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`Techno—Inga for
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`echnolo
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`Electri a d Hybrid
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`SP-1331
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`GLOBAL MOBILITY DATABASE
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`All SAE papers, standards, and selected
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`books are abstracted and indexed in the
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`Global Mobility Database
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`Published by:
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`Society of Automotive Engineers, Inc.
`400 Commonwealth Drive
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`USA
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`February 1998
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`Page 3 of 156
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`Permission to photocopy for internal or personal use of specific clients, is granted by SAE
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`for libraries and other users registered with the Copyright Clearance Center (CCC), pro-
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`vided that the base fee of $7.00 per article is paid directly to CCC, 222 Rosewood Drive,
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`Danvers, MA 01923. Special requests should be addressed to the SAE Publications
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`Group. O-7680-O151-X/98$7.00.
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`Any part of this publication authored solely by one or
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`lSBN O-7680-0151-X
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`SAE/SP-98/1331
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`Library of Congress Catalog Card Number: 97-81283
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`Copyright © 1998 Society of Automotive Engineers, Inc.
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`Positions and opinions advanced in this
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`paper are those of the author(s) and not
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`tions. For permission to publish this paper
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`in full or in part, contact the SAE Publica-
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`PREFACE
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`This Special Publication, Technology for Electric and Hybrid Vehicles (SP-1331),
`is a
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`collection of papers from the “Electric Vehicle Technology” and “Engines and Fuel
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`Technology for Hybrid Vehicles” sessions of the 1998 SAE International Congress
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`and Exposition.
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`Hybrid vehicles are now a reality in Japan, and they could soon be coming to the
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`United States. The heart of the Toyota Prius hybrid vehicle is its fuel-efficient engine
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`and unique transmission, coupled with a limited-range battery. The hybrid vehicle’s
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`advantage is its ability to run the engine at its "sweet spot" to minimize emissions of
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`criteria pollutants or minimize energy consumption and 002 production, depending
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`on the control strategy. The key technical measure of success for a hybrid vehicle is
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`a well designed engine--e|ectrical-battery system that is matched to the load demand.
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`The papers from the "Engines and Fuel Technology for Hybrid Vehicles" session
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`focus on leading-edge engine design, engine management, and fuel strategies for low
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`emission, high mileage hybrid cars and commercial vehicles.
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`The papers from the “Electric Vehicle Technology” session focus on hybrid vehicle
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`control technology, energy storage, and management for hybrid vehicles and
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`simulation development.
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`Bradford Bates
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`Ford Research Laboratory
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`Frank Stodolsksy
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`Argonne National Laboratory
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`Session Organizers
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`980890
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`980891
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`981122
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`981124
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`981125
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`981126
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`981127
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`981128
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`TABLE OF CONTENTS
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`An Algorithm of Optimum Torque Control for Hybrid Vehicle ..........
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`Yoshishige Ohyama
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`Hitachi Car Engineering Co., Ltd.
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`...... 1
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`Energy Regeneration of Heavy Duty Diesel Powered
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`Vehicles ............................................................................................... 11
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`Matsuo Odaka and Noriyuki Koike
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`Ministry of Transport, Japan
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`Yoshito Hijikata and Toshihide Miyajima
`Hino Motors, Ltd.
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`Development of the Hybrid/Battery ECU for the Toyota
`Hybrid System ...................................................................................... 19
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`Akira Nagasaka, Mitsuhiro Nada, Hidetsugu Hamada, Shu Hiramatsu,
`and Yoshiaki Kikuchi
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`Toyota Motor Corporation
`Hidetoshi Kato
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`Denso Corporation
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`Hybrid Power Unit Development for FIAT MULTIPLA Vehicle ................ 29
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`Caraceni and G. Cipolla
`ELASIS SCPA —— Motori
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`R. Barbiero
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`FIAT AUTO —VAMIA
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`The Development of a Simulation Software Tool for Evaluating
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`Advanced Powertrain Solutions and New Technology Vehicles ............ 37
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`Jaimie Swann and Andy Green
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`Motor Industry Research Association (MIRA)
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`Styling for a Small Electric City Car...................................................... 43
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`T. G. Chondros, S. D. Panteliou, S. Pipano, and D. Vergos,
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`P. A. Dimarogonas and D. V. Spanos
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`University of Patras, Greece
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`A.D. Dimarogonas
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`Washington University in St. Louis, Mo.
