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`- Techno—lug for
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`Electric and
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`Hglarid Vehicles
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`K I".
`'1.1..
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`echnolo
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`Electri a d Hybrid
`Vehicl s
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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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`Warrendale, PA 15096-0001
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`USA
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`Phone: (724) 776—4841
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`February 1998
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`FORD 1226
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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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`more US. Government employees in the course of their
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`and is not subject to this copyright.
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`in an electronic retrieval sys-
`No part of this publication may be reproduced in any form,
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`tem or othenNise, without the prior written permission of the publisher.
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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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`solely responsible for the content of the
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`paper. A process is available by which
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`paper if
`is is published in SAE Transac-
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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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`Persons wishing to submit papers to be
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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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`
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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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`Page 5 of 156
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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
`Vehicles .....................................................................................
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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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`.......... 11
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`Development of the Hybrid/Battery ECU for the Toyota
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`Hybrid System ............................................................................
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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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`.......... 19
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`Hybrid Power Unit Development for FIAT MULTIPLA Vehicle ......
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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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`.......... 29
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`The Development of a Simulation Software Tool for Evaluating
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`Advanced Powertrain Solutions and New Technology Vehicles..
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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 ............................................
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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 ...............................
`Rob Adams
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`Derwent Information
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`An Electric Vehicle with Racing Speeds .....................................
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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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`.......... 37
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`.......... 43
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`.......... 53
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`.......... 59
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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 ........................................................................................ 65
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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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`Load Leveling Device Selection for Hybrid Electric Vehicles .............. 77
`Paul B. Koeneman and Daniel A. McAdams
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`The University of Texas at Austin
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`Simulation of Hybrid Electric Vehicles with Emphasis
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`on Fuel Economy Estimation ............................................................. 85
`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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`Validation of ADVlSOR as a Simulation Tool for a Series Hybrid
`‘ Electric Vehicle .................................................................................... 95
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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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`The Electric Automobile .................................................................... 117
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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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`The Capstone MicroTurbineTM 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 ........................................ 1 33
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`Joerg O. Abthoff, Peter Antony, and Michael Kramer and Jakob Seiler
`Daimler-Benz AG
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`Page 8 of 156
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`An Algorithm of Optimum Torque Control for Hybrid Vehicle
`
`
`980890
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`
`
`Yoshishige Ohyama
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`
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`Hitachi Car Engineering Co., Ltd.
`
`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
`
`_
`
`
`
`.___> Air mass
`
`
`A E
`
`
`
`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 1226
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`FORD 1226
`
`

