This is a tutorial for beginners to motor control design. The tutorial describes motor types and demonstrates signal control strategies through graphical animations. The tutorial also provides descriptions and schematics for basic motor control power semiconductor topologies.
It is supplied by Freescale semiconductors and is aimed a design engineers but is also good background for us top technicians!
http://www.freescale.com/webapp/sps/site/training_information.jsp?code=WBT_MOTORCONTROL_TUT#
“MOST – Media Oriented Systems Transport – is the de-facto standard for multimedia and infotainment networking in the automotive industry. The technology was designed from the ground up to provide an efficient and cost-effective fabric to transmit audio, video, data and control information between any devices attached even to the harsh environment of an automobile. Its synchronous nature allows for simple devices to be able to provide content and others to render that content with the minimum of hardware. At the same time it provides unique quality of service for transmission of audio and video services. Although its roots are in the automotive industry, MOST can be used for applications in other areas such as other transportation applications, A/V networking, security and industrial applications.”
More information: http://www.mostcooperation.com/home/index.html
Bosch has introduced the next generation of peripheral acceleration sensors for passenger protection systems in vehicles – the fifth since 1996. The key features of the new digital sensors include a wide measurement range of between ±120 g and ±480 g and the choice of communication via the SPI or the PSI5-V1.3 interface. Peripheral sensors are located at the outermost points of a vehicle’s engine compartment, at the sides, or at the rear, thus enabling them to recognize a collision quickly. However, the new fifth-generation models can do more than simply register a crash. In just a few milliseconds, they transfer to the airbag control unit all the data needed by the electronics system to determine with absolute certainty whether a collision is minor or serious. The control unit checks the plausibility of the incoming sensor data before deciding which vehicle restraint systems (e.g. front, head or side airbag and seat-belt pretensioners) to activate.
Four measurement ranges, two sensors, and straightforward integration: Apart from their measurement ranges, the two new sensors are of virtually identical design. The SMA58x can be switched from ±120 g to ±240 g and is designed to be integrated into the peripheral side collision sensors. The SMA59x, with twice the measurement range, is specially designed for front collisions. Both sensors measure along the Y axis. The 10-bit measured-value resolution and measurement range limit values are used to calculate sensitivity values of between 1 LSB/g and 4 LSB/g.
Thanks to the PSI5-V.1.3 bus interface, the sensors can be easily integrated, provided the airbag control unit also features a Peripheral Sensor Interface 5. Up to four bus users can then be operated in parallel or in series. To ensure the databus continues to function smoothly under such conditions, the new acceleration sensors feature an IDATA pin, which is used to select filters or attenuators with customer-specific dimensions. This wiring is integrated into the housing of the peripheral sensors along with the sensor chip.
Bosch engineers have equipped the SMA58x and the SMA59x with an ultra-effective offset controller. This automatically makes both slow and fast offset adjustments. As a result, the sensors are very resilient to physical disturbances such as vibrations or significant fluctuations in ambient temperature. Two selectable low-pass filters with cut-off frequencies of 213 Hz and 416 Hz are also used to enhance signal conditioning.
Background information on MEMS technology
Bosch has shaped the development of MEMS technology (micro-electro-mechanical systems) from the outset. The company has manufactured well over two billion MEMS sensors since production began in 1993. Production volumes reach new highs year after year. In 2011 alone, around half a billion sensors rolled off the production lines in Reutlingen, making Bosch the global market leader. Its product portfolio comprises pressure sensors, acceleration sensors, yaw-rate sensors, and inertial sensors as well as MEMS microphones and terrestrial magnetic field sensors for a variety of automotive and consumer electronics applications. More information on Bosch vehicle sensors is available at www.bosch-sensors.com.
| Technical data – SMA58x/SMA59x (extract – typical values) | |
| Measurement ranges | SMA58x: ±120 g und ±240 g SMA59x: ±240 g und ±480 g |
| Sensierachse | Y |
| Measured-value resolution | 10 bits |
| Linearity deviation | ±2 % |
| Permissible ambient temperature | -40 °C to +125 °C |
| Supply voltage | Max. 11 V |
| Current drain | Max. 8 mA |
| Housing | SOIC14n § 8.6 mm x 3.9 mm |
| Certificates | Environment: RoHS |
| Delivery capability | Series production under way, sample on request |
Bosch Engineering GmbH employs Bosch mid-range and long-range radar sensors for surround sensing in rail vehicles. “In rail transportation, there are interlocking plants with switches and signals to make sure there are no accidents. But on many secondary lines and industrial railways, during shunting, or when passing through construction sites, it is up to the train driver alone to do this,” says Bernhard Bihr, president of Bosch Engineering, explaining where the new technology will be applied. “We use Bosch radar technology, that has proven itself in automotive applications, and develop software functions specifically to support the work of train drivers.” Employing radar technology in rail vehicles makes it possible to implement functions such as predictive detection of obstacles and collision warning, detection of overhead power lines, and speed sensing over ground. Stationary radar sensors could also be fitted for rail infrastructure, for example at construction sites. For each of the functions, Bosch Engineering develops the design to match specific applications and specific customers, adapts the sensor software accordingly, and offers support during the entire system’s testing and approval phase
Bosch is adding an especially high-performance variant to its Generation 9 brake control systems. Summing up its advantages, Gerhard Steiger, the president of the Bosch Chassis Systems Control division, says: “The new ESP® 9 premium is the ideal basis for high-performance assistance and safety systems.” The core of this new version is an especially efficient return pump that can build up brake pressure very fast, and almost without any vibration.
