electric drive technology at dspace -...

Electric Drive Technology at dSPACEDeveloping and Testing Electronic Control Units

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Contents Electric Drive Technology 3

Developing with Rapid Control Prototyping 4

Use Cases 6

Success Stories 11

dSPACE Products

MicroAutoBox II 17

AC Motor Control Solution 19

RapidPro Hardware 22

DS1103 PPC Controller Board 23

DS5203 FPGA Board 26

Battery Cell Voltage Measurement and

Balancing 29

Testing with Hardware-in-the-Loop Simulation 30

Use Cases 32

dSPACE Products

EMH (Electric Motor HIL) Solution 40

DS2655 FPGA Base Module 45

Programmable Generic Interface (PGI1) 47

Electronic Load Modules 48

Battery Cell Voltage Emulation 52

ASM Electric Components Model 54

XSG Electric Component Library 56

XSG Utils Library 57

JMAG-RT Parameterization Support 58

32013

Electric Drive TechnologyDeveloping and Testing Electronic Control Units

Electric drives have been used increasingly over the past few

years. Not only in vehicles, but also in automation technolo-

gies and other applications. The reason: They have numer-

ous advantages and wide-ranging application potential in

many areas.

Application Areas of Electric Motors

In automotive applications, electric drives are being incor-

porated into numerous complex, basic, and safety-relevant

vehicle functions. Some examples of automotive applica-

tions are:

Electric steering systems

Powertrain actuators

Starter-generator systems

Electric vehicles

Mild/full-hybrid systems

Electric brake systems

Electric window lifters

Auxiliary aggregates: oil pumps, water pumps, etc.

Electric motors are also in widespread use in the capital

goods industry, medical engineering, and aerospace. Espe-

cially aerospace applications have high requirements regard-

ing safety and reliability.

Other applications include:

Wind energy converters

Electric trains

Printing machines

Roller mills for cold and warm roll forming

Zinc coating plants (headway and drive control)

Artificial respirators

Magnetic resonance tomography

Bipedal walking robots

Electric motors can be very small and fit almost anywhere.

They have very high dynamics and provide high torque at

lower rotational speed. Other advantages are improved

energy savings due to power-on-demand, better control-

lability, and easier maintenance.

42013

Developing with Rapid Control Prototyping

Advantages of Rapid Control Prototyping

To develop a new control strategy, you have to evaluate

different approaches and functions. You need to concentrate

completely on your function development and should not

have to worry about the performance of the prototyping

design iterations of the control algorithm on the real object.

RCP systems for electric motor control development need

to meet specifi c requirements with regard to:

Powerful system architecture

Flexible I/O interfaces

Dynamic power stages

An intuitive software environment

New controller functionDeveloped in

Simulink/Stateflow

Tests for: Electric motors Hybrid controllers EPS (electronic power steering) ...

Controller

Challenges of Developing Electric Motors

The trend towards mechatronic integration means that

electric motors are gaining popularity. However, their ad-

vantages are accompanied by a higher workload for inte-

grating the additional control algorithms into the respective

controller. The result is a more complex controller software,

which usually leads to increased development times. This

drawback can be countered by using model-based design

along with rapid control prototyping (RCP) to accelerate

hardware. Ideally, you can optimize your function designs

both on the test bench and in the actual vehicle or industrial

drive system until they meet the requirements – all without

having to do any programming.

52013

Rapid Control Prototyping

Easy Workfl ow

New functions are typically developed in MATLAB®/Simu-

link®/Statefl ow®. dSPACE Real-Time Interface (RTI) is the link

between this development software and the dSPACE hard-

ware. It automatically implements the MATLAB/Simulink/

Statefl ow model on the dSPACE MicroAutoBox, the modular

hardware installed in the AutoBox, or the stationary dSPACE

Expansion Box. If function modifi cations are necessary dur-

ing the tests, you can simply correct a function in Simulink

and fl ash it to the hardware again. The dSPACE prototyping

system substitutes for any controller and its connections to

the vehicle or the controlled system during the develop-

ment process.

Solutions for Electric Drive Applications

dSPACE offers specialized products for the highly dynamic

requirements of electric drives:

The AC Motor Control Solution is installed in

the AutoBox to control diverse AC motors.

The AC Motor Control Solution upgrades

MicroAutoBox II to a compact, fl exible development

system for electric motor control applications.

The MicroAutoBox II acts as the central controller.

Its high performance enables unrestricted testing of

new functions.

The RapidPro system can be used to extend the

AutoBox or MicroAutoBox II. It offers specialized half-

bridge and full-bridge modules which can deliver

peak currents of up to 60 A for applications with

electric drives and valves. The RapidPro module for the

universal control of brushless electric motors provides

special support for tasks such as electrifying auxiliary

aggregates.

The DS1103 PPC Controller Board is an all-rounder

for rapid control prototyping that provides a real-time

processor and comprehensive I/O.

For further product information, please see:

MicroAutoBox II, page 17

RapidPro, page 22

DS1103 PPC Controller Board, page 23

AC Motor Control Solution, page 19

DS5203 FPGA Board, page 26

Design, simulation and analysison a PC

Implementationon real-time hardware

Monitoring, tuning

I/O connection via library

Real-time simulation and verification in a real environment

62013

Rapid Control Prototyping / Use Cases

EngineECU

E-MotorECU

ElectricMotor

TransmissionECU

BatteryManagement

System

High VoltageBattery

Hybrid Powertrain

ECU

Trans-mission

CombustionEngine

Powertrain CAN

Hybrid CAN

Inverter

to Drive Shaft(Vehicle

Dynamics)

ControlDesk® Next Generation

RTI

Use Cases

Task

The main task in electric or hybrid electric powertrain devel-

opment is to design the overall control strategy. The control

functions are spread over a distributed network of electronic

control units. An additional task is to integrate the control

strategy into these distributed ECU networks.

Challenge

To develop the optimal ECU algorithms for electric motors,

you need to test various different control strategies. You

therefore need a development system that acts as a substi-

tute for the future central hybrid controller. The prototyping

system has to offer various interfaces and should be usable

in-vehicle.

The dSPACE MicroAutoBox II

acts as the central hybrid

ECU during the development

of new functions.

Developing Control Functions in Electric or Hybrid Electric Vehicles

Solution

During function prototyping, a dSPACE MicroAutoBox II

takes the place of the central hybrid controller. It offers

comprehensive bus interfaces and, with its compact and

robust design, it can be used in-vehicle.

