Optimal Gain Scheduling Controller
for a Diesel Engine
J. Jiang
generalized gain scheduling control mechanism based on
A 0 ff-line optimization techniques has been developed for a
2-cylinder, water cooled diesel engine. First, a set of linearized
models is obtained for the engine operating at three different
speeds and a total of 15 load conditions. From the experimental
data analysis, it is concluded that the behavior of the engine can
best be characterized by a set of fifth order difference equations
with appropriate time delays. Optimal controllers with a PID
structure are then synthesized by off-line numerical optimization
using these mathematical models to minimize the integral
squared error (ISE) of the engine speed deviation subject to a step
speed change command. The designed control system has been
implemented and tested on a Petter diesel engine (Model PH2W).
Experimental results have indicated that the designed optimal
control strategy has tremendously improved the performance of
the original engine in terms of both speed regulation and distur-
bance rejection. Attempts have also been made to evaluate the
fuel efficiency of the engine with respect to controller parameter
variations. It is concluded that there exists a strong correlation
between controller parameter settings and the engine fuel con-
sumption rate.
Improving Diesel Engine Efficiency
Diesel engines have been widely used as power sources in
practice. Diesel engine driven systems include automobiles,
ships, and backup power generating units, to mention a few.
However, most of the existing engines still use simple mechani-
cal fly-wheel type govemors to regulate speed. The performance
of these engines is often limited by inflexibilities of their gover-
nors. With advances in computer technology and the growing
shortage of world energy resources, it is highly desirable to
develop new control strategies to improve the performance of
existing engines in terms of speed regulation, robustness to load
disturbance, and more importantly, fuel efficiency. The main
objective of this article is to demonstrate how computer technol-
ogy and modem control theory can be used to develop optimal
control strategies for diesel engines, to experimentally verify the
developed scheme on an existing diesel engine, and to study the
effect of controller parameters on the engine fuel efficiency.
As is well known, diesel engines are highly nonlinear devices,
and their characteristics vary as a function of power output,
speed, ambient temperature, etc. Such nonlinear behavior makes
Based on a paper presenfed at The Second IEEE Conference on
Control Applications, Vancouver, British Columbia, Canada, Sep-
tember 13-16,1993.The author is with the Department of Electrical
Engineering, University of Western Ontario, London, Ontario, N6A
5B9 Canada. This work was supported by the DepartmentofEnergy,
Mines, and Resources of Canada.
42 0272-1708/94/$04.0001994IEEE
the design of engine control systems a very difficult task. Fur-
thermore, diesel engines are inherently open-loop and marginally
stable in the sense that the engine speed will drift in the absence
of feedback control actions, or the engine may stall when the
operating speed is below a certain level (1 500 rev/min for the
current engine at no load).
It is also interesting to note that diesel engines are inherently
time-varying discrete-time systems in the sense that the engine
speed is a function of the fuel injection timing, compression, and
combustion processes which depend again on the instantaneous
engine speed. It will be shown later that there is a pure time delay
between the movement of the throttle position and the engine
speed response. This time-delay decreases as the engine speed
increases. These undesirable characteristics make the design of
optimal engine control systems even more challenging.
Despite these difficulties, several attempts have been made to
synthesize optimal controllers for diesel engines. Optimal control
for a diesel engine speed goveming loop has been formulated in
[l]. Both 4-cylinder and 6-cylinder engines have been consid-
ered. A sample data model of the engine is first constructed in the
state-space form. The cost function is then defined as a quadratic
function of the error in engine speed variables, control effort, and
the air-fuel-ratio. This optimal control problem is then solved by
both dynamic programming and the discrete minimum principle.
However, this article is theoretical in nature, and no attempt has
been made to implement the developed control scheme on an
actual engine.
A novel smoke sensor has been used in conjunction with a
tacho-generator to control the transient response of a diesel
engine [2]. The engine fuel rack is controlled by a servo-motor
drive. The control algorithm is of proportional and integral (PI)
type. The controller parameters are chosen such that the engine
overshoot and the amount of engine exhaust smoke are mini-
mized. The control scheme has been evaluated on an actual
engine under four operating speeds and three load conditions. A
second order transfer function is assumed for the system from
the fuel rack to the engine speed. However, the transfer function
from the fuel rack to engine smoke is found to be highly non-
linear. Therefore, a set of models has to be used in the control
system design for the engine at different load conditions.
Since almost all farm tractors are driven by diesel engines,
some research work has been done to design fuel efficient control
systems for tractors. Among other things, optimal control of
diesel engines used in tractors has drawn a great deal of attention,
[3]-[5].In these publications, an optimal engine speed control
system has been developed. The engine model from the fuel rack
to the shaft speed is identified first for various engine operating
conditions. This model is a fifth-order auto-regressive moving
average (ARMA) type. Lead-lag compensators are then de-
IEEE Control Systems
signed, and the controller parameters are selected such that the
integral absolute error (IAE) of the control loop is a minimum.
A microcomputer has been used to implement the designed
control system. The desired engine speed in this case is deter-
mined by a so-called “specific fuel consumption curve” which
depends not only on the engine speed, but also on the gear ratio
and the traction control of the tractor.
In this article, a set of dynamic models of a diesel engine speed
governing loop is obtained using system identification tech-
niques for various engine speeds and power outputs. The engine
models are in the form of difference equations with appropriate
time delays. Such parametric models are cross-checked with
frequency response measurements before being used for control
system designs.
Based on the derived mathematical model set, an optimal
control strategy has been synthesized using off-line optimization
techniques. The engine performance with such control schemes
has been evaluated on a test engine under various operating
conditions, such as sudden speed changes, ramp load distur-
bances, etc. The performance comparisons of the new control
scheme with that of the original fly-wheel mechanical govemor
have indicated that tremendous improvements in terms of speed
regulation and disturbance rejection have been achieved. Since
the controller parameters depend on both engine speed and power
output, the term generalized gain scheduling controller has been
used. By implementing the controller using a microcomputer, the
controller gains can be adjusted automatically, on line and in real
time, in response to the instantaneous engine speed and power
output.
In addition, the fuel efficiency of the engine under different
operating conditions with different, but fixed, controller parame-
ters has also been investigated. The main objective of such
studies is to look for any correlation between the controller
parameter settings and the fuel consumption rate of the engine
under the same operating conditions.
Construction of Diesel Engine Models
The specifications of the diesel engine used in this study are
given as follows:
Petter diesel model - PH2W
2 cylinder
15 brake horsepower at I800 rev/min
Stroke: 100”
Cubic capacity per cylinder: 0.659 L
Compression ratio: 16.5: 1.0
Maximum engine speed: 1800 rev/min.
Along with the engine, a dynamometer is permanently cou-
pled to the engine main shaft for the purpose of simulating
different engine loads. The load can be varied by changing the
strength of the field excitation of the dynamometer. The designed
speed of the engine is 1800 rev/min; however, the engine speed
changes considerably as the system environment varies, such as
changes in load, fuel quality, and ambient and engine tempera-
tures. The quality of the speed regulation is far from satisfactory.
The engine is cooled by circulating cool water through a heat
exchanger.
The above engine and its related control systems have been
upgraded. The major modifications are: 1) to install a DC-motor
driven linear actuator to control the throttle position of the fuel
injection pump through the movement of the fuel rack; 2) to
August 1994
couple a tacho-generator onto the engine secondary shaft (1/2 of
the speed of the main shaft) through a flexible link for speed
measurement and an electronic filter to minimize the torsional
vibration in the measured engine speed signal; 3) to design and
build an electronic circuit which is capable of generating various
desired load pattems consistently by varying the strength of the
field current of the dynamometer to simulate various engine load
variations; and 4) to implement in real time a computer data
acquisition and control facility for the engine measurement and
controls.
The overall experimental set up, including computer based
data acquisition and control system is shown in Fig. 1. The signal
generator has been used for engine frequency response measure-
ments; it has also been used for generating various load variation
pattems for engine performance evaluation. However, since it is
not an essential part of the engine control loop, a dotted box has
been used to represent it.
The parametric models of the engine are obtained by system
identification methods. Since the engine is an open-loop margin-
ally stable system, it is very dangerous and difficult to perform
any open-loop tests. However, the control system design proce-
dure calls for an open-loop engine transfer function. One ap-
proach is to first identify the closed-loop system (with an
appropriate stabilizing controller in the loop), and then convert
the closed-loop transfer function into an open-loop one. The
second approach uses signals measured from inside the engine
control loop, such as the input signal to the linear actuator and
the engine speed output. In this way, the open-loop engine
transfer function can be calculated directly, provided that an
extemal probing signal is used to guarantee the identifiability. To
minimize the computational cost, the second approach is adopted
in this research.
The identification procedure can be summarized as follows:
A 9-bit pseudo random binary sequence (PRBS) of f0.5 V is
generated and added to the nominal engine speed control signal
at the speed setpoint within the computer. The stabilizing con-
troller for the engine is a simple proportional controller The input
signal to the system identification algorithm is the engine speed
error signal, which is the difference between the setpoint speed
control signal and the real-time measurement of the engine speed
output from the tacho-generator. The sampling period of 0.1 s is
used in all tests. A total of 400 data points are recorded for both
input and output signals through the RTI-8 15A Data Acquisition
Unit in each run. Based on the recorded data, PC MATLAB(TM)
and System Identification ToolBox from The Mathworks, Inc. is
used to derive the parametric models of the engine in the form
of difference equations.
The dynamic model of the engine is of an ARMA type. The
data analysis indicates that to characterize the behavior of the
engine at the nominal speed of 1000 rev/min, four units of time
delay (0.4 s) have to be included in the model, the discrete domain
transfer function from the engine speed error signal to the engine
speed output is therefore
However, when the nominal engine speed increases (e&,
1300 and 1500rev/min), the effective time delay reduces. Analy-
43

