Browse Topic: Electronic throttle control
ABSTRACT Embedded systems are becoming increasingly complex and more distributed. Cost and quality requirements necessitate reuse of the functional software components for multiple deployment architectures. An important step is the allocation of software components to hardware. During this process the differences between the hardware and application software architectures must be reconciled. In this paper we discuss an architecture driven approach involving model-based techniques to resolve these differences and integrate hardware and software components. The system architecture serves as the underpinning based on which distributed real-time components can be generated. Generation of various embedded system architectures using the same functional architecture is discussed. The approach leverages the following technologies – IME (Integrated Modeling Environment), the SAE AADL (Architecture Analysis and Design Language), and Ocarina. The approach is illustrated using the electronic
In this paper, the Artificial Neural Network (ANN) control strategy based on the Nonlinear Auto Regressive Moving Average-Level 2 (NARMA-L2) technique has been used for tracking control of an electronic throttle body. The NARMA-L2 nonlinear plant model is first identified offline by training using a set of input-output data pairs measured at different operating conditions. This data was collected from an actual operation of the throttle body running in a closed-loop control system on a prototype vehicle. The identified NARMA-L2 plant model was then inverted and used to force the throttle output position to approximately track any reference inputs with multiple set-point changes at different operating conditions. The NARMA-L2 model was reconfigured to be an equivalent model of a feed-forward controller that can cancel not only the actual dynamic behavior of the throttle body but also the nonlinearity effects. This type of controller has great potential to overcome the difficulty of
The development of intelligent transportation improves road efficiency, reduces automobile energy consumption, and improves driving safety. The core of intelligent transportation is the two-way information interaction between vehicles and the road environment. At present, road environmental information can flow to the vehicle, while the vehicle’s information rarely flows to the outside world. The electronic throttle and electronic braking systems of some vehicles use sensors to get the state of the accelerator and brake pedal, which can be transmitted to the outside environment through technologies such as the Internet of Vehicles. But the Internet of Vehicles technology has not been widely used, and it relies on signal sources, which is a passive way of information acquisition. In this paper, an active identification method is proposed to get the vehicle pedal on-off state as well as the driver’s operation behavior through existing traffic facilities. The research object is the
Electronic throttle body (ETB) is commonly employed in an intake manifold of a spark ignition engine to vary the airflow quantity by adjusting the throttle valve in it. The actual position of the throttle valve is measured by means of a dual throttle position sensor (TPS) and the signal is feedback into the control unit for accomplishing the closed loop control in order handle the nonlinearities due to friction, limp-home position, aging, parameter variations. This work aims presents a neural networks based novel virtual sensor for the estimation of throttle valve position in the electronic throttle body. Proposed neural network model estimates the actual throttle position using three inputs such as reference throttle angle, angular error and the motor current. In the present work, the dynamic model of the electronic throttle body is used to calculate the current consumed by the motor for corresponding throttle valve movement. Proposed virtual sensor is tested for the sinusoidal and
This SAE Recommended Practice is intended to provide the minimum acceptable criteria for snowmobile hand throttle control systems. This recommendation is not intended to cover competition vehicles, nor is it intended to limit development of new and/or improved technology in controls. Although these recommendations are primarily addressed to hand-control systems using an outer flexible conduit with a multiple strand inner cable, the basic requirements of freedom of movement, strength, material, etc., will apply to any system
The introduction of new emission legislation and the demand of increased power for small two-wheelers lead to an increase of technical requirements. Especially for single cylinder engines with high compression ratio the transient behavior close to idling is challenging. The demand for two-wheeler specific responsiveness of the vehicle requires low overall rotational inertia as well as small intake manifold volumes. The combination with high compression ratio can lead to a stalling of the engine if the throttle opens and closes very quickly in idle operation. The fast opening and closing of the throttle is called a throttle blip. Fast, in this context, means that the blipping event can occur in one to two working cycles. Previous work was focused on the development of a procedure to apply reproducible blipping events to a vehicle in order to derive a deeper physical understanding of the stalling events. The corresponding investigations were performed on a motorcycle with a mechanical
