Mimo Control for Automotive Coldstart

MIMO CONTROL FOR AUTOMOTIVE COLDSTART Pannag R. Sanketi ∗,1 J.Carlos Zavala ∗ M.Wilcutts ∗ T.Kaga ∗∗ J. K. Hedrick ∗ ∗ Vehicle Dynamics and Control Laboratory, Etcheverry Hall, University of California, Berkeley, USA- 94720 ∗∗ Toyota Technical Center U.S.A., Inc. Berkeley Laboratory, Tech. Research Dept. Abstract: The problem of controlling combustion engine emissions during the coldstart period is addressed by designing a MIMO sliding mode controller. The task of the controller is to track a given set of desired profiles of engine-out hydrocarbon emissions and catalyst temperature using spark timing and fuel injection rate as the inputs. This is an important step in solving the coldstart problem. The throttle is not used as a control input. Different profiles of desired engine-out hydrocarbons and catalyst temperatures are used to analyze the coldstart problem. Simulation results indicate that the controller tracks the desired profiles as long as the inputs are not saturated. The controller presented here could be used as a tool to investigate the optimal input profiles. Experiments are being carried out to validate the simulations. Submitted to Fifth IFAC Symposium on Advances in Automotive Control Keywords: Coldstart, Model Based Control, MIMO Sliding control 1. INTRODUCTION It is well known that during the coldstart period of a combustion engine, a large percentage of total cumulative hydrocarbon emissions are produced. Previous approaches to the problem can be broadly classified into two categories. One of them consists of changing the physical capabilities of the subsystems to reduce the emissions. For instance in (Nishizawa et al. 2000), new technologies are presented to achieve the SULEV (Super Ultra Low Emissions Vehicle) standards for an automotive engine: high velocity air and high swirl combustion, super low-heat mass substrate catalyst, two-stage high efficiency HC trap catalyst system and triple sensor highly accurate air-fuel ratio control system. In (Tanaka et al. 2001), a catalyst 1 [email protected] that reacts to the environment is presented. The second category considers the features of the plant as fixed and seeks strategies in which the control system can improve the emissions reduction performance of the engine. For instance, in (Fischer and Brereton 1997), the different strategies investigated to minimize HC emissions consist of finding optimal settings in the fuel injection pattern (single versus dual fuel injection pulse), the use of air-assisted fuel injection, and changes in the fuel injection mode (open intake valve injection versus closed intake valve injection). In (Arsie et al. 1998), models are developed to reduce the uncertainty in the prediction of emissions and improve the controller performance. Other efforts focus in reducing emissions by improving both aspects of the engine performance: changes in hardware and changes in control algorithms. In (Kaiser et al. 1998) and (Alkidas and Drews 1996), hydrocarbon emissions are compared with different setups for fuel preparation. Coldstart controllers with various control inputs have been developed, though exhaust gas temperature, ignition timing and air-fuel ratio (AFR) continue to be used the most. Many of these try to optimize the trade-off between reducing the raw emissions and achieving a faster catalyst light-off. Refer to the following for related information (Aquino 1981),(Sun and Sivashankar 1998), (Souder and Hedrick 2004), (Tseng and Cheng 1999), (Shaw and Hedrick 2003) (Sanketi et al. 2005), (Baotic et al. 2003). (Tunestal et al. 1999) and (Lee et al. 2001) have used incylinder pressure measurement for control and estimation