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首页电子节气门体嵌入式控制设计与非线性滑模控制策略
电子节气门体嵌入式控制设计与非线性滑模控制策略
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本文档深入探讨了电子节气门体的嵌入式软件控制设计,由保罗·格里菲斯撰写,作为其硕士学位论文的一部分,旨在加州大学伯克利分校机械工程研究生院完成。电子节气门控制系统是一个关键安全应用,因此设计过程不仅仅局限于对闭环系统动态及控制器性能的分析。设计者需考虑系统的可靠性,以及在硬件故障时的检测和处理能力,这使得硬件需求具备特殊性。 论文首先通过建立描述硬件行为的微分方程,以便在实际硬件测试前对控制策略进行设计和仿真。作者特别关注节气门板的动力学特性,其中存在库仑摩擦和静摩擦,这就促使研究者采用非线性控制律,如滑模控制和自适应滑模控制,来精确控制节气门的运动。非线性控制策略有助于补偿这些摩擦效应,并确保系统在各种工况下的稳定性和准确性。 除了节气门位置的精确控制外,该系统还必须与动力总成控制器的更高层次目标紧密结合。这意味着在设计过程中,不仅要考虑到节气门控制的实时性和响应速度,还要考虑到与车辆整体动力性能、燃油经济性和排放控制的协同作用。此外,自适应控制法的引入允许系统实时估计摩擦系数,从而能够识别并处理那些摩擦过大影响性能的节气门体。 这篇论文提供了关于如何设计一个高效、安全的电子节气门控制系统的关键见解,涵盖了从硬件建模、非线性控制策略到系统集成的全面流程。它对于理解现代汽车电子控制技术,特别是在提高驾驶性能和安全性方面,具有重要的理论和实践价值。
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1.1 Background
The electronic throttle control (ETC) system is a drive-by-wire system in which
the direct linkages between the accelerator and the throttle or the steering wheel and the
steering gear are replaced with pairs of sensors and actuators. ETC systems have existed
for more than a decade but have only entered mass production in the past few years. The
systems are entering the passenger car market in high-end vehicles, in which manufacturers
want to enhance the driver’s experience by dynamically adjusting pedal to throttle position
transfer function in response to changes in the temperature, altitude, or vehicle speed. [10]
Electronic throttle control systems are usually packaged as one assembly with a
motor, springs, and throttle position sensors all fit into the throttle body. Figure 1.1 shows
a simplified diagram of the internals of an electronic throttle body. In the center are the
throttle bore and the plate. As a safety mechanism, the spring provides a torque to close
the throttle when the motor is off. The equilibrium position of the spring in some electronic
throttle bodies is set to a small positive angle and the throttle is used to control idle speed.
The motor on the left end of the throttle shaft actuates the throttle and the potentiometer
on the right end of the shaft is the throttle position sensor.
1.2 Motivation
The electronic throttle control (ETC) system presents two interesting problems in
one application. From the automatic control perspective, the throttle plate has non-linear
dynamics, so control of the throttle plate position is most appropriately addressed by the
use of non-linear control theory. Of equal concern is the development of software, which
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Figure 1.1: Simplified diagram of the electronic throttle body
implements the stabilizing control law. The controller software is an embedded application
on a powertrain microprocessor and it must meet high reliability and safety requirements. In
this thesis, a complete ETC system will be designed that considers the hardware, software,
and control theory design problems.
The alternative to the drive-by-wire electronic throttle system is the standard pull-
cable throttle with return spring. This is still the predominant solution in use in passenger
cars. There are a number of ways in which the electronic throttle system performs better
than the mechanical linkage. The only disadvantage of the drive-by-wire solution may be
the cost. A natural concern about removing the mechanical linkage between the accelerator
pedal and the throttle mechanism is that the non-mechanical system might be inherently less
safe and less reliable. The drive-by-wire system can, in fact, be more reliable particularly
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when considering problems with sticky and dirty throttle bodies. The electronic system
can adapt to the friction in the system in order to maintain the accelerator pedal tracking
performance. Since the system makes an estimate of the friction, it can also diagnose
dirty, sticky, or otherwise worn out hardware. Hardware and software redundancy is also
used to maintain a very high level of reliability. Integration of various engine and vehicle
control systems can be accomplished with a single ETC system and can offset the additional
cost of the ETC hardware. Cruise control, idle control, engine over-rev. protection and
traction control features might all need to modify the throttle position. With the ETC
system, the switching or blending of control algorithms occurs in software and there is
no need for separate actuation components for each feature. There are also advanced
features that can be accomplish only with the ETC system. If multiple throttles are used,
sophisticated engine power management can shut down individual cylinders and, in doing
so, increase the efficiency of the power cycles in the other engine cylinders. The replacement
of the connection between the driver’s foot and the throttle plate with software allows the
designer to adjust the pedal-to-plate transfer function. For instance, initial pedal travel
can correspond to smaller throttle plate motion compared with pedal travel closer to the
wide-open-throttle (WOT) position. This transfer function can also be adjusted for vehicle
speed or altitude to make the engine feel more responsive to the driver.
1.3 Overview
This thesis is organized roughly in the order of design activities for the ETC
system. First, the hardware is described in detail. Important details of the design, which
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are relevant to the ETC system, are discussed. An in-depth look is given to the power
electronics for driving the throttle actuation motor. Given a particular electronic throttle
body, a mathematical model of this plant is developed and then the system is fit to data
taken from the throttle. Position control of the throttle plate dynamics is considered given
the model of those dynamics. A sliding mode and adaptive sliding mode controller are
developed theoretically and then tested on the mathematical model of the throttle. The
system requirements and operational description prescribe the throttle behavior given inputs
such as the accelerator pedal position, vehicle speed, and engine speed. The next design
consideration is the software architecture, in which the algorithms and logic that implement
the system requirements are fit. Some abstractions of the software are developed and these
abstractions are used to model the software. A detailed model of the plant, the controller
and interface between the two in the form of driver, actuator and sensor models are created
in MathWorks Simulink
r
/Stateflow
r
1
. Simulations of the models verify that the system
requirements are met before the controller software is tested with the physical plant. The
software implementation of the controller is tested on the hardware and the experimental
results are compared with the simulation results.
1
Simulink and Stateflow are registered trademarks of The MathWorks, Inc., Natick, MA
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Chapter 2
Hardware Description
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