A JXNAWC MODEL FOR AUTOMOTIVE ENGINE CONTROL ANALYSIS

B. K. Powell
Engineering and Research Staff Ford Motor Company Dearborn, Michigan

bY

INTRODUCTION The automotive manufacturers a r e confronted with the problem of developing vehicles that maximize h e 1 economy, yield minimum engine exhaust emissions, provide eatiefactory driveability characteristics, and eatie increasingly rigid coat cowtrainte. The overall dynamic performance of a vehicle engine drivetrain system is limited by the anglne control policy and ultimately by the hardware implementation of that policy. Engine mapping techniques incorporating output variable-control variable regreseionl'3 combined with powertrain simulation tools4 and various optimization technique&-9 have been employed by a number of automotive companies as a means of estimating control values forspark advance, airfuel ratio, and exhaust gas recirculation (EGR) that wffl optimize vehicle performance overa specified drivlng cycle. A general information flow of the complete process is shown in F@re 1. Generally, limited dynamic effects a r e considered in the optimization processused to obtain the control variables. The control variables are often given aa a function of maasureable quantities suchas pressure or speedlo-13 and are implemented into a control computer for is then tested to engine regulation. The complete system determine the affect of hardware and control policy implementation on an actual vehicle system. Judicious control algorithm adjustment is often necessary to compensate for various unforseen system transients that may influence fuel, emissions, and driveability. A technique for optimizing the control variable trajectory for a given driving cycle has been developed by Dohner9. This technique is applicable to the complete system resplendent with transients. However, the approach requires a priori hardwaredefinition and complete system qnthesis. The engine vehicle control problem is complex enough to require formulation a s a mathematical model suitable for incorporation of transient behavior into optimal engine control development. This paper contafne the development and simulation results of a basic dynamic nonlinear mathematical representation of an internal combustion engine system. The model contains descriptions of the induction process including characterizations of the throttle b o d y , manifold plenum, and fuel injection system, a sonic EGR valve as well as characterizations of the engine pumping characteristics and torque output. The nonlinear dynamic system model is a closed loop characterizationwith "driver" supplied throttle angle and computer dictated EGR, spark and fuel commands. A schematic block diagram of the major system model elements is shown in Figure 2. A simplified diagram focusing on the major elements discussed in this paper is shown in Figure 3. For the assumed control mechanism dynamics, ten state variables are employed to represent the system. Changes in control mechanism represeatations could easily add or subtract ataie variables, The details of the system model a r e presented in the main body of the

ious numerically simulated experiments were performed at numerous engine operating conditionewing reaeonable aasumptions for control actuator charaeteriatics. These results a r e presented in the formof time hletoriee of the key engine state variables (e.g. torque, speed, maas flow, airfuel ratio, spark advance and EGR).
The mathematical model developed in the paper presents a simulation tool for an engne eystem that forms the foundation for engineering systems analysis. The &ate variable description facilitates substitution of various hardware representations, incorporation of tran6mission-driveline characterletice, and finally, provides a systematic approach to the analysis, simulation and eynthesis of engine control systeme.

ENGINE ACCELERATTON

s given in The rotational motion of the engine crankshaft i f inertia, angular accelterms of the engine polar moment o eration, and the difference between then d torque generated by the w e and the load torque of the shaft. Cylinder to cylinder torque variations a r e not included in this model, Crankshaft acceleration is given by
J e (t) = Te where

- T L (t)

(1)

Je = engine inertia,ft-lb-sec2/rad

Be = crankanglevalve, rad
Te = engine net torque output,ft-lb TL = engine external torque load, ft-lb

= time, sec.

Although drivetrain interaction is important in terms overall driveability characteristics, the detailed description of a drivetrain system is beyond the scope of this paper. Simplified drivetrain characterizations are defined by Prabhakars and may be employed in place of more rigorous models. The model formulation does not preclude the addition of detailed drivetrain dynamics if 80 desired. A simplified constituitive relation waa used to represent the engine shaft coupling torque as the primary purpose was to determine the engine dynamic characteriatics rather than engine/ drivetrain interaction dynamics. For the reported study it was assumed that the load torque waa proportional to the twist in the cylindrical shaft. That is,

where

t e x t .