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`Patents and Alternatively Powered Vehicles ......................................... 53
`Rob Adams
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`Derwent Information
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`An Electric Vehicle with Racing Speeds ............................................... 59
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`Edward Heil, Colin Jordan, Karim J. Nasr and Keith M. Plagens,
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`Massoud Tavakoli, Mark Thompson and Jeffrey T. Wolak
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`GMI Engineering & Management Institute
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`Page 7 of 156
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`981129
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`981130
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`981132
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`981133
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`981135
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`981187
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`981123
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`Battery State Control Techniques for Charge Sustaining
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`Applications ................................................................................
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`Herman L.N. Wiegman
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`University of Wisconsin — Madison
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`A. J. A. Vandenput
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`Technical University of Eindhoven
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`........ 65
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`Load Leveling Device Selection for Hybrid Electric Vehicles ......
`Paul B. Koeneman and Daniel A. McAdams
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`The University of Texas at Austin
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`........ 77
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`Simulation of Hybrid Electric Vehicles with Emphasis
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`on Fuel Economy Estimation .....................................................
`Erbis L. Biscarri and M. A. Tamor
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`Ford Motor Company
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`Syed Murtuza
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`University of Michigan
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`........ 85
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`Validation of ADVlSOR as a Simulation Tool for a Series Hybrid
`' Electric Vehicle ............................................................................
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`Randall D. Senger, Matthew A. Merkle and and Douglas J. Nelson
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`Virginia Polytechnic Institute and State University
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`........ 95
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`The Electric Automobile ..............................................................
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`E. Larrodé, L. Castején, and A. Miravete and J. Cuartero
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`University of Zaragoza
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`...... 117
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`M
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`The Capstone MicroTurbineT as a Hybrid Vehicle
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`EnergySource ...... 127
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`Howard Longee
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`Capstone Turbine Corporation
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`The Mercedes-Benz C-Class Series Hybrid ..................................
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`Joerg O. Abthoff, Peter Antony, and Michael Kramer and Jakob Seiler
`Daimler-Benz AG
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`...... 133
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`An Algorithm of Optimum Torque Control for Hybrid Vehicle
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`980890
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`Yoshishige Ohyama
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`Hitachi Car Engineering Co., Ltd.
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`Copyright © 1998 Society of Automotive Engineers, lnc.
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`Abstract
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`An algorithm for a fuel efficient hybrid drivetrain
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`control
`system that
`can attain fewer
`exhaust
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`emissions and higher fuel economy was investigated.
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`The system integrates a lean burn engine with high
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`supercharging, an exhaust gas recycle system, an
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`electric machine
`power
`assist,
`an
`for
`and
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`electronically controlled gear transmission. Smooth
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`the power source,
`the air-fuel
`ratio,
`switching of
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`pressure ratio, exhaust gas ratio as a function of the
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`target torque were analyzed. The estimation of air
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`mass in cylinder by using an air flow meter was
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`investegated to control
`the air—fuel
`ratio precisely
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`during transients.
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`1.|NTRODUCT|ON
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`Consumers are inceasing their demands for
`vehicles that are more fuel efficient, environmentally
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`friendly, and affordable. Some form of electric and
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`hybrid vehicle is increasingly being viewed as one
`answer to user demands. Thus,
`introduction of a
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`future car system integrating an internal combustion
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`engine and an electric machine seems inevitable [1].
`While electric vehicles and hybrid-electric vehicles
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`are still dominant [2-4], conventional hybrid systems,
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`with their complicated energy management and
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`storage systems, may not be the final answer to the
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`ultimate
`high-mileage,
`low—emissions passenger
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`vehicle. Many of today‘s hybrid and electric designs
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`are simply too complex, heavy and costly to be
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`considered a viable supercar—type vehicle.
