< Ea Sensors |MDPI Article A Segmentation Model of ECU Excitation Signal Based on Characteristic Parameters hima To Shsly Xingjian Zheng ©, Bo Wang and YongqiGe"7— Schoo ftnforation Engineering, Ningxia Unversity, Yinchuan 750021, China: hengxf@nxu-edusen 02: readywang@nsu.esucn (BW) * Correspondence: geyongai@nxu.edu.cn [bstract: According tothe basic structure and working principle ofthe excitation signal sensors lectronie control unit (ECU), segmentation model of an ECU excitation signal aseTee eee i parameters (ESCP-SM) is proposed. In the ESCP-SM, the ECU excitation ri each part has its characteristic parameters model. By using ofa diesel engine: signals divided int several pars, a The came pba parameters ends contling ech pa’ proportional parameters the ESCP- Set car thieve signal alignment and dynamic frequency modulation. Besed onthe simulation JK serine pe ae roves at hs ong met eres se a x rece ioneation ent tat, Pereon similarity analysis shows thatthe similarity between the ‘ebting song corelation. In aditon, west simulation signal and practical signal reaches 74° : ‘up a physical testing environment, ESCP-SM is realized based on virtual instrument technology, and provides excitation signals for a Komatsu 8 ECU. By modifying the parameter configuration, the @) ‘ ECU can drive the injector to work correctly. oe Feat Keywords: characteristic parameters segmentation model excitation signal; ECU Be ee » Se et ction ae Xing ce — YG —— J Asem tt CU tact su Bon 1. Introduction (Chocacterinic Parameters. Sse 021,21 4165, htps://doone/ 103390/s21124165 Infrastructure construction plays an essential role in the development of a regional economy. The most often utilized equipment in infrastructure building is engineering, Vehicles [1]. Diesel engines are mostly employed in construction trucks. The engine ECU is the brain that controls the coordinated operation of all parts. A malfunctioning ECU might resull in construction delays and accidents [2]. In the construction vehicle industry, cee ECU testing technology has been extensively used (3]. ECU drives the engine based on ees, en ‘signals from the actual sensors. The signal generator can be used in place of the a é Academic Editor Baoping Cot ares aa {ual sensor to complete dynamic measurements and engine ECU testing in an offline Condition [2/5]. Therefore, the design of the signal generator isthe key aspect of the dynamic vonnersnaw:aortaayene vesting ofthe engine ECU [67] Signal generator testing can reduce cost and complexity by up to 90% compared to traditional testing [8]. Therefore, the accuracy and synchronization Gf crankshaft anc camshaft signal simulation are critical to ECU offline testing, ‘The ECU obtains real-time engine status during engine operation by collecting var- ious excitation signals via the sensor, including the crankshaft position (CKP) signal, the camshaft position (CMP) signal, the knock signal, and the throttle signal [9,10]. Amon, dll excitation signals, the CKP and CMP signals are the most critical for fuel injection fegulation [I/=! . The CKP signal and the CMP signal are a set of synchronous signals Panrentckaft turns two times, and the camshaft turns once. There are usually several La a missing teeth onthe signal panel of the crankshaft to distinguish the number of fankshatt Ta oe rns nation to the gear shaping, the camshaft ger soi are equally spaced. The ECU a ore aane collects engine speed and cylinder information through the crankshaft position sensor ‘Araiotion (CC BY) Kerse(rure/{ _ (CKPS) and camshafl position sensor (CMPS) [14], The ECU uses the unique crankshaft Centvecommonsorg/icenss/by/ angle and the combined camshaft signal to identify which cylinder is aa and to 40h, vith regard to jason claims in itusional Copyright: © 2021 by the authors Licensee MDPL, Basel, Switzerland Foner 202,21, 4165. bps:/ Ao org/103300/ 21120065 ‘ps: /wowmapicom/journal/sensors Pen aeSensors 2021, 21, 4165 precisely manage the injection time. The working principle of the CKP signal and CMP signal is shown in Figure | wt iN LO Hh, AAA Figure 1. The crankshaft and camshaft joint judgment cylinder diagram. Through the CKP and CMP signals, the ECU determines the top dead center ofa cylinder and then makes the cylinder sequence determination. CMPS: Camshaft position sensor. CKPS: Crankshaft position sensor. TOC: Top dead center ‘The research on ECU excitation signal simulation is primarily focused on two factors: Hardware circuit simulation [15] and the virtual instrument signal generator. In terms of hardware circuit simulation, the signal generator is designed by a single