The new functions developed with Simulink® are imple-

mented on the MicroAutoBox II with dSPACE Real-Time

Interface (RTI).

72013


Task

One reason for the combustion engine’s great success in

the 20th century is gasoline’s high energy density. While

one liter of gasoline can run for many kilometers, a modern

battery of the same mass or volume takes an electric vehicle

only a fraction of the distance. As this comparison clearly

shows, developing powerful, high-density batteries with a

maximum realizable capacity is key to the breakthrough of

electrical vehicles.

Challenge

Li-ion batteries have to be constantly monitored and con-

trolled because the usable voltage range of a Li-ion cell is

limited to several 100 mV. The further the voltage moves

out of this ideal range, the more the life span of the cell is

impaired. In extreme cases, the cell can even be

destroyed. Instances of battery fi res in telephones, laptops,

and last but by no means least, in planes, emphasize just

how important it is to monitor the battery state. To maximize

the battery´s overall capacity it is necessary to keep all cells

on the same level of charge.

Solution

To benefi t fully from the high energy density of Li-ion bat-

teries, the state of charge of the individual cells must be

monitored precisely. dSPACE has developed a RCP bat-

tery management system (p. 29) that performs this task

throughout the development process, from the fi rst model

to in-vehicle testing. Its main focus is on measuring and

Controlling Li-ion Cell Voltages During Prototyping

The modular structure of the dSPACE battery management system

allows tailor-made confi gurations of up to around 200 cells and can

also be installed directly in a vehicle.

Sensor Board

Board with balancing resistances

dSPACE PGI1

Ethernet

Ground

RF

Isolationwatchdog

Cut-off device

Electrical isolation

Enclosure Isolation fault

Battery

dSPACEsystem platform

The isolation concept of the dSPACE battery

management system makes it safe to use high

battery voltages.

controlling Li-ion batteries. The system is modular and can

be assembled to create confi gurations of between 6 and

approx. 200 cells. It can also be installed directly in a vehicle.

The BMS modules are connected via Ethernet with a dSPACE

prototyping system such as MicroAutoBox II.

82013


Robotics

Solution

The real-time system picks up the robot‘s six incremental

encoder signals to determine the current robot position.

Then this data is compared with the reference values.

Calculating a robotics control algorithm on a DS1103 PPC Controller Board.

Task

Rapid prototyping for robotic applications requires flexible

and fast interfaces, especially fast encoder interfaces that

are easy to access from the real-time Simulink model.

Challenge

The functions of the robotic position controller have to

be performed. In the example below, the controller board

replaces the position controller. The prototyping hardware

should also allow easy parameter modification for convenient

design optimization.

Further Processing Potential

All reference values are calculated in real time, even

for inverse kinematics with highly nonlinear functions.

External sensors such as axis-force momentum sensors can

be included. Trajectory planning and running advanced

algorithms for collision avoidance are also very convenient

with the DS1103 PPC Controller Board.

Afterwards, the DS1103 calculates the control algorithm and

sends the controller output – for example, data on positions

and velocities – back to the robot.

92013


In-Vehicle Prototyping

Solution

dSPACE offers a fl exible development environment for

in-vehicle prototyping of EVs and HEVs. The MicroAutoBox

provides convenient support of common bus interfaces

(CAN, LIN, FlexRay) for high connectivity. You can also use

the PGI1 (p. 47) with the MicroAutoBox to interface (via

Task

The task is to develop and verify control strategies and

distributed ECU functions in an electric vehicle (EV) or hybrid

electric vehicle (HEV) "on the road".

Challenge

To develop and verify algorithms for an EV/HEV ECU net-

work, you need a fl exible and in-vehicle capable develop-

ment system. Universal I/O interfaces, support for common

bus systems, and the ability to fl exibly hook up the electric

motor power stages are also necessary.

the TwinSync protocol) to various LTI power stages such as

the LTI ServoOne. This combination provides high fl exibility

with regard to the power stages, as you are able to connect

various electric motors with different power ranges exactly

as required.

MicroAutoBox

CAN

LVDS Link

LTi ServoOne

HV Battery

PGI1

102013


Control signals

RTI Blockset

PHS Bus

DS1005/DS1006

DS5202

EV1048

Motor

RapidPro Power Unit

Current signals

Resolver, SSI,

EnDat

Hall / Enco

der

Piggyback module used inside MicroAutoBox II

or

Solution

AC Motor Control Solution

The ACMC Solution, based on the MicroAutoBox or

the DS5202 FPGA Base Board mounted in an AutoBox,

is ideal for fast current/voltage measurement, connecting

diverse position encoders, and controlling AC motors.

The MicroAutoBox and the AutoBox can be installed

in-vehicle and connected to the electric motor. If installed

in a dSPACE Expansion Box, the ACMC Solution can also

control an industrial electric drive application.

The ACMC solution offers the I/O interfaces required for devel oping control strategies for various AC motors such as BLDC motors.

Developing Electric Motor Control Algorithms

Task

The task is to develop control functions for all types of

electric motors:

Asynchronous motors

Brushless DC (BLDC) motors

Permanent magnet synchronous motors (PMSM)

Challenge

Fast current and voltage measurements are required and

diverse position encoders have to be connected.

You can use the AC Motor Control Solution together with

the dSPACE RapidPro system to control PMSM and BLDC

motors.

Various piggyback modules can be plugged onto the DS5202

to provide specialized, comprehensive I/O functionality, with

the control algorithms running on a DS1005 or DS1006

processor board.

112013

Success StoriesRapid Control Prototyping /

E-Motion: Motion Control Algorithms for Electric Vehicles

Research Focus at Fujimoto Research Laboratory

The Fujimoto Research Laboratory at Yokohama National

University in Japan investigates electric vehicles, focus-

ing particularly on methods of electric drive technology.

The laboratory is working on a type of drive known as an

in-wheel motor, and is also studying the safety aspects of

electric vehicles on slippery road surfaces. Research is being

conducted on attitude control methods that employ yaw

rate control, using this yaw moment to prevent spinning

and drifting when turning.

Development Objective: A Yaw-Stable Vehicle

An electric motor goes straight from zero to its maximum

torque. Thus, uncontrolled torque requests can result in

immediate loss of static friction, which results in vehicle

oversteer during extreme cornering. To detect the beginnings

of oversteer, the vehicle’s yaw rate has to be determined.

