Optimal Step Responses in Diesel-Electric Systems

A non-linear four state-three input mean value engine model, incorporating the important turbocharger dynamics,is used to study optimal control of a diesel-electric powertrain during transients. The optimization is conducted for two differentcriteria, both time and fuel optimal control, and both engine speed and output power are considered free variables in theoptimization. The transients considered are steps from idle to a target power and the results of the optimization show thatthe solutions can be divided into two categories, depending on requested power. The resulting control strategies are also seento be valid for other initial conditions than idle. For steps to high power the controls for both criteria follow a similarstructure, a structure given by the maximum torque line and the smoke-limiter. The main difference between fuel and timeoptimal control is the end operating point, and how this is approached. The fuel optimal control builds more kinetic energyin the turbocharger, reducing the necessary amount of kinetic energy in the system to produce the requested power. It is foundthat the fact that it does not approach the fuel optimal operating point relates to the amount of produced energy required to getthere. For steps to low output powers the optimal controls deal with the turbocharger dynamics in a fundamentally differentway