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NONLINEAR LOW FREQUENCY PHENOMENOLOGICAL ENGINE MODELING AND ANALYSIS B. K. Powell and J. A. Cook

Ford Motor Company Research Staff Dearborn, Michigan 48121

ABSTRACT
The paper contains a bibliography and discussion of recent activity in nonthermodynamic (low frequency) internal combustion engine model development where spark advance, fuel, throttle, and exhaust gas recirculation are the elected control variables. Modeling considerations are delineated and the modeling relationship to experimental verification is discussed. Examples with explicit methods of parameter determination and dynamic validation are presented.

design oriented engine dynamic model development suitable for problems other than those mentioned in this paper.

INTRODUCTION

The automotive manufacturers are confronted with the problem of developing vehicles that maximize fuel economy, yield minimum engine exhaust emissions, provide satisfactory driveability characteristics, and satisfy increasingly rigid cost dynamic constraints. The overall performance of a vehicle engine drivetrain system is limited by the engine control policy and ultimately by the hardware implementation of that The engine control problem is complex policy. enough to require formulation as a mathematical model suitable for incorporation of transient behavior into optimal engine control development.
The past several years have witnessed a good deal of engine model building activity in a category referred to as "control oriented" or "control design" models. These models are generally low frequency (<600 Hz) powerplant representations, change, with uniform pulse homogeneous compression ignition or spark ignited engines and lumped parameter approximations of engine breathing and rotational dynamics. This paper summarizes the dominant considerations in engine model building that influence performance and stability, and result in an analytically useful tool for either preliminary control system design, or as a dynamic test bed for studying existing feedback control strategies.

presented a comparison with compression ignition This model included the induction-toresults. power stroke fuel propagation lag.

Powerplant characterizations for four, six, and direct discrete eight cylinder injected compression ignition engines were developed by Hazell and Flower (1-2). With the exception of references related to low these references, frequency compression ignition and two stroke spark ignition engines will not be cited. The models and analysis presented by Hazell and Flower, however, are significant in that they were among the first to develop discrete models with sampling commensurate with engine crankangle of the fuel events, develop approximations dependent torque by full and partial pulse (Partial First Order Hold or PFOH), and perform and domain complex (Z-plane) frequency comparative parameter design and stability analyses. Hazell and Flower (3) subsequently developed a similar discrete constant speed port injected four cylinder fuel controlled spark with model Z-plane eigenvalue ignition identification and stability analysis, and

Eight cylinder nonlinear representations with air to fuel ratio (A/F) and exhaust gas recirculating dynamics (ECR) were developed by Carafalo (4), The Prabhakar, et al (5), and Powell (6). Prabhakar model was one of the first attempts at a comprehensive representation in that it contained spark advance, throttle and fuel and control variables, empirically based approximations for hydrocarbon, carbon monoxide and oxides of nitrogen emissions. The model also included empirically based approximations of transmission/driveline systems for two complete powertrain representations.
A linear

ENGINE DYNAMIC MODELS

appropriate discussion is presented, not only to provide a basis for the model employed herein, but serve as an information source for control
A

comprehensive

list

of

references,

with

by Cassidy, et al (7) and used for linear Nonlinear dynamic quadratic control design. models with global (wide range) speed and load operating ranges were developed by Powell (8), The model Delosh, et al. (9) and Dobner (10). synthesized by Delosh, et al, however, is probably one of the most comprehensive in the

power plant model, complete with an approximation of emission behavior, was developed

332

industry in that it includes representations for almost all conceivable control mechanisms, and sensors as well as versions suitable for a myriad of four, six, and eight cylidner engines with various drivetrains. The linear model of Morita, et al. (11) was developed over a very wide speed and load range and was among the first to directly include the manifold pressure (air charge) effect on torque independent of the fuel charge effect on torque rather than as a mass flow rate, or air charge The induction to power stroke and A/F effect. for stability propation lag, very important analysis, was not included in that work, however.

