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A vehicle propulsion system based on internal combustion engine (ICE) includes a throttle body whose function is to regulate the amount of air-fuel intake into the engine to vary the engine's power and thus vehicle acceleration. A mechanical throttle valve body attached to the ICE's air intake manifold is linked to the driver's accelerator pedal vi...
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Context 1
... ne’s throttle, because in a vehicle, the driver’s power request is given by the accelerator pedal. In a hybrid electric vehicle, this power request should not go directly to the engine; instead, the power request is processed by an energy management system (EMS) - separate from the vehicle’s engine control unit (ECU). The EMS controls the power split between the two propulsion so urces, namely the combustion engine and electric motor. The EMS achieves this by controlling two sub- systems: the engine’s throttle t hrottle to vary engine power, and the motor drive to vary motor power [1]. Fig. 2 illustrates the power and signal flow from the accelerator pedal to the propulsion sources in a parallel hybrid electric vehicle . The second objective of incorporating an electronic TBW is to enable electronic control of the engine’s throttling system, so that signal from the EMS can control the throttle blade’s deflection. To operate the electronic throttle system, t the he accelerator p edal requires a position sensor (APS) whose signal is read by the EMS. The throttle body also has a throttle position sensor (TPS) for the sy stem to know actual deflection of the throttle. The APS command signal and TPS feedback signal form a closed-loop t hrottle position control system, which can be implemented separately by an independent controller – an electronic throttle controller. Fig. 3 shows block diagram of an e lectronic throttle- throttle -by-wire (TBW) closed - loop control system. In this HEV conversion project, to reduce the additional required components, throttle position control is executed by the same controller which performs energy management - the EMS controller [1]. [1] . In this project, the controller is built on National Instruments ’ configurable FPGA- FPGA -based based controller – the CompactRIO , and programmed with LabVIEW Real- Time , for a real- time, deterministic control. Various research has been reported on modeling and analysis of electronic throttle control. The intricate part of such system includes the hard nonlinearity of the pre- loaded spring, friction and unknown system parameters [2]. System identification is carried out with experimentation, data analysis an d understanding of system behaviour to determine the required parameters, following which, non- linear control design is carried out using input- output feedback linearization technique [2], [3]. In [4], nonlinear control of the throttle system is also propo proposed, sed, simulated and analyzed using SimMechanics and implemented with dSPACE RCP hardware, highlighting the friction compensator and joint stiction actuator, in addition to the nonlinear spring compensator, compe nsator, dead- zone and filtering. A discrete PI controller with w ith parameter scheduling, combined with feed- forward controller is simulated and tested in [5] but without friction or backlash compensation. A dual control algorithm is investigated in [6], using Xilinx- FPGA for process modeling and control implementation. implementation . For small initial throttle movement from zero, the system is regarded as linear and a large- signal control mode with PID controller is utilized. For all other instance, a small - signal control mode is employed, along with nonlinear friction, spring force compensation and air disturbance [6]. II. E LECTRONIC TBW S YSTEM The electronic throttle-by- wire system can be broken down into several parts and components, as described below: The heart of the TBW system is an electro- mechanical device, called an electronic throttle body (ETB) - an electrically- actuated butterfly valve with a spring return (Fig. 4). It is essentially a brushed DC motor coupled directly to the throttle blade. Since this an automotive application, t he ETB is powered by the vehicle’s 12V battery battery, , as shown in Fig. 3. The ETB used in this hybrid vehicle conversion project is manufactured by BOSCH , model no. DV -E5 , with a valve diameter of 50 mm (Fig. 4). A motor driver is a power-elect electronics ronics device responsible to regulate the flow of power from the 12V battery to the electronic throttle. It is essentially a 2 - way DC H- bridge driver, consisting of a set of 4 power transistors that control the rotational direction d irection and speed of the motor. When energized, only a pair of transistors will be active, which determine a clock- wise or anti- clockwise direction of rotation of the throttle blade. By varying the duty cycle of the switchin switching g transistors (PWM modulation) - which are switching at a rate of o f several kHz - effective current delivered to the motor is varied, so that deflection rate and angle of the throttle blade can be controlled. T he motor driver receives an analog input signal from the accelerator pedal’s position sensor (APS) and sends variable