Optimization Based Design for Integrated Powertrain Control With Electronic Throttle

Abstract

A process to design the control algorithm for an integrated powertrain system is proposed in this paper. The driver accelerator pedal position is first measured and interpreted as a power request. This power request is then satisfied by coordinating the transmission gear shift and the throttle position. The Dynamic Programming (DP) technique is used to obtain the optimal gear shift and throttle position for each predetermined constant power demands over a time horizon. The optimal results at different power levels are then combined to form a gear map and a throttle map. Flexible control architecture is presented where the relationship between the accelerator pedal rotation angle and the throttle opening angle can be adjusted according to the preference of the targeting customer group. Simulation and dyno test results show that the proposed integrated control scheme provides smooth constant power and improves fuel efficiency compared with the conventional transmission control scheme.

Adaptive-Smith Predictor for Controlling an Automotive Electronic Throttle over Network

“…To control the ETB, the current literature proposes different approaches, such as PID controller with system nonlinearities compensated by a heuristically tuned compensator [6], dynamic programming techniques [9], variable-structure control [20], robust discrete-time model reference adaptive control [7], [14], PID controller with adaptive compensator for friction, limp-home, and backlash [8], mixed constrained H 2 /H ∞ controller [26], sliding-mode controller [12], asymmetric nonlinear PI controller [24], just to name a few.…”

Motor-torque-limited power-on upshift control in electric vehicles with automatic transmissions

“…The controller interpreted the accelerator pedal as the power demanded by the driver and then chose the gear and changed the throttle opening accordingly for satisfactory fuel consumption and good acceleration feeling. Similarly, Kim et al 8,9 developed an integrated powertrain controller based on discrete deterministic dynamic programming. Although the aim was to minimize the fuel consumptions of several launching manoeuvres at different power levels, the shift quality was markedly improved by the surge of the throttle opening at the end of those upshifts of the manoeuvres.…”

“…However, the coordination of clutch control and engine control was not developed, which might be responsible for the evident torque holes in those studies. [7][8][9][10] Coordinated clutch control and engine control further upgrade the shift quality of power-on upshifts. To save and ease calibration labour, Ibamoto et al 11 developed a tuning-free smooth shift control system based on simultaneous real-time output torque estimation, line pressure control and ignition timing control with no predetermined look-up tables.…”