parcicularly true at low engine speed where the lag is maximized and large quantities of inert residual gas are present which further aggravates the stability problem.
Generally, the approaches to modeling the consisted of nonthermodynamic engine have defining the pseudo-static elements such as the throttle body, engine pumping characteristics (volumetric efficiency), and engine torque by nonlinear algebraic relations, with description of the key dynamic elements by physically based nonlinear differential equations. A powerplant for a representation is shown in Figure 1 carburetor or central fuel injected engine. To illustrate a model synthesis approach, a simplified vesion of an engine model is presented herein.
VAPOR CARBURETOR MODEL
A vapor

riodel parameter determination and static and dynamic model validation. Morris and Powell (16) leveloped nonlinear experimentally verified and, linear discrete experimentally identified engine models suitable for spark and throttle four cylinder idle speed control analysis. Morris (17) augmented the linear version with separate manifold pressure, fuel, and spark influence on combustion torque. Morris futher developed representative models for performing transient comparative analyses on several combinations of air measuring and port fuel injection schemes for a four cylinder 1.6L engine.
Wu, et al (18) developed a nonlinear model structure to earlier identical in element nonlinear engine models except for the inclusion of a more elaborate experimentally based dynamic fuel wall wetting condensation model for warm conditions. The 1.6L four cylinder engine transient effect resulting important A/F from fuel condensation/evaporation partially induced transients is often ignored in many of the nonlinear models used for control system development.

Powell and Powers (12), Powers, et al. (13), and Dobner and Dobner and Fruechte (15S (14) developed four cylinder nonlinear dynamic engine models with carburetted, throttle body or port injected fuel with fuel, spark and throttle control that were suitable for linearization. rhese references also present methodologies for

carburetor model is initially developed using the assumption of a perfect vaporized gasoline metering system (Reference 24) that achieves uniform and otherwise stationary air-tofuel (A/F) ratio control over the engine operating range. In addition, EGR effects are not used which the simplifies model by elimination of static EGR torque influence and dynamic EGR related elements (i.e., valve dynamics, mass rate lags, manifold residence, and EGR concentration). Furthermore, emission representations are not employed. A vapor carburetor engine is represented in Figure 2. The key static elements shown in Figure 2 are the throttle body or other air breathing apparatus (e.g., air bypass pumping passage), characteristics of the (volumetric engine efficiency) and engine torque generation. The dominant dynamic elements consists of the intake manifold, the induction to power stroke delay, and drivetrain load dynamics. These elements will be discussedin the following subsections.

Throttle Body

The more recent linear models of Takahashi, et al (19), Nishimura, et al (20), Washino, et al (21), and Baulmgartner, et al (22), are generally reduced to second order powerplant representations by essentially ignoring the Before a induction (engine intake) lag effect. reduced order model is developed, however, Takahashi, et al (19) do initially include an approximation of "combustion dynamics". Takahasi, et al (19) and Washino, et al (21) use dynamic identification techniques on postulated second A more comprehensive model was order plants. developed earlier by Morris, et al (23), by postulating a more detailed plant structure, and induction including the lag, using The linear model. identification on the power stroke lag is extremely induction to important in terms of providing an additional fuel (and air) delay which almost always has an This is adverse influence on stability.