Fig. 1. Computer based diesel engine testing and control setup.
sis has indicated that three units of time delay are adequate to
describe the engine dynamics at these two speed levels. Hence,
the general form of the transfer function of the engine at 1300
and 1500 revlmin is given as
Table I
Parameters of the En
44
Because of the nonlinear characteristics of the engine, the
coefficients in (I ) and (2) are nonlinear functions of the engine
speed and power output. Their respective values are obtained by
the least squares parameter estimation procedure, and tabulated
in Table I.
Generalized Gain Scheduling Control
Previous analysis indicates that diesel engines are highly
nonlinear systems. The direct consequence of such nonlinearities
is that an optimal controller designed for one operating condition
(speed and power output) may not work well when the engine is
operating at another condition. In fact, under certain circum-
stances, the closed-loop system stability may even be in jeopardy.
One solution to such a problem is to design a robust controller
which performs reasonably well for all engine operating condi-
tions. Because of the large variation of the engine dynamics at
different speeds and power outputs, such a robust controller can
never be optimal for all operating conditions. Another approach
is to divide the range of the engine operation into several different
zones according to engine speed and power output. An optimal
controller is then designed for the engine operating in each of
these zones. During the course of the engine operation, depend-
ing on the engine operating conditions, the most appropriate
controller will be employed. In this article, the engine operation
has been divided into 15 different zones as shown in Table I.
I E E E Control Systems
Fig. 2 . Three controller-parameters for the engine at different operating conditions.