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`Minimal hybridization will present the best solution
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`to the low-emitting, high—economy passenger vehicle
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`of the future [1]. The internal combustion engine will
`continue to dominate the world passenger-vehicle
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`market for at least the next 25 years [5]. The engine
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`will require better efficiency and lowered emissions
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`output which means that fuels will similarly require
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`refinement, so that the engines can eventually be
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`refined to the point
`that
`they produce almost no
`harmful emissions. Internal combustion engines using
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`synthetic fuel made of natural gas, similar to light
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`quality gasoline, seem to be the most promising
`advancement in the near future [5].
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`To reduce the system's cost and increase its
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`efficiency, the engine is driven at the lowest possible
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`speed at the maximum gear ratio of the transmission
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`at low vehicle speed. Thus, the capacity of the electric
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`machine and battery can be kept small. Systems that
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`combine an integrated interactive hybrid drivetrain
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`control system, such as to give lean burn, with an
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`electronically controlled transmission, and electric
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`machine control systems mentioned above, have
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`been
`partially
`examined
`The
`optimum
`[1].
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`combination of two power sources-a hybrid drivetrain
`with an internal combustion engine and a small
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`electric machine-would make it possible to get
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`significant
`in
`fuel
`consumption
`and
`reductions
`exhaust emissions. The control system without the
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`electric machine has been already investigated [6], as
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`well as the control system with the electric machine
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`and a continuously variable transmission [7]. A control
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`system with the electric machine and simple gear
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`transmission was presented [8]. A concept for an
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`advanced hybrid control system was investegated
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`that combined a high supercharging engine and a
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`small electric machine [9]. in this paper, an algorithm
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`for an advanced hybrid drivetrain control system
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`Page 9 of 156
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`2.2 Basic control technique
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`The aim of
`the control system is to obtain a
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`smooth drivetrain force change relative to the torque
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`set point, which is given by the accelerator position,
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`over a wide range of vehicle speeds and loads. The
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`system should be able to cope with large changes in
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`engine load and drivetrain switches from the electric
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`machine to the engine and from the engine to the
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`electric machine without increasing nitrogen oxides
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`emissions, and without degrading driveability.
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`T 3 Target
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`torque
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`Gear ratio
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`R
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`uel mass
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`_
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`.___> Air mass
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`A E
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`
`lectric
`current
`
`I
`
`
`
`Torque
`set point
`
`
`
`Vehicle
`
`speed
`
`
`
`
`
`
`
`Fig.
`2
`
`
`Control system
`
`
`
`
`
`
`
`
`
`
`
`
`As shown in Figure 2, the target drivetrain torque T
`
`
`
`
`
`
`
`
`
`is calculated as a function of the torque set point and
`
`
`
`
`
`
`
`
`
`the vehicle speed in block1 (B1). The upper and lower
`
`
`
`
`
`limits of
`the equivalent gear ratio Rh and RI are
`
`
`
`
`
`
`
`calculated as a function of the vehicle speed in B2.
`
`
`
`
`
`
`
`The equivalent gear ratio Ft, fuel mass F, and air
`
`
`
`
`
`
`
`
`mass A are simultaneously calculated as a function of
`
`
`
`
`
`
`
`the target torque T,
`taking the limit Rh and RI
`in
`
`
`
`
`
`
`
`consideration in B3. Some control strategies such as
`
`
`
`
`
`
`the dynamic compensation described in section 3.7
`are executed in B4. Fuel mass F is delivered with an
`
`
`
`
`
`
`
`
`
`
`
`
`electronically controlled
`injector as
`shown
`fuel
`
`
`
`
`
`elsewhere [10]. Fuel
`is
`injected directly into the
`
`
`
`
`
`
`
`cylinders. Therefore, the system is free from transient
`
`
`
`
`
`
`fuel compensation which is commonly in port injection
`
`
`
`
`
`
`systems [8]. The air mass A is controlled with an
`
`
`
`
`
`
`
`electronically controlled throttle valve and air bypass
`
`
`
`
`
`
`
`
`
`
`
`valve as described later. The fuel mass may be set by
`
`
`
`
`
`
`
`
`
`the target torque directly, as in diesel engines. But the
`
`
`
`
`
`
`
`
`estimation of the air mass by the accelerator position
`is not accurate. Therefore,the fuel mass is controlled
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`that combines the engine drivetrain control system
`
`
`
`
`
`and electric machine systems is investegated.