K , = shaft stiffness constant for a hollow steel ehaft,

ft-lb/rad
A more practical representation is obtained by defining engine speed in revolutions per minute. With the addition of

mented to allow multivariable engine control while simulating a CVS teat o r step type throttle disturbances that r e d t in large torque variation and hence poor driveability. Var120

A simple fuel/spark/EGR control policy14 was imple-

CHl486-0/79/0000-0120$00.75@ 1979 IEEE

a damping term the final form of the inertia-shaft relation given previously is
J e i(t) where
S (t) = enginespeed,RPM
=

3 Te(t) - 30 T L (t)
k
H

(3)

The engine mass charge o r speed density mass flow (SDMF) defined herein consists of the product of volumetric efficiency, engine displacement, and speed. It represents the intake mass charge excluding fuel. An equation for SDMF is given in the next section. The quantity E in Equation (5) is defined in t e r m s of exhaust gas recirculation mass flow rate and the throttle body a i r m a s s flow r a t e by the relation

E
where

e
=

/(Aa + I % ) e

and
30 TL(t) = Ks [E H
H

Be (t)

- S(0)t -

t
0

s g (t)dt

(4)

he ha

exhaust gas recirculation (EGR) m a s s flow rate, lb/hr

- 2twhere g(t)
S
= =

[s(t) - Sd(0) - g(t)]

= throttle body air mass flow rate, lb/hr

In this paper, the percent (fraction) of EGR is defined as the ratio of EGR mass rate to the air plus fuel mass rate as desired speed variation, RPM initialdynamometerspeed,RPM Eg where The independent variables in the engine torque equation (Equation 5) consist of the spark advance, which is generally directly regulatable; the engine speed, which is directly measureable; the A / F ratio and EGR, both of which a r e not directly measureable; and finally, SDMF M, which is strictly and internal system variable (an implicit variable). That is, spark advance is the only directly regulatable variable in the engine torque equation while the remaining variables used in the equation are the result of manipulation and interaction of other variables. The interrelationships among these variables will become apparent in the subsequent sectionsof this paper, The fresh mass charge used in the power stroke of a given cylinder (SDMF) i s inducted one cycle previously. Thus, a time constant related to the engine speed could be assigned to the engine torque generation. A simple model is obtained by defining an engine torque time constant inversely proportional to engine speed, and applying this to Equation (5) to yield 7 e -d ( T ~ ) + T~ dt
= =

he/(ha + hf)

(0)

Powerplant demands, in the form of speed and load, are obtainable from drivetrain type models such as developed by Blumberg4 and may be used a s a forcing function input to the model. The two state variables at this point in the development may be chosen as; (1)the product of shaft gain and twist and (2) the engine speed. The order of the variables will be defined in a later section. The other primary torque affecting engine acceleration is the net torque developed by the engine. A discussion of that variable follows. ENGINE NET TORQUE An estimate for characterization of the engine torque is obtainable by employing analytical curve fitting techniques (regression) to dynamometer obtained experimental data. The choice of regression variables will yield engine torque behavior as an implicit function of both control variables and induction process variables. In order to ultimately obtain an effective dynamic (representation, the engine torque should be defined in the most basic terms possible. For example, intake port mass flow rates are preferable to throttle angle due to the large number of dynamic elements between the throttle and intake ports. The form of the engine torque employed in this paper is based on the quadratic representation of Prabhakar, et a18 which is the result of a study by Keranen and Wertheimerls. More recent higher order regression analyses have been performed on conventional engines as reported by Mencik and Blumbergl. These techniques could be adapted for application to the present problem. An augmented form of the engine net torque14 i s given in t e r m s of five explicit and implicit system variables by the equation Te = -115.0 + ,411 (M) + 22 (A/F)

F~ (M, A/F, 6

, s, E)