It is important to mention that the optimality criteria consid-

ered in the engine control system design is with respect to the (a) Engine Load Variation
8
quality of the transient response, such as percentage overshoot,
rise time, settling time, etc. Such optimalities can be achieved by
I
choosing appropriate PID controller parameters, Kp, K I , and KO
to minimize the integral squared error (ISE) of the engine speed
error signal subject to a step input. Such an optimization problem
can be formulated as shown in (3), [6]-[8]. During the controller
design, step responses of the systems under different operating '0 5 10 15 20 25 30 35 40
Time (sed
conditions (15 in total) are simulated, and the optimal controller 7.5
(b) Enqine Speed Variation
parameters are determined using sequential quadratic program- 7.4 "f--dv+
ming to minimize J(KP,Ki,KO): 7.3 -
5 7.2 -
I

> 7.1 -
7 -
6.9
0 5 10 15 20 25 30 35 40
Time (sec)

where K p , KI, and KO are proportional, integral, and derivative

gains of the PID controller, and e(k) is the engine speed error Fig.3. The engine speed with a mechanical governor subject to a
signal at sampling instant k as shown in Fig. 1. step load change.
The optimization process for the controller design has been
camed out using all fifteen engine models given in Table I. It (a) Engine Load Variation
should be noted that since the controller structure has been
2u
'
prespecified as a PID type, the optimization process of (3) is in
fact a nonlinear one. Numerical procedures have been used to
solve for the desired controller parameters. The controller pa-
rameter values are also shown in a 3-D view in Fig. 2. 0.5
Since these controller parameters are obtained based solely = 15 20 25
on linearized engine models, an important question remains as O5 lo Time (sec)
to how well these controllers will perform on the actual engine
which is highly nonlinear. To answer this crucial question, real-
time experiments on the test engine using the designed controller
have been carried out under different engine operating condi-
tions. The results are reported in the next section. It is important 4.6
to note that in order not to introduce large disturbances to the
4.4 1 I
engine during controller gain adjustments, linear interpolations 5 10 15 20 25
are used to obtain smooth controller gain transition surfaces. Time (sec)
From the controller parameters in Fig. 2, it is interesting to
note that as engine speed and power output changes, the variation Fig.4 . The engine speed with a mechanical governor subject to a
of the proportional controller gain K p is relatively small. How- ramp load change.