chip micro- computer and digital to analogue conversion technology [16]. In the case of the HBS-6 lype excavator ECU detector (HBS-EED), the disadvantages of hardware circuit simulation include limited scalability, low signal accuracy, and a complex circuit structure. In terms of the virtual instrument signal generator, the signal generator is designed using virtual instrument technology such as LabVIEW and MATLAB [7,1]. The precision of the ana logue signal is high, and the complexity of the signal generator is reduced. However, due to the different structure of the engine, the CKP and CMP signals are numerous. A single software module cannot easily accommodate the requirements of several signals, This paper proposes a segmentation model based on characteristic parameters for ly and quickly simulating various CKP and CMP signals. In contrast to the prior method, which concentrated only on the precision of the analogue signal, we sought to Improve the signal's variety while maintaining its accuracy and synchronization. To pursue f higher signal accuracy, we adopted the following design. Firstly, the characteristic parameters of the CKP and CMP signals were analyzed so thatthe signals could be modeled piecewise. Subsequently the proportional coefficient was set to strictly control the periodic relationship of each piecewise function. Finally, the analogue signal was output through the high precision synchronous data acquisition (DAQ) card. The DAQ card is only responsible ee ee ona ae or eee aM te sets design can ensure the high precision of the signals. To ensure the synchronization of the CKP. and CMP signals, we extracted and set the frequency of the signals. The characteristic parameters contol the relative postion between the missing teeth ofthe CKP signal and the {pear shaping the CMP signal. To increase the diversity of signals, we simulated different rankshaft and camshaft signals by setting the characteristic parameters ofthe signals. The experimental resulls show thatthe similarity between the simulated ESCP-SM signal and {he original signal is up to 78%, and the accuracy is improved by 26% compared with the hardware HBS-EED signal, Ths stuely makes the following contributions: 1. Thecharacteristicparametersof crankshaft position sensor (CKP) signals and camshaft position sensor (CMP) signals were analyzed, The signal type can be distinguished by ekecting the threshold value ofthe difference between adjacent points of the signalws 2021, 21,4165 Bol Fast Fourier transform (FFT) was used to obtain the frequency parameters of the original signal; A segmentation model of the ECU excitation signal based on characteristic parameters (ESCP-SM) is proposed. By the mathematical modeling of crankshaft and camshaft signals, high-precision analog signals were generated. Different CKP and CMP signals were generated by setting the characteristic parameters of the signals; The design of the ESCP-SM ensures a high signal accuracy and significantly increases, signal diversity. We released the source code so that other researchers can better understand the control characteristics and operational parameters of the ECU, It Provides a large quantity of valuable data for the research and evaluation of ECU ‘lation software. The LabVIEW source code used in this study can be found on Gitkiub [19] The rest of the paper is organized as follows. In Section 2, the related work is sum- marized. In Section 5, we analyze the characteristic parameters of CKP and CMP signals. In Section 4, the modeling process of CKP and CMP signals is summarized, and the signal is simulated by the mathematical modeling method. In Section 5, the effectiveness of the Proposed method is verified by experiments, and the the results of the method are analyzed by Pearson similarity. Finally, we conclude this work and provide some directions for future work in Section o. 2, Related Work In recent years, hardware-in-the-loop simulation (HIL) technology has been widely used in engine ECU testing [20]. The signal generator design is the essential step in the HIL, process. The ECU provides for the precise control of the actuator through a series of sensors to obtain real-time operating data of the engine. The CKP and CMP signals are the most crucial input signals in the engine control system, as they are required for fuel injection and ignition timing regulation. In the relevant literature, the existing signal generation is ‘mainly carried out considering two aspects: Single chip microcomputer (SCM) hardware simulation and virtual instrument software simulation. In the traditional engine signal