The influence of the throttle angle on the air mass flow rate can be described as a function of manifold pressure and various physical constants as in Novak (25) and Hamburg and Hyland (24). The basic throttle body model is developed by is one dimensional, assuming that the flow flow of an ideal gas. steady, compressible Initial pressure and temperature losses before accounted for by the throttle opening are The mass flow rate assuming isentropic flow. through the throttle body is given in Novak (25) by AePo[Y/(RTo)]O05 *
where
~~~~~~~~~~~(z
2

2-

Y;/Zr-l)/$ wp

|( 2

y+) ,fyL(rY-18]

b2 y+111 CF0'

(1)_1

R is the specific gas constant, po and T. are tne and upstream pressure temperature and Pb

333

the downstream pressure. The represents effective area, Ae, is defined in terms of the A, multiplied by a discharge flow area, coefficient, CD,
Ae
=

CDA

Wu, et al (18) present appropriate relations reflecting pressure loss due to flow restriction, for discharge coefficient, the expressions (26) and geometric relations of Harrington formulations for multi-barrel multi-stage engine breathing apparatus. Intake Manifold Dynamics The dynamic equations for the manifold system are developed by employing the principles of the conservation of mass and thermodynamic energy, and assuming that the vaporized constituents Conservation of satisfy the equation of state. momentum is satisfied by assuming a uniform pressure exists in the intake manifold between the throttle body and the intake valves. This latter assumption, though valid for a low precludes frequency dynamic representation, acoustic of simulation high frequency propagation. The dynamic equations that result from using these principles are (References 29, 30)
p V

where CD generally depends on several flow and geometric parameters. In general, flow reversal can occur any time the pressure ratio exceeds unity in which case the upstream and downstream variables are reversed in the flow rate equation. The changing flow area, A, is a function of the geometry presented to the flow and a rigorous development is given by Harrington (26). The throttle angle behavior can be separated into From equation (1) it is evident that two modes. when manifold pressure is less than about half of atmospheric pressure, a choked or sonic condition exists and mass flow rate is a function only of In the operating region where throttle angle. manifold pressure is greater than about one half atmospheric pressure, the choked mass flow is modulated with the root of the pressure relation. Thus, air mass flow rate through the throttle body may be approximated by a nonlinear separable function of manifold pressure and throttle angle as

R'

TiTi T;O)
-

+ C

c
-

ma
where

Ka f(a)
-

g (P)

where

mcvT - Q + (CpTi - CvT)

P
-

mi

RT mo

Ka
f(6)

g(P)
where

an analytical approximation for g(P) was developed by Prabhakar (27) as

nonlinear (elliptic) function of coefficient of discharge and throat geometry the throttle body of root pressure and (manifold)

characteristic coefficient for a particular throttle body

mi

MO
T
-a

Q
m

Ti

g(P)

1, P < Pa/2
2 (P Pa
.

g(P)

Pa

2)1/2,

p<

pa/2 (2)

V Cv, Cp -

rate, k manifold pressure Pa/sec sum of all intake mass flow rates, kg/sec sum of all outflow mass rates, kg/sec rate, manifold temperature dg/sec rate of heat flow into the manifold, btu/sec temperature of intake masses mass within the manifold at any time, kg manifold volume, cm3 constant volume and constant pressure specific heats (R - Cp - Cv and r- Cp/Cv)

Wu and Chang where Pa is atmospheric pressure. based (28) developed experimentally approximations of the geometric component, f(e), Their for several throttle body types. of both coefficient included development discharge effect and geometric effect of a circular bore in the functional approximation. reduction of the high order For example, polynomials in discharge coefficient and geometry the yields by Lagrange interpolation approximation for a 1.26" bore (1.6L 2V carb) as

Though the rate of change of manifold temperature is included for completeness, it may be assumed to be approximately constant resulting in a simpler manifold model that still captures the dominant dynamic manifold filling (i.e., pressure The assumption of constant rate) effect. temperature would yield an invalid representation for studies that involve fuel condensation and evaporation transients that are influenced by wide variation in temperature and flow rate.
With this assumption of constant temperature, no EGR or manifold leaks, and defining the manifold egress mass flow rate pumped by the engine as & yields
P

f(U)
where

Pio
2,

PI

e +

P202, 8>10o
-

(3)

Po

8& =

1.8 and 02

.2

Functional type relations similar to those just described could be employed for an air bypass or combined throttle-air bypass type air control.

Kp (ma

mf-

where

334

ma
mf

air flow rate through throttle body or air bypass (mass/time) fuel flow rate input (mass/time)

