy for the PID structure is
0.1 also developed.
x The proposed PID structure shows promising re-
egrSetp
0
1120 1130 1140 1150 1160 1170 1180 1190 sults in simulation on a demanding part of the
80
European Transient Cycle. Further, it is demon-
VGTposition [%]
60
strated that the VGT-position to turbocharger
40
K4/3 speed loop does benefit from a derivative part in
K4 order to predict high turbocharger speeds. This is
20 K *3
4 due to the large time constant in the correspond-
0
1120 1130 1140 1150 1160 1170 1180 1190 ing open-loop transfer function.
4
Turbo speed [rpm]
x 10
15
10 ntmax 6. ACKNOWLEDGMENTS
ntSetp
5
0
1120 1130 1140 1150 1160 1170 1180 1190
The Swedish Energy Agency are gratefully ac-
Time [s] knowledged for their financial support.