August 1994 45
 ever, there is a significant variation in the integral controller gain
5 Kl. The general changing pattem for KI is that it decreases as
--
c
4.5 ......
;*<,,;
, , . . : :

.. . . .~ ..
.!
j
..
... . .. . ...
j
..
j
!.
I.
.
..
:.
.
..
.j
. engine load increases. The general pattem for the derivative gain
P i : ; : ... : ... : ... : ... , ... : ... KD is opposite from that of Kz, i.e., as load increases, KD de-
$ 4
I .. ..
...........................
.... ... ...
..
- ...
..
................. _.
...
. . .
...............................
... ... .. creases.
. . . . .
g 3.5 ..........j ..........................................
j i j j
(.
j j i

. <->iContrbl. . Signal . %-.> Measured Engine Speed

3
. . . . . . . . . Performance Evaluations
Time (sec)
Behavior of the Engine with a Mechanical Governor
Diesel engines with mechanical govemors are usually de-
signed to operate at a prespecified speed which can be adjusted
mechanically via limiting devices while the engine is not in
operation. Therefore, it is not possible to perform any speed step
response tests on the engine with such govemors. Rather than
introducing a step change in speed setpoint, we will study the
Time (sec) engine speed responses to various load disturbances. The speed
responses of the engine equipped with a mechanical govemor to
Fig. 5. Step response of the engine at nominal speed of 1000 revimin various load changes are shown in Figs. 3 and 4.For ease of
with no external load. reference, the relationship between the engine speed (rev/min)
and the tacho-generator voltage (V) output is given as:

Engine-Speed = 168x(Tacho -Output) + 510. (4)

. .
......... .........
7J 4 ......... .........
As indicated in Figs. 3 and 4, the performance of the engine
Ill
.......... to a change in load is unacceptable (e.g., sluggish response and
.......... ......... ........ ..................... . large steady-state error). The underlying reasons for mechanical
govemors to have such poor control performance are 1) lack of
0 2 4 6 8 10 12 14 16 18 20 integral action in the mechanical govemor; therefore, a finite
Time (sec)
speed offset signal is required to pick up additional engine loads
................... ........ ......... ......... .......... .................
(hence, steady-state speed error is present); 2 ) the large time
constant of the mechanical govemor results in a slow response
p 4 of the engine to the speed change command; as a consequence,
Ill
....... the throttle position cannot be adjusted instantaneously, which
leads to a large speed variation. As is well known, when the
“ 0 2 4 6 8 10 12 14 16 18 20 engine speed is below a certain threshold value, the engine will
Time (sec) eventually stall. Such unstable behaviors can best be seen in Fig.
4 as the mean speed decreases gradually.
Fig. 6 . Ramp response of the engine at nominal speed of 1000
revlmin with no external load. Behavior of the Engine
with the Designed Optimal Controller
To better understand how well the designed optimal controller
c
1.2 performs on the test engine, three types of tests have been
5 1
conducted. The first group of tests is to investigate the speed
Y 0.8 ................... ...................
2
Ill 0.6 ................... ................. ............... regulation characteristics of the engine under constant torque
2 0.4 ................... output. Both step and ramp signals have been used as a speed
2 0.2 .................... .................. .................... change command signal. The purposes of the tests are to verify
oo the controller design, and to compare the engine responses at
5 10 15 20 25 various speed and load combinations. The second group of tests
Time (sec)
deals with the situation where the engine torque undergoes two
i..................... types of variations: step and ramp changes, while the engine
3.8 .................... .................... (..................... !....................
speed setpoint is kept constant. Such tests are mainly used to
-
3
p
3.6 .................... i ....................
3.4 ...................................
+....................
2 ....................
j......................................
;......................................... study the disturbance rejection properties of the engine control
loop. Finally, the power characteristics of the closed-loop engine
2Ill 3.2 .................... : L .................... j ....................
control system have been investigated. By power characteristics
5 10 15 20 25 we mean that the torque and the speed of the engine are changed
Time (sec) simultaneously in the same direction with the same pattem, Le.,
increased (decreased) in step or ramp fashion. Such tests put
Fig. 7. The engine speed deviation with a step load change much stress on the engine. In fact, when step changes are used,
nominal speed of 1000 revlmin. the engine power variations will be as large as the square of the

