学位论文汽车专业 翻译 中英文全automobile engine injection ignitionWord下载.docx

1、Information Education and Technology 645, Section 001Professor Dr. Yudi GondokaryonoMay 2, 2006Introduction 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 a

2、nd 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, lowe

3、r exhaust emissions, and also improve engine power performance. Lets 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 microcontrolle

4、r. 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

5、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 microcontroll

6、er 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

7、 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 t

8、hat 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 f

9、uel 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

10、 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 injec

11、tion 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

12、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

13、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 injec

14、tor 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

15、 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.MPC

16、555 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 systemSerial system queued serial multi-channel module （QSMCM）, dual CAN 2.0B controller modules （TouCAN ）50-channel timer

17、 system dual time processor units （TPU3）, modular I/O system （MIOS1）32 analog inputs dual queued analog-to-digital converters （QADC64）Submicron HCMOS （CDR1） technology272-pint plastic ball grid array （PBGA） packaging40-MHz operation with dual supply （3.3V, 5V）The MPC555 microcontroller is designed f

18、or 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

19、 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 calculatio

20、ns 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 necess

21、ary 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 wi

22、th 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 ta

23、kes 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 p

24、rocessor 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

25、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 i

26、ndicates that the MPC555 meets the needs of high-performance automobiles and thus can also be used in todays personal automobiles. The Motorola MPC555 has been used for engine control and has many other possible applications in the automotive industry.ReferencesFIRE （2001）. FI2RE A Development Contr

27、ol 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 Users Manual. Free

28、scale 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 Apr

29、il 4, 2006Automobile 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 Introduction 导言 A

30、utomobile 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 t

31、hat 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