`

`
`
`
`
`
`
`
`
`
`by the at: mass which Is generallyI measured he the
`air lie-nI meter.
`to central the air-fuel ralic preciaett'
`
`
`
`
`
`
`
`
`'
`i1 a].
`
`
`
`
`
`
`
`Under stratitied charge candltions. the accelerator
`
`
`
`
`
`
`
`
`pedal upening angle. rather than the 'rnlaire manifeltj
`
`
`
`
`pressure.
`is the meet
`important
`inldrrrtation fcr
`
`
`
`determining the quantity flt
`Infected iuel.
`E'iI‘L
`Information about the arnouot of hiatus air has also
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`Intpcrtance in actual engine cperatlsn 1c controt the
`
`
`
`
`aiefuet ratie NF precisely.
`
`
`
`
`
`
`
`The gear ratlc Ft is centrelled with an etectrentcatlt-
`
`
`
`
`contreIIecl
`transmission
`[TE-IE}. The
`command
`
`
`
`
`electrcnlcs ler an elastriealltr excited strnmreccus
`
`
`
`
`
`
`driue can he easity aetanuotishedtn the case at a
`
`
`
`
`
`synchronous dritre. an irrrertar presides cptlmat
`central of rotor excitation. atatcr current amotitude i.
`
`
`
`
`
`
`
`
`
`
`
`
`
`and states current phase.
`it pee-at
`inverter with
`
`
`
`
`
`insulated gate hipster
`transistcra transtcrms the
`
`
`
`
`
`
`
`
`
`battery scltage inte the retallng wattage system for the
`
`
`
`
`
`
`meter driving at the electric machine. An additimei
`
`
`
`
`
`
`
`
`
`chopper castrate the DC. current icr the rates. Then.
`
`
`
`
`
`
`
`the driii'etratn eulput tcrgue is obtained. which is equal
`
`
`
`
`
`
`
`
`to the target torque T if there are neither eelmlation
`not central errcrs.
`
`
`
`
`2.3 Air-teat ratio central
`
`
`
`
`
`
`
`
`
`
`
`the cituetrain
`es. the target terms T increases.
`switched from the electric machine tn the engine. The
`
`
`
`
`
`
`
`
`
`fuel mass F. air mass a er the engine and the electric
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`current tare changed stepwise.
`
`
`
`
`
`
`
`
`
`The air mass and tuet mass at the engine are
`
`
`
`
`
`
`
`
`changed treguentttr as the target teraus changes. The
`
`
`
`
`
`
`
`
`air-fuel ratio must he centrelted during the transient
`
`
`
`
`
`
`
`candllicna pireclaelt.r tc reduce exhaust en‘iisslune and
`
`
`
`
`tango-sue tl'lueahilltti.
`It was determined that
`the
`
`
`
`
`
`
`treluntetr‘ic etllcienctr {hiring and immediately fallen-leg
`
`
`
`
`
`
`
`
`a transient. at any engine temperature. was not e-astal
`
`
`
`
`
`
`
`tc the steedteatete value. The transient ii't:ilurne|:ric
`
`
`
`
`
`
`
`
`eilicienetl was tsund ta he as iarge as tilde different
`
`
`
`
`
`
`
`foam the steady-state value. The uclumetrlc efficiency
`
`
`
`
`
`
`
`Is dependent upart instantaneous cylinder wall and
`
`
`
`
`
`
`
`
`
`value temperature. Te centrct the the alr—Iuat ratie NF
`
`
`
`
`
`during transients accurateitr.
`the engine eontt'eller
`
`
`
`
`
`needs precise predicticne cr measurements at the
`
`
`
`
`
`
`
`
`amcunt cf intake air. and the amount of fuel injected
`
`
`
`
`
`
`that 1.I.rit| gs directly- inrct'linder [1:1].
`
`
`
`
`
`
`
`
`The intake system at the engine is equipped with a
`
`
`
`
`
`
`cornprsescr fer aupert‘harglng and an exhaust gas
`
`
`
`
`
`
`
`recycle system, as she-an in Figure 3- Wt. we. We,
`
`
`
`
`
`
`
`
`
`
`
`
`Wit. Wr. and We are the air cr gas mass tie-er rate at
`
`
`
`
`
`the upstream threttle value. at
`the millet at
`the
`
`
`
`
`
`
`eempressor. at the bypass trahre. at the deenstreant
`
`
`
`
`
`
`
`
`threttle ital-re. atthe exhaust gas restricts Helms. end at
`
`
`
`
`Intalie part
`at
`the engine.
`rfipeotieeltr.
`tn
`
`
`
`
`
`
`
`
`ecnuentlcnai engine control systems. the air flew intci
`
`
`
`
`
`the cylinders sheald he predicted based on the
`
`
`
`
`
`
`
`monument at the threttie plate [12}. The air intake
`
`
`
`
`
`
`preeess is mandated thrcugh the maniteld abuselute
`
`
`
`
`
`
`
`pressure chaenrer medel. The observer is based so
`
`
`
`
`
`
`
`the aflimated thrcttle cpening [12]- thl't stratified
`
`the
`
`Elsness salve
`
`
`
`flew meter
`'r
`
`
`
`
`
`
`
`
`Enigtr'ie
`
`
`
`
`Intalfe tnanifeld
`
`
`
`
`
`
`
`|
`
`It3cn1|:i1'essr:ut
`
`
`
`Threttie traliie
`
`
`
`
`
`
`
`
`Fig. 3 Intatte sirstent
`
`
`
`Page 11 of 156
`Page 11 of 156
`
`FORD 1226
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`H lntercheler
`l
`
`
`Threttle 1.iarltre
`
`
`
`Exhaust gas
`
`
`rec-fete vet-re
`
`FORD 1226
`
`

`

`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
`
`FORD 1226
`
`FORD 1226
`
`