Electronic throttle control is extensively preferred to vary the air intake in the engine manifold for regulating the torque in order to obtain the better vehicle response, high performance in terms of improving the fuel economy and trim down the emissions of the spark ignition engines. For such type of the engine control systems the throttle angle is estimation is accomplished either by pedal follower or torque based method. This work aims to develop a throttle opening angle estimation strategy in a closed loop manner using fuzzy logic approach by considering real time internal system and driver torque demands for controlling the SI engine. In present work the torque demand from internal system such as catalyst heating, cold start assist and battery voltage compensation is estimated using fuzzy logic strategy. Such intelligent system aims to replace the lookup tables associated with those systems and reduces the calibration effort. For the estimated throttle angle the electronic
The current document is a part of an effort of the Active Safety Systems Committee, Active Safety Systems Sensors Task Force whose objectives are to: a Identify the functionality and performance you could expect from active safety sensors b Establish a basic understanding of how sensors work c Establish a basic understanding of how sensors can be tested d Describe an exemplar set of acceptable requirements and tests associated with each technology e Describe the key requirements/functionality for the test targets f Describe the unique characteristics of the targets or tests This document will cover items (a) and (b
CNG has recently seen increased penetration within the automotive industry. Due to recent sanctions on diesel fuelled vehicles, manufactures have again shifted their attention to natural gas as a suitable alternative. Turbocharging of SI engines has seen widespread application due to its benefit in terms of engine downsizing and increasing engine performance [1]. This paper discusses the methodology involved in development of a multi cylinder turbocharged natural gas engine from an existing diesel engine. Various parameters such as valve timing, intake volume, runner length, etc. were studied using 1D simulation tool GT power and based on their results an optimized configuration was selected and a proto engine was built. Electronic throttle body was used to give better transient performance and emission control. Turbocharger selection and its location plays a critical role. Turbocharger Wastegate actuator trials were conducted to select optimum actuator to restrict boost enough to meet
Range Extended Electric Vehicles (REEVs) are gaining popularity due to their simplicity, reduced emissions and fuel consumption when compared to parallel or series/parallel hybrid vehicles. The range extender internal combustion engine (ICE) can be optimised to a number of steady state points which offers significant improvement in overall exhaust emissions. One of the key challenges in such vehicles is to reduce the overall powertrain costs, and OEMs providing REEVs such as the BMW i3 have included the range extender as an optional extra due to increasing costs on the overall vehicle price. This paper discusses the development of a low cost Auxiliary Power Unit (APU) of c.25 kW for a range extender application utilising a 624 cc two cylinder automotive gasoline engine. Changes to the base engine are limited to those required for range extender development purposes and include prototype control system, electronic throttle, redesigned manifolds and calibration on European grade fuel
An applicable and comprehensive control strategy of a natural gas/diesel dual fuel engine is presented in this paper. The dual fuel engine is converted from a conventional mechanical pump, turbo charged, heavy duty diesel engine. In the dual fuel mode, the pedal position is explained as demanded total fuel quantity, the quantity of pilot diesel and natural gas are calculated in order to provide the equal energy with the original diesel engine at the same operation condition, the proportion of the natural gas is primarily determined by the load rate and the speed of the engine. When the engine is working under light or moderate load, the intake air is throttled in order to improve the brake mean effective pressure and reduce the hydrocarbon emissions of the dual fuel engine, according to target excess air ratio and the quantities of the two fuels, the desired air mass per cycle can be obtained. After that a mean value model based feedforward control is adopted to calculate the
Increased penetration of gasoline EFI (Electronic Fuel Injection) in the Indian two wheeler commuter segment, demands simplified, but robust solutions. Freedom for the end user to adjust the idle speed with carbureted engines is considered as reference behavior. Control of idle air flow in the traditional throttle body designs is through a bypass path with either an idle speed actuator or a mechanical screw. Due to the quality of air and vented blow-by in the air path, field issues observed on most throttle body designs include a) carbon deposition influencing the air flow characteristics b) consequent effects included instability of idle speed, jamming of throttle valve or clogging of idle air control valve. One of the design measures suggested [1] was to introduce an idle screw on the throttle flap to retain the user experience based on the incumbent carburettor and address the carbon deposition based on the knowledge of ETB (Electronic Throttle Body). The primary objective of this
Last mile transportation is an important supply chain and transportation requirement for the movement of people and goods from a transport hub to a final destination in that area. In India this requirement is largely met by 3 wheelers and small 4 wheelers (below 1 ton payload). Greaves cotton Ltd. (GCL) has played an important role for last mile transportation solutions in India by developing suitable engines for the above category vehicles. GCL is already supplying single cylinder air cooled 400 cc diesel / CNG, 435 cc & 510 cc diesel and 510 cc water cooled CNG BSIII engines for 3 wheeler applications. Single cylinder water cooled 510 cc and 611 cc BSIII diesel engines are being supplied for small commercial 4 wheeler applications. In India, BSIV emission norms are in place since April 2010 in metro cities for 4 wheelers. CNG network is well established in most of these cities. Hence to serve this market, the CNG engine variant development of the 611 cc diesel BSIII engine was