Induction-Power Stroke Delay A propagation lag relationship is assumed for the induction to power stroke time delay. That is, the engine torque developed at any instant in time is a function of the mass rates or ratios of rates that were sampled one engine induction A model of this type does allow event earlier. changes in the mass distribution in the manifold but does not adequately characterize cylinder to cylinder events, such as A/F maldistribution.

and K is a function of the gas constant, gas molecular weight, specific heats, manifold volume and nominal assumed manifold temperature.
For a vapor carburetor system it is assumed that the A/F is constant and much greater than unity. Thus,

Kp (Oa

M) -

Engine Pumping
estimate for mass flow rates out of the manifold and into the cylinders can be developed by treating the engine as a pump (Garofalo (4)). Mass flow rate would thus equal the product of engine speed, engine displacement and volumetric efficiency. Volumetric efficiency, defined as the ratio of total mass in the cylinder charge to the total theoretical mass at atmospheric conditions, accounts for throttle plate and intake valve pressure losses as well as losses from blowby,residual gasses, wall friction and inertia. Ultimately, the. volumetric efficiency may be resolved, as in Garofalo (4), in terms of engine speed, intake temperature, manifold pressure and exhaust gas pressure. Servati and DeLosh (32) define physically dependent variables upon which volumetric efficiency regression should be based. For constant intake temperature and exhaust gas the volumetric pressure, efficiency may be expressed as a high order polynomial in speed and manifold pressure. Using such a relation in the product to form manifold mass flow rate egress M, yields a high order polynomial function of speed and pressure. For example, (References 6, 8 and 12)
An

Hazell and Flower (1) developed a crankangle synchronized relationship for the induction-topower-stroke lag (IP lag) that is dependent on the number of cylinders and engine speed. At a given engine speed, N rpm, where one revolution is 360 crankangle degrees, the rate of change of crankangle is 6N deg/sec., or 1/(6N) sec/deg. To traverse 7200, it takes 120/N sec. For a single cylinder idealization, the minimum delay in torque generation that results from the manifold constituents (e.g., air, fuel, EGR) is 1800 crankangle. This delay, during compression, the Induction-to-Powerstroke (IP) called is delay, and is illustrated in the pressure versus volume diagram of Figure 4. For a four cylinder engine, with an assumed uniform torque pulse of 1800 (crankangle) and width, (Top Dead Center (TDC) of pressure pulse to Bottom Dead Center (BDC) 1800 later), the torque output could be correctly represented by a value which is calculated from manifold pressure and constituent samples obtained 1800 earlier (i.e., at end of That is, the appropriate sampling induction). (and hold) rate for a 1800 uniform torque pulse is 30/N sec/sample or for 6N deg/sec this gives For a uniform 1200 crankangle 1800 per sample. torque pulse from a six cylinder engine, the time between samples is
T
-

120 deg/(6N deg/sec) the

20/N

sec

In general, for n cylinders, seconds per sample, T, is

number

of

1.6L - Near Idle (600 - 1500 RPM)

120/(n.N) sec/sample

A P

.005 NP + .0002

Np2

3.OL - Near Idle (600 - 1500 RPM)

and the crankangle rate of change is 6N deg/sec. These events are illustrated in Figure 5. To fully understand the choice of sampling rate for a six cylinder engine, further analysis is If the assumed uniform torque pulse necessary. is initiated at TDC, the minimtum IP lag for the constituents that yield that torque is from intake valve closing at (or near) BDC which is 180 crankangle degrees from TDC. Assuming a uniform constituent (manifold pressure, A/F, contribution to the torque pulse fuel,...) resulting from an earlier intake event requires samples 60 crankangle degrees before BDC on intake in order to be synchronous with the assumed 120 degree torque pulse rate. Thus the total manifold constituent delay is 2T sec or 240

-1.361 + .005982 NP
+ .0004033

Np2

5.OL (500 - 4000 RPM)

.01925N + .0006875

Np2

An example of a plot of mass flow rate as a function of manifold pressure and speed is shown in Figure 3. These data are referred to as an induction map. Superimposed on this map is throttle angle which together with manifold pressure defines throttle body air flow rate.

crankangle degrees.

Of course, it is not necessary to choose a For example, Eazell and uniform torque pulse.

335

have Flower (1) developed an analytical approximation for the torque pulse behavior between samples taken at the previously described rates. This allows torque pulse shapes that more closely match actual data or more complex representations for six cylinder or other engines.

r. - [-115s +OflI *M+f22(A,r'j-O025A/Ff + 0fl7P)-tC297 +0 0 09(8)( 0 -OD179(YNj-O. D029'Nf -0.77WEj1 135Ss