`
`2. SYSTEM CONCEPT
`
`
`
`
`2.1 Outline
`
`
`
`
`
`
`
`
`ldealized, the concept would include an engine
`
`
`
`
`
`
`and electric machine drivetrain, such as in Figure 1
`
`
`
`
`
`and Table
`1. The electric machine is usually
`functioned as an electric motor. On one hand this
`
`
`
`
`
`
`
`
`
`
`
`
`
`provides fuel saving and lower exhaust emissions
`
`
`
`
`
`
`
`
`
`while using the engine system such as direct injection
`
`
`
`
`
`
`stratified charge sytem [10], or
`rapid combustion
`
`
`
`
`
`
`
`
`system with high dispersed fuel-air mixture [11] and
`
`
`
`
`
`
`
`high supercharging, on the other hand,
`it allows for
`
`
`
`
`
`
`
`
`short-distance driving and low load driving with the
`
`
`
`electric machine
`such
`as
`electrically
`exited
`
`
`
`
`
`
`
`synchronous drive with power inverter. The engine
`
`
`
`
`
`
`
`brake, wheel brake, and regeneration by the electric
`
`
`
`
`
`
`machine are controlled optimally during deceleration
`
`
`
`
`
`
`and downhill travel. A transmission with electronically
`
`
`
`
`
`
`controlled synchromesh gear sets is used for this
`purpose.
`
`
`
`
`Electric
`
`machine
`
`
`
`
`
`
`
`
`Drivetrain
`
`
`
`
`
`
`
`
`
`Fig. 1 Hybrid drivetrain
`
`
`
`
`
`
`Table 1 Hybrid drivetrain
`
`(1) Engine
`
`
`(3) Rapid combustion with high dispersed mixture
`
`
`
`
`
`
`(b) High supercharging
`
`
`
`lower nitrogen oxides emissions
`—>
`
`
`
`
`
`
`
`
`(2) Electric machine
`
`
`
`Electrically exited synchronous drive
`
`
`
`with power
`inverter
`
`
`
`—>
`short distance and low load driving
`
`
`
`
`
`
`
`
`
`(3) Transmission
`
`
`Electronically controlled synchromesh gear set
`
`
`
`
`—>
`lower power
`loss
`
`
`
`
`
`Page 10 of 156
`Page 10 of 156
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`FORD 1118
`FORD 1118
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`

`

`
`
`
`
`
`
`
`
`
`by the air mass which Is generally measured by the
`air Ila-nI meter.
`in central the air-fuel relic precieeiy
`
`
`
`
`
`
`
`
`'
`i121.
`
`
`
`
`
`
`
`Under stratified charge aandllicns. the accelerater
`
`
`
`
`
`
`
`
`pedal epening angle. rather than the inlaire manifehj
`
`
`
`
`pressure.
`is the meet
`trnpcttant
`inldrrriatien far
`
`
`
`determining the quantity 111
`lniected iuel. Elut,
`Infarmattan about the EII‘IEJLIl'it ct intake air has alsc
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`lmpcrtance in actual engine deeretlcn 1c aantret the
`
`
`
`
`airufuel ratia NF precisely.
`
`
`
`
`
`
`
`The gear ratlc Ft is centrelled with en eiectranicatly
`
`
`
`
`centrallecl
`tranamlssien
`[TE-m}. The
`cammand
`
`
`
`
`electrcnlcs lcr an electrically excited eyed-trauma
`
`
`
`
`
`
`time can lee easily aamnuslishedJn the case at a
`
`
`
`
`
`synchrancue drhre. an inrrertar previdea cptlmai
`emtrcl at rater excitaticn. steter current ampii'tude l.
`
`
`
`
`
`
`
`
`
`
`
`
`
`and states current phase.
`it pee-at
`inverter with
`
`
`
`
`
`insuiated gate hipeter
`tranaiatcra transterms the
`
`
`
`
`
`
`
`
`
`battery ecltege iete the relating wattage system fer the
`
`
`
`
`
`
`meter driving at the electric machine. An addititltel
`
`
`
`
`
`
`
`
`
`chappar ceatrate the DC. current icr the rates: Then.
