POWER TRAIN CONTROL TECHNOLOGY
#1

presented by:
S.LAKSHMI NARAYANA REDDY
R.VIDYA SAGAR RAJU

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POWER TRAIN CONTROL TECHNOLOGY
ABSTRACT

This paper gives a detailed overview on air control strategies available in Continental EMS (engine management system) which directly / indirectly influence the response of a power train. Air and fuel are primary components in determining the overall performance of the engine / vehicle. Hence it is essential to have precise control of both these parameters. During combustion, at any point of time, it is necessary to inject optimum amount of fuel at the precise crank angle. Along with the injected quantity, the amount of air (fresh air + exhaust gas) should also be controlled precisely to produce the desired torque, fuel economy and emission.
INTRODUCTION
This paper is aimed at discussing some of the control strategies available in Continental EMS software as listed below:
• Combustion manager
• Gas exchange system
 Boost Pressure Controller
 Exhaust Gas Re-circulation Controller
With robust calibration, these control strategies
ensure that the vehicle/engine operates at the
highest efficiency and good reliability.
These functions have been continuously developed and evolved over time based on stringent emission demands, technology improvements and also to suit customer specific requirements.
COMBUSTION MANAGER
To keep up to the strict upcoming requirements of the emission legislation the combustion engine needs to be continuously improved and at the same time must not compromise on the costs of the Engine Control Unit (ECU).
The Engine Management System (EMS) is challenged with an increasing number of injections and combustion modes thereby increasing the cost and size of the ECU's memory and its computation time.
During the past years there was a dramatic increase in the number of engine management control modes that were applied in specific conditions. The best known example for this is the Diesel particle filter (DPF) strategy that activates the filter regeneration. The increasing
software complexity makes it absolutely necessary to create a central functionality that takes care of the prioritization and coordination. With this purpose the Combustion Manager was introduced in Continental EMS software architecture.
The combustion manager acts as a bridge between all the software strategies that need to take over the control of the injection system and the strategies that manage the combustion parameter calculation.
Another issue in an EMS with an increasing number of combustion modes is the fast-growing ROM consumption due to the high number of calibration tables required by the calibration engineers.
In the combustion management strategy, the calibration tables are not assigned prior to a defined combustion mode and injection but give the flexibility to the calibration engineer to page link the available tables to a defined physical event (e.g. first pilot injection in DPF regeneration mode) thereby allowing the reuse of tables across injections or even across combustion modes.
In summary, the flexibility provided by the centralized combustion management and a suitable calibration allows the future combustion targets to be reached without compromising the ECU resources.
CENTRALIZED COMBUSTION MANAGEMENT
The main requirements for the development were defined as follows:
• Centralized combustion management
• Flexible number of injections
• Flexible number of combustion modes
• Flexible calibration structure
• Common calibration architecture for all
combustion set points.
Figure 1 schematically illustrates the architecture of the combustion related strategies in a diesel common rail EMS. The main inputs of the combustion management strategy are torque request from the driver and the combustion modes requested from external managers. The main outputs of the combustion management strategy are the individual combustion set points that are inputs to the strategies controlling the actuators.
As an example: the DPF manager decides the event when particle filter regeneration is necessary and then sends a request to the combustion management strategy to initiate the DPF regeneration mode. The combustion management strategy in turn will command the actuators to perform the DPF regeneration. The nature and the number and of the external managers are dependent on the system components and the final Original Equipment Manufacturer (OEM). The general trend of the number of such external managers increases along with the emission legislation. Depending on the external manager strategy, one or more combustion modes are assigned. In general a combustion mode can be understood as a specific combustion target (e.g. start the engine, heat up the DPF filter, regenerate
the DPF filter, etc.)
The 'combustion manager' was introduced as a central coordination strategy in the EMS (see Figure 2). The strategy takes care of mode request prioritization and controls the transitions between combustion modes.
The combustion manager acts as a bridge between the external managers and the individual combustion set point strategies thus giving the flexibility to develop a generic combustion set point strategy that is independent of the external environment of the combustion management strategy. The main functional blocks of the combustion manager are shown in Figure 3 comprising the following features:
COMBUSTION MODE REQUEST PRIORITIZATION - As the external managers are independent from one another, several modes could be requested simultaneously at a given time. On the other hand only one combustion mode can be performed at a given time due to the consumption of high calibration effort and CPU resources required to process the several combinations of mode requests. In case that two or more modes are requested simultaneously a prioritization routine selects one of them and discards the rest. If required, an acknowledgement of the selected mode is sent to the external managers.
COMBUSTION MODE TRANSITION COORDINATION
The combustion management strategy commands individual combustion set points for three independent systems within the engine:
• Injectors
• Rail pressure system actuators
• Air path actuators
It is possible to calibrate separately the transition & delay times for each combustion set point (see Figure 4).
In the above example, the air path (MAF) has a very slow ramp transition. The rail pressure (PFU) has a delayed & ramp transition, whereas the fuel mass & start of injection (MF, SOI) have very large delay & ramp transition.
The factor is calculated from the delay & transition time calibrated for each combustion set point at various combustion modes.
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