The yaw rate is the angular velocity with which a vehicle

rotates around its vertical axis. If external effects push a

yaw-stable vehicle off course, in the ideal case it returns

to a straight path without the driver having to steer.

Test Drive with dSPACE AutoBox

To test the control algorithms in prac tical test drives, the FPEV

2-Kanon test vehicle was equipped with a dSPACE AutoBox

containing a DS1103 PPC Controller Board that was respon-

sible for computing the algorithms. A control system mod-

eled with MATLAB®/Simulink® was loaded to the AutoBox.

The AutoBox drives the electric motors via converters. The

angular velocity, the torque, the acceleration and the yaw

rate are available as analog signals.

Effectiveness of the dSPACE

AutoBox

To make full use of the advantages of

electric motors, the control algorithms

have to be calculated extremely fast.

The short sample time of the DS1103

PPC Controller Boards and its low

latencies during I/O access meant that

the algorithms could be executed in

real time. Since the hardware has such

extremely fast response times, the

algorithms behaved as expected.

ax,ay

f

150V

T*

,Treal

300V

ControllerAutoBoxDS1103( )

*

r*

Acceleration sensor

Yaw-rate sensor

Steering angle sensor

Li-ionbattery15Vx10

Chopper

RInverter

LInverter

RMotor

LMotor

MotorforSBW

MotorforSBW

Confi guration of the vehicle control system.

Success Stories

122013


Purely Regenerative Energy Supply

An autonomous, CO2-neutral power supply based on

regenerative energies for remote areas – islands or villages –

that are far away from the main power grid: That’s what

Younicous is planning and developing. The first project is

for the island of Graciosa in the Azores, where 70-90%

of the required energy could come from the sun and the

wind, and the remaining 10-30% could be generated from

locally produced biofuels. A 3-megawatt sodium sulfur

battery as electricity storage to compensate for large supply

fluctuations, and the island will be completely independent

of fossil fuels.

Developing the Converter Control

The battery converter control has two main components:

a real-time controller and a communication system.

To find the optimum control for the converter, Younicos

uses rapid prototying to test different voltage and frequency

control algorithms that were designed in MATLAB®/Simu-

link®. For the actual tests, the AC Motor Control Solution

from dSPACE was used. This consists of a DS1005 Proces-

sor Board and DS5202 FPGA Base Board with a piggyback

module. The algorithms are implemented on the DS1005 by

means of the dSPACE Real-Time Inter face (RTI), and then

executed on the board. The DS5202 provides the neces-

sary I/O connection between the processor board and the

converter. If any changes are made to an algorithm, they

can quickly be transferred from MATLAB/Simulink to the

DS1005 by using RTI.

Simulating Consumption, Wind, and Sun

For simulating wind turbines and solar power plants

Younicos implemented and executed their own simulation

models on several dSPACE DS1005 PPC Boards. Real wind

and sun data measured on the island of La Graciosa provides

the input parameters for ascertaining the currently avail-

able power. This available power is then compared with a

consumption profile that represents the island population’s

energy requirements throughout the day. Converters then

perform energy distribution. Each battery is coupled to

the simulated supply grid via a converter. The load on the

grid is represented by another converter that runs through

a scaled load profile of the island.

This solar power system feeds an autonomous charging station

for electric vehicles.

Younicos: New Energy

Carrying out the Project

In August 2012, Younicos and the local power supplier

signed agreements on power input to the electricity grid

and on the price of the electricity – the commercial base of

the project. The construction of the photovoltaic plant, wind

park and battery storage is expected to be completed at the

end of 2014, when the entire system will go into operation.

132013


MAGNA STEYR and its cooperation partners integrated

new hybrid components in a vehicle and implemented a

control system using a dSPACE prototyping system (Micro-

AutoBox plus RapidPro). The hybrid demo vehicle HySUV

(Mercedes M-class) with a dSPACE prototyping system as

the central drivetrain control has made the hybrid drive a

reality. MAGNA STEYR and its partners use the demo vehicle

as a platform for further optimization of driving behavior,

consumption, and emissions.

Drive Systems of the Future

MAGNA STEYR worked with MAGNA POWERTRAIN and

Siemens VDO to develop modular hybrid drive systems,

taking into account the research fi ndings from K-net KFZ,

the competence network for “Vehicle Drives of the Fu-

ture”. With the support of the OEMs, hybrid components

developed by MAGNA are integrated in the drivetrains of

prototype vehicles to investigate the optimization potential

of the consumption, dynamics, and emissions. The control

system and the cross-linking of new components in the drive-

train are implemented with the dSPACE prototyping system

(MicroAutoBox plus RapidPro) on the basis of a central hybrid

drive strategy. MAGNA STEYR has put this into operation in

the hybrid demo vehicle HySUV. The automatic transmission

and transfer case of a Mercedes ML350 were replaced by

an automated manual transmission and MAGNA’s E4WD

module consisting of 2 electric drives and clutches. A full

hybrid drivetrain with electrical all-wheel drive was imple-

mented in this way. A lithium-ion battery system, developed

by MAGNA STEYR, provides energy storage.

Prototyping Hardware and Function Development

The control software comprises the functions and inter-

faces of the entire torque path in the drivetrain. The ob-

jective was to control all the components of the hybrid

drivetrain with just one prototyping system. In addition to

their standard software development platform MicroAuto-

Box, MAGNA STEYR decided to use the RapidPro system to

effi ciently realize the broad range of signal conditioning

and power stages. Its fl exibility provided by software- and

hardware-confi gurable signal I/O proved to be an advantage,

particularly in early phases of prototype development, when

the sensor and actuator systems are not yet completely

defi ned. After the function software had been successfully

implemented and tested, MAGNA STEYR entered the test

drive phase, with the objective of further optimization.

System architecture:

The dSPACE proto-

typing system net -

worked in the

vehicle.

MAGNA STEYR: Hybrid Drive

E4WD

ESP

HMIAMT

Hardware connections

Bus connections

Measurement CAN

LVDS

Engine CAN

Hybrid CAN

High-voltage component

12-V component

Converters 1/2

Batterymanagement

system

High-voltagebatterysystem

Electricalmachines 1/2

Gateway

GatewayECU

Combustionengine

Air conditioning

Drivetrain CAN

dSPACE RapidPro

Actuator driver

Sensor I/OHardware

diagnostics

Air conditioningcompressor

Coolingcircuits 1-3

dSPACE MicroAutoBox

FunctionSystem

managerDiagnosticsCAN I/O

142013


As part of this competition, Ohio State University (OSU)

engineering students developed an HEV that is powered

by a combination of a turbocharged diesel engine, a high-

voltage, belted starter-alternator (BSA) and an AC induction

type traction electric machine. In this confi guration, the

rear and front drive systems are coupled through-the-road.