purposes. Hybrid automata have also been used in modeling and control, for example in (Sanketi et al. 2006) and (Giorgetti et al. 2005). In this paper, it is assumed that the physical features of the engine components are fixed. We focus in designing controllers that track engineout hydrocarbon emissions (HCraw ) and catalyst temperature (Tcat ). The models for HCraw , exhaust temperature (Texh ) and Tcat are presented in another paper submitted to this symposium. The controller has a three-tier architecture: (i) Topmost is a Tcat dynamic surface controller that uses Texh as the control input. (ii) At next level is a MIMO (2 output, 2 input) sliding mode controller that achieves desired profiles of Texh and HCraw using AF R and spark timing (∆) as inputs. (iii) finally an AF R dynamic surface controller that uses the fuel injection rate (ṁf c ) as the control input. See Fig. 1. First, different profiles of desired catalyst temperature and engine-out HC emissions based upon typical coldstart experimental data are tracked. Furthermore, the total tailpipe HC emissions in different cases and the feasibility of the control inputs are used as parameters to investigate the minimization of coldstart emissions. Fig. 1. The controller architecture Overall strategy is driven by the Texh and HCraw models. Each of these, as described in (?), depends on both ∆ and AF R. Together, these form a good platform for a MIMO control design. To start with, profiles of Tcat and HCraw as given by typical coldstart experimental data are chosen as the desired profiles to be tracked. From the catalyst model, we know that Tcat depends mainly on Texh . So we use the principle of dynamic surface controller, where Texh is set such that the desired Tcat is achieved. Next in the hierarchy is a MIMO (2 inputs and 2 outputs) controller which uses the spark timing and the AF R to control the raw HC and Texh . Then, the desired AF R is obtained through dynamic surface controller by using fuel injection rate as the input. 2.2 Catalyst Temperature Control Catalyst temperature is mainly dependent on Texh . Using dynamic surface control, we control Tcat treating Texh as a synthetic input. We define a sliding surface equal to the difference between the actual and desired value of Tcat . S1 = Tcat − Tcat,d (1) Ṡ1 = Ṫcat − Ṫcat,d 2. CONTROLLER 2.1 Control Algorithm The main idea in the control algorithm presented here is the combined use of the catalyst and the engine models. The inputs to the engine to reduce tailpipe emissions are determined using dynamic surface and MIMO sliding controllers. MIMO Sliding mode control laws are developed for Texh and engine exhaust hydrocarbons HCraw . Control laws are also developed for Tcat and the AF R. The control architecture is shown in the Figure 1. Substitute for the dynamics of Tcat from (?). We get, Q̇gen + Q̇in − Q̇out − Q̇evap − Ṫcat,d mCv + M C Treating Texh as the input, design the control law to obtain Ṡ1 = Ṡ1 = −λ1 S1 where λ1 is a positive gain. This leads to T̄exh = (Ṫcat,d − λ1 S1 )(mCv + M C) + ṁexh Cp −Q̇gen + Q̇out + Q̇evap + ṁexh Cp Ttp ṁexh Cp (2) where T̄exh is the synthetic input. To track the desired value of the synthetic input, we need to find its derivative, which can lead to too many terms called the ”explosion of terms” problem. Also, the term T̄exh may include uncertainties which can lead to problems on differentiation. Hence, the desired value of Texh to be tracked is found by passing the synthetic input through a low-pass filter so that explosion of terms and taking unknown derivatives is avoided. That is the basic principle of dynamic surface control. τT Ṫexh,d + Texh,d = T̄exh (3) Then, we use a MIMO sliding control design to achieve