pulse-width- modulated (PWM) 12V power to the ETB, to vary the position of the throttle blade . Without closed- loop control, it is impossible to achieve and maintain a certain desired opening of the throttle as any small variation in the ETB’s input power or other external disturbances can immediately swing the throttle blade to the left or right. Thus, a potentiometer- type throttle positio position n sensor (TPS), which is built into the ETB, provides feedback of instantaneous blade position to the throttle controller, which will process this signal in a closed- loop control system to determine the output duty cycle of the H- bridge driver, to achieve a certain desired setpoint of throttle position (Fig. 5). A t throttle hrottle position control system, shown in Fig. 3 and Fig. 5, e nsures the TBW system closely follows the desired throttle opening as requested by the driver, represented by depression of the accelerator pedal. A PID controller makes necessary corrections to the throttle position via the throttle controller in closed-loop control, by comparing the setpoint (SP) input to the process variable (PV) (P V) signal from the TPS. T he controller generates an output of PWM duty cycle control signal as the manipulated variable (MV) to the motor driver to allow the butterfly valve to be opened or closed according to the requested SP, and the TPS returns position feedback to the controller on its actual opening. This process continues until the desired SP of throttle position is achieved. III. H ARDWARE I MPLEMENTATION As part of an HEV retrofit- conversion kit and for fast deployment, throttle controller in this project is implemented on the same hardware platform as the HEV’s ...
Context 2
... ne’s throttle, because in a vehicle, the driver’s power request is given by the accelerator pedal. In a hybrid electric vehicle, this power request should not go directly to the engine; instead, the power request is processed by an energy management system (EMS) - separate from the vehicle’s engine control unit (ECU). The EMS controls the power split between the two propulsion so urces, namely the combustion engine and electric motor. The EMS achieves this by controlling two sub- systems: the engine’s throttle t hrottle to vary engine power, and the motor drive to vary motor power [1]. Fig. 2 illustrates the power and signal flow from the accelerator pedal to the propulsion sources in a parallel hybrid electric vehicle . The second objective of incorporating an electronic TBW is to enable electronic control of the engine’s throttling system, so that signal from the EMS can control the throttle blade’s deflection. To operate the electronic throttle system, t the he accelerator p edal requires a position sensor (APS) whose signal is read by the EMS. The throttle body also has a throttle position sensor (TPS) for the sy stem to know actual deflection of the throttle. The APS command signal and TPS feedback signal form a closed-loop t hrottle position control system, which can be implemented separately by an independent controller – an electronic throttle controller. Fig. 3 shows block diagram of an e lectronic throttle- throttle -by-wire (TBW) closed - loop control system. In this HEV conversion project, to reduce the additional required components, throttle position control is executed by the same controller which performs energy management - the EMS controller [1]. [1] . In this project, the controller is built on National Instruments ’ configurable FPGA- FPGA -based based controller – the CompactRIO , and programmed with LabVIEW Real- Time , for a real- time, deterministic control. Various research has been reported on modeling and analysis of electronic throttle control. The intricate part of such system includes the hard nonlinearity of the pre- loaded spring, friction and unknown system parameters [2]. System identification is carried out with experimentation, data analysis an d understanding of system behaviour to determine the required parameters, following which, non- linear control design is carried out using input- output feedback linearization technique [2], [3]. In [4], nonlinear control of the throttle system is also propo proposed, sed, simulated and analyzed using SimMechanics and implemented with dSPACE RCP hardware, highlighting the friction compensator and joint stiction actuator, in addition to the nonlinear spring compensator, compe nsator, dead- zone and filtering. A discrete PI controller with w ith parameter scheduling, combined with feed- forward controller is simulated and tested in [5] but without friction or backlash compensation. A dual control algorithm is investigated in [6], using Xilinx- FPGA for process modeling and control implementation. implementation . For small initial throttle movement from zero, the system is regarded as linear and a large- signal control mode with PID controller is utilized. For all other instance, a small - signal control mode is employed, along with nonlinear friction, spring force compensation and air disturbance [6]. II. E LECTRONIC TBW S YSTEM The electronic throttle-by- wire system can be broken down into several parts and components, as described below: The heart of the TBW system is an electro- mechanical device, called an electronic throttle body (ETB) - an electrically- actuated