Powertrain modelling for engine stop–start dynamics and control of micro/mild hybrid construction machines

Abstract

Copyright and reuse:The Warwick Research Archive Portal (WRAP) makes this work by researchers of the University of Warwick available open access under the following conditions. Copyright © and all moral rights to the version of the paper presented here belong to the individual author(s) and/or other copyright owners. To the extent reasonable and practicable the material made available in WRAP has been checked for eligibility before being made available.Copies of full items can be used for personal research or study, educational, or not-for profit purposes without prior permission or charge. Provided that the authors, title and full bibliographic details are credited, a hyperlink and/or URL is given for the original metadata page and the content is not changed in any way. A note on versions:The version presented here may differ from the published version or, version of record, if you wish to cite this item you are advised to consult the publisher's version. Please see the 'permanent WRAP url' above for details on accessing the published version and note that access may require a subscription. AbstractEngine stop-start control is considered as the key technology for micro/mild hybridisation of vehicles and machines. To utilize this concept, especially for construction machines, the engine is desired to be started in such a way that the operator discomfort can be minimized. To address this issue, this paper aims to develop a simple powertrain modelling approach for engine stop-start dynamic analysis and an advanced engine start control scheme newly applicable for micro/mild hybrid construction machines. First, a powertrain model of a generic construction machine is mathematically developed in a general form which allows to investigate the transient responses of the system during the engine cranking process. Second, a simple parameterisation procedure with a minimum set of data required to characterise the dynamic model is presented. Third, a modelbased adaptive controller is designed for the starter to crank the engine quickly and smoothly without the need of fuel injection while the critical problems of machine noise, vibration and harshness can be eliminated. Finally, the advantages and effectiveness of the proposed modelling and control approaches have been validated through numerical simulations. The results imply that with the limited data set for training, the developed model works better than a high fidelity model built in AMESim while the adaptive controller can guarantee the desired cranking performance.

A Novel Method for Idle-Stop-Start Control of Micro Hybrid Construction Equipment—Part B: A Real-Time Comparative Study

“…First, the integration of PISSC and the engine start control method developed by the authors in [9] will be taken into account for the smooth ICE start and the development of micro/mild hybrid machines. Second, a sensitivity study on the timer-threshold setting for the ICE stop decision will be done to improve the performance of the proposed control approach.…”

“…As a result, this led to similar delay phenomena in the HIL-ICE torque (the second sub-plot of Figure 13) and, therefore, the HIL fuel consumption rate (the bottom sub-plot of Figure 13). In addition, due to the slower change of speed command, a slower speed response of the ICE in the HIL test compared to the MIL test resulted, and the simulated internal torques of ICE model, including inertia and friction torques, could lower than those of the MIL test [9]. Thus, the amplitude of simulated ICE summing torque during HIL cranking could be lower than the MIL one, for example the period around 770 s. These torque and speed signals were sent back to the PISSC to derive the control outputs of the coming step.…”

“…During the machine operation, loads coming from the HST and HDT can be represented by a time-variant dynamic load connected to the engine output shaft. Specifications of the main powertrain components are given in Table 1 [9].…”

“…During the machine operation, loads coming from the HST and HDT can be represented by a time-variant dynamic load connected to the engine output shaft. Specifications of the main powertrain components are given in Table 1 [9]. there is no command given from the human machine interface (HMI) module and the ICE torque and speed are below the low torque and speed levels, respectively (the ICE torque is mainly come from the system inertia).…”

“…Among the technology roadmaps toward this objective, exploitation of micro hybrid propulsion (MHP), well implemented in automobiles [2][3][4][5][6][7][8], has been drawing more and more attention due to its advantages, including high energy performance, low fuel use and emissions while requiring low cost and effort for installation [9]. For a MHP system, the key function is known as stop-start control (SSC) or idle-stop-start control (ISSC).…”