the desired profiles of exhaust gas temperature and raw HC using spark timing ∆ and AF R as inputs. where λ1 is a positive gain. Using (6) and (8) together with the description of the fuel dynamics as given in (Sanketi et al. 2006), we get, ǫm̈f c + 1 1 ṁf c − ṁf o − m̈f o,d = −λ2 S2 (8) τf τf and expanding the term ṁf o,d gives the equation for the control input m̈f c + 1 1 m̈ao 1 ṁf c = ṁf o + ( + (9) ǫτf ǫτf ǫ AF Rd ṁao ˙ d ) − λ2 S2 ARF AF Rd2 As in the case of Tcat control, AF Rd is obtained by passing the synthetic input AF¯ R through a lowpass filter so that explosion of terms and taking unknown derivatives is avoided. τAF R AF˙ Rd + AF Rd = AF¯ Rd 2.3 MIMO control We define a vector of sliding surfaces as follows: i hs i hT exh − Texh,d (4) S= 1 = HCraw − HCraw,d s2 The Texh,d profile is obtained from the Tcat,d as described in the previous subsection. Differentiating, and using the dynamics of Texh and HCraw , we set AF R and ∆ to obtain h i ṡ Ṡ = 1 = −KS (5) ṡ2 where, K ∈ R2x2 , the gain on the MIMO control, is strictly a positive definite matrix. This will yield the desired profiles of AF R and ∆. The outputs HCraw and Texh are coupled. These are two competing objectives playing an important role in the reduction of tailpipe emissions. It is important to choose a non-diagonal gain so that the coupling between the two outputs is not overlooked. If a diagonal matrix is chosen, it will be equivalent to two SISO sliding controllers. 2.4 AFR Control To track the desired AFR, instead of defining a sliding surface on the AFR signal, it is more convenient to define a sliding surface on the fuel flow rate, as follows S2 = ṁf o − ṁf o,d with (6) ṁao (7) AF Rd where AF Rd is the desired AFR and ṁao is the manifold out air flow rate. The commanded fuel flow is used as the input to obtain ṁf o,d = Ṡ2 = −λ2 S2 (10) 2.5 Notes on the controller A nominal throttle profile during the coldstart is treated as an exogenous input to the system. Also, for the case of our analysis, the control input space was considered constant, whereas in practice it is dependent on the operating point. The main sensors required for the controller implementation are the HC analyzer, a linear AFR sensor, exhaust and catalyst temperature sensors. Although, all the results presented in Section 3 are simulations, the inputs to the controller are based on experimental data. Also, it is assumed that a full state feedback is available. Given HC and Texh sensors, it is easy to implement the observers for the states. Currently, the possibility of estimating HC, AF R and Texh using in-cylinder pressure measurements is being investigated. Regarding the desired profiles, it should be noted that it is not verified if the profiles of HCraw,d and Tcat,d used in this paper are the optimal ones for coldtart purposes. However, they provide a basis for analysis of optimality. 3. RESULTS AND DISCUSSION Various sets of desired profiles of catalyst temperature (Tcat,d ) and raw HC (HCraw,d ) are proposed to be tracked by the controller. The desired profiles cannot be chosen arbitrarily since there are physical constraints on the system. For example, Tcat will always have a plateau, because of the evaporation effect inside the catalyst. Similarly, the initial peak in the HCraw cannot be completely wiped out because that will risk stalling −4 x 10 12000 HC raw HC raw desired dmfc [k/s] 10 10000 5 8000 HC [ppm] 0 10 20 30 40 50 60 70 80 6000 Delta [deg ATDC] 10 4000 2000 0 0 case 1 case 2 case 3 case 4 −10 −20 −30 0 10 20 30 40 50 60 70 80 90 Fig. 2. HCraw profiles (model and desired)- Run 1 10 20 30 40 50 Time [s] 60 70 80 Fig. 4. Fuel injection rate and Spark timing Run 1 800 0.4 Tcat [C] 400 case 1 200 0 