butterfly valve with a spring return (Fig. 4). It is essentially a brushed DC motor coupled directly to the throttle blade. Since this an automotive application, t he ETB is powered by the vehicle’s 12V battery battery, , as shown in Fig. 3. The ETB used in this hybrid vehicle conversion project is manufactured by BOSCH , model no. DV -E5 , with a valve diameter of 50 mm (Fig. 4). A motor driver is a power-elect electronics ronics device responsible to regulate the flow of power from the 12V battery to the electronic throttle. It is essentially a 2 - way DC H- bridge driver, consisting of a set of 4 power transistors that control the rotational direction d irection and speed of the motor. When energized, only a pair of transistors will be active, which determine a clock- wise or anti- clockwise direction of rotation of the throttle blade. By varying the duty cycle of the switchin switching g transistors (PWM modulation) - which are switching at a rate of o f several kHz - effective current delivered to the motor is varied, so that deflection rate and angle of the throttle blade can be controlled. T he motor driver receives an analog input signal from the accelerator pedal’s position sensor (APS) and sends variable pulse-width- modulated (PWM) 12V power to the ETB, to vary the position of the throttle blade . Without closed- loop control, it is impossible to achieve and maintain a certain desired opening of the throttle as any small variation in the ETB’s input power or other external disturbances can immediately swing the throttle blade to the left or right. Thus, a potentiometer- type throttle positio position n sensor (TPS), which is built into the ETB, provides feedback of instantaneous blade position to the throttle controller, which will process this signal in a closed- loop control system to determine the output duty cycle of the H- bridge driver, to achieve a certain desired setpoint of throttle position (Fig. 5). A t throttle hrottle position control system, shown in Fig. 3 and Fig. 5, e nsures the TBW system closely follows the desired throttle opening as requested by the driver, represented by depression of the accelerator pedal. A PID controller makes necessary corrections to the throttle position via the throttle controller in closed-loop control, by comparing the setpoint (SP) input to the process variable (PV) (P V) signal from the TPS. T he controller generates an output of PWM duty cycle control signal as the manipulated variable (MV) to the motor driver to allow the butterfly valve to be opened or closed according to the requested SP, and the TPS returns position feedback to the controller on its actual opening. This process continues until the desired SP of throttle position is achieved. III. H ARDWARE I MPLEMENTATION As part of an HEV retrofit- conversion kit and for fast deployment, throttle controller in this project is implemented on the same hardware platform as the HEV’s ...
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Citations
... The architecture of an electric motorcycle is illustrated in Figure 1, which comprises a battery pack, inverter, and an electric motor for propulsion. An electronic throttle controls the speed of the electric motor by controlling the amount of current fed to the traction motor [4]. Although by increasing the battery pack size, one can increase the range of an electric motorcycle, but it leads to higher initial investment and an increased vehicle mass. ...
... All of them are fundamental for vehicle safety and controllability. Literature experience describe main design criteria for such applications, including appropriate system topology, and the testing procedures needed to quantify their functional reliability, fault tolerance and applicability on road vehicles [5,6]. In this context, ISO2626 provides a solid framework for system development which is applicable to x-by-wire analysis, possibly integrated with modeling activities [7,8,9,10,11,12]. ...
Newly electric vehicle architectures require intensive virtual and physical testing for safety assessment, due to the increasing relevance of By-Wire systems and the presence of innovative control algorithms for ordinary driving scenario, potential emergency situations or Advanced Driver-Assistance Systems implementation purpose. To reduce the development time while increasing system reliability and the a priori knowledge about its safety requirements, the evaluation of such aspects should be performed. In accordance to ISO26262 standard, authors propose a systematic approach based on Virtual FMEA, in order to assess the functional safety level of hybrid brake plant. Plant modification and securing strategy as been presented and implemented in target vehicle model, evaluating their performances in simulation environments, in order to met required Automotive Safety Integrity Level. This work is developed in the ambit of OBELICS European Project.
... The team also proposes to replace the cable-driven engine throttle with an electronic device for two main reasons. First, this modification disengages the driver's accelerator pedal command from the engine throttle; secondly, this modification allows to process the driver's torque request and split it between the internal combustion engine and the electric motors [30]. ...