Control Implementation Using the MicroAutoBox

Prior to the actual implementation, OSU tested the per-

formance of its control strategy using custom-designed

vehicle simulation tools developed in the MATLAB®/Simu-

link® environment. After initial testing, the control strat-

egy was implemented on the MicroAutoBox system via

Ohio State University: Control of a Power-Split Hybrid-Electric SUV

The MicroAutoBox interfaces with the powertrain control modules via dual CAN buses and several I/Os.

Auxiliary controller

Exhaust systemCAN A

Driver

Rear electric motor

GM LANData

acquisition

Belted starter alternator

High-voltage battery pack

Engine & transmission

CAN B

dSPACE’s Real-Time Interface and the RTI CAN Blockset.

MicroAutoBox is the primary vehicle control unit to perform

fundamental hybrid powertrain operations such as energy

optimization, battery charge control, engine start-stop,

drivability control, electric traction control, and regenerative

braking. In the student-designed vehicle, the MicroAutoBox

communicates with several control modules through dual

CAN buses. The versatile I/O interface simplifi ed the inte-

gration of several analog and digital I/Os into the control-

ler for the added hybrid components. The fast numerical

processor featured by the MicroAutoBox made it possible

to implement computationally burdensome algorithms

onboard the vehicle.

152013


Deutz: Developing Hybrid Drives for Mobile Machines

Wheel Loader with Hybrid Drive

In a joint project with wheel loader specialist Atlas Weyhau-

sen, Deutz used dSPACE tools to develop what is called a

“mild” hybrid system for their AR-65 Super wheel loader.

“Mild” means that the electric motor is rigidly coupled to the

diesel engine and supports frequent braking and accelera-

tion. The following dSPACE tools were used to develop the

software functions for the hybrid system’s ECU:

MicroAutoBox (as the hybrid system ECU)

Real-Time Interface (for setting up the I/O interfaces

for the MicroAutoBox)

RTI CAN MultiMessage Blockset (for setting up CAN com-

munication)

ControlDesk® (for calibrating the hybrid functions)

By using RTI and the RTI CAN MultiMessage Blockset, Deutz

was able to implement fully functioning system software

on the MicroAutoBox in only 3 months. The RTI CAN Multi-

Message Blockset proved to be a very easy-to-use tool, and

CAN. Because the system software was programmed

directly in Simulink, it was possible to try out the software

functions immediately on a plant model (MIL) contain-

ing the engine, electric machine, inverter, battery, work

hydraulics and traction hydraulics. Deutz was therefore

able to test the software functions long before the fi rst

prototype components became available. This was abso-

lutely essential in view of the very short development time

assigned to this project.

Using the pretested software functions and the inputs and

outputs confi gured with RTI (digital, analog, PWM, CAN),

Deutz produced a software version that would run on the

MicroAutoBox and tested it on the test bench. Functions

such as start/stop were tested and calibrated with

ControlDesk.

Finally, Deutz put the wheel loader into operation with the

MicroAutoBox as a superordinate hybrid system ECU and

implemented the functions for boosting power and raising/

shifting the load point.

Schematic of the mild

hybrid system in the wheel

loader. The MicroAutoBox

is used as a superordinate

hybrid system ECU.

its support for linking

CAN confi guration fi les

(DBC fi les) enabled us

to set up the CAN com-

mu nication very quickly.

Three CAN channels

were set up in the wheel

loader: engine CAN,

hybrid CAN, and vehicle

162013


Additional Information

You can download success stories, articles and product

information on drive applications at www.dspace.com under

"Downloads".

Title Author Published at

Implementing Electromobile Ideas Holger Ross (dSPACE GmbH) Elektronik Automotive, Apr 2011

When Processor and FPGA Work Together Frank Mertens (dSPACE GmbH), Thomas Sander

(dSPACE GmbH)

Elektronik Automotive, May 2011

Get Your Ideas on Track Frank Mertens (dSPACE GmbH) Automobil Elektronik, Oct 2010

Intelligent I/O up Close Jürgen Klahold (dSPACE GmbH) Offprint translation from

"Hanser Automotiv", Nov 2009

All Inclusive/Off-the-Shelf Frank Mertens (dSPACE GmbH), Holger Ross

(dSPACE GmbH)

Offprint translation from

"Elektronik automotive", Oct 2009

Flexibility Can Be So Compact Frank Mertens (dSPACE GmbH), Holger Ross

(dSPACE GmbH)

Offprint translation from

"AutomobilElektronik", Oct 2008

Available Publications (Partial List)

172013

Rapid Control Prototyping / Products

MicroAutoBox® II

Compact prototyping unit for electric motor controls

Application Areas

MicroAutoBox is a real-time system for performing fast

function prototyping in fullpass and bypass scenarios.

It operates without user intervention, just like an ECU.

Key Benefi ts

The special strength of the MicroAutoBox hardware is its

unique combination of high performance, comprehen-

sive auto motive I/O, and an extremely compact and robust

design – all for a favorable price. This lets you equip sev-

eral vehicles or a whole test fl eet to check the reliabili-

ty of your control functions. In addition to the standard

I/O, MicroAutoBox offers variants with FPGA functionality

for application-specifi c I/O extensions and for user-program-

mable FPGA applications. Moreover, there are MicroAutoBox

variants with inter faces for all major auto motive bus systems:

CAN, LIN, K/L line, FlexRay, and Ethernet.