`
`
`
`
`
`
`
`the di'iu'etraln aulput tcrgue is attained. which is equal
`
`
`
`
`
`
`
`
`ta the target taraue T if there are neither calmlafim
`nar central errcrs.
`
`
`
`
`2.3 Air-teal ratio central
`
`
`
`
`
`
`
`
`
`
`
`the ci'ltretrain
`es. the target terms T increases.
`switched item the electric machine ta the engine. The
`
`
`
`
`
`
`
`
`
`fuel maee F. air mass a at the engine and the electric
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`current tare changed step-arse.
`
`
`
`
`
`
`
`
`
`The air rnass and iuei mess at the engine are
`
`
`
`
`
`
`
`
`changed treauentiy as the target teraue changes. The
`
`
`
`
`
`
`
`
`air-fuel ratia rnust he centrelied during the transient
`
`
`
`
`
`
`
`candllicna precisely tc reduce exhaust emisslurle end
`
`
`
`
`nape-tare fileeahillty.
`It was determined thet
`the
`
`
`
`
`
`
`trelumetr‘ic etllciency during and immediately feline-leg
`
`
`
`
`
`
`
`
`a transient. at any engine temperature. was net fi-Ehitill
`
`
`
`
`
`
`
`tc the staeeymatete value. The transient irt:ilumeiric
`
`
`
`
`
`
`
`
`etliciency wee taund ta he as iarge as tilde different
`
`
`
`
`
`
`
`tram the steedy—dtete value. The eclumetric efficiency
`
`
`
`
`
`
`
`ls dependent upert inatantaneaua cylinder wall and
`
`
`
`
`
`
`
`
`
`yallre temperature. Te central the the alr—Iuai ratie NF
`
`
`
`
`
`during transients accuratety.
`the engine ecntt'eller
`
`
`
`
`
`needs precise predicticee cr measurements at the
`
`
`
`
`
`
`
`
`amcunt cf intake air. and the ante-ant at fuel injected
`
`
`
`
`
`
`that 1trill ge directly inrcylinder [1:1].
`
`
`
`
`
`
`
`
`The intake eyetern at the engine is equipped with e
`
`
`
`
`
`
`eernpreeecr fer aupert‘harglng and an exhaust gas
`
`
`
`
`
`
`
`reqrcle system, as aha-en in Figure 3- Wt. we. the,
`
`
`
`
`
`
`
`
`
`
`
`
`W111 Wt, and We are the air cr gas mass tie-w rate at
`
`
`
`
`
`the upstream threttle uahre. at
`the eullel: at
`the
`
`
`
`
`
`
`ccmpreaaer. at the bypass trahre. at the deenstreant
`
`
`
`
`
`
`
`
`thrattle Hal-re. atthe exhaust gas recircte velvet. and at
`
`
`
`
`Intalie part
`at
`the engine. erectieely.
`tn
`
`
`
`
`
`
`
`
`ecnuentlanai angina central systems. the air flaw inth
`
`
`
`
`
`the cylinders sheuld he predicted hased an the
`
`
`
`
`
`
`
`movement at the thrattie plate [12}. The air intake
`
`
`
`
`
`
`preaeaa is maaeied thrcugh the manitcld ehueelute
`
`
`
`
`
`
`
`pressure chsenrer medel. The chserver is based an
`
`
`
`
`
`
`
`the eflimated thrcttle apening [12]- Iultl'tth stratified
`
`the
`
`Elyeees value
`
`
`
`flew meter
`'r
`
`
`
`
`
`
`
`
`Enetr‘te
`
`
`
`
`lntalfe tnanifald
`
`
`
`
`
`
`
`|
`
`IEcmpressat
`
`
`
`Threttie treliie
`
`
`
`
`
`
`
`
`Fig. 3 Intake system
`
`
`
`Page 11 of 156
`Page 11 of 156
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`FORD 1118
`FORD 1118
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`
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`H interceeler
`l
`
`
`Threttle 1.ierlue
`
`
`
`Exhaust gas
`
`
`recycle ueiye
`
`

`

`Table 2
`
`
`Calculation conditions
`
`
`
`
`
`Type
`
`
`4-stroke 4 cylinder
`
`
`
`Vlaximum exhaust recycle mass per cylinder GO
`
`
`4
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`Cylinder volume per cylinder
`
`
`4 X 10—4
`
`
`
`
`
`
`
`
`
`
`
`Vlaximum air mass per cylinder at atmospheric pressure A0 4.8X10‘
`
`
`
`
`
`
`Vlaximum exhaust gas recycle ratio
`
`
`
`
`
`
`
`
`
`
`
`
`
`Sum of A0 and G0