HCcum [g] case 4 600 Tcat Tcat Desired 0 10 20 30 40 50 60 70 80 0.3 case 1 case 2 case 3 case 4 0.2 0.1 90 0 0 10 20 30 40 50 60 70 80 90 600 16 case 1 15 AFR Texh [C] case 4 400 200 Texh Texh Desired 0 10 20 30 40 50 Time [s] 60 70 80 13 12 11 90 Fig. 3. Tcat and Texh profiles (model and desired)Run 1 the engine. Initially, those profiles were taken from experimental results of a typical coldstart run. The profiles were then modified to achieve a wider set of desired values. In this section, all the figures contain plots of a set of cases, which are grouped into runs. Where the plots show a single line, it means all the cases of the same run resulted in the same curve for that variable. 0 10 20 30 40 50 Time [s] 60 70 80 Fig. 5. Cumulative tailpipe HC and AFR- Run 1 1 0.9 case 1 case 2 case 3 case 4 0.8 0.7 0.6 Eta HC 0 case 1 case 2 case 3 case 4 14 0.5 0.4 Figures 2 and 3 show the first set of desired profiles, HCraw,d and Tcat,d . HCraw,d desired was taken from a typical HCraw coldstart profile. The corresponding Tcat,d profile was offset by constants between -40C and 100C to obtain different Tcat,d profiles. It should be noted that since the throttle position was treated as an exogenous input, the range of viable Tcat profiles was such that some of the Tcat,d profiles could not be tracked. Note in Fig. 4 that the required ṁf c was practically the same for different Tcat,d , however different profiles of ∆spark were generated by the controller. The inputs show the expected trends. Different lightoff times (Fig. 6) meant different cumulative HC levels, as seen in Fig. 5. Simulations were also performed using different HCraw,d profiles. In this case, the profiles were 0.3 0.2 0.1 0 10 20 30 40 50 Time [s] 60 70 80 Fig. 6. Catalyst conversion efficiency- Run 1 obtained by multiplying a typical actual HCraw coldstart profile by constants between 0.3 and 2.0. Fig. 8 shows HCraw,d together with the values of HCraw given by the model. One of the desired profiles could not be tracked. The reason can be explained by the AF R profile in Fig. 11. The corresponding AF Rd reached the value of 16, which is the saturation level of AF R that we have used for the simulations. −3 1.5 8 dmfc [kg/s] Throttle A. [deg] 10 6 4 2 0 10 20 30 40 50 60 70 80 x 10 case 1 case 2 case 3 case 4 1 0.5 0 90 0 10 20 30 40 50 60 70 80 90 Delta [deg ATDC] Speed [rpm] 2500 2000 1500 1000 500 0 10 0 case 1 case 2 case 3 case 4 −10 −20 −30 0 10 20 30 40 50 Time [s] 60 70 80 90 Fig. 7. Throttle angle and engine RPM- Run 1 0 10 20 30 40 50 Time [s] 60 70 80 Fig. 10. Fuel injection rate and Spark timing Run 2 4 2.5 x 10 HC raw HC raw desired 1.5 HC [ppm] HCcum [g] 2 1.5 case 1 case 2 case 3 case 4 1 0.5 0 0 10 20 30 40 50 60 70 80 90 1 16 0.5 AFR case 4 0 10 20 30 40 50 60 70 80 case 1 case 2 case 3 case 4 12 case 1 0 14 90 10 0 Fig. 8. HCraw profiles (model and desired)- Run 2 10 20 30 40 50 Time [s] 60 70 80 Fig. 11. Cumulative tailpipe HC and AFR- Run 2 600 1 Tcat [C] case 1 400 0.9 case 4 0.8 200 Tcat Tcat Desired 0 10 20 30 40 50 600 60 70 80 0.7 90 0.6 Eta HC 0 case 1 case 1 case 2 case 3 case 4 0.5 Texh [C] 0.4 case case 44 400 0.3 0.2 200 Texh Texh Desired 0 0 10 20 30 40 50 Time [s] 60 70 80 0.1 90 Fig. 9. Tcat and Texh profiles (model and desired)Run 2 Note in Fig. 11 the different levels of cumulative HCraw reached by different simulations. Three of them are almost constant after 30s, however one of them still increases till about 60s. The catalyst efficiency shown in Fig. 12 explains this behavior , where one of the curves of efficiency drops below 50% between 30s and 60s. Further, a combination of different profiles of Tcat,d and HCraw,d was simulated. The results for Tcat and HCraw