资源描述
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, 2006
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 more 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 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 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 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 adjustment 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 adjustments 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.
Likewise, the ignition process can also be controlled in a 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 piston 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. 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 down the more efficient the engine will operate.
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 affects 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 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.
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 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 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.
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 (TouCAN )
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)
The 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 converters 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 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 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 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 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 injection 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 point 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 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-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 automotive 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/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 for the Automobile. Ross Bannatyne, Transportation Systems Group, Motorola, Inc. Retrieved from on April 4, 2006
Automobile Engine Injection and Ignition 汽车发动机喷射和点火
Using the Motorola MPC555 Microcontroller 使用摩托罗拉MPC555的微控制器
Rick Wagoner 里克瓦戈纳
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 汽车发动机喷射和点火
Introduction 导言
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 more 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. 汽车发动机和动力系统已成为微控制器的主要增长领域。这种增长还将继续。由于许多新规定有关废气排放和燃料效率必须达到的汽车 ， 然后越来越多的微控制器将需要。一个领域目前已经制造出一种微控制器的是 ， 燃油喷射和发动机点火。
These two areas can both be controlled in a manner that can greatly increase fuel efficiency, lower exhaust emissions, and also 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 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 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 adjustment 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 adjustments 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. 这两个领域都可以控制的方式 ， 可以大大提高燃油效率，降低废气排放，并提高发动机的动力性能。让我们开始寻找在燃油喷射。注入发动机在适当的时候适当的燃料量允许发动机经营的最高性能水平。这个过程可以无需使用微控制器完成的。然而，由于影响什么是正确的数量和适当的时候许多因素使得微控制器的使用更具吸引力。微控制器可收集有关的许多组成部分发动机传感器的读数进行计算确定的注射过程中 ， 适量和适当的时间进行。越高的引擎温度更好的燃料燃烧。由于燃料燃烧更有效地减少燃油需要产生的能量。经就提供投入微控制器电机温度传感器允许的燃料数量调整到汽车被注入提供了发动机的输出能量。这些计算相当复杂从而将一个人来执行一段时间。微控制器可收集数据，进行计算，并在不到一秒钟必要的调整。收集和调整的过程 ， 因此可以执行许多次每秒允许发动机性能的不断提高水平。
Likewise, the ignition process can also be controlled in a 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 piston 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. 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 down the more efficient the engine will operate. 同样，点火的过程也可能控制在一个类似的过程。点火需要发生一次 ， 使该引擎提供了最常用的能源。如果点火是'发射'什么时候活塞的最高点是然后能量将会丢失。的时间量它采取的是火点火 ， 然后前往活塞使活塞向下移动。然后当点火和燃料发生反应的能量是不被用来充分发挥其潜力因为活塞不能获得充分的反应'中风'，而是移动的距离是什么 ， 因此可工作在不到最高效率。然而，如果点火程序启动之前 ， 活塞达到其最上面的位置 ， 发动机的能量略从而充分利用这一潜力同样是在这种情况下。测量必须考虑和计算 ， 必须完成 ， 再作出调整。越快 ， 可以更有效地降低发动机的运作情况。
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 affects 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 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. 为喷射和点火有很多因素会影响需要调整到最高效率的发动机的计算结果。正如与注射过程中讨论，发动机的温度起到了关键作用和发动机转速大大影响了点火的过程。这些因素是关键原因是微控制器 ， 而不是手工监测这些元素使用。一个人根本无法维持所有这些因素的轨道 ， 然后还考虑在决定适当调整他们作出。这就是为什么我只承担了在微控制器设计的基本制度 ， 同时控制燃油喷射发动机点火和讨论这些因素小集。
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 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 can properly adjust and synchronize our two output components: injectors and spark control. 我们的燃油喷射系统将考虑到电机的温度，加速器踏板位置以及在决定何时开放的注射器和多久的问题交由曲轴位置。发动机点火系统也将考虑速度在发动机和在决定何时触发火花控制曲轴位置。通过监测我们的四个输入：电机温度，油门踏板，曲轴位置和发动机转速，我们可以适当调整 ， 并同步输出的两个组成部分：喷油器和火花控制。
To meet the requirements of such a system I recommend using the Motorola MPC555 microcontroller. 为了
展开阅读全文
浙ICP备2021020529号-1 | 浙B2-20240490 