Dobner (36) developed a torque structure dependent on emperical relations in cylinder charge density, air to fuel ratio, percent EGR A more detailed empirically and spark advance. based structure was developed by Servati (30) resulting in algebraicly separable functions of cylinder charge, A/F, spark, speed, and maximum engine torque.
It is primarily the structure of the torque equation that is important rather than numerical values of the parameters. That is, defining the torque in terms of measurable dependent variables allows determination of an approximation of equation parameters, or torque sensitivity. An estimate for characterization of the engine torque is obtainable by employing analytical curve fitting techniques (regression) to The dynamometer obtained experimental data. choice of regression variables will yield engine torque behavior as an implicit function of both induction process variables and control In order to ultimately obtain an variables. effective dynamic (representation, the engine torque should be defined in the most basic terms For example, intake port mass flow possible. rates are preferable to throttle angle due to the large number of dynamic elements between the throttle and intake ports.

In developing a sampling rate commensurate with the IP lag, it is assumed that the resulting rate will not necessarily be the fundamental model That is, there may be other sampling rate. system elements which may necessarily have to be It is assumed, sampled at a higher data rate. however, that if any other sampling is employed that the rates will be integer multiples of the fundamental engine IP breathing rate. Modeling and analysis of multirate engine system is presented in References (33) and (34). This choice of sampling at the speed dependent rate yields an almost linear behavior of nonlinear elements under transformation. Engine Brake and Combustion Torgue Torque is generated from the combustion process which is dependent on the ignition of a cylinder charge of air, fuel, and residual gas, as well as other variables and parameters that influence combustion efficiency, i.e., swirl, homogeneity, and so on. The models presented in this report are developed primarily for the control analysis of the torque functional behavior of existing power plants rather than the analysis of combustion efficiency, the placement of spark, cylinder design or breathing analysis. Defining the engine torque in terms of measurable or physically meaningful independent variables yields a quasi-static relation upon which dynamic elements reflecting friction effects and breathing delays may be superimposed. The structure of the torque equation provides a foundation for experimental determination of appropriate numerical valves in the torque equation.

For the vapor carburetor model, the following functional dependence is assumed for the engine brake, or output, torque:

Te
where
Md

F(Md, Fd, 6, N)

Regression of dynamometer data is often employed to approximate the engine torque (e.g., Menciks and Blumberg (35)). Five-variable regression for a relation compatible with lumped torque parameter model employed herein would have a polynomial functional dependence as
Te where
-

Mass
mass

Fd

charge delayed by the IP lag, mass Fuel delayed by the IP lag,

Te (A/F, ECR, M, 6, N)

A/F is air-to-fuel ratio EGR is percent exhaust gas recirculation N is engine speed (RPM) 6 is spark advance, degrees before TDC M in-cylinder mass charge (integral mas s flow rate, M, over induction event)
As a

The in-cylinder mass ctarge, Md, is equal to the mass charge pumped from the engine and delayed by the IP lag. As previously developed, mass charge is a function of manifold pressure, P, and engine Because pressure is the dominant speed, N. variable, engine output torque can be considered to be an implicit function of delayed pressure,

Pd.

Powertrain Rotational/Dynamics
The rotational motion of the engine crankshaft is given in terms of the engine polar moment of inertia, angular acceleration, and the difference between the net torque generated by the engine and the load torque of the shaft. Crankshaft acceleration is given by

specific example, a torque equation for 5.OL engine for a large operating range is

336

e N
where

(30/K)Te

(30/w)TL

Je
N
-

Engine inertia, force-distance-

Te

TL

Engine external torque load, force- distance

force - distance

Engine speed, revolutions/time Engine net torque output,

time2/rad

an automatic For a vehicle employing transmission, the external torque load on the engine consists of the load applied by the torque converter plus external torque disturbances which may arise as a result of auxiliary loads imposed on the engine (engagement of the air conditioner compressor, for example). The torque from the converter is generally specified as the square of the ratio of engine speed to a converter input capacity factor, Ki. The external torque load can then be expressed as

