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1、Injection and Ignition - 12 - Automobile Engine Injection and Ignition Using the Motorola MPC555 Microcontroller Rick Wagoner Information Education and Technology 645, Section 001 Professor Dr. Yudi Gondokaryono May 2, 2

2、006 Automobile Engine Injection and Ignition Introduction Automobile engines and powertrains have become a major growth area for microcontroller use. This growth is also expected to continue. As many new regulations concerning the exhaust emissions and fuel efficiency must be met then mo

3、re and more microcontrollers on automobiles will be required. One area that currently makes use of a microcontroller is that of fuel injection and engine ignition. These two areas can both be controlled in a manner that can greatly increase fuel efficiency, lower exhaust emissions, and also impro

4、ve engine power performance. Let’s begin by looking at fuel injection. Injecting the proper amount of fuel into the engine at the proper time allows the engine to operate a peak performance levels. This process can be accomplished without the use of a microcontroller. However, due to the many fa

5、ctors affecting what constitutes the proper amount and proper time makes the use of a microcontroller much more appealing. The microcontroller can gather the readings from sensors connected to many components on the engine to perform calculations determining the proper amount and proper time for th

6、e injection process to occur. The higher the temperature on the engine the better the fuel burns. As the fuel burns more efficiently less fuel is required to generate the same amount of energy. Having a temperature sensor on the motor providing input to the microcontroller allows for adjustment o

7、f the amount of fuel being injected into the motor to provide the same amount of engine output energy. These calculations are quite complex and thus would take some time for a person to perform. The microcontroller can gather the data, perform the calculations, and make the necessary adjustments i

8、n a fraction of a second. The gathering and adjustment process can thus be performed many times per second allow for continuous levels of higher engine performance. Likewise, the ignition process can also be controlled in a similar process. Ignition needs to occur at a time that will allow the e

9、ngine to provide the most energy for use. If the ignition is ‘fired’ exactly when the piston is at its highest point then energy will be lost. The amount of time that it takes for the ignition to fire and then travel to the piston allows the piston to move downward. Then when the fuel is ignited

10、and the reaction takes place energy is not used to its full potential because the piston can not gain a full ‘stroke’ from the reaction but rather is moved what distance is available thus operating at less than peak efficiency. However, if the ignition process is started slightly before the piston

11、reaches its uppermost position the engine energy is thus used to its full potential. Again in this scenario a measurement must be taken and a calculation must be performed and then an adjustment made. The quicker this can be down the more efficient the engine will operate. For both injection and

12、 ignition there are many factors that will affect the outcome of the calculations required to adjust the engine into peak efficiency. As was discussed with the injection process, engine temperature plays a key role and engine speed greatly affects the ignition process. These factors are the key re

13、ason that a microcontroller is used instead of monitoring these elements manually. A person is simply incapable of keeping track of all of these factors and then also considering them in determining the proper adjustments to be made. This is why I will only assume a minor set of these factors for

14、discussion in designing a basic microcontroller system to control both fuel injection and engine ignition. Our fuel injection system will take into account the temperature of the motor, the position of the accelerator pedal and the position of the crankshaft in determining when to open the injecto

15、r and how long to leave it open. The engine ignition system will also consider the speed of the engine and the position of the crankshaft in determining when to trigger the spark control. By monitoring our four inputs: motor temperature, accelerator pedal, crankshaft position, and engine speed; we

16、 can properly adjust and synchronize our two output components: injectors and spark control. To meet the requirements of such a system I recommend using the Motorola MPC555 microcontroller. Following is a block diagram of the MPC555 followed by a list of features available on the microcontroller.