Comprehensive I/O including CAN, LIN, K/L line,

FlexRay, Ethernet, and LVDS/bypass interfaces

Robust and compact design ideal for in-vehicle use

IBM PowerPC running at 900 MHz

Variant with Simulink®-programmable FPGA

AC Motor Control Solution (p. 19)

NEW: Multistage watchdog mechanism

dSPACE Products

16 MBlocal RAM

EthernetI/O

interface

Con-nector(LEMO)

Con-nector(LEMO)

Con-nector(LEMO)

Con-nector(LEMO)

Con-nector(LEMO)

ECU interface

ECU interface

USB

Watchdog

Clock/calendar

16 MBflash

(non-volatile)

6 MBcommunic.memory

Ethernethost

interface

64-Bit G

lobal Bus

Performance timer

IBM PPC750 GL

Signal Conditioning

Signal Generation/Measurement

I/O Connector

IP module slot(e.g., for FlexRay)

IP module slot(e.g., for FlexRay)

FPGAextension slot

ProgrammableFPGA

Signalconditioning& protection

Signalconditioning& protection

Signal driver& protection

Optional signal conditioning on DS1552

or ACMC SolutionAdd-On Modules1)

CAN/LIN/serialmodule

CAN/LIN/serialmodule

Signal Conditioning

Signal Generation/Measurement

I/O Connector

4-channel12-bit DAC

Digital I/O(FPGA-based)

16-channel16-bit ADC

PhysicalCAN/serial

PhysicalCAN/serial

Local B

us/Interm

odule Bus

MicroAutoBox II

1401/1511/1512

182013


Technical Details

Parameter Specification

MicroAutoBox II 1401/1511 1401/1511/1512

Processor IBM PPC 750GL, 900 MHz (incl. 1 MB level 2 cache)

Memory 16 MB main memory

6 MB memory exclusively for communication between MicroAutoBox and PC/notebook

16 MB nonvolatile flash memory containing code section and flight recorder data

Clock/calendar function for time-stamping flight recorder data

Boot time Depending on flash application size. Measurement examples: 1 MB application: 160 ms; 3 MB application: 340 ms

Inter-

faces

Host interface 100/1000 Mbit/s Ethernet connection (TCP/IP). Fully compatible with standard network infrastructure. LEMO connector.

Optional XCP on Ethernet interface to support third-party calibration and measurement tools

Real-time I/O

interface

100/1000 Mbit/s Ethernet connection (UDP/IP). RTI Ethernet (UDP) Blockset (optional) for read/write access.

LEMO connector.

USB Interface USB 2.0 interface for long-term data acquisition with USB mass storage devices. LEMO connector.

CAN interface 2 dual CAN interfaces; 4 CAN channels in total

Serial interface (based

on CAN processor)

2 x RS232 interface

2 x serial interface usable as K/L line or LIN interface

Dual-port memory

inter face (ECU interface)

2 x dual-port memory interface,

16 K x 16-bit DPRAM

FlexRay interface – 2 slots1) for FlexRay modules (i.e. 4 FlexRay channels)

Programmable FPGA – Xilinx® Spartan®-6 LX1502)

Analog

input

Resolution 16 16-bit channels 16 16-bit channels (additional channels with DS1552)

Sampling 16 parallel channels with 1 MSPS conversion rate

Input voltage range 0 ... 5 V

Analog

output

Resolution 4 12-bit channels 4 12-bit channels (additional channels with DS1552)

Output voltage range 0 ... 4.5 V 0 ... 4.5 V

Output current 5 mA max. sink/source current

Digital

I/O

General

FPGA-based digital I/O

RTI software support for bit I/O, frequency, and PWM generation/measurements

Bit I/O

40 inputs

40 outputs, 5 mA output current

40 inputs (additional channels with DS1552)

40 outputs, 5 mA output current (additional channels with

DS1552)

Input / output logic levels: 5 V or levels up to 40 V (depending on VDrive), selectable

PWM generation/

measurement

All channels fully configurable as frequency or PWM inputs/outputs

PWM frequency 0.0003 Hz ... 150 KHz, duty cycle 0 ... 100%, up to 21-bit resolution

Signal conditioning Signal conditioning for automotive signal levels, no power driver included

Overvoltage protection

Overcurrent and short circuit protection

Physical connections ZIF connector for I/O signals, mechanically secured, Sub-D connector for power supply

LEMO connectors for 2 ECU interfaces, Ethernet I/O interface, USB interface, and Ethernet host interface

Ethernet I/O interface for notebook/PC for program load, experiment configuration, signal monitoring and flight recorder

read-out

Integrated Ethernet switch

Physical

characteristics

Enclosure

material

Cast aluminum box

Enclosure size Approx. 200 x 225 x 50 mm (7.9 x 8.9 x 2.0 in) Approx. 200 x 225 x 95 mm (7.9 x 8.9 x 3.8 in)

Temperature Operating (case) temperature: -40 ... +85 °C (-40 ... +185 °F)

Storage temperature: -55 ... +125 °C (-67 ... +257 °F)

Power supply 6 ... 40 V input power supply, protected against overvoltage, and reverse polarity

Power

consumption

Max. 25 W Max. 50 W

1) IP module slot. Can also be used for other IP modules such as an ARINC interface module (via dSPACE Engineering Services).2) User-programmable via RTI FPGA Programming Blockset. Using the RTI FPGA Programming Blockset requires additional software.

192013


Fast current/voltage measurements

Control of AC motors, e.g., asynchronous motors,

brushless DC motors (BLDCs) and permanent magnet

synchronous motors (PMSMs)

Suitable PWM generation for electric drives

Connection of diverse position encoders

RTI Blockset for MATLAB®/Simulink®

AC Motor Control SolutionControl of diverse AC motors

Purpose

The AC Motor Control Solution is based on the DS5202

FPGA Base Board and on the MicroAutoBox with DS1512

I/O Board.

These are specially designed for fast current / voltage mea-

surements, connecting diverse position encoders and control

ling AC motors such as ASMs, BLDCs and PMSMs. Rapid

prototyping of AC motors requires fast I/O, which is fullfi lled

by using an FPGA Base Board and the appropriate piggyback

module, with the control algorithms running on the main

processor. The interface between the user's control model

and the AC Motor Control hardware is realized by the AC

Motor Control Solution RTI Blockset.

Use Cases

Typical use cases for the AC Motor Control Solution are

highly dynamic control systems for different types of AC

motors.

Some scenarios are:

Field-oriented control of PMSMs or ASMs

Controlling BLDCs

Prototyping new methods for sensorless control

Using RapidPro Power Unit with suitable modules or

customer-specifi c power converters

To use the AC Motor Control Solution in a vehicle, you can

install it in the dSPACE AutoBox or use the MicroAutoBox

variant. For stationary use, it can be installed in an Expan-

sion Box.