simulation platform, multiple signal generators are combined, and the signal is changed by manual adjustment. The operation is complicated, and the actual working condition cannot be simulated accurately. For example, the motor drives the optical hole disk to produce the crankshaft signal. The signal type is fixed and cannot be applied to the simulation of other kinds of engines. As the signal’s speed change ‘can only be regulated slowly by hand and cannot accurately imitate a failure condition such as the engine speed being out of control, this solution has difficulty meeting the requirements for real-time control. To solve the problems existing in the above traditional methods, A. Z. jidin et al. (2),22] used SCM PICI8F458 as the core to simulate the actual hhaft signal. A stable analog voltage value is generated by pulse width modulation /M) and sent to the integrated voltage-controlled oscillation device CD4046. The analog, signal is created at low and medium frequencies to approximate a real CKP signal, but its ]. In view of the above mentioned shortcomings, we propose a segmeniation model of the ECU excitation signal based on characteristic parame- (ESCP-SM) different number of t crankshaft signal curve, esp 3, Characteristic Parameter Analysis 31. CKP Signal Parameters KP signal is a kind of waveform signal that is used to determine the engine's sef anc erank angle. The CKP signal types Kiype can be classified as magnetoelectric or Fal accordinys to the type of position sensors. The CKP signal can be divided into two pars: Muititooth goal ane missing teth signal The foal numberof teeth Nj is equal to eenumber of missing, teeth Nyy, plus the number of multiple teeth N),,.. There are two nuts at missing, gear signals used to identify the number of crankshaft revolutions Nev Tn theirs case, Ni, an be set to. The missing teeth partis simulated by two sinusoidal paivoturms with tivo frequencies. In the second case, the missing tooth waveform is, wi vilated by splicing part ofthe sine wave, arc, and horizontal line, which are denoted aannna na respectively, The Ny Sinusoidal waves of frequency f can simulate roa ining multitooth waveform. For the Hall CKP signal, the missing part can besimulated by the square wave function with a duty ratio of 100%, while the square wave function simulates the other teeth with a duty ratio of 50%. The characteristic parameters of the CKP signal are shown in Table |. The position of the parameters in the practical signal is shown in Figure Table 1. CKP signal characteristic parameters. Range Meaning tl KP signal type (0,10) Voltage amplitude (0,1) Signal inversion Ne Number of revolution Ny Total number of teeth Ne ‘Number of missing teeth Niot-Nmis-l Number of multiteeth (0,05) Partial sinusoidal multiple (0,05) Partial arc multiple NpisS1-32 Partial line multiple N. Voltage offset of CKP signal yea ieee Figure 2. The CKP and CMP signal parameters diagram, The yellow curve represents the actual collected CKP signal The blue curve represents the actual collected CK signal 3.2, CMP Signal Parameters The CMP signal is a kind of waveform signal composed of a few cl or Hall according to the type of position sensors. The spacing of the piles eer cicat except for the marked pulse that is inserted, Determining the position of m generally requires two parameters: The number of pulses in the areoe tls preceding interval Njy of the marked pulse, and the interval distance Diy, between the marked pulse and th following. pulse. The number of pulse waveforms in the CMP signal we cu ac Nyt, and the period ratio is. For the Beene et by the Part adopts the (Nut ~ 1) sinusoidal waveform for simulation, The interne vnc horizontal line for simulation, and themarked pulse adopts a single sin oe a adopts a for simulation, The position of the marking pulse can be determined boo Nw and Dy. For Holl CMP signals, the teeth are symmetrically cpl De carters waves with a duty ratio of 50%, and square waves simulate the eiraies eee al part with a dul ratio of %, The staring horizontal line offset Lora needs to be set so thay the ch so that the CMP is aligned! with the CKP signal. The characteristic parameter signal ts of the CMP signal are shown in Table ». The position of the parameters in the practical signal is sh wal is shown in Figureors 2021, 21,4165 Gof Table 2, CMP signal characteristic parameters. Parameters Range Meaning i Mie (ow ‘CMP signal ype 2 a (0.10) Voltage amplitude 3 ‘ny 0) Signal inversion 4 Nout Ne Number of pulses wa: uw Periodic multiples 6 N, ‘The starting horizontal line offset 7 N. Number of pulses in the interval 8 Din Ne ‘The interval distance 9 ffs N. Voltage offset of CMP signal 4. Segmentation Model of ECU Signal 4.1. Signal Type ad Frequency Parameter Extraction Determination of Signal Type fo mitigate the effect of individual noise spots on the overall amplitude of the wave- Hall CKP Signal Voltage jb (6) Sampling point Hall CMP Signat (a) Sampling point re CMP Signal {¢) Sampling point o/c KP and CMP signal diagram, The el and ble curves represent magne bea he green and pink curves fepresent magnetoelectric signals thet are shaped that are shaped like sinusoidal waveforms. 