While current brake control systems work with two pump elements, a total of six pistons are integrated into the ESP® 9 premium. They build up brake pressure especially fast, as well as very evenly, regardless of whether high or low brake pressure is required. On the one hand, this means that the brake control system can brake hard in an instant, and thus defuse critical situations. On the other hand, it can also provide the kind of gentle intervention needed for automatic dry braking or for an adaptive cruise control system with stop-and-go function. This pressure build-up is assisted by two additional pressure sensors integrated in the hydraulic modulator. Moreover, the smooth operation of the pump means that less vibration is transmitted to the bodywork, practically ruling out irksome noises and vibrations on the brake pedal.
Highest performance Generation 9 version
Bosch was the world’s first company to produce the electronic stability program, and since then has improved it continuously. When designing its new Generation 9 brake control systems, Bosch placed special importance on a high level of flexibility. This is why much of the hardware and software is modular in construction. While the ESP® 9 base provides full protection in critical situations, ESP® 9 plus already allows a number of common assistance functions to be executed, from hill hold control to adaptive cruise control (ACC) with a stop-and-go function. And with ESP® 9 premium, there is hardly any limit to the sophisticated driver assistance systems that can be offered. These include the lane keeping assistant, emergency braking assistant, and smart cruise control, as well as torque vectoring, a vehicle dynamics control function in which torque is distributed individually to each wheel. All these and many other functions can be configured as desired. How far do they support the driver? When do they intervene to correct a situation, and how far does this intervention go? Automakers can decide these questions for themselves, and in this way create the character they want for their brand or individual model.
Despite all these additional functions, ESP® 9 premium is smaller and 800 grams lighter than its predecessor. This supports automakers’ efforts to reduce the overall weight of new models. Service life has also been increased – for example, by using a modified return pump.
Videos:
· Predictive Emergency Braking System – explanation how it works (youtube link)
· Adaptive Cruise Control with stop-and-go function – explanation how it works (youtube link)
The following is from one of my textbooks and refers to ignition timing – fig 10-17 shows a timing and dwell map (a similar method is used to determine engine fuelling.
The F1 issue seems to be that the FIA regulations say that the ‘looked up’ (vertical axis) should be set so as to produce maximum torque at all times when the driver requests it from the throttle pedal.
F1 systems are complex but this should help:
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The basic ignition advance angle is obtained from a memorized cartographic map. This is held in a ROM chip within the ECU. The parameters for this are:
The above two parameters (speed and load) give the basic setting but to ensure optimum advance angle the timing is corrected by:
Figure 1017 Engine timing and dwell maps
The ignition is set to a predetermined advance during the starting phase. Figure 10.17 shows a typical advance map and a dwell map used by the Motronic system. These data are held in ROM. For full ignition control, the electronic control unit has first to determine the basic timing for three different conditions:
Corrections are added according to:
The ECU will also control ignition timing variation during overrun fuel cut-off and reinstatement and also ensure anti-jerk control. When starting, the ignition timing plan is replaced by a specific starting strategy. Phase correction is when the ECU adjusts the timing to take into account the time taken for the HT pulse to reach the spark plugs. To ensure good drivability the ECU can limit the variations between the two ignition systems to a maximum value, which varies according to engine speed and the basic injection period.
A three-dimensional cartographic map, shown in Figure 9.25, is used to represent how the information on an engine’s fuelling requirements is stored. This information forms part of a read only memory (ROM) chip in the ECU. When the ECU has determined the look-up value of the fuel required (injector open time), corrections to this figure can be added for battery voltage, temperature, throttle change or position and fuel cut off.
Figure 925 Cartographic map used to represent how the information on an engine’s fuelling requirements are stored
Bosch is currently rolling out series production of its new ESP® plus. With this version of Generation 9, many safety and assistance functions in addition to the anti-skid system can be integrated into the car. The high control precision of ESP® plus enables OEMs to integrate features such as adaptive cruise control with a stop-and-go function. In launching this version, Bosch is supporting the increasing spread of these assistance functions in compact and middle class vehicles.
Modular design makes it possible to offer customized solutions
With Generation 9’s new brake control system, Bosch has made scalability a top priority. Thanks to the modular design of hardware and software, different variants of the system can be easily installed. This enables OEMs to select the system that best fits with the functions they want a vehicle to feature.