46 I E E E Control Systems
 tracking error even with this ramp command input. However, this
is not true in general for large loads.
The performance of the engine under step load changes is
shown in Fig. 7 where the initial engine speed is 1000 rev/min
when an extra 1.05 kW load is being added. As can be seen, the
effects of such load disturbance on the engine speed is negligible.
The performance of the engine under ramp load disturbances has
5 10 15 20 25 also been studied. The load disturbance pattem and the corre-
Time (sec) sponding engine speed response for the engine operating at a
A C;.
7.d
nominal speed of 1000 rev/min are shown in Fig. 8. The mini-
.......;. ..................(.. ............. mum and maximum load variations are 0.075 kW and 1.62 kW,
respectively. Under such a wide range of load variations, the
.......+ ..................i ............. maximum speed deviation is only 43 rev/min.
2.5 .................. .................j..................... .................... ! The third group of tests deals with situations where the engine
2 speed and the torque output are varied simultaneously in the same
0 5 10 15 20 25 pattern. Fig. 9 shows the torque and speed change pattems and
Time (sec)
the corresponding speed response of the engine operating at a
nominal speed of 1000 rev/min. In this case, the speed variation
Fig. 8. The engine speed deiiation with a rump load disturbance ut is 1 .O V, which corresponds to 168 rev/min, and the range of total
nominal speed of 1000 revlmin. power output is from 0.02 kW to 2.46 kW. The graph clearly
indicates that the engine can maintain reasonably good transient
fa) Toraue & SDeed Chanae Pattern and steady-state responses.

i r----l i Fuel Consumption Rates and Controller Parameters

The fuel consumption rate of the engine under various oper-
ating conditions with different, but fixed, controller parameters
3 5 (Volt)
has also been studied. To standardize the criterion for such tests,
5 10 15 20 25
the following procedure is used to measure the fuel consumption
Time (sec) rate of the engine:
(b) Speed Response (Volt)
51 I fill a measuring jar (56 mL) with diesel fuel;
4.5 ................... .................................. record the buming time span of the fuel for a specific engine
4 .............. .............
operating condition;
repeat the first two steps three times, and compute the
3.5 ...................
average time span;
3 calculate the fuel consumption rate using the following
0 5 10 15 20 25
Time (sec) formula:

Fig. 9. The engine speed response to simultaneous step changes at

both output torque and speed setpoints.

where Cfuelis the average fuel consumption rate in milli-liter per

amount of that step change. On the other hand, if ramp changes
minute, V is the volume of the measuring jar, and Vieakageisthe
are used, the engine power output will vary parabolically.
leaked fuel from the fuel injector pump during all three test runs.
Step responses of the engine with optimal controllers have T I ,T2, and T3 are the time span of each test run in minutes.
been performed by introducing a step change in the engine speed During the tests, the nominal engine speed is set to 1316

n
setpoint. The magnitude of the step change is 1.0 V, which rev/min. A 0.05-Hz square wave of 0- 1.O V has been applied at
corresponds to 168 rev/min (from (4)). The results are shown in
Fig. 5 where the engine was originally operating around 1000 I - 7 FY;Y
rev/min when a speed change signal has been issued. As a result,
the engine accelerates quickly and settles at the new speed. -
-
An example of the engine speed response to a ramp input 20
command is shown in Fig. 6. The ramp signal is approximated
by a triangular waveform. The figure shows engine speed re- '-1 mil I
10
sponses at two load conditions, at the nominal speed of 1000
5
rev/min. The upper graph has been obtained when the engine 0 I - KWatts
carries no extemal load, while the lower one represents the same No exterinal load 1.9
except that the initial engine power output is about 2 kW. Com- Output Power
parison of these two graphs indicates that faster tracking can be
obtained with lighter load. It appears that there is no steady-state Fig. I O . Fuel efficiency tests subject to step engine speed changes.

