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Dynamic Simulation of the Powertrain System of Automotive
本篇論文是將建立完成的四行程汽油引擎動態數學模式利用動力計配合一部CEFIRO 2.0汽油引擎及監控資料擷取系統，進行pulse、ramp和sine等三種不同油門控制方式，量測其引擎轉速變化，再與同條件模擬出的結果做引擎參數的調校，以便將模擬軟體之引擎動態模式修改成實際CEFIRO 2.0汽油引擎。
In this thesis, an dynamic mathematical mode established for four-cycle gasoline engine and a dynamometer were used in association with a gasoline engine on a CEFIRO 2.0 automobile and a monitoring data acquisition system to carry out three different manners of throttle control: pulse, ramp and sine. Measurements of engine's rpm variation were made in comparison with the outcomes of simulation under the identical conditions to tune the engine's parameters so that the engine's dynamic mode of simulation software can be modified to become a practical CEFIRO 2.0 gasoline engine.
The establishment of dynamic mathematical model for diverse loads of torque exerting on engine while driving the automobile and the establishment of speed control system for the automobile were followed; meanwhile, the speed variations of vehicle were input into the simulation software instead of the entry of throttle's opening variation; and next, the PI controller was used to manipulate the variation of opening control for throttle to achieve the desired variation of speed. Finally, the simulation pertaining to the emission variation of CO concentration exhausted from the engine was performed on the designated driving pattern of FTP-75. Thus, the simulation on a NISSAN manual gear-shifting CEFIRO 2.0 automobile to study the variety of dynamic reactions and variations for engine's powertrain system during the practical driving process is complete.
It is discovered from the study that a speed limit of 166.8 km/hr for the CEFIRO 2.0 manual gear-shifting automobile is obtained from the dynamic simulation of engine during the vehicle's driving process. In the speed control system where the closed loop control is manipulated by PI controller, effectiveness of control is achievable by tuning its parameters while the combination of parameters kp=2.4 and ki=2.2 can access the optimum controlling effectiveness. In addition, when performing the simulation for the variation of CO concentration exhausted from engine in a specified driving pattern by reducing the speed largely, it is found out that the vehicle with a fuel cut-off device mounted can access a significant reduction of CO concentration, approaching the zero emission; the disadvantage of excessive CO concentration emitted at such a speed reduction period without a fuel cut-off device mounted has been improved effectively.
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