`GVO
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`Maximum air~fuel ratio
`
`
`
`
`
`
`
`Atmospheric pressure
`
`
`
`
`
`Vlaximum pressure ratio of compressor
`
`
`Torque T
`
`
`
`
`
`Cylinder volume per cylinder
`
`
`
`
`Thermal efficiency of engine
`Maximum out ut
`ower of electric machine
`
`
`
`
`
`
`
`
`9.8><104
`
`
`
`1.92><10“><F—19.2
`Nm
`
`
`
`
`
`
`4X10“
`m3
`
`30 %
`
`10.5 kW
`
`
`
`
`
`
`
`
`
`charge engines, nearly unthrottled operation is
`realized. Under these conditions, the estimation of the
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`airflow based on movement of the throttle plate is not
`
`
`
`
`accurate clue
`to the small pressure differential
`
`
`
`
`
`
`
`
`accross the throttle plate. Therefore, the model based
`
`
`
`
`
`
`
`
`
`on the air flow meter was investigated in this paper.
`
`3. ANALYSIS
`
`
`
`
`e3.1 Simulation conditions
`
`
`
`
`
`
`
`
`
`
`A 4 cylinder, 4—stroke engine with a cylinder
`
`
`
`
`
`volume of 4 X104 m3 was used for testing. The
`
`
`
`
`
`
`engine was
`equipped with a direct injection stratified
`
`
`
`
`
`
`charge system [10], a supercharger and an exhaust
`
`
`
`
`
`
`
`
`
`gas recycle (EGR) system. The air-fuel ratio A/F was
`set between 11 and 40. The maximum ratio of the
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`EGR was 40 %. The maximum pressure ratio of the
`
`
`
`
`
`
`
`
`
`superchager was 2. The air mass A was controlled by
`
`
`
`
`
`
`
`
`
`
`opening and closing of the throttle valve or the bypass
`
`
`
`
`
`
`
`
`valve in Figure 3. The relevant gear ratios from 1st-
`
`
`
`
`
`
`
`
`
`5th for a stepped transmission were 3.5, 2.0, 1.3, 1.0
`
`
`
`
`
`
`
`and 0.73, respectively. Fuel mass F was controlled
`
`
`
`
`
`
`with electronically controlled fuel
`injectors. Table 2
`
`
`
`
`
`
`
`
`shows the calculation conditions. The output power of
`
`
`
`
`
`
`
`
`
`the electric machine was 10.5 kW, and the torque
`
`
`
`
`
`
`
`
`was 50 Nm at the speed of 2000 rpm.
`
`
`
`
`
`
`
`3.2 Smooth switching of power source
`
`
`
`
`
`
`
`As the target torque T increases in Figure 4, the
`
`drivetrain switches from the electric machine to the
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`engine. The switching is carried out by simultaneously
`
`
`
`
`
`
`
`decreasing the power of the electric machine and
`
`
`
`
`
`
`
`
`
`increasing the engine power. At T=50 Nm in Figure 4,
`
`
`
`
`
`
`the power source is switched from the electric
`
`
`
`
`
`
`
`
`machine to the engine. The fuel mass F, air mass A
`
`
`
`
`
`and the exhaust
`recylce mass G 'are increased
`
`
`
`
`
`
`stepwise simultaneously to keep the air-fuel ratio 15
`
`
`
`
`
`
`and the EGR ratio 40 %. As the target
`torque T
`
`
`
`
`
`increases further,
`the supercharger starts,
`the air
`
`
`
`
`
`
`
`
`mass A is increased more than A0, and the EGR
`
`
`
`
`
`
`
`
`
`mass is also increased. At T=162 Nm, the air mass A
`
`
`
`
`
`
`and the EGR mass G becomes doubled,
`
`
`
`
`
`
`
`A/F/IOG/Go
`
`
`A/Ao
`
`
`F/Fo
`
`
`
`
`
`
`
`
`
`
`T/ 100
`
`
`Nm
`
`
`
`
`
`
`
`
`
`
`
`
`Fig.4 Fuel mass F, air mass A and i
`
`
`
`
`
`EGR mass G versus target torque
`
`
`
`Page 12 of 156
`Page 12 of 156
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`FORD 1118
`FORD 1118
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`

`

`which
`
`
`
`
`Is
`limited try the pressure ratio ol
`the
`
`
`
`
`
`
`supereherger. At T=243 him.