August 1994 47
I I
Table I1
Fuel Efficiency Tests Subject to Step-Like Engine Load Variations
the engine speed setpoint. The performance of the three sets of
controller parameters has been evaluated; one for optimal con-
trollers, and the other two for nonoptimal ones. Tests have been
conducted under three different engine power output levels by
appropriate setting of output torques. The experimental results
and the test conditions are illustrated in Fig. 10.
As we can see from this figure,the controllerparametersdo affect
the fuel efficiency of the engine. In fact, the optimal controller
designed to minimize the overshoot and settlingtime of the transient
response also provides better fuel efficiency.The parameters of the
nonoptimal controllers are chosen arbitrarily. The experimental
results have indicated that both nonoptimal controllers have rela-
tively small damping which degrades the engine efficiency.
The effect of load variations on the engine fuel efficiency have
also been studied for the optimal controllers under three different
nominal speed settings. In addition, the fuel efficiency of the
engine controlled by the mechanical govemor has also been
investigated. The engine load is varied periodically by applying
a square wave of 0.05 Hz to the load pattem generator (see Fig.
1). The experimental results are presented in Table 11.
One of the interesting observations in this set of tests is that
the mechanical govemor appears to have better fuel economy.
However, such an observation is not completely true unless we
also examine the speed characteristics of the engine under me-
chanical govemors. Due to the integral action of the PID control-
ler, the steady-state engine speed will be at the preset speed even
in the presence of a constant load disturbance. However, in the
case of a mechanical govemor, the engine speed deviates from
the original set speed (steady-state error). Because of such a
reduction in speed, it appears that the engine equipped with the
mechanical govemor is more fuel efficient. However, results
become meaningless under this situation.
Summary
A generalized gain scheduling control scheme using optimi-
zation techniques has been developed for a diesel engine. The
designed scheme has been implemented using a microcomputer
and evaluated on a real engine. The results indicate that the
performance of the engine with the designed control scheme is
much superior to that with the existing speed govemor. In addi-
tion, the relationship between the controller parameters and the fuel
efficiency of the engine has also been explored experimentally.It is
48
concluded that the damping of the closed-loop system has the
most significant effect on the fuel efficiency of the engine. In
fact, the optimal controller designed to minimize the overshoot
and settling time of the transient response also provides better
fuel efficiency.
Acknowledgment
Permission to use the diesel engine located at the Lakehead
University was highly appreciated.
References
[ I ] J.O. Flower and R K GUptd, “Optimal control considerations of diesel
engine discrete modela,”It7t J Control, vol 19, no 6, pp 1057-1068, 1974.
[2] G Hong and N Collings, “Design of diesel smoke feedback control using
a combination of PI control algorithm and performance optimization,” SAE
Tech paper, no 890387, 1989
[3] N Zhdng, J.V Perumpral, R K Byler, and S D Shaffer, “Diesel engine
control based on an ARMA model,” Ttans ASAE, vol. 32, no 4, pp.
1112-1120. 1989
[4]N Zhang, J V Perumpral, and R.K. Byler, “Automatic control system for
optimizing diesel engine performance,” Comp Electron Agriculture, vol. 2,
pp 31-46, 1987
[5] N. Zhang, “Microprocessor-based digtal controllerlmprovlng tractor operatmg
efficiency,”Ph.D dissertahon,V u p a Polytechnic Inshtute and State Umv., 1987.
[6] S.P. Boyd and C H Barratt, Linear Controller Design Limits ofPerform-
ante. Englewood Cliffs, NJ Prentice Hall, 1991.
(71 B.D.O. Anderson and J.B. Moore, Optimal Control Linear Quadratic
Methods Englewood Cliffs, NJ: Prentice Hall, 1990.
[8] G C Newton, Jr ,L.A Gould, and J F Kaiser, AnalvticalDesign ofLinear
Feedhac k Controls New York: Wiley, 1957
Jin Jiang completed the Ph D. degree in 1988 at the
Department of Electrical Engmeenng, The University
of New Brunswick, Fredencton, New Brunswick,
Canada. He was on the faculty of the Manne Institute,
St. John’s, Newfoundland, and Lakehead University,
Thunder Bay, Ontano, before j o m g The University
of Western Ontario, where he is an Associate Professor
in the Department of Electncal Engmeermg. His re-
search interests are mainly m the areas of control
systems, fault detection and diagnom, power sys-
tem dynamics, and controls
IEEE Control Systems