Drivven uses the NI CompactRIO development engine to control system prototypes
"In the past, we spent at least 2 years and $500,000... In this project, equipment costs (including motorcycles and CompactRIO) were $15,000. In addition, the project took only three months to complete. ." – Carroll G. Dase, Drivven This article refers to the address: http:// The Challenge: Construction of FPGA-based full-powered engine control system for high-performance motorcycle engines The Solution: The National Instruments (National Instruments, NI) CompactRIO and LabVIEW environments focus directly on engine control software and I/O board development. Author(s): Carroll G. Dase - Drivven Construct a highly reliable, high performance system Drivven, a supplier of automotive control and data acquisition solutions, needed high-reliability, high-performance hardware to prototype the 2004 Yamaha YZF-R6 motorcycle development engine control system. The engine control system requires deterministic cycle times in milliseconds, as well as precise injection and ignition timing in microseconds. In addition, the controlled object engine speed is up to 15,500 rpm. At this speed, the crankshaft is less than 4ms per revolution and the system must accurately control injection and ignition events at angles less than one degree. We are committed to providing a seamless integration path from prototype to production for FPGA-based powertrain controllers, where flexibility and computing power are critical as they include early prototyping. Our vast IP library accommodates a range of core technologies, such as techniques for tracking crank angle coordinates from a range of position sensors; precise angle injection and precise ignition techniques. In this project, we chose a four-slot NI CompactRIO embedded system for flexibility, small size, and stable and solid shape. On the one hand, sensors and actuators can be easily added and data can be displayed quickly and easily. On the other hand, it is also possible to install the controller in the extremely limited available space of the super sports motorcycle. The entire project consists of the following three main phases. Phase 1: Custom I/O Module Development We have developed three custom CompactRIO I/O modules. The first module provides 22 single-ended 12-bit analog inputs, 2 variable reluctance (VR) sensor inputs, and 2 Hall effect sensor inputs, and implements a low-pass analog filter and overvoltage/undershoot of all inputs. Pressure protection. The second module provides four channels for driving low-impedance point injectors and four low-side inductive load switches for driving universal solenoids. Each channel can detect open, closed or disabled with little CPU intervention. The third module provides eight low-side inductive drivers for the ignition coil. To develop prototypes for production-oriented control systems, we use low-cost circuits to design each module. Therefore, developers can use the same circuit during the prototyping and production phases. Phase 2: Calibration of the manufacturer ECU (Electronic Control Unit) We use CompactRIO to access critical motorcycle sensors and actuators and record their signals and events at 200 Hz, including intake air pressure and temperature, atmospheric pressure, cooling water temperature, throttle position, crankshaft position, Camshaft position, initial injection angle and pulse width, and ignition advance. The FPGA-based Engine Management VI is used to record the position of the crankshaft (with a resolution of 0.3 degrees) and to capture the angle of the injection and ignition events. The mapping experiment was carried out on a long straight road with little traffic load, without the need to remove the engine from the motorcycle and install it on the dynamometer. In order to fully calibrate the behavior of the manufacturer's ECU, it is necessary to drive the motorcycle under a combination of many different throttle positions and engine speeds (nearly 700 operating points), while the ECU data is recorded in multiple files. Engineers in the tracking car periodically use the wireless network to transfer the data files on the CompactRIO to the laptop and immediately analyze their coverage of the work point using the LabVIEW program. The application filters out transient data and quickly arranges the data into a speed/load operating point table. The mean and standard deviation are calculated for each work point. Within 2 hours, the team collected 90% of the motorcycle's working point data to achieve full coverage of the manufacturer's ECU calibration. After that, engineers used LabVIEW to process the data again in the lab, providing 3D and 2D visual displays, and modifying the raw data on the image to fill in the missing work points. Stage 3: Engine Control In the final phase, CompactRIO was developed as a research-oriented ECU, providing the possibility to conduct future control algorithm research and development. Using CompactRIO, we implemented multiple engine management FPGA core modules that can be directly ported to FPGA-based finished controllers. Using the LabVIEW Real-Time Module, we implemented a combination of the speed density method and the alpha-N engine control combination strategy common in high performance racing applications. The rotational speed engine control method monitors the intake air pressure and temperature to calculate the theoretical mass (density) of the air entering the combustion chamber in each cylinder cycle. However, due to the regulating effects of the intake and exhaust passages, the engine speed affects the mass of air actually entering the combustion chamber. The user can describe this behavior with a one-dimensional lookup table of volumetric efficiency (Ve) corresponding to engine speed. The fuel injection quality is then calculated based on the stoichiometry of the fuel oil (about 14.7 parts of air with 1 part of gasoline for gasoline). Many bus engine controllers use an open loop controlled speed density method until the fuel injection subsystem is directly operational in closed loop control. The Alpha-N engine control method is relatively simple. It searches for the empirical value of air quality based on each throttle angle (alpha) and engine speed (N) operating points to form a two-dimensional lookup table containing hundreds of points. We use a combination of these two control strategies to use the rotational density method at low-speed, low-load operating points where the intake air pressure has the greatest variability. The alpha-N method is used for mapping at the remaining work points. Save time and money with CompactRIO and LabVIEW In past projects, we spent at least 2 years and $500,000 to develop a similar ECU prototype system based on custom design hardware. In this project, equipment costs (including motorcycles and CompactRIO) were $15,000. In addition, this project was completed in only 3 months. CompactRIO and LabVIEW real-time tools provide the reliability and precise timing resources required, and the system is rugged enough to withstand high temperatures and high vibrations.
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