Other torque models, including isolation of engine friction torque, and inclusion of cylinder by cylinder mass sampling, are described by Garofalol6. Mass charge mixing phenomena are discussed by Wu and Blumbergl7. Model systhesis continues in the next sectionwith the development of the equations representing the induction process. INDUCTION PROCESS DYNAMICS Included in the elements shown in Figure 3 a r e the throttle body and manifold plenum. The dynamic variables involved in these elements include air mass rate, throttle angle, EGR m a s s rate manifold pressure, SDMF, and engine speed. Fuel mass flow r a t e i s not considered part of the induction process in this model a s a fuel injection system has been assumed. That is, the fuel is injected in the form of a pulse at the intake port of each cylinder. The effect of the cycling engine on the mass rate discharge from the plenum maybe represented by an engine is also pumping element. The "Engine Pump" element shown in Figure 3. The pump uses manifold plenum press u r e and engine speed to generate an engine charge mass r a t e (SDMF). In the static situation this mass rate must be exactly equal to the throttle body a i r m a s s r a t e p l u sthe EGR mass rate. A Difference in the mass rates results in a change of manifold pressure. Thus, the pumping capability of the engine not only directly depends on the pressure and speed, but indirectly on throttle angle and EGR mass,

- .82

(A/F)2

+ .927 ( 6 ) - .0227( 6 )2 + .00092 ( 6 ) (S)

- .0179(S)
where Te
$
=

- .000029(S)2 - .779(E)

engine net torque output, ft-lb engine intake speed density mass flow (SDMF) lb/hr

= spark advance, deg

s
A/F

= engine speed, RPM

= air m a s s r a t e to fuel mass rate ratio

In an Engine modeling study conducted by Garofalo16 the engine pumping effect was represented in terms of engine speed and volumetric efficiency. Volumetric efficiency was in turn obtained from regressed engine data and was given as a cubic polynomial of engine speed and manifold pressure. The product of volumetric efficiency, Engine displacement and engine speed yields a polynomial characterization of SDMF as a function of speed and pressure.
The engine pumping effect, in the form of steady state mass flow data, may be presented in the form of an induction process mass rate map. The map provides the relationships between manifold pressure, engine speed, throttle angle and mass flow rate. An example of such a map for no EGR is shown in Figure 4. This particular map was obtained from a physical model of the Ford 400 CID induction process as developed by Wu18. The Wu model employs the equilibration o f mass and pressure balance equations in an induction system designedto approximate the manifold geometry and engine pumping characteristics. The general behavior reflected in the map is important for the approximation to mass flow rate and throttle influence used in the paper. An approximation to the SDMF data from the induction map shown in Figure 4 yields
M = .01925 (S) (P) + .0006875 ( S ) (P)2
(9)

where
Ka
= characteristic coefficient for a particular

throttle body Ib/hr f ( e ) = nonlinear (elliptic) function of coefficient of discharge and throat geometry mot of the throttle body (manifold) pressure and atmospheric pressure

ma

= .96

( e - 25)

(&a%)

1/2

The previous equation was used to represent the air mass flow rate as a function of throttle angle and pressure for the results presented inthis paper. The description of the induction process is completed by developing an expression for therate of change of manifold pressure. An expression for pressure change is developed using the first law of thermo ics and the ideal gas law by GarofaldG, or Prabha-nerally, the equation red t i n g from these developments defines the rate of change of manifold pressure as being proportional to the difference in manifold i n g r e s s and egress mass flow rates. Thus,
$ = K

where
P = manifold pressure psi In a static equilibrium state SDMF equals the sum of air mass and EGR mass rates. In a dynamic situation a difference between SDMF and intake mass rates causes a pressure variation. Although the static relation in SDMF may be adequate to represent mass flow rate through the plenum, the mass flow in actuality takes a certain period of time. For example, with no change in manifold pressure the plenum residence time for the mass charge is approximately equal to the ratio of plenum volume to volume flow rate. The plenum volume for the assumed characterization is about 40 percent of the displacement and the volume flow rate is proportional to speed. Thus, a reasonable period of time for mass flow through the plenum is assumed to be on the order of 1/4 to 1/2 of an engine cycle. Therefore, an additional time constant, T "60/(2S) sec. may be assumed for SDMF. Thus,

(m + m e - & ) P a The proportionality constant K is a function of the gas P' constant, gas molecular weight, specific heat parameters, manifold temperature, and manifold volume. For the engine operaconditions simulated herein, the value of K as obtained from FJrabakar8, was used. Thus, P'
= .572 P A definition if the induction process, including the throttle b o d y , manifold plenum, and engine pump characteristics as depicted in Figure 3, is thus given by Equations (S), (lo), (ll), and(12).