In ISO 26262, the top-level safety goals are derived using the Hazard Analysis and Risk Assessment. Functional safety requirements (FSRs) are then derived from these safety goals in the concept phase (ISO 26262-3:2011). The standard does not call out a specific method to develop these FSRs from safety goals. However, ISO 26262-8:2011, Clause 6, does establish requirements to ensure consistent management and correct specification of safety requirements with respect to their attributes and characteristics throughout the safety lifecycle. Hence, there are expectations on the part of system engineers to bridge this gap. The method proposed in this paper utilizes concepts from process modeling to ensure the completeness of these requirements, eliminate any external inconsistencies between them and improve verifiability. The goals of process modeling are to understand the current state of the process in detail, define the desired state of the process and implement techniques to change the
Homogeneous Charge Compression Ignition (HCCI) and Spark Ignition (SI) dual-mode operation provides a practical solution to apply HCCI combustion in gasoline engines. However, the different requirements of air-fuel ratio and EGR ratio between HCCI combustion and SI combustion results in enormous control challenges in HCCI/SI mode switch. In this paper, HCCI combustion was achieved in a four-cylinder gasoline direct injection engine without knock and misfire using close-loop control by knock index. Assisted Spark Stratified Compression Ignition (ASSCI) combustion was obtained stably at medium-high load. ASSCI combustion exhibits two-stage heat release with initial flame propagation and controlled auto-ignition. The knock index of ASSCI combustion is less than HCCI combustion due to the lower pressure rise rate. The stable operation range of stoichiometric ASSCI combustion is from 0.35MPa to 0.65MPa Indicated Mean Effective Pressure (IMEP), which is higher than normal gasoline HCCI
Clean snowmobile technology has been developed and applied to a commercially available two cylinder, four-stroke snowmobile. The goals of this effort included reducing exhaust and noise emissions to levels below the U.S National Parks Service (NPS) Best Available Technology (BAT) standard while increasing vehicle dynamic performance with a 50 percent peak power increase over the original equipment version. Engine thermal efficiency has been increased through Late Intake Valve Closure (LIVC) valve timing modification for Miller cycle operation, while high load power was increased through the implementation of a turbocharger and variable electronic boost control. An electronic throttle was also implemented in combination with a “performance/economy” mode switch to limit speed and increase fuel efficiency per the rider's demands. Additionally, a new exhaust system featuring a three-way catalytic converter and a simple, lightweight muffler utilizing a passive acoustic valve has been
This paper is an introduction to the opportunities, challenges and technical solutions chosen for implementation of an electronic throttle control (ETC) system on a 50cc 2-stroke scooter. The paper outlines the selection of the ETC motor and the choice of the throttle position sensing (TPS) system along with the development of a new twin sensor throttle demand (TDS) twist grip, and briefly describes the benefits achieved in fuel economy, electronic vehicle speed control, improved start-up and idle stability. The ETC software operational strategy; including start flare, idle speed control and vehicle speed control are presented as real world strategies to achieve 22% improvements in fuel economy and accurate electronic vehicle speed control
Engine Electronic Throttle Control (ETC) systems are gaining success in high volume applications. This system helps to improve overall engine and vehicle performance, as well as facilitate the function integration of related control features. The requirement for an ETC system is that it fulfills the commanded throttle plate opening as quickly and accurately as possible. Because of nonlinearity of the electronic throttle system, gain-scheduled control is often used. A method to automatically tune the control for each operating region is needed. In this paper the engine electronic throttle is considered as having dominant linear dynamics for each operating region. A Two-Degree-of-Freedom (2-DOF) PID controller and a method of using Model Reference Adaptive Control (MRAC) algorithm to automatically tune the PID control gains are designed. With this approach, control performance enhancement from initial control settings can be realized with closed loop testing, without the need of a plant
Most times in ECU system function testing, the sensor input signals are directly set to a known value in order to drive the corresponding software variable to within a range of an expected value. This works only if the transfer function from the physical signal input to the software variable is well defined such as the measurement on MAP, A/C pressure, etc. Nevertheless, there are times the transfer function is not clearly defined and it is difficult to drive the software variable to an expected value. One example is throttle position sensor (TPS) test in an electronic throttle control (ETC) system, where TPS is not directly driven by the driver accelerator pedal sensor (APS) and it is very difficult to get TPS to an expected range by only changing APS. This paper introduces a method to use feedback in an HIL based ECU testing system to control outputs to an expected range. In this case study, the signal to be controlled is connected back to the HIL system to provide feedback. The