In developing the model parameters, a great deal of insight in conducting experimental studies is provided directly from the structure of the A methodology for performing a engine model. number of simple tests to obtain model parameter values is delineated by Coats and Fruechte (37). The experiments essentially consist of throttle, spark and load inputs that give perturbation responses of engine outputs the corresponding measurement of which allows direct estimates of model parameter values. The parameter vaLues are obtained at each engine operating point and with disturbance perturbations that allow valid linear approximation. The details of linearization are presentea in Reference (ii).

The linearized structure of the engine model forms the use of the foundation for to determine model identification techniques parameters. This approach was employed by Morris, et al, in References (38) and (40), and by Morris and Powell (16).

TL

(N/Ki)2

Td

MODEL VALIDATION

Experimental measurements might include static and dynamic tests compatible with allowable or vehicle measurements. If dynamometer possible, measured variables should include upstream or throttle body air flow rate, engine manifold pressure, speed, spark advance, downstream or exhaus t mass flow rate, and air to If driveshaft torque measurements fuel ratio. are not available, then static torque estimates for various loads are necessary for determination of torque sensitivity to dependent variable
changes.
First, static experimental data may be used to calibrate the throttle body, estimate engine positive crankcase ventilation and other leakage, and generate an engine pumping induction map. This information combined with the predetermined engine torque data may be used to estimate the algebraic brake torque as a function of A/F, mass flow rate (mass charge), speed and spark advance.

Generally in these approaches, the engine model is grouped into dynamic effects associated with the intake manifold and the rotating inertia. Landau's identification technique (References 41 and 42) is then applied to the multiplesubsystems. The intake input/single-output manifold subsystem has inputs of engine speed and and produces throttle angle the output of manifold pressure. The rotating inertia subsystem has inputs of manifold pressure and spark advance and produces engine speed as an The identification procedure requires output. perturbing both throttle angle and spark advance A beneficial aspect of the simultaneously. identification approach is that the signal measurement and control implementation effects are incorporated into the model parameters.
Other appraoches to the engine modeling and validation are reported in the literature. For example, Kamei, et al (43) developed a twentyfourth order linear perturbation model structure then applied static and dynamic dynamometer tests to estimate model parameters using a statistical identification method. A reduced order model is further obtained from the high order model using the model structure and experimental data.
CONCLUSIONS

Subsequent to static calibration, dynamic tests should be performed using a throttle kicker (at various throttle angle levels) and spark advance step type inputs. A representative engine system response is shown in Figure 6, for a small Tests of this throttle angle step input (kick). type should be performed at a number of engine operating conditions. Consideration for other important dynamic effects

due to EGR and fuel delays is also important during transient experiments. It is often better to initially conduct experiments that mitigate to separate the in order these transients dominant variable influences on manifold filling, For example, torque, and rotational dynamics. static and dynamic tests with no EGR greatly simplify the calibration and validation process.

The of a basic nonlinear development representation of an engine dynamic system has been reviewed. The model contains descriptions for the induction process and engine power system as well as dynamic characterization of the throttle mechanism, a fuel system, and spark The general description forms a advance. foundation to which other important transient characterizations, such as EGR system dynamics or intake manifold fuel wall-wetting (References 44The general nonlinear model 51) may be added. suimmarized in the paper presents an analysis and simulation tool of the engine dvnamic system that

337

facilitates substitution of various hardware of the substitution representations, characteristics and transmission/driveline finally, provides the basis for a systematic simulation and approach to the analysis, synthesis of vehicle engine control systems.
ACKNOWLEDGEMENT
to acknowledge The authors would like manuscript preparation by Carol Bock. the

forms the foundation for further engineering The modular form given by a systems analysis. variable description of the system state

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21.Washino, S., Nishiya, R., and Ohkubo, S., "A Fundamental Study for the Control of Periodic Oscillation of SI Engine Revolutions", SAE Paper No. 860411, February 1986.