1Wot 2 pment and Experiment Software Development modeling method, we designed a signal generator software. four functional modules: The loading parameter file module, rotating speed frequency modulation module, and le. The software can generate a variety of CKP and CMP vehicle's ECU can be detected offline. To improve the meter editing page to meet the actual tware is shown in Figure extensibility, we designed the sign: ments. The main interface of the signal generator soft incl CMP signals for different vehicle models are shown in Figure \7 TS EN Ae ec a a Ai a |e EET LEE MOL TOES CRN on signals for four types of ECU nent model with the nen Rove characteristic parameter ming the previously Antone compute set laken as an example th generate the signal of thesata aequisiion (DAQ) card. The volagestabilized source supplied the ECU with power " ewilch signal. The experimental environment iS shown in Figure Aad the ignition Oscilloscope PC Signal GemdXor DAQ Cant | | Injector t 1 BE rive sieml a m= } Injector Voingesstailized Source Koma Figure 23, Setting up experimental environment \\pllecting the injection pulse signal output by the ECU with an oscilloscope can detect Whether the ECU can recognize the simulated CKP and CMP signals. The ECU Gin recodyize the signal normally and issue the injection instruction after the actual test The inject \g waveform output of the ECU is shown in Figure 24. The PWM wave in the figure below the injection duration. Figure 24 Injection pulse signal diagram os eorcsione = OUP COS his sh Cased in this paper. The FSCP-SM is more dynamic and ae Pare aac cat soat auch beter non ne here nena) US show thati niot2 railarity detection of signals collecied from actual vehicle sensors. By the als is significantly increased. model in the parameterized configuration, the diversity of signa ‘d to diesel vehicles but can also be extended to The model can not only’ be applic gasoline vehicles by adjusting the parameters For part of the automotive camshaft signal, ional parameters ofthe proportional relationship Delwer™ different protruding pulses oor other excilation signals of ECUs, such as oxygen 28° signals, we need to 4 duitional uniform white noise signals to simulate ‘actual sensor signals while SujustinggéhAracteristc parameters. Researchers in related fields can draw on the ideas of OF a avelopteerres ponding simulation signals. First, the inte characteristic Pavers of the signals are extracted and abstracted, and then appropriate mathematical papetions are used lo piecemeal fit local signals. The accuracy ‘of the simulation signal can by significantly improved by using this model. When applied to the actual ECU test of engineering vehicles in the later stage, we need to burn the program into the development board and separately design the corresponding ddata acquisition card fo reduce the test cost, The released open sou code can help castes in related fields to provide some ideas for reference when design ‘multi-type ‘andi complex parameter simulation signals. In f fan further use more curate characteristic parameters to simulate irregular signals. are need add some juture studies, we c Author Contributions: Conceptunization, XZ; draw the figures and performed a literature search, pene ene development, XZ, writing original draft, XZ; writing —review and editing, X-Z- BW. and Gz All authors have rend and agreed fo the published version of the manuscript by the Young Scholar in western China of the Chinese by the Ningxia Key Research and Develop- iatural Science Foundation of Funding; This work was supported in part ‘Acavlomy of Sciences under geant NABZOISAW12, in part tent Projects unter grant 201SBEBO420, ane! in part by the National N. Chin ander grant 61862049. Insttulipna Eiew Board Statement: Not applicable eed Consent Satement: Not applicable Data Availability Statements Te dataset dee iecciren a a a {The authors declare no conflict of interest Conflicts of Inte erences Conchason— UT; Liu, Hy Wang, H. 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