. .

' M

-&

(M)+ M(S,P) = FM

(10)

where F(S,P) in the polynomial given by Equation (9).

It is possible to describe the influence of the throttle angle on the air mass flow rate as a function of manifold pressure and various physical conetants as was done by Garofalol6, or Hamburg and Hylandlg, and Harrington20. The basic throttle hody model is developed from assuming that the flow is one dimensional, steady, compressible flow of an ideal Initial pressure and temperature losses before the throttle plate are accounted for by assuming isentropic flow.

CONTROL MECHANISM EQUATIONS

For the purpose of synthesizing a system model, simple functional forms were assumed for the throttle. fuel control loop, and exhaust gas recirculation valve. More fundamental descriptions of these devices may be developed. Throttle Dynamics

g a s .

to repreFor simplicity a first order relation was used sent the behavior of the throttle angle to a commanded value. That is,
8 A limit was placed on the throttle angle range to yield mechanical stop behavior compatible with a practical throttle mechanism. The range employed was
12 5
T

The throttle angle behavior can be separated into two modes. From Figure 4 it is evident that when manifold pressure is less than about half of atmospheric pressure, a choked or sonic condition exists and mass flow rate is a function only of throttle angle. In the operating region where manjfold pressure is greater than about one half atmospheric pressure, the choked mass flow is moddated with the root of the pressure relation. Thus, air mass flow rate through the throttle body may be approximated by a nonlinear separable function of manifold pressure and throttle angle as

e+ e = e

B I 75 Degrees

Aa

Kaf(B)g(P)

(11) 122

More general representations for the throttle mechanism could be formulated where estimateswould be needed for parameter values and important nonlinear characteristics. A given throttle mecaanism could have rate and position

limits as well as lTdeadband,ll hysteresis and other nonlinear effects. Fuel Injection System The fuel system may be designed such that the flow rate is proportional to an injection pulse width A dynamic modal of such a system is given by Rachel, et al21. In order to maintain the simplicity of the present overall system model, the actual flow rate was described by a first order relation to the commanded fuel rate as,

AN ENGINE CONTBOL POLICY

It is desirable to formulate a simple control policy t h a t requires minimal system parameter estimation and minimal
dependent variable measurement. That is, it is desirable to have one set of control gains for all engine operating points (set points) with very few measurements o r computations required in the control policy.
A simple fuel control may be developed assuming that the air flow rate is measured or computed during system operation. Of course, the dynamic and static fidelity of such meamuements should be accounted for in the model. If the desired A/F is defined as (A/F)D then a reasonable fuel loop command is given simply as

c o m m s n d .

rf & d

(if) + kf = mfc

where
T~

if, = I~~/(A/F)~
= fuel loop timeconstant,sec.

kfc = external fuel loop command

Fuel system characterizations could ale0 include manifold fuel holdup effects resulting in much more complicated relationehips as well as various enrichment and other compensation methods. EGR System
A similar first order relation may be developed for the EGR mass rate control. A sonic EGR value was assumed for the For such a valve, Kaufman22 has shown t h a t

With this relation, there will always be a residual command to the fuel loop unless
A/F = h a = ( A / F ) ~

Fuel control policy formulation & o d d include the effects of A/F s e m r behavior e.g. ~ a s s i d y l 3 ,as well as possible fuel transients induced by driver/throttle input. The EGR mass rate command must ultimately be reeolved into a desired pintle position by using the appropriate eonic EGR calibration. It will be treated as an EGR mass rate command here. A simple control command is readily obtained from Equation (7)by factoring the EGR mass rate to obtain
*

static mass flow rate obeys the following relation

1/2 ie = Ke Pex Cm Ae/(Tex)

study.

if Eg (1 + A/F)

(18)

where Pex = exhaust gas pressure, psi R Tex = absolute exhaust gas temperature, O CDe = coefficient of discharge
Ae
= flow

The calculated fuel flow rate command from Equation (17) may be used in (18) to complete the command calculations. Using this EGR command yields EGR mass rates compatible with the fuel and air mass rates. The remaining variable necessary to control is the engine torque. It is desirable to have the engine achieve a specified torque T, while controlling speed, A/F, Eg and spark. A torque e r r o r throffle position command law will generally yield a residual error in torque for a specific commanded value. Good fidelity in torque control can be achieved by using torque error and the integral of that e r r o r to form the throffle command. In addition, a predictive capability o r rate control may be added to enhance stability and improve the overall system response. The form of the throttle control is
8
C

area of the throat of the valve, square in.

