Design and control of automotive propulsion systems by Zongxuan Sun, Guoming G. Zhu

By Zongxuan Sun, Guoming G. Zhu

"This ebook offers analytical and experimental equipment and achievements in designing mechanical and mechatronic driveline platforms. Examples comprise quite a few strength dividing devices, together with symmetric and non-symmetric forms, in addition to open and lockable differentials, quite a few constrained slip differentials, no spins, and viscous clutches. The textual content provides common sense keep an eye on algorithms used to regulate motor vehicle power Read more...

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Also, as it is shown, the notch becomes smaller when it moves to the high-frequency range, which illustrates the trade-off between performance and robustness. When engine speed varies, the period of the valve motion changes in real time. This phenomenon poses a fundamental challenge to the control design for achieving precise tracking. 8 Frequency responses of the Q filter and the inverse of unmodeled dynamics for the exhaust front actuator. 9 Frequency response of the sensitivity function for the exhaust front actuator.

A conventional valvetrain with fixed valve motion prevents real-time optimization of the air management system. Flexible intake or exhaust valve motions can greatly improve the fuel economy, emissions, and torque output performance of the internal combustion engine. Flexible valve actuation can be achieved with mechanical (cam-based), electromagnetic (electromechanical), electrohydraulic, and electropneumatic valvetrain mechanisms. The cam-based mechanisms offer limited flexibility of the valve event and are designed as multiple-step devices or continuously variable devices.

The wall-wetting phenomenon of the PFI fuel injection can be described in such a way that only part of the injected fuel (β · Minj, 0 < β < 1) enters the cylinder while the rest of the fuel ((1 – β) · Minj) remains on the surface of the intake port and the back of intake valves. Then the total fuel mass flow into the cylinder consists of the fuel directly injected into the cylinder and the fuel vapor (α · Mres, 0 < α < 1) from fuel mass stored on the intake port and the back of the intake valves from previous injection.

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