17、 MPC555 Features: PowerPC RISC processor PowerPC core with floating-point unit 26 Kbytes fast RAM and 6 Kbytes TPU microcode RAM 448 Kbytes flash EEPROM with 5-V programming 5 V I/O system Serial system – queued serial multi-channel module (QSMCM), dual CAN 2.0B controller modules (Tou

18、CAN ) 50-channel timer system – dual time processor units (TPU3), modular I/O system (MIOS1) 32 analog inputs – dual queued analog-to-digital converters (QADC64) Submicron HCMOS (CDR1) technology 272-pint plastic ball grid array (PBGA) packaging 40-MHz operation with dual supply (3.3V, 5V) T

19、he MPC555 microcontroller is designed for the automotive industry and thus has been built with consideration for the extreme operating conditions that will be encountered by an automobile. The other key features that make this good choice for this application is the multiple analog-to-digital conve

20、rters as well as the dual time processor units. Multiple converters allow multiple devices (engine speed sensor, accelerator pedal position, and motor position sensor) to be input simultaneously and have each analog signal converted to digital signals for further processing. Once our inputs have b

21、een recorded and converted then calculations can be performed to adjust our outputs. Another feature that enables the MPC555 to meet system requirements is the dual power supply voltages. The internal core runs at 3.3 V while the output ports operate at 5 V. This works well because the lower inte

22、rnal power consumption while providing necessary voltages for input and output devices. Most of the sensors and devices controlled by this type of microcontroller were designed to be compatible with older microcontrollers which only had a single power voltage supply which operated at 5 V. Since th

23、is is the case the 5 V I/O ports can operate with almost any available I/O device. Dual time processor units allow us to synchronize both output devices with a single microcontroller. A single time processor unit can be assigned to each output device; one for the spark control and one for the inj

24、ection control. By adjusting the algorithm that takes in the input devices values and calculates the necessary output device levels we can adjust and control the timing of the spark and injection control. The time processor units both operate simultaneously with the CPU and thus have a single poin

25、t of timing event triggers. The design of the time processor units allows processing of real-time hardware events without CPU intervention. This allows both output devices to be timed in unison to allow adjustment to the highest level of engine efficiency. The MPC555 was originally designed for

26、automotive purposes and thus has been developed into an actual engine control unit. Mclaren Electronic Systems as built a device called the TAG-300 which provides the type of control described in this paper. The details of the TAG-300 can be found at Mclaren designed the TAG-300 for use in high-

27、performance Formula 1 racing systems. Use in such a system indicates that the MPC555 meets the needs of high-performance automobiles and thus can also be used in today’s personal automobiles. The Motorola MPC555 has been used for engine control and has many other possible applications in the autom

28、otive industry. References FIRE (2001). FI2RE – A Development Control Unit for Flexible Injection and Ignition. IVEZ Worldwide. Retrieved from on April 4, 2006. Microcontroller (2006). MPC555: an automotive PowerPC part. Retrieved from http://www.neon.co.uk/campus/articles/motorola

29、/motorola6%20extra.htm on April 4, 2006. MPC555 (2000). MPC555/MPC556 User’s Manual. Freescale Semiconductor Inc. Retrieved from on April 4, 2006. TAG-300 (2006). Engine Control Unit TAG-300. Mclaren Electronics Systems. Retrieved from on April 4, 2006. Transport (2004). Microcontrollers

30、 for the Automobile. Ross Bannatyne, Transportation Systems Group, Motorola, Inc. Retrieved from on April 4, 2006 Automobile Engine Injection and Ignition 汽車發(fā)動機噴射和點火 Using the Motorola MPC555 Microcontroller 使用摩托羅拉MPC555的微控制器 Rick Wagon

31、er 里克瓦戈納 Information Education and Technology 645, Section 001 教育和科技信息645，第001 Professor Dr. Yudi Gondokaryono 教授博士堤Gondokaryono May 2, 2006 2006年5月2日 Automobile Engine Injection and Ignition 汽車發(fā)動機噴射和點火 Introduction 導言 Automobile engines and powertrain

32、s have become a major growth area for microcontroller use.? This growth is also expected to continue.? As many new regulations concerning the exhaust emissions and fuel efficiency must be met then more and more microcontrollers on automobiles will be required.?One area that currently makes use of a

33、microcontroller is that of fuel injection and engine ignition. 汽車發(fā)動機和動力系統(tǒng)已成為微控制器的主要增長領域。這種增長還將繼續(xù)。由于許多新規(guī)定有關廢氣排放和燃料效率必須達到的汽車 ， 然后越來越多的微控制器將需要。一個領域目前已經(jīng)制造出一種微控制器的是 ， 燃油噴射和發(fā)動機點火。 These two areas can both be controlled in a manner that can greatly increase fuel efficiency, lower exhaust emissions, and a