Hybrid Electric Vehicles (HEVs) can be divided into three categories according to how the two propulsion systems (the thermal and the electric ones) supply the driving torque to the vehicle. When the torque is supplied only by an electric propulsion system, while the heat engine takes care of generating the electricity needed to operate the system, it is called a hybrid-series. Conversely, when both propulsion systems provide torque, the vehicle is identified with parallel hybrid wording. Among the parallel hybrids there is a particular configuration called Through-the-Road (TTR). In this configuration, the two propulsion systems are not mechanically connected to each other, but it is precisely the road that allows hybrid propulsion. This architecture, dating back to the early twentieth century, is still used by several manufacturers and carries with it peculiar configurations and control methods. It is also a configuration that fits well with the transformation of conventional vehicles into a hybrid. The paper presents a survey of the TTR HEV solution, evidencing applications, potentialities and limits.
... The external devices will then be driven by the simulation output signals in real-time. This will add a real-world experience to the simulation module and provide possibility for hardware-in-theloop (HIL) simulation [9]. To demonstrate the module's capability, two simulation runs are carried out using the same drive cycle and vehicle specifications as shown in Table I. ...
Vehicle powertrain technology is increasing in complexity with the emergence of alternative and advanced powertrains such as hybrid-electric, full-electric and fuel-cell vehicles. For engineering design and analysis, there are readily available professional computer-aided design and dynamic simulation software. However, these are accessible to engineers and powertrain specialists working directly in the field, requiring in-depth background knowledge. This paper discusses the development of a powertrain simulation module which is capable of demonstrating the benefits and drawbacks of different drivetrains, based on ADVISOR, a vehicle simulation program on Matlab-Simulink platform. By interfacing the Matlab-ADVISOR program to LabVIEW, the final simulation module has a dynamic simulation interface, suitable for an intermediate level of powertrain studies. If the program is deployed to an embedded controller such as National Instruments’ sbRIO, it can then be connected to electro-mechanical actuators, for physical modeling and Hardware-in-the-Loop (HIL) simulation.
... The figures below show an additional parameter: an enhanced throttle signal which bypasses the original TPS, which will allow the hybrid system to gain control of the engine, as in a production hybrid vehicle. This enhanced TPS is generated by the EMS based on the original TPS and a certain control strategy to achieve optimal power distribution and fuel economy (Zulkifli et al., 2014). Figure 6 shows in-wheel motor installation and motor controllers located in the trunk of the vehicle, along with a DC-DC converter to obtain supply power for the motor controller from the car's 12V battery at the front. ...
A through-the-road (TTR) hybrid electric vehicle (HEV) is a sub-type of the parallel hybrid, in which the internal combustion engine (ICE) and electric motor provide propulsion power to different axles. TTR architecture allows for hybrid conversion of an existing vehicle using in-wheel motors (IWM), as alternative to on-board motor. Operation requires different types of signals to be acquired and processed: hardwire low-voltage analog signals, digital pulse-train and CAN-bus signals. This work discusses system integration in a TTR hybrid: motor controller, engine control unit (ECU) and energy management system (EMS), using FPGA-based CompactRIO controller. The EMS needs to generate an enhanced throttle signal to the ECU-bypassing the original signal from the throttle position sensor-to gain control of the internal combustion engine for proper hybrid operation.
... As a trend of future development of modern vehicles, the X-by-Wire technology has been playing a pivotal role in automobile industry. By the way of utilizing electrical actuators or manipulators and electronic control units to replace conventional mechanical linkages, the X-by-Wire technology implemented in automobile industry is divided into different aspects with respect to different parts of a vehicle, such as brake-by-wire [1], [2], throttle-by-wire [3], shift-by-wire [4] and steer-by-wire (SbW) [5], [6] technologies. The basic idea of SbW is to remove the conventional steering column between the steering wheel and the pinion-and-rack system, and then to utilize a steering motor to generate the steering torque to steer the front wheels and a feedback motor to provide reactive torques for drivers to perceive the road information. ...
