Robust control of automotive engine using active engine mount

Fakhari, Vahid; Ohadi, Abdolreza

doi:10.1177/1077546312439590

Cited by 23 publications

(25 citation statements)

References 12 publications

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“…Lee and Lee [19] considered that the actuator dynamics was included in the secondary path, and the transmitted forces to the engine and chassis were not equal. en, the theoretical model of the transfer function between the control force of the electromagnetic actuator and the output force of the AEM on the engine side was proposed, which was employed by Fakhari and Ohadi [20] for robust control. Considering the frequency-dependent characteristic of the volumetric stiffness of the main liquid chamber and the complex stiffness of the main rubber spring, Hausberg et al [21] proposed the model of the transfer function between the control voltage and the output force of the AEM on the engine side.…”

Section: Introductionmentioning

confidence: 99%

Model of the Secondary Path between the Input Voltage and the Output Force of an Active Engine Mount on the Engine Side

Zhang

Shi

2020

Mathematical Problems in Engineering

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e active engine mount (AEM) provides an effective solution to improve the acoustic and vibration comfort of a car. e same AEM can be installed for different engines and different vehicle bodies and attenuates the engine vibration, which is one of the most pressing challenges. To study this problem, this paper develops a mathematical model of a secondary path between the input voltage and output force of the AEM on the engine side considering the frequency-dependent characteristic of the stiffness, which includes the structure parameters of the AEM as well as the dynamics of the actuator, the fluid in the inertia track, the foundation (vehicle body), and the attenuated vibrating object (AEM preload or engine). e proposed model is validated by three test cases without vibration excitation, which are performed with different AEM preloads and foundations. e AEM is considered as an active part and passive part, the mass of which is determined experimentally. Parameter effect on the dynamic characteristics of the secondary path of the AEM is studied based on three tests and a numerical simulation.

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Section: Introductionmentioning

confidence: 99%

Model of the Secondary Path between the Input Voltage and the Output Force of an Active Engine Mount on the Engine Side

Zhang

Shi

2020

Mathematical Problems in Engineering

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“…The novel active controlled mount (ACM) combined with a hydraulic mount and an electromagnetic actuator can significantly improve the riding comfort of a vehicle by reducing the transmission force from the engine to the chassis, which has potential application. [1][2][3][4][5] In most control methods of the ACMs, a precise lumped parameter model of electromagnetic actuators, that is, the mathematical expression between the input (usually the voltage) and the output (usually the actuator force) of the actuator, is required. [3][4][5] A more accurate lumped parameter model will reduce the burden of the controller and improve the robustness of the system.…”

Section: Introductionmentioning

confidence: 99%

Nonlinear modeling and verification of an electromagnetic actuator with consideration of friction

Zuo

Zhou

2019

Proceedings of the Institution of Mechanical Engineers, Part D:

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To acquire a perfect vibration isolating performance in the active controlled mount system, a precise model for the actuator is required. In this study, we introduce a novel nonlinear lumped parameter model of the electromagnetic actuator for the engine’s idling or low-speed condition. The model considers not only the nonlinear characteristics caused by the reluctant force, cogging force, and magnetic saturation but also the friction between the mover and the supporting parts. The LuGre friction model is employed to describe the friction during the mover’s reciprocating motion. Then, the quasi-static actuator force of the electromagnetic actuator under constant currents is measured to identify the nonlinear parameters of the model, so is the nonstationary actuator force measured to identify the parameters of the LuGre friction model. Finally, a specific experimental scheme is proposed for validation, in which a suspended ring-shaped iron is added as the actuator’s load. This configuration limits the displacement of the mover effectively, allowing the actuator operate at a frequency of 20–50 Hz and at a peak actuator force of about 8 N, which is close to the actual working condition of the active controlled mount in the engine’s idling or low-speed condition. The results show that the proposed lumped parameter model is able to predict the dynamic characteristics of the actuator precisely. The root mean square errors of the current and actuator force are relatively 3% and 10%, respectively.

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“…A new robust model reference adaptive control method has been presented for vibration isolation in the presence of uncertainties. [6][7][8] A combination of adaptive filters and map-based algorithms were developed for improving the tracking behavior during fast engine run-ups in Hausberg et al 9 Darsivan et al 10 investigate using a neurocontroller to reject the disturbance of a plant. A new error-driven minimal controller synthesis (Er-MCSI) adaptive controller has been applied to an active mount with a turbo-diesel engine.…”

Section: Introductionmentioning

confidence: 99%

Extended filtered-x-least-mean-squares algorithm for an active control engine mount based on acceleration error signal

Guo

Wei

Gao

2017

Advances in Mechanical Engineering

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Active control engine mounts notably contribute to ensuring superior effectiveness in vibration suppression. The filtered-x-least-mean-squares algorithm, as a benchmark, is widely implemented for cancelation of disturbing engine vibrations. Such an algorithm requires an accurate secondary path estimate to ensure better performance. This study illustrates that incorporating body input point inertance to the active control engine mount model is necessary when accelerometers are utilized in most practical applications. Secondary path estimation errors caused by neglecting body input point inertance are pointed out via the secondary path modeling mismatch theory. Furthermore, the active control engine mount control system is evolved to fit the acceleration transducer applications. On the basis of the improved active control engine mount control system, a novel extended filtered-x-least-mean-squares algorithm based on the acceleration error signal is proposed to adapt to the extended control system. In the end, severe control collapse of secondary path estimation errors caused by neglecting body input point inertance is verified through simulation. Simulated results are presented to validate the performance of the extended filtered-x-least-mean-squares algorithm based on the acceleration error signal. The study demonstrates that the algorithm produces results showing effective vibration isolation. KeywordsActive control engine mount, body input point inertance, secondary path modeling mismatch, extended filtered-x-leastmean-squares algorithm, acceleration error signal Date

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Robust control of automotive engine using active engine mount

Cited by 23 publications

References 12 publications

Model of the Secondary Path between the Input Voltage and the Output Force of an Active Engine Mount on the Engine Side

Model of the Secondary Path between the Input Voltage and the Output Force of an Active Engine Mount on the Engine Side

Nonlinear modeling and verification of an electromagnetic actuator with consideration of friction

Extended filtered-x-least-mean-squares algorithm for an active control engine mount based on acceleration error signal

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