are shown in Fig. 13. The fuel injection rate, spark 10 20 30 40 50 Time [s] 60 70 80 90 Fig. 12. Catalyst conversion efficiency- Run 2 timing, cumulative tailpipe HC and AF R are shown in Figures 14 and 15. Observe that the HCraw,d profiles can be tracked well, however one of the Tcat profiles cannot be tracked properly. This is due to the nature of the desired profiles and the value of the exogenous input. A higher HCraw needs the AF R to be maintained rich and a retarded spark. Under such a scenario, Tcat cannot be maintained as low as you want. This basically illustrates the trade-off during coldstart. Also note 1 case 3 0.9 400 case 1 case 1 case 2 case 3 0.8 200 Tcat Tcat Desired 0 0 10 20 30 40 50 60 70 0.7 80 Eta HC Tcat [C] 600 0.6 0.5 0.4 HC [ppm] 15000 0.3 HC raw HC raw desired 10000 5000 0.2 case 3 0.1 0 case 1 10 20 30 40 50 60 70 80 0 90 Fig. 13. Catalyst temperature and HC emissions (model and desired)- Run 3 0 20 30 40 50 Time [s] 60 70 80 Fig. 16. Catalyst conversion efficiency- Run 3 12 −4 Throttle A. [deg] x 10 case 1 case 2 case 3 10 dmfc [kg/s] 10 5 8 6 4 2 0 10 20 30 40 50 60 70 case 1 case 2 case 3 10 0 10 20 30 40 50 60 70 80 90 80 Speed [rpm] Delta [deg ATDC] 4000 case 1 case 2 case 3 10 0 −10 case 1 case 2 case 3 3000 2000 1000 −20 0 −30 10 20 30 40 50 Time [s] 60 70 80 Fig. 14. Fuel injection rate and Spark timing Run 3 0.5 case 1 case 2 case 3 HCcum [g] 0.4 0.3 0.2 0.1 0 0 10 20 30 40 50 60 70 AFR 16 80 90 case 1 case 2 case 3 14 12 10 0 10 20 30 40 50 Time [s] 60 70 80 90 Fig. 15. Cumulative tailpipe HC and AFR- Run 3 that even though the catalyst conversion efficiency ηc (shown in Fig. 16) for case 1 reaches 1 at around 30s, the total cumulative HC are less than for that case 3, where ηc reaches 1 in about 15s. The reason is the difference in HCraw emissions level. Simulations were also performed with different throttle angle profiles, as shown in Fig. 17. The profiles were obtained by multiplying three different factors (0.7, 1.0 and 1.3) to a typical cold- 0 10 20 30 40 50 Time [s] 60 70 80 90 Fig. 17. Throttle angle profiles and engine speeds - Run 4 start throttle angle profile given by the ECU. The desired Tcat was chosen to be the same for the different throttle angles. As seen in Figures 18 and See Fig. 20, the system could not track the desired profile for one of the cases, viz. case 1. At low engine speed, the engine pressure is low due to which the combustion quality is low. Hence, HCraw cannot be maintained as low as desired and Tcat cannot be increased as fast as desired. The low Tcat affects adversely ηc , as seen in Fig. 19. In another set of experiments (Run 5), different constant profiles for the accessory torque were used as disturbances during the system simulations. The values of the accessory torque were between 10 and 70 N-m The throttle and engine speeds are shown in Fig. 21. The desired Tcat and Texh were the same for all different cases of the simulation. However in one of them the desired profiles could not be achieved, mainly due to the low values of crankshaft speed for that case. See Fig. 22 The degradation in the HCtp emissions can be observed in Fig. 23 and Fig. 24. The performance in case 3 is related to the low values of ηc . This case has the largest accessory torque (70 N-m). 