Applications

Measurements (of phase currents and/or voltages,

and DC link currents or voltages) and ADC starts can

be synchronized to PWM signals

Position and speed measurements using typical

sensors such as Hall sensors or incremental encoders,

resolvers, or typical single/multiturn encoders with

serial interfaces (EnDat or SSI)

Generation of gate driver signals (center-aligned

3/6 PWMs for sinusoidal commutation or PWM signals

for block commutation or advanced customer-specifi c

PWM patterns)

Synchronization of ADC measurement with center-

aligned PWM signals (regular sampling)

Model synchronization by interrupt generation at the

center position of the PWM or at user-defi ned motor

angles

Trigger signal to external devices at the center position

of the PWM

202013


Control signals

RTI Blockset

PHS Bus

DS1005/DS1006

DS5202

EV1048

Motor

RapidPro Power Unit

Current signals

Resolver, SSI,

EnDat

Hall / Encoder

Piggyback module used inside MicroAutoBox II

or

212013


AC Motor Control Solution for MicroAutoBox II

Electric Drives Control

The AC Motor Control (ACMC) Solution upgrades the

MicroAutoBox II to a compact, flexible development system

for electric motor control applications. The ACMC solution

consists of an add-on hardware module which provides the

I/O interfaces for diverse AC motors and utilizes the new

FPGA functionality of the MABX II 1401/1511/1512. It also

comes with a dedicated RTI Blockset as the interface to the

user´s control model.

This includes:

Control of AC motors, e.g., asynchronous motors (ASMs),

brushless DC motors (BLDCs) and permanent magnet

synchronous motors (PMSMs)

Flexible I/O interfaces for diverse position sensors such

as hall sensors, encoders and resolvers

Suitable PWM generation for electric drives

Dedicated RTI Blockset for MATLAB®/Simulink®

Available with MicroAutoBox variant 1401/1511/1512

Technical Data (AC Motor Control Solution for MicroAutoBox II)

Scope of Delivery (AC Motor Control Solution

for MicroAutoBox II)

I/O piggyback module for AC motor control applications

FPGA firmware for AC motor control applications

Simulink interface for AC motor control applications


Digital input 8 channels, 0 ... 5 V, differential or single-ended, configurable by software.

Example: 3 x single-ended for Hall sensor, 3 x differential for incremental encoder, 2 x single-ended for bit in,

frequency and duty cycle measurement

Digital output 24 channels, 0 ... 5 V, single-ended to generate gate driver signals, PWM synchronization signals, bit out

Gate driver frequency 10 Hz ... 1 MHz

ADC 8 channels, software-configurable inpult voltage range (±5 V, ±15 V, ±30 V), differential, 10 MSPS

DAC 2 channels, -10 ... 10 V (single-ended) or -20 ... 20 V (differential, reference to GND)

Resolver interface Max. position resolution 16 bit (depending on motor velocity). Generation of excitation signal (3,7,10 Vrms;

excitation frequency from 2 ... 20 kHz within 250 Hz steps (software-configurable)

RS422/RS485 SSI oder EnDat for connection of single/multi-turn encoder

4 RS485 transceivers (Endat or SSI Interface)

Power Supply for sensors 12 V: max. 50 mA

5 V: max. 50 mA (use the MicroAutoBox II VSENS-PIN for currents up to 250 mA)

222013


Power Stage

Module (PS Module) Description

PS-HSD 6/1 6-channel high-side driver module

Requires 1 slot in a RapidPro unit

4 output channels with up to 5 A, clamping voltage 48 V

2 output channels with up to 1 A, clamping voltage 63 V

Max. supply voltage: 36 V continuous, 40 V peak

Switching time: <30 µs

Load failure diagnosis

Current measurement with hardware-adjustable low-pass fi lter (1st order) on channel 1 and 2

Overload protection, overtemperature protection, short-circuit protection to ground, VBAT and across the load, active output clamping

Integrated on carrier board: load dump protection up to +100 V (only valid for internal voltage supply of the module), reverse

voltage protection up to -100 V

PS-HCFBD 1/2 1-channel high-current full bridge driver module

Requires 3 slots in a RapidPro unit

Up to 60 A DC peak current (1 s), 42 A rms continuous (T ambient = 25 °C, fi lter frequency 1 kHz, corresponding duty cycle)

Up to 60 A DC peak current (1 s), 29 A rms continuous (depends on ambient temperature)

Max. supply voltage: <20 V continuous

Current measurement with hardware-adjustable low-pass fi lter (1st order)

Internal free-wheeling diodes

Protection against: short circuit, overtemperature, and overvoltage

Load failure diagnostics

PS-HCHBD 2/2 2-channel, high-current, half-bridge driver module

Requires 3 slots in a RapidPro unit

Each channel up to 30 A peak current (1 s), 25 A rms continuous (depends on ambient temperature)

Parallel mode possible (30 A DC peak per channel, 19 A rms continuous per channel)

Usable as half-bridge or low-side or high-side driver output

Max. supply voltage: <20 V continuous

Current measurement with hardware-adjustable low-pass fi lter (1st order) for each channel

Internal free-wheeling diodes

Protection against short circuit, overtemperature, and overvoltage

Load failure diagnostics

RapidPro Hardware

Power Stages for Electric Drive Applications

Especially in the rapid prototyping phase, versatile power

stages are required for driving different electric motors. Ide-

ally, only a minimum of hardware development, or none at

all, should be necessary to connect electric motors to the

prototyping system. In reality, the design and implementa-

tion of such circuits can be an expensive and time-consuming

task. Confi guring the power stage hardware later on during

the course of a project also usually involves a lot of work. The

fl exibility and intelligent assistance provided by the RapidPro

hardware and the corresponding software from dSPACE will

help you achieve challenging tasks for power stages with

high effi ciency.

Scalable, modular, and confi gurable system architecture

Compact and robust enclosure

For in-vehicle, laboratory, and test bench use

Comprehensive software support

Application-specifi c confi gurations for common

application areas

RapidPro Modul Examples1)

222013

Electric drive power stages

1) Further signal conditioning and power stage modules available.

232013


DS1103 PPC Controller Board

Single-board system with real-time processor

and comprehensive I/O

CAN interface and serial interfaces ideally suited

to automotive applications

High I/O speed and accuracy

PLL-driven UART for accurate baud rate selection

Powerful controller board for rapid control prototyping

Application Areas

The DS1103 controller board is designed to meet the require-

ments of modern rapid control proto typing and is highly

suitable for applications such as:

Automotive controllers

Electric motor control

Robotics

Positioning systems and stepper motors

Active vibration control

An integrated Infi neon CAN microcontroller makes the

board an attractive tool for automotive and automation

applications.