... Experimental studies conducted to predict various unknown system parameters in throttle and identified values are validated using the developed control strategy. 22 ( Zulkifli, Asirvadam, Saad, Aziz, & Mohideen, 2014 ) 2014 ...
Electronic throttle control (ETC) system has turned into an extremely prominent system with a specific end goal to vary the intake airflow rate to provide a better fuel economy, emissions, drivability and also for integration with other systems in spark ignition engines. ETC system consists of mechatronic device called as electronic throttle body (ETB) which is located in the intake manifold of an engine after the air filter and also has a separate control system in the engine management system (EMS). The throttle angle has to be precisely maintained based on the driver and other system requirements to provide an enhanced throttle response and drivability. However, existence of nonlinearities in the system, such as limp-home position, friction, airflow and aging, affects the position accuracy of the throttle valve. A control system strategy is employed in EMS to handle the other system requirements in throttle opening angle estimation and the nonlinearities in position control. This work features developments within the electronic throttle control system and reviews about the various research work carried in this area. This work will not enforce any new results rather than it will discuss the trends followed in past and also proposes some of the future perspectives in the electronic throttle control process.
... The application of by-wire technology in the automobile industry has been playing a pivotal role in the development of modern vehicles. The by-wire technologies are implemented in many parts of a vehicle, such as throttle-by-wire [1], brake-by-wire [2], and steer-by-wire (SbW) [3]. In particular, SbW technology is the implementation of the by-wire strategy in automobile steering systems, whose basic idea is to use a steering motor rather than the driver to generate the steering torque to steer front wheels, and a steering wheel feedback motor to produce feedback torques for the driver such that the driver can feel the interactions between the road surface and the front wheels. ...
Steer-by-wire (SbW) systems in road vehicles require an effective controller to provide accurate and robust steering performance. For this purpose, this study proposes an adaptive fast non-singular terminal sliding mode (AFNTSM) controller for an SbW system by combining an adaptive estimation law with a fast non-singular terminal sliding mode (FNTSM) control scheme. First, the authors present a model to identify the dynamics of the SbW system, in which the self-aligning torque and friction-related forces are treated as external disturbances. Second, the AFNTSM control design is elaborated, which is proved to be able to guarantee high tracking accuracy via effectively estimating the self-aligning torque, fast convergence rate owing to its exponential stability, strong robustness against system and road surface uncertainties, and inherently smooth control inputs. Subsequently, the selection criteria of the control parameters are given in details. Finally, experimental results are shown to demonstrate that the designed AFNTSM controller has great superiority in comparison with an FNTSM controller without adaptation and an adaptive sliding mode controller based on conventional sliding mode.
... In the traditional ICE propulsion system, the vehicle speed and engine power are directly controlled by the mechanical throttle control system (MTCS). However, the hybrid powertrain request does not go directly to the engine in HEVs; instead, the MTCS is replaced by an electronic throttle control system (ETCS) [9][10][11]. The ETCS system is a complex engine mechanism that utilizes a DC servo motor to regulate the throttle position. ...
This paper proposes a new robust two-degree-of-freedom (DoF) design method for controlling the nonlinear longitudinal speed problem of hybrid electric vehicles (HEVs). First, the uncertain parameters of the HEV model are described by fuzzy α-cut representation, in which the interval uncertainty and the possibility can be simultaneously indicated by the fuzzy membership function. For the fuzzy parametric uncertain system, the maximum uncertainty interval can be translated into the weighting matrix Q of the linear quadratic tracking problem to guarantee that the designed feedback controller is robust. Second, the fuzzy forward compensator is incorporated with a robust feedback controller to enhance the system tracking response. The simulation results demonstrate that the proposed controller has higher tracking performance compared to the single-DoF self-tuning fuzzy logic controller or conventional optimal H∞ controller.
... The main idea of drive-by-wire is to use electromechanical actuators and electronic control systems to replace the conventional mechanical linkages [1]. Different components of a vehicle constitute different parts of the by-wire technology, such as steer-by-wire (SbW) [2], [3], brake-by-wire [4], [5], shift-by-wire [6], and throttle-by-wire [7] technologies. As one part of the drive-by-wire systems, SbW system is an innovative technology for automobile steering applications, which possesses several remarkable advantages. ...
