Dana provides configurable Simulink®model-based control systems strategies for engine development. These include control systems strategies for Diesel, Gasoline, and Gasoline Direct Injection.
OpenECU Engine Control Strategies are an invaluable tool in the development process for a wide range of engine systems and components. Any type of engine can be rapidly equipped with an OpenECU engine controller that gives unprecedented access to modify the engine control logic. This capability is essential when developing new engine management systems, and also when evaluating changes to engine and emissions components. For example: evaluation of superchargers, or repurposing an existing engine to new uses such as alternative fuels or hybrid powertrains.
The OpenECU Engine Control Strategies include the following software features:
|Air Demand||Evaporative Emission Control|
|Air Fuel Ratio Control||High Pressure Fuel Pump|
|AirMass Estimate||Idle Control|
|Accelerator Pedal Demand||Injection Timing|
|Base Spark||Remedia l Actions|
|Closed Loop Fueling||Residua l Fuel Compensation|
|Decel Fuel Cut||Spark Arbitration|
|O2 Heater Control||Spark Timing|
|Exhaust Gas Recirculation||Torque Arbitration|
|Engine Load Model||Transient AFR|
|Engine Rev Limiter||Transient Spark|
|Engine Running Mode||Tu rbo Control|
|Electronic Throttle Control||Variable Cam Phasing|
OEM ECM Baselining
The first step to replacing an OEM Engine Control Module (ECM) is to understand the inputs, outputs and mechanical configurat ion of the engine. To facilitate this work, Dana uses a specially designed break-out box and in-line connector setup that allows easy access to all the pins of the OEM ECM. Sensor and actuator data is recorded, for future comparison with the Dana engine control behavi ors.
The second step is to configure the Dana Engine Control Strategy for the desired engine, based on the engine data gathered previously.
Data analysis and initial calibration reverse-engineering activities are conducted to define the injection timing and injection quantity targets, turbocharger boost pressure targets, VVT commands and fuel rail pressure setpoints. Simulink models are configured a ccordingly, including software modules for Turbo, EGR, VVT and any other engine actuators that are present.
The third step involves configuration of a crank and cam signal generator and HIL, to confirm crank-angle synchronization and basic functionality of the Engine Control Strategy. This includes verification of injector peak-and-hold current control waveforms, spark output activity, ETC position control, and bench testing of any special actuators that are present.
First Fire On-Dyno
The fourth step is to use a motoring dynamometer to establish crank and cam sync, verify angular outputs against baseline data, confirm injector firing bymonitoring injector current and fuel rail pressure, tune closed loop fuel rail pressure control, and tune closed loop cam phasing control.
The goal during this step is to achieve stable engine running at low loads, using the reverse-engineered baseline calibration.
Once the engine is running on-dyno, the software calibration is developed to a level that replicates the OEM ECM steady-state performance. This calibration activity includes tuning of closed-loop AFR control, boost pressure control, and knock detection and mitigation.
After steady-state calibration development is complete, steady state fuel consumption and emissions data can be gathered and compared to the baseline data collected in earlier phases.
The engine control system is then ready for the customer to continue to use for any experimentation or further development the customer desires. The customer retains the source code and all tools necessary to implement changes to software and calibration, and therefore is free to perform this future work independently from Dana, or with project support from the Pi Team.