Key Benefi ts

The DS1103 is an all-rounder in rapid control prototyp-

ing. You can mount the board in a dSPACE Expansion Box

or dSPACE AutoBox to test your control functions in a

laboratory or directly in the vehicle. Its processing power

and fast I/O are vital for applications that involve numer-

ous actuators and sensors. Used with Real-Time Interface

(RTI), the controller board is fully programmable from the

Simulink ® block diagram environment. You can confi gure

all I/O graphically by using RTI. This is a quick and easy way

to implement your control functions on the board.

Comprehensive Interfaces

The unparalleled number of I/O interfaces makes the DS1103

a versatile controller board for numerous applications. It

provides a great selection of interfaces, including 50 bit-

I/O channels, 36 A/D channels, and 8 D/A channels. For

additional I/O tasks, a DSP controller unit built around Texas

Instruments‘ TM320F240 DSP is used as a subsystem.

Recording and Output of I/O Values

The control of electrical drives requires accurate recording

and output of I/O values. It is possible to synchronize the

A/D channels and D/A channels, and the position of the

incremental encoder interface, with an internal PWM signal

or an external trigger signal. Also, the serial interface (UART)

is driven by a phase-locked loop to achieve absolutely

accurate baud rate selection.

242013


Technical Details

1) Speed and timing specifications describe the capabilities of the hardware components and circuits of our products. Depending on the software complexity, the attainable overall performance figures can deviate significantly from the hardware specifications.


Processor PowerPC Type PPC 750GX

CPU clock 1 GHz

Memory Local memory 32 MB application SDRAM as program memory, cached

Global memory 96 MB communication SDRAM for data storage and data exchange with host

A/D converter Channels

16 multiplexed channels equipped with 4 sample & hold A/D converters

(4 channels belong to one A/D converter. 4 consecutive samplings are necessary to sample

all channels belonging to one A/D converter.)

4 parallel channels each equipped with one sample & hold A/D converter

Note: 8 A/D converter channels (4 multiplexed and 4 parallel) can be sampled simultaneously.

Resolution 16-bit

Input voltage range ±10 V

Overvoltage protection ±15 V

Conversion time Multiplexed channels: 1 µs1)

Parallel channels: 800 ns1)

D/A converter Channels 8 channels

Resolution 16-bit

Output range ±10 V

Digital I/O Channels

32-bit parallel I/O

Organized in four 8-bit groups

Each 8-bit group can be set to input or output (programmable by software)

Digital incremental

encoder interface

Channels

6 independent channels

Single-ended (TTL) or differential (RS422) input (software programmable for each channel)

Position counters

24-bit resolution

Max. 1.65 MHz input frequency, i.e., fourfold pulse count up to 6.6 MHz

Counter reset or reload via software

Encoder supply voltage

5 V/1.5 A

Shared with analog incremental encoder interface

Analog incremental

encoder interface

Channels

1 channel

Sinusoidal signals: 1 Vpp differential or 11 µApp differential (software programmable)

Position counters

< 5° resolution

32-bit loadable position counter

Max. 0.6 MHz input frequency, i.e., fourfold pulse count up to 2.4 MHz

CAN interface Configuration

1 channel based on SAB 80C164 microcontroller

ISO DIS 11898-2 CAN high-speed standard

Serial interface Configuration

TL6C550C single UART with FIFO

PLL-driven UART for accurate baud rate selection

RS232/RS422 compatibility

Baud rate

Up to 115.2 kBd (RS232)

Up to 1 MBd (RS422)

Slave DSP Type Texas Instruments TMS320F240 DSP

I/O channels2)

16 A/D converter inputs

10 PWM outputs

4 capture inputs

2 serial ports

Host interface Plug & Play support

Requires a full-size 16-bit ISA slot

Physical

characteristicsPhysical size 340 x 125 x 45 mm (13.4 x 4.9 x 1.77 in)

Ambient temperature 0 … 50 ºC (32 … 122 ºF)

Cooling Passive cooling

2) The exact number of I/O channels depends on your configuration and is described in the user documentation.

252013


Technical Data (AC Motor Control Solution for PHS-bus-based systems)


Digital input 8 channels, 0 ... 5 V, differential or single-ended. Default: 3 x single-ended for Hall sensor, 3 x differential for

incremental encoder, 2 x single-ended for bit in, frequency and duty cycle measurement

Digital output 10 channels, 0 ... 5 V, single-ended; 6 gate driver signals, 4 generic digital outputs (e.g. PWM synchronization

signals or bit out), optional: 12 additional gate driver signals with ACMC PWM Extension Board

Gate driver frequency 10 Hz ... 1 MHz

ADC 8 channels, software-configurable inpult voltage range (± 5 V, ± 15 V, ± 30 V), differential, 10 MSPS

DAC 2 channels, -10 ... 10 V (single-ended) or -20 ... 20 V (differential, reference to GND)

Resolver interface Max. position resolution 16 bit (depending on motor velocity). Generation of excitation signal (3,7,10 Vrms);

excitation frequency from 2 ... 20 kHz within 250 Hz steps (software-configurable)

RS422/RS485 SSI oder EnDat for connection of single/multi turn encoder

4 RS485 transceivers (Endat or SSI Interface)

Power supply for sensors 5 V and 12 V, 140 mA

Scope of Delivery (AC Motor Control Solution

for PHS-bus-based systems)

FPGA Base Board

I/O piggyback module for AC motor control applications

FPGA firmware for AC motor control applications

Simulink interface for AC motor control applications

Bracket for connecting I/O and mating connectors

262013


Completely user-programmable via RTI FPGA

Programming Blockset

Utilizes the Xilinx® System Generator (XSG) Simulink®

Blockset

Offl ine Simulation in Simulink

Basic set of I/O drivers on board, I/O extendable

by piggyback modules

DS5203 FPGA Board

FPGA programmable per application

Purpose

The DS5203 FPGA Board can be adapted to various tasks,

so you can react fl exibly to tougher requirements like signal

conditioning, using new interfaces, or speeding up model

parts. FPGAs are especially useful for relieving the proces-

sor board of tasks such as signal preprocessing during ECU

development.

Application Areas

Running at 100 MHz, the DS5203 board is ideal for applica-

tion fi elds like engine knock, cylinder pressure analyses and

electric drive projects. The DS5203 works together closely

with application-specifi c XSG model libraries.