The cross sectional area Ae, as given in Kaufmanz, is proportional to the position o f the sonic valve plug, which is referred to as the pintle position. T h u swith proper calibration Equation (15) gives the proportional relation between pintle position and EGR mass flow r a t e . Conversely, if a certain mass rate is desired, the necessary pintle position may be obtained from the valve calibration. In other words, statically there is no e r r o r in the EGR mass flow rate. Thus, ec In the actual system implementation the EGR valve receives a pintle position command. For the work presented here, the exhaust temperature and pressure ariat ti one are assumed to be small compared with the change in mass flow rate due to a change in the pintle position of the valve. me = SI

= K

(Td Te) + KO d(Td time d

- Te)

In a dynamic mode, there exist valve lags between commanded and achieved mass rates due to the pintle inertia, viscous and possibly static friction, exhaust back pressure INITIAL ENGINE EQUILIBRIUM variation, and mass flow rate interaction with the pintle. Again, for simplicity, a first order behavior was assumed The equilibrium values at a given engine state are imto describe the relationahip between commanded and achieved plicitly specified by the set point values where a set point is EGR mass flaw rate. Thus, defined by a desired speed, load (torque), A/F, percent EGR, and spark. Once these quantities a r e specified it is newssary to ascertain the i n i t i a l manifold pressure, throffle angle, and mass flow ratea that would yield engine equilibrium. where
r e = dynamic EGR lag,

Some difficulty may result in control gain choice if it is desirable to operate the model over all conditions representative of the CVS cycle. This is to be expected as a real driver does not control with invariant gains for nonuniform driving demands.

88c.

Realistic torque and speed values may be obtained from a vehicle simulation model such as that of B l u m b e d . That 123

model gives entire the speed-load assumed profile an for SIMULATION RESULTS drive train for the CVS cycle or any other driving cycle. O f course, arbitary values of speed and torque may be assumed. The program was tested at speed and load values repreInitial values for A/F,Eg and s p a r k may be chosen to be sentative of the engine operating A t each of these compatible with the particular problem being investigated. points a range of A/F, percent EGR and spark advance could be simulated.

range.

NONLINEAR STATE VARIABLE FORM

In many instances a state variable formulation L easily argumented in the event thatit was necessary to add other dynamic effects due to the control mechanism o r sensor characteristics. The complete engine mathematical description may be represented in a state variable form by defining new variables X.(t) in terms of the previous engine system equations. Furthermore, a state variable form L amenable to multivariable analytical methods. Following is the development of a state variable formulation.

An increase in throttle angle results in an instantaneous increase in air flow while both the fuel and EGR control loops and mass flow lag behind the increased air flow. This results in a rapid lean A/F excursion and a temporary decrease in percent EGR. An example of simulated A/F for an increase and d e c r e a s e in throttle angle is shown in Figure 5. Two different throttle rates are simulated to illustrate the general nonlinear relationship between throttle angle and A/F

Defining X,(t) as the product of the shaft gain and twist, XZ(t) the engine speed, and X5(t) as the net engine torque, Equabon (e) becomes

as

X1 = % X 2 - K

s d
+ (30/Je T ) X5

kz = - (30/Je r ) X1

where S is.the desired speed (RPM). The pressure P, mass flow rate M, and EGR mass rate &, are defined by X3(t), X4(t) and X8(t), respectively. Thus, Equation (12) becomes
X + K X + K 61 P 4 P a P a Using X6(t) to define the throttle angle, results in function of X3 and X6 and Equation (11)becomes k3=-K