`the BER mass 13 is
`deereesed end the air mass A is double-1:1.
`|ii'il'hen the
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`target terms inta'eeaes Iurther. NF becomes tower
`than 15. and the air mass must he sontrottati by using
`
`
`
`
`
`
`
`
`
`
`
`the throitte welt-e anti the bypass 1retire.
`
`
`
`
`
`
`
`
`Descartes
`
`
`
`
`
`
`
`3.3 Lean hurtt control by supersherglng
`
`
`
`
`
`Flsures 5 Est,
`thin and {st shew the simulation
`
`
`
`
`
`
`
`
`resutts with high superstarging and lean hum- When
`
`
`
`
`
`
`
`
`
`
`the target terms is more than T1: 511 him, the power
`saurse ewitehed treat
`the e-ieetrlt: machine to the
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`engine. When the air mass ratio MAI] becomes more
`
`
`
`
`
`
`
`, the emereherge starts.
`the air mass ratio
`then 'I
`
`
`
`
`
`
`
`MAD te tinally deuhieti. In Figure flat. at T=Eti him.
`
`
`
`
`the supercharger starts simultaneoueiy with the
`
`
`
`
`
`swltei'iing to the engine.
`Ii'ti'hen the target
`torque
`
`
`
`
`
`
`heeornes higher than T2. The air-Fuel
`ratio NF
`
`
`
`than 4D.
`Figure
`511:}.
`the
`lower
`in
`
`
`
`
`
`
`
`supercharger starts at T- TE him. The sir-fuel retta
`
`
`
`
`
`
`
`
`
`NF is increased tier-merely tron-I 21} te £10. When the
`
`
`
`
`target
`ternue heeemes T3.
`the air
`rnass A Is
`
`
`
`
`
`
`
`
`decreased by demeasing the eh'rfuel ratio from 21] te
`
`
`
`
`
`
`
`
`15 stepwise without passing inte the high hitorogen
`
`
`
`ottirta em'rssion region.
`
`
`Figure
`5
`to]
`sham the
`result with
`high
`
`
`
`
`
`supersherging when pressure Is oorttrollee by the
`
`
`
`
`
`
`
`
`
`bypass trehre proportionetiy to keep the air-fuel ratio at
`
`
`
`
`
`
`
`
`
`
`15. Iil't'ttert the target torque heeontres T2, the air mess
`
`
`
`
`
`
`
`Is decreased stigth to decrease the sir-tuel
`rhh'ril
`
`
`
`
`
`
`
`
`Irorn 2i} to 15 hr aontrolling the threttte valve. When
`
`
`
`
`
`
`
`the target torque inoreeses further, the supercharger
`
`
`
`
`
`
`
`starts again and the pressure ie oontrolted try the
`
`
`bypass satire.
`
`
`
`
`
`
`3.4 smooth gear shift with eithau
`central
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`Figuree E tet-tdj show the results Iwhen
`the gear
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`is shifted from 4th to 2nd at the target torques are
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`Tg-IIJD hire,
`111D him, 313 Min. anti 31]} Nrn.
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`remeelitrelqr. The engine torque must he ehengeoi
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`aimglterreeuely, as that the output torque remains the
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`same during the eh'rii eeereiton. The engine torque is
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`eontrolled by defleefing the mass at ELI-st. The air
`mass and EGH mass are decreased elrthFtaneousty-
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`to treep the air-test retire at 15 and EEFI ratio at slits-1:.
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`The air mass is sonhellso Ital opehlng and closing the
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`weweflrEr-e
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` ...... [LII-F
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`fl
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`1
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`Trim 1h
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`tu'l Earl}- Huflfifl‘hflqinfi
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`F3171]Meli-MT“:
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`Lr'JIJJ
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`the Late supercimrging
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`H-
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`t.