`

`aremefir'Ef-e
`
`
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`
`
`
`
`
`
`
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`
`
`
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`
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`
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`
`
`whlah
`
`
`
`
`Is
`limited by the pressure ralie
`el
`the
`
`
`
`
`
`
`supermargen At T=243 him.
`the BER mass G is
`deereased are] the air mass A Is deuhled. |iitl'hen the
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`larget terms inmases Iurther. NF hesemes lesser
`than 15. and the air mass must he senlretied by using
`
`
`
`
`
`
`
`
`
`
`
`Ihe Ihrettie salt-e and the bypass 1retire.
`
`
`
`
`
`
`
`
`hemmes
`
`
`
`
`
`
`
`3.3 Lean hurh central by supersharglng
`
`
`
`
`
`Figures 5 Eat, “at and {st shew the simutalien
`
`
`
`
`
`
`
`
`resutts with high supermarging and lean hum- When
`
`
`
`
`
`
`
`
`
`
`the target teams is mere than T1: 511 him, the pawer
`aauree ewitehed Irem the e-tsetrlr: machine re the
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`engine. When the air mass ratle MAD hesemes mere
`
`
`
`
`
`
`
`, the emereharee starts.
`the air mass reh'e
`than t
`
`
`
`
`
`
`
`MAD is finally deuhied. In Figure 51st. at T=Eti| him.
`
`
`
`
`the supercharger starts simultaneeusiy with the
`
`
`
`
`
`swltei'ling Ie the engine. When the target
`tereue
`
`
`
`
`
`
`hemmes higher than T2. The air-Fuel
`ratie NF
`
`
`
`than 4D.
`figure
`5th}.
`the
`lewer
`in
`
`
`
`
`
`
`
`supercharger starts at T- TE Net. The sir-fuel ralia
`
`
`
`
`
`
`
`
`
`NF is increased teens-arena.I trern 21} he 4e. When the
`
`
`
`
`target
`terque heeemes T3.
`the all
`rnass A Is
`
`
`
`
`
`
`
`
`decreased by decreasing the eh'rfuei ratie tram 2t] ta
`
`
`
`
`
`
`
`
`15 step'rrise .wllheul passing inte the high hiteregen
`
`
`
`stride eihtesinn regien.
`
`
`Figure
`5
`[e]
`sherre
`the
`resert with
`high
`
`
`
`
`
`supersherging when pressure Is pnntrelled by the
`
`
`
`
`
`
`
`
`
`lay-ease trahre preperllenelty te keep the sir-fuel ralie at
`
`
`
`
`
`
`
`
`
`
`15. Iwither] the target tercpJe heeenies T2, the air mass
`
`
`
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`Is decreased stighlhr le decrease the sir-fuel retin
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`Irern 24} he 15 hr aentrelling the threttie valve. When
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`the target tergue inane—ease further, the supercharger
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`starts. again and the pressure is eentrelted by the
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`bypass waive.
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` 3.4 firtteeth gear shift with either:
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`central
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`Figuree E tat-tdj shew the results Iwhen
`Ihe gear
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`is shifted from 4th ta 2nd at the target lprques are
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`Tg-IIJD Net,
`ti'D Mm, 333 him. and see Mm.
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`respectively. The engine mus must he changed
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`simultaneeuely, as that the eutput tereue remains the
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`same during the ante epsratten. The engine terms is
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`eentrelled he defleefing the mess er luel. The air
`mass and EGH mass are decreased slrrmitaneeusiy
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`to keep the sir-ins] ratie al 15 and EEFI ratle at sees
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`The air mass is eentreilee Err epehlng arid teasing the
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`Fig. 5 Fuel main ELI: mull A and. HAS-fl male G
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`venue target Marque T
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`threttie valve and the bypass trahre. When the target
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`teams heeemee higar than T3 {Figures E [at-{Gt}. the
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`EGFI mass :3 deereasea. When the target tergue T
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`5
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`Page 13 of 156
`Page 13 Of 156
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`FORD 1226
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`FORD 1226
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`

`

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`Page 14 of 156
`Page 14 of 156
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`FORD 1226
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`FORD 1226
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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,
`the
`target
`torque T when
`the
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`supercharger '
`starts
`, becomes higher. When
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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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`5
`6
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`men Nm
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`(3) Tg= 70 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/IOO Nm
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`(b) Tg: 170 Nm
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`F/FOA/AOA/F/lO
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`7/1 00
`Nm
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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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`A/AOGv/GvOA/F/106/60
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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
`Nm
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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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`Page 15 of 156
`Page 15 of 156
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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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`FORD 1226
`
`FORD 1226
`
`

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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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`case of gasoline