34、lso improve engine power performance.? Let's begin by looking at fuel injection.?Injecting the proper amount of fuel into the engine at the proper time allows the engine to operate a peak performance levels.? This process can be accomplished without the use of a microcontroller.? However, due to the

35、 many factors affecting what constitutes the proper amount and proper time makes the use of a microcontroller much more appealing.?The microcontroller can gather the readings from sensors connected to many components on the engine to perform calculations determining the proper amount and proper time

36、 for the injection process to occur.?The higher the temperature on the engine the better the fuel burns.?As the fuel burns more efficiently less fuel is required to generate the same amount of energy.? Having a temperature sensor on the motor providing input to the microcontroller allows for adjustm

37、ent of the amount of fuel being injected into the motor to provide the same amount of engine output energy.? These calculations are quite complex and thus would take some time for a person to perform.? The microcontroller can gather the data, perform the calculations, and make the necessary adjustme

38、nts in a fraction of a second.? The gathering and adjustment process can thus be performed many times per second allow for continuous levels of higher engine performance. 這兩個領域都可以控制的方式 ， 可以大大提高燃油效率，降低廢氣排放，并提高發(fā)動機的動力性能。讓我們開始尋找在燃油噴射。注入發(fā)動機在適當?shù)臅r候適當?shù)娜剂狭吭试S發(fā)動機經(jīng)營的最高性能水平。這個過程可以無需使用微控制器完成的。然而，由于影響什么是正確的數(shù)量和適當?shù)臅r

39、候許多因素使得微控制器的使用更具吸引力。微控制器可收集有關的許多組成部分發(fā)動機傳感器的讀數(shù)進行計算確定的注射過程中 ， 適量和適當?shù)臅r間進行。越高的引擎溫度更好的燃料燃燒。由于燃料燃燒更有效地減少燃油需要產(chǎn)生的能量。經(jīng)就提供投入微控制器電機溫度傳感器允許的燃料數(shù)量調整到汽車被注入提供了發(fā)動機的輸出能量。這些計算相當復雜從而將一個人來執(zhí)行一段時間。微控制器可收集數(shù)據(jù)，進行計算，并在不到一秒鐘必要的調整。收集和調整的過程 ， 因此可以執(zhí)行許多次每秒允許發(fā)動機性能的不斷提高水平。 Likewise, the ignition process can also be controlled in a

40、 similar process.?Ignition needs to occur at a time that will allow the engine to provide the most energy for use.? If the ignition is 'fired' exactly when the piston is at its highest point then energy will be lost.?The amount of time that it takes for the ignition to fire and then travel to the pi

41、ston allows the piston to move downward.? Then when the fuel is ignited and the reaction takes place energy is not used to its full potential because the piston can not gain a full 'stroke' from the reaction but rather is moved what distance is available thus operating at less than peak efficiency.?

42、 However, if the ignition process is started slightly before the piston reaches its uppermost position the engine energy is thus used to its full potential.? Again in this scenario a measurement must be taken and a calculation must be performed and then an adjustment made.? The quicker this can be d

43、own the more efficient the engine will operate. 同樣，點火的過程也可能控制在一個類似的過程。點火需要發(fā)生一次 ， 使該引擎提供了最常用的能源。如果點火是'發(fā)射'什么時候活塞的最高點是然后能量將會丟失。的時間量它采取的是火點火 ， 然后前往活塞使活塞向下移動。然后當點火和燃料發(fā)生反應的能量是不被用來充分發(fā)揮其潛力因為活塞不能獲得充分的反應'中風'，而是移動的距離是什么 ， 因此可工作在不到最高效率。然而，如果點火程序啟動之前 ， 活塞達到其最上面的位置 ， 發(fā)動機的能量略從而充分利用這一潛力同樣是在這種情況下。測量必須考慮和計算 ， 必須完成 ，

44、再作出調整。越快 ， 可以更有效地降低發(fā)動機的運作情況。 For both injection and ignition there are many factors that will affect the outcome of the calculations required to adjust the engine into peak efficiency.? As was discussed with the injection process, engine temperature plays a key role and engine speed greatly affect