The basic version of Generation 9 already offers full protection against skidding. Moreover, sensors to measure yaw rate and lateral acceleration can be integrated into the electronics of the control unit. With an even more precise control of the return pump, extra-tight pressure control valves, and two additional pressure sensors, the new Bosch ESP® plus can precisely regulate brake pressure even when the brakes are applied very lightly. This is particularly important for comfort functions such as adaptive cruise control (ACC). The ESP® premium completes the Generation 9 portfolio, enabling even the most advanced comfort functions. This version of the system has a return pump with six pistons which generate pressure especially quickly and constantly. They do this with very little noise and virtually without vibration.
A relaxed ride, even in traffic jams
With their first series-produced version of the new ESP®, the automaker and Bosch have developed a high-performance adaptive cruise control system that includes a stop-and-go function. In addition to ESP® plus, this vehicle also features the Bosch LRR3 radar sensor. The stop-and-go function brakes automatically in stop-and-go traffic until the car stops. If the car only stops for a short moment, it starts off again automatically. If the car is stopped for a longer time, the driver needs only to step lightly on the gas pedal to reactivate the function.
Taken from a Picoscope news email, here we have a two-part video (both parts are around 20 minutes) on YouTube from Paul Danner (aka ScannerDanner) of Engine Performance Diagnostics. In part 1 of this video Paul walks through some of the testing procedures that may be used for any no start condition. This particular vehicle is a 2000 Lexus RX 300. One thing to note, the cam-crank relationship waveform capture in the first picture is wrong, watch the end of the part 1 video for this correction.
View 2000 Lexus RX 300 No Start part 1 video on Youtube.
View 2000 Lexus RX 300 No Start part 2 video on Youtube.
See also: www.picoauto.com
DTM relies on Bosch technology once more
When the cars line up at the starting grid on the Hockenheimring on April 29, 2012 for the opening race of the German Touring Car Masters (DTM), they will once again have Bosch technology on board. Among the features common to all the racing cars taking part in the series – the Audi A5 DTM, the BMW M3 DTM and the DTM Mercedes AMG C-Coupé – are the Bosch Motorsport MS 5.1 engine control unit and DDU 8 display. The 2012 race season is the debut for both products and sees them replacing their respective Bosch predecessors.
Figure 1 ECU and customizable display
The Bosch Motorsport MS 5.1 control unit and the related engine management software make it possible to set numerous parameters individually and to analyze the data generated while driving laps. This allows teams to adjust the racing cars’ engine and chassis setup quickly and in a targeted way. “The new DTM control unit is considerably smaller and lighter than its predecessor. Its high-performance digital processor core is particularly impressive. The electronics are embedded in a dust- and waterproof housing which also protects it from vibrations and temperature variations, making it ideal for the demands placed by motorsport,” explains Klaus Böttcher, Vice President of Bosch Motorsport. Another piece of standard equipment in all DTM vehicles is Bosch Motorsport’s DDU 8 display with integrated data logger. Drivers can call up all relevant vehicle data on up to 12 color display pages while driving. Each team can customize the information displayed on each page to meet the needs of the team and the drivers.
Bosch Motorsport also provides numerous other components for all the DTM racing cars, including starters, generators, vehicle cable harnesses, wiper motor, and the power box. In addition to these standard components, the teams make use of Bosch Motorsport sensors, ignition components, and fuel injectors. These components are based to a large degree on series-production technology, but are adapted to the higher demands placed on them by motor racing. “We work together closely on this with the prototype production departments at Bosch plants. As a result, teams benefit from the know-how of a leading automotive supplier in every component,” says Böttcher.
Bosch has been a partner to the race series since the start of the new DTM in 2000 and supplies the teams with a whole range of products. Besides DTM, Bosch is also a provider of standard electric and electronic components to Formula 3 and to the U.S. Grand Am race series. Moreover, several race teams in the Le Mans 24 Hours and in many other competitions use Bosch Motorsport systems and components. As an experienced systems and components supplier for many race series, Bosch Motorsport and its experts have the systems competence and integration know-how required for motor racing applications. Bosch Motorsport is part of Bosch Engineering GmbH, a Bosch subsidiary that specializes in engineering services, and looks back on 111 years of participation in the world of motor racing. Bosch technology first helped racing drivers to victory in 1901.
Additional information can be accessed at www.bosch-engineering.com
Ford’s new 1.0-L EcoBoost I3 uses low-friction technology. The new 1.0-L triple features a new low-inertia Continental turbocharger and an exhaust manifold integrated with the cylinder head casting. Ford machines the heads using its MQL ‘dry machining’ process.
Figure 1 Ford 1.0-L EcoBoost I3 engine
Changing gears and associated friction reduction in the 1.0-L EcoBoost Ford Focus is a key discussion for powertrain engineers.
Read more from SAE: http://www.sae.org/mags/AEI/10714