Automotive Control Systems: For Engine, Driveline, and ... · Uwe Kiencke Lars Nielsen Automotive...
Transcript of Automotive Control Systems: For Engine, Driveline, and ... · Uwe Kiencke Lars Nielsen Automotive...
Uwe Kiencke
Lars Nielsen
Automotive Control Systems
For Engine, Driveline, and Vehicle
Uwe Kiencke
Lars Nielsen
AutomotiveControl SystemsFor Engine, Driveline, and Vehicle
Second edition
With 345 figures and 13 tables
Library of Congress Control Number: 2005922217
ISBN 3-540-23139-0 Springer Berlin Heidelberg New York
This work is subject to copyright. All rights are reserved, whether the whole or part of the material is concerned, specifically the rights of translation, reprinting, reuse of illustrations, recitation, broadcasting, reproduction on microfilm or in other ways, and storage in data banks. Duplication of this publication or parts thereof is permitted only under the provisions of the German Copyright Law of September 9, 1965, in its current version, and permission for use must always be obtained from Springer-Verlag. Violations are liable to prosecution under German Copyright Law.
Springer is a part of Springer Science+Business Mediaspringeronline.com© Springer-Verlag Berlin Heidelberg 2005Printed in Germany
The use of general descriptive names, registered names, trademarks, etc. in this publication does not imply, even in the absence of a specific statement, that such names are exempt from the relevant protective laws and regulations and therefore free for general use.
Typesetting: Data conversion by the author.Final processing by PTP-Berlin Protago-TEX-Production GmbH, GermanyCover-Design: Medionet AG, BerlinPrinted on acid-free paper 62/3141/Yu – 5 4 3 2 1 0
Prof. Dr.-Ing. Uwe KienckeUniversität Karlsruhe (TH)Department of Electrical Engineering76187 [email protected]
Prof. Dr. Lars Nielsen Division of Vehicular Systems Department of Electrical Engineering Linköping University 581 83 LinköpingSweden [email protected]
64 3. ENGINE MANAGEMENT SYSTEMS
between 2000 and 3000 rpm. For even lower resonant frequencies the geometricdimensions of the inlet pipes become too large. The frequency of air pulsation inthe inlet pipe is
fp =n · CY L
2. (3.38)
The factor 2 is due to the fact that air is aspirated only every second cycle ina four stroke process. For example, the pulsation frequency for a six cylinderengine (CY L = 6) at an engine speed of n = 6000 rpm is fp = 300Hz. The airmass per cylinder can be calculated by integrating the mass air flow ma over onepulsation period.
ma =
tb
ta
ma dt (3.39)
The limits (begin ta and end tb) of integration are given by
tb − ta =1
fp=
2
n · CY L, (3.40)
and therefore, the aspirated air for one cylinder per cycle is
ma =
1fp
0
ma dt . (3.41)
The air supply ma can be calculated by integration of the mass air flow signal.The sampling rate must be high enough to avoid aliasing, and therefore it isabout 5 − 10 times higher as the highest pulsation frequency. Eventual non-linear characteristics of the air flow meter must be compensated for before theintegration. A linear characteristic can be obtained by e.g. multiplying thesensor characteristic with it’s inverse. Thus an eventual bias introduced by theintegration can be avoided [68].
The proper timing for integration (ta, tb) can be derived from the crankshaftangle αcs signal. For example, if the crankshaft sensor has 60 teeth, the durationof tb − ta = 1
fpis equivalent to ∆αCS = 120◦ in a six cylinder engine. This is
given by the shift of 20 teeth of the crankshaft sensor. Unfortunately, mass airflow is synchronized to time and not to the crankshaft angle αCS . Since mass airflow ma is not sampled at start and stop times ta and tb, it must be interpolated:
ma(ta) = ma(t0)t1 − ta
Ts+ ma(t1) 1 − t1 − ta
Ts
ma(tb) = ma(tn)tn+1 − tb
Ts+ ma(tn+1) 1 − tn+1 − tb
Ts
The integration is approximated e.g. by the trapezoidal rule:
ma ≈ Ts
CY L(ma(ta) + ma(t1))
t1 − taTs
+ ma(t1) + 2ma(t2) + · · ·
· · · + 2ma(tn−1) + ma(tn) + (ma(tn) + ma(tb)) 1 − tn+1 − tbTs