45、s the ignition process.? These factors are the key reason that a microcontroller is used instead of monitoring these elements manually.? A person is simply incapable of keeping track of all of these factors and then also considering them in determining the proper adjustments to be made.?This is why

46、I will only assume a minor set of these factors for discussion in designing a basic microcontroller system to control both fuel injection and engine ignition. 為噴射和點火有很多因素會影響需要調整到最高效率的發(fā)動機的計算結果。正如與注射過程中討論，發(fā)動機的溫度起到了關鍵作用和發(fā)動機轉速大大影響了點火的過程。這些因素是關鍵原因是微控制器 ， 而不是手工監(jiān)測這些元素使用。一個人根本無法維持所有這些因素的軌道 ， 然后還考慮在決定適當調整他們作

47、出。這就是為什么我只承擔了在微控制器設計的基本制度 ， 同時控制燃油噴射發(fā)動機點火和討論這些因素小集。 Our fuel injection system will take into account the temperature of the motor, the position of the accelerator pedal and the position of the crankshaft in determining when to open the injector and how long to leave it open.? The engine ignition s

48、ystem will also consider the speed of the engine and the position of the crankshaft in determining when to trigger the spark control.? By monitoring our four inputs: motor temperature, accelerator pedal, crankshaft position, and engine speed; we can properly adjust and synchronize our two output com

49、ponents: injectors and spark control. 我們的燃油噴射系統(tǒng)將考慮到電機的溫度，加速器踏板位置以及在決定何時開放的注射器和多久的問題交由曲軸位置。發(fā)動機點火系統(tǒng)也將考慮速度在發(fā)動機和在決定何時觸發(fā)火花控制曲軸位置。通過監(jiān)測我們的四個輸入：電機溫度，油門踏板，曲軸位置和發(fā)動機轉速，我們可以適當調整 ， 并同步輸出的兩個組成部分：噴油器和火花控制。 To meet the requirements of such a system I recommend using the Motorola MPC555 microcontroller. 為了滿足這樣一個系統(tǒng)

50、 ， 我建議使用摩托羅拉MPC555的微控制器的要求。 Following is a block diagram of the MPC555 followed by a list of features available on the microcontroller. 以下是由功能微控制器的列表遵循的MPC555的框圖。 MPC555 Features: MPC555的特點： PowerPC RISC processor 的PowerPC RISC處理器 PowerPC core with floating-point unit PowerPC內(nèi)核的浮點單元 26 Kby

51、tes fast RAM and 6 Kbytes TPU microcode RAM 26字節(jié)RAM和快速聚氨酯微6字節(jié)內(nèi)存 448 Kbytes flash EEPROM with 5-V programming 448千字節(jié)閃存EEPROM的5 - V編程 5 VI/O system 5六/ O系統(tǒng) Serial system – queued serial multi-channel module (QSMCM), dual CAN 2.0B controller modules (TouCAN ) 串行系統(tǒng)-排隊串行多通道模塊（QSMCM），雙CAN 2.0B控制器模塊（

52、大嘴鳥） 50-channel timer system – dual time processor units (TPU3), modular I/O system (MIOS1) 50通道定時器系統(tǒng)-雙時間處理單元（TPU3），模塊化I / O系統(tǒng)（MIOS1） 32 analog inputs – dual queued analog-to-digital converters (QADC64) 32模擬輸入-雙排隊模（QADC64數(shù)字轉換器） Submicron HCMOS (CDR1) technology 亞微米HCMOS（CDR1）技術 272-pint plas

53、tic ball grid array (PBGA) packaging 272品脫塑料球柵陣列（PBGA）封裝 40-MHz operation with dual supply (3.3V, 5V) 40 - MHz的雙電源供電（3.3V，5V的操作） The MPC555 microcontroller is designed for the automotive industry and thus has been built with consideration for the extreme operating conditions that will be encount

54、ered by an automobile.? The other key features that make this good choice for this application is the multiple analog-to-digital converters as well as the dual time processor units.? Multiple converters allow multiple devices (engine speed sensor, accelerator pedal position, and motor position senso

55、r) to be input simultaneously and have each analog signal converted to digital signals for further processing.? Once our inputs have been recorded and converted then calculations can be performed to adjust our outputs.? Another feature that enables the MPC555 to meet system requirements is the dual