In recent years, even motorcycles impose demands for engine power controls that are more flexible and precise. The Electronic Throttle Control (ETC) system is one of the methods that addresses this need. However, the most important issue facing the installation of the ETC system on the motorcycle is handling failures. To avoid this problem, we developed an ETC system for motorcycles that can properly effect engine power control in case of a failure. This ETC system contains in duplicate the major components to detect failures and switch to a failure mode properly. To effect control that is optimally suited to the type of failure, this system switches between three types of failure modes. These failure modes are designed to minimize risks in case of a failure and maximize the operational capability while the rider is on the way to have the motorcycle repaired. Thus, by creating a fail-safe system that effects engine power control, while keeping the vehicle characteristics in mind, the
Ford's new 2.5-L inline four for 2010 boasts advanced fuel and ignition control, and an Atkinson-cycle variant for HEVs. The steady drop in U.S. retail gasoline prices does not phase Scott Makowski. As Manager of Ford's Global Large I-4 Engine programs, he knows it's only a matter of time before the fuel-price roller coaster races uphill again-sparking increased demand for his company's steadily evolving Duratec four-cylinder range. “Keep in mind the rapid shift [in the marketplace] from last spring to summer,” Makowski noted. From March through August 2008, as gas prices skyrocketed to more than $4 per gallon, Ford's North American production volumes of V8 and four-cylinder engines virtually swapped places, in terms of percent of total output. V8 production swung from 44% of the total mix to 22%, while I-4s jumped from 25% of the total to nearly 40
We are mass-producing the electronic throttle body (ETB). The nonlinearity of electronic throttle friction and the return spring Limp-Home affects the valve positioning performance of the electronic throttle control (ETC) system. The nonlinear computer ETB model was built based on mechanical and electrical design and experimental data. Two steps were used for the throttle valve controller design. The computer model was verified and designed by comparing the simulation results and the real throttle valve experimental data. A rapid prototyping processor was used for performance tests and validation of the controller and a low performance microprocessor was used for testing the implementation of the ETC, using the automatic production code generator
Gasoline engines use throttle valves to control the intake air flow and thereby power and torque output. Throttle valves in today's motorcycles are mechanical; they are linked to the accelerator hand grip by a throttle cable. In cars, this type of system has mostly been replaced by electronic throttle control (ETC). An electronic throttle device is controlled by an electronic control unit (ECU) based on the input from a sensor in the accelerator pedal. In the motorcycle market, the first ETC systems that have appeared on the market have been intermediate solutions with remaining mechanical links. Detailing benefits of an ETC system without these mechanics, the paper proposes a full ETC system without mechanical links for motorcycles. Components required for the realization of an ETC system are an electronic throttle device or a throttle actuator, an accelerator hand grip sensor and an ECU. A study has been conducted on a mass production on-road sport motorcycle in order to prove
The “urban crossover” is Hyundai's first production vehicle designed at its styling studios in California. Enough consumers found appeal in the previous-generation Santa Fe that the vehicle was considered a commercial success for Hyundai-successful even though, as the company admits, it was a polarizing design that turned off many consumers. Hyundai is banking on the 2007MY crossover's new design, authored by stylists based in California, bringing those turned-off consumers back into play. In addition to being easier on a greater number of eyes, Hyundai says the redesigned Santa Fe is loaded with turn-ons, such as more power, better fuel economy, more interior room, a quieter cabin, a third row of seats, six airbags, and standard electronic stability control (ESC). Also promised is a more refined ride and more agile handling
For 2007, the brand's iconic Wrangler is engineered to be more rugged off-road and more refined on it. Over an 8.6-mi (14-km) stretch of the Rubicon Trail in the Sierra Nevada Mountains, which took more than 4 h to traverse, the new 2007 Jeep Wrangler proved to be every bit as capable, if not more so, than its predecessors. Perhaps more impressive is that the sixth-generation SUV handled just as capably on the paved roads winding around Lake Tahoe. Jeep engineers focused on more than 50 functional objectives-from ground clearance to articulation to ride and handling-for the new Wrangler lineup. One of the main engineering features that contributed significantly to the improved ride and handling characteristics on such varied surfaces is a new fully boxed frame that is 100% stiffer in bending and 50% stiffer in torsion
Heavy-duty equipment is known for its ruggedness in harsh environments, but vehicles are not neglecting their sensitive side. Sensors are seeing solid growth as they give digital controls information about their environment. The shift to electronically controlled engines typifies the significant improvements for vehicle makers. “OEMs have a whole palette of things they didn't have before,” said Matthew Schneider, Cummins' Chief Sensor Technology and Architecture Engineer. In engines and elsewhere, many enhancements require pressure or temperature sensors, as well as speed sensors for tasks such as cam and crank monitoring. They provide the data needed so electronic control units can improve precision
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