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`ne-Ju
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`FrFIieelsets
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`{at E't'tiqtsirt'semleuiiertlhfirgt'flg
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`Fig. .5 Fuel mauve ELI: menu it. and. HAS-fl IEIBII- G
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`venue target tit-rune T
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`throttte settle and the bypass trahre. When the target
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`torque heoon'ies higer than T3 {Figures E [aHoiL the
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`EGFI mass 13 ltzieereases. When the target torque T
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`5
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`Page 13 of 156
`Page 13 of 156
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`FORD 1118
`FORD 1118
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`

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`FORD 1118
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` 3
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`o
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`H5
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`N
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`4
`T/ 100 Nm
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`(b) Tg= 170 Nm
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`F/FOA/AOA/F/IOG/GO
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`OOON
`Or—Av—-...03HM)b
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`(a) Tg= 100 Nm
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`F/FOA/AOA/F/IOG/GO
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`,_.,_.._..,_.
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`F/FOA/AOA/F/10G/GOCOCO
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`F/FOA/AOA/F/lOG/GO
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`O CO
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`Page 14 of 156
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`5
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`6
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`T/IOO Nm
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`(0) Tg= 238 Nm
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`Fig. 6 Fuel mass F; air mass A, EGR mass
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`and air-fuel ratio A/F versus traget torque T'
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`becomes higher than T4 ( Figures 6 (a)—(c)), the air—
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`fuel ratio becomes lower than 15. As the target torque
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`at the gear shift Tg becomes higher, the region of
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`supercharging increases.
`in Figure 6 (d),the air-fuel
`ratio becomes less than 15 at T=230~800 Nm,
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`resulting in
`the
`increase
`of
`carbon monoxide
`emission.
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`Figures 7 (a) and (b) show the total mass Gv (the
`sum of air mass and EGR mass) as a function of the
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`target
`torque T. T9 is the target
`torque at gear
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`shift .The gear is shifted from 4th to 2nd. The total
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`mass ratio Gv/GVO is lowered when the Tg becomes
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`lower. Thus,
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`target
`torque T when
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`supercharger '
`starts
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`Tg is 100 Nm, the supercharger starts at the target
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`torque T of less than 100 Nm.
`2 __,.,..,--..._~_.--.._ _
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`3.5 Smooth gear shift with lean burn control
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`Figures 8 (a)—(c) show the results when the gear is
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`shifted from 4th to 2nd at the target torque Tg=70 Nm,
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`170 Nm and 238 Nm. respectively. As Tg becomes
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`higher, the target torque when the superchager starts
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`becomes lower. The engine torque must be changed
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`so that the output torque remains the same during the
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`shift operation. The engine torque can be controlled
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`by controlling the fuel mass only. The air mass
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`remains the same during the shift operation.
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`4
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`3‘5 1
`1.ng :\ 13
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`3 H1
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`1
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`1
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`a 2.5 l
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`—-——A/A0-
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`5
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`men Nm
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`i—leaibm
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`5505
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`CD
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`1.8 —
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`r—‘D—‘F‘
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`A/AOGv/GvOA/F/10G/GO
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`DD
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`OD
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`NJ}.
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`T/ 100
`Nm
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`(a) Tg= 70 Nm
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`F/FOA/AOA/F
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`T/IOO Nm
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`(b) Tg: 170 Nm
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`T/100 Nm
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`(c) Tg= 238 Nm
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`Fig. 8 Fuel mass F, air mass A, EGR mass
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`as a function of the target torque T
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`<3Hr—-Hr—tinl—‘Nus07asN
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`ON
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`b0)
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`DO
`0
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`T/100
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`..i
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`(b) Tg= 100 Nm
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`Fig. 7 Total mass Gv as a function of
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`the target torque T
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`A/AOGv/GvOA/F/106/60
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`Page 15 of 156
`Page 15 of 156
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`FORD 1118
`FORD 1118
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`

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`intercooler
`compressor
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`to estimate this air mass in advance of fuel injection
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`timing and before placingi the fuel in the cylinders. in
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