56、power supply voltages.?The internal core runs at 3.3 V while the output ports operate at 5 V.? This works well because the lower internal power consumption while providing necessary voltages for input and output devices.?Most of the sensors and devices controlled by this type of microcontroller were

57、 designed to be compatible with older microcontrollers which only had a single power voltage supply which operated at 5 V.? Since this is the case the 5 VI/O ports can operate with almost any available I/O device. 在MPC555的微控制器是專為汽車行業(yè) ， 因此一直與考慮建的極端操作將由汽車遇到的狀況。其他重要功能 ， 該應用程序很好的選擇是多種模擬數(shù)字轉換器以及雙處理器的時間單位。

58、多個轉換器允許多臺設備（發(fā)動機轉速傳感器，油門踏板的位置，位置傳感器和馬達）將輸入的同時 ， 讓每個模擬信號轉換為數(shù)字信號進一步處理。一旦我們的投入已經(jīng)記錄和計算 ， 然后轉換可以進行調整我們的產(chǎn)出。另一個功能 ， 使MPC555的 ， 以滿足系統(tǒng)的要求是雙電源電壓。內(nèi)部核心運行在3.3 V輸出端口 ， 而在5五 ， 經(jīng)營運作良好 ， 因為這內(nèi)部低功耗 ， 同時提供輸入和輸出設備所需的電壓。傳感器和微控制器這個被設計為年紀較大的微控制器的只有單一電源電壓的供應 ， 在5 V兼容類型開始運作控制設備最多在這種情況下的5六/ O端口可以操作幾乎任何可用的I / O設備。 Dual time p

59、rocessor units allow us to synchronize both output devices with a single microcontroller.? A single time processor unit can be assigned to each output device; one for the spark control and one for the injection control.? By adjusting the algorithm that takes in the input devices values and calculate

60、s the necessary output device levels we can adjust and control the timing of the spark and injection control.? The time processor units both operate simultaneously with the CPU and thus have a single point of timing event triggers.?The design of the time processor units allows processing of real-tim

61、e hardware events without CPU intervention.? This allows both output devices to be timed in unison to allow adjustment to the highest level of engine efficiency. 雙處理器單元的時間讓我們用一個同步控制器 ， 兩個輸出設備。一個單一的時間處理單元 ， 可以分配到每個輸出設備;為火花控制和噴射控制之一。通過調整算法 ， 在輸入需要設備價值和計算所需的輸出設備的水平 ， 我們可以調整和控制的火花和噴射控制的時機。處理器單元的時間都同時運作

62、， 與CPU，從而有一個單點定時觸發(fā)事件。的時間設計處理器單位可以處理實時無需CPU干預硬件事件。這使得輸出設備都將在時間上一致允許調整發(fā)動機的效率的最高水平。 The MPC555 was originally designed for automotive purposes and thus has been developed into an actual engine control unit.? Mclaren Electronic Systems as built a device called the TAG-300 which provides the type of co

63、ntrol described in this paper.? The details of the TAG-300 can be found at ?Mclaren designed the TAG-300 for use in high-performance Formula 1 racing systems.? Use in such a system indicates that the MPC555 meets the needs of high-performance automobiles and thus can also be used in today's personal

64、 automobiles.? The Motorola MPC555 has been used for engine control and has many other possible applications in the automotive industry. 在MPC555的最初設計用于汽車的目的 ， 因此已成為一個實際發(fā)動機控制單元。邁凱輪電子系統(tǒng)公司開發(fā)的設備建立了所謂的豪- 300它提供了本文所描述的控件類型。對標記的細節(jié)- 300可在 ， 因此也可用于在今天的個人汽車。摩托羅拉MPC555的發(fā)動機已控制使用 ， 有許多其他在汽車行業(yè)可能的應用。 References 參考文獻 FIRE (2001). FI 2 RE – A Development Control Unit for Flexible Injection and Ignition. IVEZ Worldwide.? Retrieved from on April 4, 2006. 消防（2001）。FI 2移植稀土-一個發(fā)展的柔性控制單元噴射和點火。IVEZ全球。從http://w