&I, as a

Additional time histories are shown in Figures 6 and 7 for a simulation of the first few seconds of the CVS driving cycle. The desired speed/torque profile is obtained directly from the drivetrain simulationmodel (Eilwnbe&) and increasing s p a r k and EGR calibration values are assumed to be ramp functions between 20 and 21 seconds. The "Driver Throttle I n p u r r i s obtained simply by using a PID controller on torque. The assumed Wesired Torque" shown in Figure 6 causes alarge throttle command which in turn results in an initially lean A/F and resulting %mque droop.TT Fortunately the throttle is rate limited in the model o r the increased driver demand based on torque e r r o r would ultimately result in an engine stall. A t about 0.4 seconds the driver senses a change in torque error and begins to decrease the throttle angle. The A/F and EGR mass rate associated with this numerical experiment are shown in Figure 7. The point is, that the various time delays present in the physical process prevent direct control to simple conventional trajectories, due to transients t h a t are both system and driver induced, Numerical experiments were initiatedto examine the affects of various system element time delayson the overall response. For example, increasing the fuel loop time delay from ,1 sec. to . 5 sec. and rapeating the numerical experiment previously discussed, yield8 the results shown in Figure a. The results illustrate what can happen in a multivariable interacting dynamic system with a variation of only one parameter. In this instance, the variation of the fuel parameter resulting in increased fuel lag, caused an increase in A/F leaning and decrease in achieved torque. The driver responded to this by placing more demand on the system in the form of increased throttle angle. Thus, transients can directly influence system torque o r driveability behavior and, of course, fuel and emissions behavior. CONCLUSIONS

a '

= Ka

(x61 g (x31

Using the above definitions, Equation (10) for SDMF becomes 01925 (x,) x4 = x2 (. iM
+

.0006875

Defining X (t) as the s p a r k advance, Equation (5) for engine net torque&omes 0179 x2 - .000029 x5 = -. -

+ e x 4 -X '5
'e
'e

'e

'e

where E is given in Eq;ation (6). Finally, defining X (t) as the throttle angle rate 0 , and Xg(t) as the fuel mass how rate r h f , Equations (13) and (14), and a second order relation in the throttle, yield
X6 =

x7
(LO

The development of a basic nonlinear representation of an engine dynamic system has been presented. The model contains descriptions for theinduction process and engine power system as well as dynamic characterization of the throttle mechanism, a sonic EGR valve, and a fuel injection system. The completed nonlinear system model is an open loop characterization of the engine with throttle angle, EGR, fuel loop and s p a r k advance control variables. A control policy that properly manipulates the control variables to achieve a desired set point has been developed. The mathematical model developed in the paper presents an analysis and simulation tool of the engine dynamic system that forms thefoundation for furtherengineering systems analysis. The modular form given by a state variable description of the system facilitates substitution of various hardware representations, substitution of the tranamissbn/driveline characteristics and finally, provides the basis for a systematic approach to the analysis, simulation and synthesis of vehicle engine control systems.
124

x7 =

x 6 - ~ x 7 8, + ec
2

42

kg = 1 x* +
'e

2 me,

ig = 1 xg + 1 ifc
f

'f

kl0
where

L a spark advance command rate, in deg/sec.

ACKNOWLEDGEMENTS The author is grateful to Drs. P. N. Blumberg, and H. Wu of Ford Motor Company for their technical suggestions in of the model developmeat and manuscript preparathe c o u r ~ e tion. In addition, the author aclmcrwledges the analytical and programming assistance of Mr. A. Chung and Ms. G. C . REFERENCES

1 1 . Hubbard, M., ftApplicationsof Automatic Control to In-

ternal Combustion Enzines.qf Ph.D. Thesis. W o r d University, June 1975:

