Robust Control of the Air to Fuel Ratio in Spark Ignition Engines with Delayed Measurements from a UEGO Sensor

<div>Control input signal <svg height="9.14241pt" id="M397" style="vertical-align:-3.1815pt" version="1.1" viewbox="-0.0498162 -5.96091 15.8243 9.14241" width="15.8243pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M766 88L752 113C719 83 690 64 681 64C674 64 672 74 679 103L724 292C758 436 724 448 701 448C680 448 666 442 639 429C594 407 514 350 441 252H439L447 289C476 423 450 448 419 448C398 448 379 441 355 427C307 400 234 344 162 249H160L180 324C203 409 197 448 170 448C144 448 82 413 23 349L35 321C57 343 96 374 108 374C115 374 117 371 111 341C87 227 57 112 24 -6L32 -12C53 -4 81 4 108 6C119 68 134 128 149 171C177 229 309 383 364 383C387 383 388 355 373 282C354 190 330 92 303 -6L309 -12C332 -4 356 3 386 6C396 63 411 122 424 171C458 236 590 383 642 383C658 383 664 369 652 315L603 91C587 20 593 -12 619 -12C642 -12 708 23 766 88Z" id="g113-110"></path><glyph.data ascent="3473" descent="-2876" horiz-adv-x="789" vert-adv-y="789"></glyph.data></g><g transform="matrix(.0091,0,0,-0.0091,10.192,3.132)"><path d="M529 0V30C463 35 457 42 457 102V452C402 441 350 439 267 439H185V467C185 548 199 596 218 621C229 641 250 658 281 658C328 658 363 626 386 599C393 590 403 590 416 598C425 605 434 615 439 624C445 637 443 650 434 662C424 677 387 707 325 710C286 706 240 688 199 655C144 611 123 560 116 535C109 512 104 489 104 460V439H55L27 408L32 396H104V102C104 41 97 38 33 30V0H256V30C192 35 185 42 185 102V396H324C373 396 376 388 376 344V102C376 42 369 35 313 30V0H529Z" id="g58-27"></path><glyph.data ascent="1007" descent="-369" horiz-adv-x="547" vert-adv-y="547"></glyph.data></g></svg> in real-time HIL simulation [kg/s versus s].</div>

Mathematical Problems in Engineering

fig20

Figure 20

Figure 20: Robust Control of the Air to Fuel Ratio in Spark Ignition Engines with Delayed Measurements from a UEGO Sensor 