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338

23.Morris, R.

L., Borcherts, R. H., Warlick, H. V. and Hopkins, H. G., "Spark Ignition Engine Model Building -- An Identification Approach to Throttle-Torque Response", International Journal of Vehicle Design, Vol. 3, No. 1,

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37.Coats, F. E. and Fruchete, R. D., "Dynamic Engine Models for Control Development-Part II: Application of Control Theory in the Automotive Inderscience Industry, Publications, Geneva, Switzerland, 1983.

38.Morris, R. L., Borcherts, R. H. and Warlick, M. V., "Parameter Estimation of Spark-Ignited Internal Combustion Engines", presented at the 6th IFAC Symposium on Identification and System Parameter Estimation, Washington, D. C., June 7-11, 1982.

39.Morris, R. L., Hopkins, H. G.,

R.

and Borcherts, H., "An Identification Approach to Throttle-Torque Modeling", SAE Paper No. 810448, February 1981.

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40.Morris, R. L., Warlick, M. V., and Borcherts, R. H., "Engine Idle Dynanics and Control: A 5.8L Application", SAE Paper No. 820778, June 1982. 41.Landau, "Unbiased Recursive Identification Using Model Reference Adaptive Techniques", IEEE Transactions on Automatic Control, AC-21, No. 2, April 196, pp. 194-202. 42.Landau, I. D., "Adaptive Control - The Model Reference Approach", Marcel Dekker, New York, 1979.

29.Yuen, W. W., "A Mathematical Engine Model Including the Effect of Engine Emissions", Department of Mechanical and Environmental Engineering, University of California, Santa Barbara, California, February 26, 1982.

30.Servati, H. B., "Investigation of the of Fuel in the Intake Manifold Ph.D. Relation to S.I. Engines", University of California, Santa California, March 1984.

Barbara,

Behavior and its Thesis,

43.Kamei, E., Namba, H., Osaki, K., Ohba, M., and Tabe, T., "Application of Reduced Order Model to Automotive Engine Control System", American Control Conference, Minneapolis, Minnesota,
June 1987.

44.Powers,

31.Dobbins, K. L. and Lawson, G. P., Technical discussion and personal correspondence, 1987. 32.Servati, H.B. and Delosh, R. G., "A Regression
Model for Volumetric Efficiency", No. 860328, February 1986.

W. F., "Internal Combustion Engine Control System Research at Ford", Proceedings of the 20th IEEE Conference on Decision and Control, December 1981.

SAE Paper

45.Tanaka, M. and Durbin,E., "Transient Response of a Carburetor Engine", SAE Paper No. 770076, 1977.
46.Kay, I. W., "Manifold Fuel Film Effects in an
SI Engine", SAE Paper No. 780944, 1978.

33.Powell, B. K., Cook, J. A. and Grizzle, J. W., "Modeling and Analysis of an Inherently MultiRate Sampling Fuel Injected Engine Idle Speed 1987 American Control Control Loop", Conference, Minneapolis, Minnesota, June 1987.

34.Cook, J. A. and Powell, B. K., "Discrete External Linearization and Simplified Analytical Comparison of IC Engine Families", 1987 American Control Conference, Minneapolis, Minnesota, June 1987.
35.Mencik, Z. and Blumberg, P. N., "Representaion of Engine Data by Multi-Variate Least-Squares

47.Aquino, C. F., "Transient A/F Control Characteristics of the 5 Liter Central Fuel Injection Engine", SAE Paper No. 810494, 1981.

48.Hires, S. D. and Overington, M. T., "Transient Mixture Strength Excursions - An Investigation of Their Causes and the Development of a Constant Mixture Strength Fueling Strategy", SAE Paper No. 810495, 1981.

Regression", Society of Automotive Engineers, Paper No. 780288, February 1978.

49.Aquino, C.
and

F. and Fozo, S. R., "Steady-State Transient A/F Control Requirements for Cold Operation of a 1.6 Liter Engine with

339

Single Point Fuel 850509, 1985.

Injection",

SAE

Paper No.

50.Servati, H. B. and Yuen, W. W., "Deposition of Fuel Droplets in Horizontal Intake Manifolds and the Behavior of Fuel Film Flow on its Walls", SAE Paper No. 840239, 1984.
51.Servati, H. B. and Aquino, C. F., "A Physically Based Wall Wetting Model to Predict Induction System Dynamics for Gasoline American Society of Mechanical Engines", Engieers, July 1986.

Figure 4

Caf wwu -*-w Cylinder Pressure vs. Volume Diagram

IP

Delay

4
FUEL *NMES

CYt

IMOEP

ENS/NE
SAMPLE IKTERLW
-

* * *

EGR DYNAMICS MANIFOLD FILWNG MASS RESIDENCE

* *

6FLOW RATE * * *

A/F DYNAMICS

EGR SLOSH

DELAYS

IGNITION DELAY
Dynamic

DEG.

Figure 1

Nonlinear Engine

INTAKE
Model

ErESSIOI

POWER

ST

EX*AUST

INTAKE

S510M

PUERt
SAMPLE

6 CYZ:INDER

ENS/E

LESA INTERV*

1b DEG.

Figure 2

Vapor Carburetor Powerplant Model

INTKE

COPRSSONEXSAI0
INTAKE

rYt

ST

Figure 5
1200
P000
m

CU9HpWIUI POWE Sampling and Delays for Four and Six Cylinder Engines

T..ROTTLE

0-2

ANGLE

(DEG

7 _
20 _

gsoo
In49

MANIFOLD PRESSURE

C No

5_
1

innf
0 0

SPEED

.a)750

10

12

14

I 0

I;

10

MANIFOLD PRESSURE-PSI

TIME (SEC)

Figure 3

Example Map

of

an

IC

Engine Induction

Figure 6

Sample Transient Validation

Response

for

340