600 10 Throttle A. [deg] Tcat [C] case 3 400 case 1 200 Tcat Tcat Desired 0 0 10 20 30 40 50 60 70 80 800 400 Speed [rpm] Texh [C] 4 0 10 20 30 40 50 60 70 80 90 2500 case 3 600 case 1 200 0 6 2 90 case 1 case 2 case 3 8 1500 1000 Texh Texh Desired 0 10 20 30 40 50 Time [s] 60 70 80 case 1 case 2 case 3 2000 500 0 90 Fig. 18. Catalyst and exhaust temperature profiles (model and desired)- Run 4 0 10 20 30 40 50 Time [s] 60 70 80 90 Fig. 21. Throttle angle profiles and engine speeds - Run 5 600 case 1 Tcat [C] HCcum [g] 0.3 0.2 case 1 case 2 case 3 0.1 400 case 3 200 Tcat Tcat Desired 0 0 10 20 30 40 50 60 70 80 90 0 10 20 30 40 50 60 70 80 90 600 case 1 1 Texh [C] Eta HC 0.8 case 1 case 2 case 3 0.6 0.4 0.2 case 3 200 Texh Texh Desired 0 0 10 20 30 40 50 Time [s] 60 70 80 Fig. 19. Cumulative HC emissions and Catalyst conversion efficiency- Run 4 0 10 20 30 40 50 Time [s] 60 70 80 90 Fig. 22. Catalyst and exhaust temperature profiles (model and desired)- Run 5 0.8 12000 HCcum [g] HC raw HC raw desired 10000 case 1 case 2 case 3 0.6 0.4 0.2 8000 HC [ppm] 400 0 0 10 20 30 40 50 60 70 80 90 6000 1 4000 Eta HC case 1 2000 0.6 0.4 0.2 case 3 0 case 1 case 2 case 3 0.8 0 0 10 20 30 40 50 60 70 80 90 10 20 30 40 50 Time [s] 60 70 80 Fig. 20. HCraw,d and HCraw (model and desired)Run 4 Fig. 23. Cumulative HC emissions and Catalyst conversion efficiency- Run 5 4. CONCLUSIONS DSC AF R controller. Simulations are performed using typical coldstart HCraw and Tcat profiles as initial tracking references for the controller. The desired HCraw and Tcat were modified from their respective initial profiles and the changes in tailpipe emissions (HCtp ) were analyzed. The tradeoff of fast light-off vs. low HCtp was evident when several combinations of desired HCraw A coldstart controller with three components was designed. The first component is a DSC (dynamic surface control) controller which tracks a desired Tcat profile . The second is a MIMO (multiple input-multiple output) sliding mode controller that tracks HCraw and Texh . The third one is a 12000 HC raw HC raw desired 10000 HC [ppm] 8000 6000 case 3 4000 2000 case 1 0 0 10 20 30 40 50 60 70 80 90 Fig. 24. HCraw,d and HCraw (model and desired)Run 5 profiles with desired Tcat were used. Simulations with external disturbances in the throttle angle and accessory torque showed some degradation in the performance of the controller. In all the cases, changes in the desired HCraw seemed to have a larger effect on tailpipe emissions than the changes in the desired Tcat . At this time, experiments are being carried out to validate the results of simulations. Also, methods are being analyzed to approach the problem of the optimization of the system. The use of the actual allowed ranges of control inputs represent an aspect of the optimization problem, too. In practice, the control input space is dependent on the operating point. For the case of our simulations, for ease of analysis, it was considered constant. The controller was designed based on the engine model presented in another paper submitted to this symposium. 5. ACKNOWLEDGEMENTS Authors acknowledge the financial support provided by CONACYT (Consejo Nacional de Ciencia y Tecnologı́a de Mexico) and by the Center for Hybrid and Embedded Software Systems (CHESS) at UC Berkeley, which receives support from the National Science Foundation (NSF award #CCR-0225610), the State of California Micro Program, and the following companies: Agilent, Bosch, DGIST, General Motors, Hewlett Packard, Infineon, Microsoft, National Instruments, and Toyota. REFERENCES Alkidas, A.C. and R.J. Drews (1996). Effects of mixture preparation on hc emissions of a s.i. engine operating under steady-state cold conditions. SAE Technical Paper 961958. Aquino, C.F. (1981). Transient a/f control characteristics of the 5 liter central fuel injection engine. SAE 810494. Arsie, I., C. Pianese and G. Rizzo (1998). Models for the prediction of performance and emissions in a spark ignition engine - a sequentially structured approach. SAE Technical Paper 980779. Baotic, M., M. Vasak, M. 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