~

12. Rivard, G. , ffClosed-Loop Electronic Fuel Injection Control of the Internal Combustion Engine,1t SAE Paper 730005, January 1973. 13. Cassidy, J. F., "Electronic Closed-Loop Controls for the Automobile," SAE Paper 740014. 14. Powell, B. K., "A Simulation Model of an Internal Combustion Engine-Dynamometer System," 1978 Summer Computer Simulation Conference, Newport Beach California, July 24, 1978. 15. Keranen T. W.,and Werthemeimer, P., "A Study of spark-Ignition-Engine Control Variables,TtBendix Technical Journal, Vol. 4, NO. 3, pp 40-50,1971. 16. Garofalo. F. J. , "Performance Capabilitiea of Varioua Air Measurement Techniques for Air/Fuel Ratio Feedforward Control Strategies on Electronic Fuel Metered Engines," The University of Michigan, June 30, 1975. 17. Wu., H., and Blumberg, P. N., "An Attenuation and Transport Delay Model for Single Point Closed-Loop Fuel Metering Systems," SAE Paper No. 790172, February, 1979. 18. Wu,H. , %duction System M o d e l i n g , " Progress Reports R3550, Ford Motor Company, Engineering and Research Staff, October, 1977. 19. Hamburg, D. R., and Hyland, J. E., "A Vaporized Gasoline Metering System for Internal Combustion Engines,'! SAE Paper No.760288, February, 1976. 20. Harringon, D. L., 'fAnalysis and Digital Simulation for Carburetor Metering,tTPh.D. Thesis, The University of Michigan, AM Arbor, Michigan, 1968. 21. Rachel, T. L., Sauer, R.G., and Slimak, L. E., "Analysis O f Electronic Fuel Injection,1f Bendix Technical Journal, Vol. 2, NO. 3, pp 36-45, 1969. 22.

J.

., and Blumberg, P. N. ; lfRepresentationof 1. Mencik, Z

Engine Data by Multi-Variate Least-Square8 Regression," Society of Automotive Englueere, Paper No. 780288, February 1978.

. , Vomputerized Five Parameter Engine 2. Vora, L. S Mapping,!ISAE Paper No.770079.

3. Baker, R. E. , and Daby, E. E., v7Engine Mapping Metho do log^,^^ SAE Paper 770079.

I.

4. Blumberg, P. N., "Powertrain Simulation: A Tool for the Design and Evaluation of Engine Control Strategies in Vehicles,TT SAE Paper 760158.
: N., 5. Auiler, J. E., Zbrozek, J. D. , and Blumberg, P "Optimization of Automotive Engine Calibration for Better Fuel Economy - Methods and Applications,'I SAE Paper 770076, February 28,1977.

6. Cassidy, J. F. , "A Computerized On-Line Approach to Calculating Optimum Engine calibration^,^^ SAE Paper 770078, February 28, 1977.
7. Rishavy, E. A.,

Hamilton, S. C., Ayers, J. A., and Keane, M. A., 'fEngine ControlOptimization for Best Fuel Economy With Emission Constraints,T1 SAE Paper 770075, February 28, 1977.

8. Prabhakar, R., Citron, S . J., and Goodaon, R. E., TIOptimization of Automotive Engine Fuel Economy and Emissions,'TASME Paper 75-WA/AUT-19, December 2, 1975. 9. Dohner, A. R., "Transient System Optimization of an Experimental Engine Control System over the Federal Emissions Driving Schedule," SAE Paper 780286, February 1978.
10. Hubbard, M., Dobson, P. D., Powell, J. D., Vlosed Loop Control of Spark Advance Using a Cylinder Pressure Sensor," ASME Paper 75-WA/AUT-17.

Kaufman, W. F., "Sonic EGR Valve Design Report, Advanced Engine Engineering, Ford Motor Company Feb. 2, 1976.

* I

Figure 1. Vehicle System Infornution Flow

Figure 2. Vehicle Poremain System Schematic Block Diagram

NLL

oIu1DcQyyD

Figure 3. Engine System Element Schematic Block D m

I200

h W
d

20.0

205
TlYE

- SEC

2 1.o

20.0

20.5

21.0

n YE -SEC

p
a a

o
600
1 0 .0

Fiqun 6. Toque lad Throttle from Engine Idle

s 3
01
u)

L400

=a00
0
0

17.00

IO

I2

14

0
15.00

NANIFOLD PRESSURE-PSI

5
Y

Figure 4. Induction Rocest?hias Flow Map

14.00

12.00 20.0

L
20s
aa

0.00

ma

L
gu

no

ny-sa

TY-SEc

Figure 7. AIF and EGR h h s Flow Tnnrienb from Engine Idle

\ /Lev*
I1.00
I
I

LOO

ax

300
TlYE

4 m
-sEt

1J

SJO

am

zoo

Figure 5. AIF Thnsient for Throttle Damp Input

I4,Y

4mt

126