Programming via the RTI FPGA Programming

Blockset

The DS5203 FPGA Board is programmed via the RTI FPGA

Programming Blockset from dSPACE and the Xilinx System

Generator. These let you develop applications for the pro-

cessor board and the DS5203 together. You can test the

interaction between the processor application and the FPGA

application in offl ine simulation before implementing them

on the real-time hardware. This enables you to react fl exibly

to new requirements such as new interfaces or having to

accelerate the execution of submodels.

You can also use the RTI FPGA Programming Blockset Hand-

code Interface to program the DS5203.

Two Variants

The DS5203 is available with two different FPGAs:

DS5203 LX 50 includes a Xilinx Virtex®-5 LX50T-1C FPGA

consisting of 46,080 logic cells and 48 special DSP blocks.

This board offers a cost-effective solution for smaller

applications and starter systems.

DS5203 SX95 includes a Xilinx Virtex®-5 SX95T-2C

FPGA consisting of 94,298 logic cells and 640 special

DSP blocks. The large amount of DSP blocks help by

performing tasks such as fast, resource-saving multiplica-

tion.

272013


Technical Details

ParameterSpecification

DS5203 LX50 DS5203 SX95

General User-programmable FPGA

FPGA Xilinx Virtex®-5 LX50T-1C

Logic cells: 46080 (Virtex-5 slices: 7200;

DSP slices: 48)

Distributed RAM: 480 kBits

Block RAM: 2160 kBits

Xilinx Virtex®-5 SX95T-2C

Logic cells: 94298 (Virtex-5 slices: 14720;

DSP slices: 640)



Device timing 100 MHz

Digital I/O 16 channels, usable as input or output

Input Maximum input voltage 15 V

Digital input: Threshold adjustable for each channel from 1 V to 7.5 V

Output Digital output: Push-pull drivers; one output voltage can be selected for all channels: 3.3 V or 5 V

Analog I/O Input 6 channels

Resolution 14-bit pipelined

Sampling rate 10 MSPS

Input voltage range selectable for each channel: ±5 V or ±30 V

Output 6 channels

Resolution 14-bit

Update rate 10 MSPS

Output voltage range: ±10 V

Further interfaces Slot for one I/O module for extending the analog and digital I/O

Connection for the APU (angular processing unit) bus

Physical characteristics Physical size 340 x 125 x 15 mm (13.4 x 4.9 x 0.6 in)

Ambient temperature 0 ... 55 ºC (32 ... 131 ºF)

Power supply +5 V ±5%, 2.5 A

+12 V ±5%, 0.7 A

-12 V ±5%, 0.1 A

Relevant Software and Hardware

Software

Required Real-Time Interface (RTI)

RTI FPGA Programming Blockset FPGA Interface

RTI FPGA Programming Blockset Handcode Interface

Xilinx® ISE® Foundation and System Generator for DSP

Optional XSG Electric Components Library

XSG Utils Library

XSG ACMC Library

Hardware

Optional DS5203M1 Multi-I/O Module

EV1099: Resolver SC Module for DS5203

282013


DS5203M1 Multi-I/O Module

Technical Details



Input Maximum input voltage: 15 V

Threshold for each channel adjustable from 1 V to 7.5 V

Output Push-pull drivers

One output voltage can be selected for all channels: 3.3 V or 5 V


Resolution 14-bit pipelined

Sampling rate 10 MSPS


Output 6 channels

Resolution 14-bit

Update rate 10 MSPS


Sensor supply Adjustable

Output voltage range: 2 V to 20 V

EV1099: Resolver SC Module for DS5203

The EV1099 Resolver SC Module is a transfer element for the

DS5203 FPGA Board or the DS5203M1 Multi-I/O Module.

It offers special signal conditioning for electric drive applica-

tions, such as transformers for resolver simulation.

Additional features:

Configurable audio transformer for each of

the 6 DAC channels

Switchable 220 Ω resistor for each of

the 6 ADC channels

The module can be installed in a dSPACE Simulator Full-Size

or Mid-Size. It is connected via ribbon cable to the DS5203

or DS5203M1, which are pin-compatible.

The DS5203M1 Multi-I/O Module is a piggyback module

for the DS5203 FPGA Board. It extends the available digital

and analog I/O to give you more flexibility.

292013


Battery Cell Voltage Measurement

and Balancing

Application Areas

The Battery Cell Voltage Measurement and Balancing system

enables highly precise measurement and control of cell

voltages in lithium-ion batteries and allows the development

of algorithms for battery management. The system can be

installed directly in a vehicle and features cell-balancing

functions that maintain the charge states of individual cells

at the same level to ensure safe operation. This prevents

thermal instability and extends battery life.

Manual and Automatic Balancing

Two operation modes are available: The manual balancing

mode gives users complete freedom to balance cells

individually or collectively, and at any desired intervals.

The automatic balancing mode is a comfort function that

specifies target voltages and switch-off times, leaving users

free to focus on the more important algorithms.

Reliable Safety Features

Because of the high voltages of Li-ion batteries, the system

provides various safety features. These include warnings

about hardware, communication and synchronization

errors, and also about overheating, isolation faults, and

cell undervoltages and overvoltages.

For the emulation of high-voltage batteries, please

refer to the EV1077 Battery Cell Voltage Emulation

Board (p. 52).

Technical Details

Modular system supporting 6 to approx. 200 cells,

installable in a vehicle

Intersil® ISL78600 BMS IC

Cell voltage measured with ±3 mV accuracy

User-defined sampling rate (max. 1 kSPS)

Plug-on modules for quick replacement of balancing

resistances. Resistance values up to 10 Ohm

S-function-based Simulink® blockset (RTI Ethernet

(UDP) blockset additionally required)

Two balancing modes:

Manual mode with full user control

Configurable automatic mode

Synchronized battery cell measurement

Comprehensive error detection features

Isolation monitoring device connectable to each

EV1093

302013

Testing with Hardware-in-the-Loop Simulation

Function tests are possible at an early development

stage, even before all parts are available in reality

Laboratory tests reduce time and costs and take place

under controlled conditions

Failures, and the ECU’s behavior in what are normally

dangerous situations, can be tested with no risk for

the driver or the controlled machine.

The tests are reproducible and can be automated

Advantages of HIL Simulation

After the ECU functions have been developed and imple-

mented on the production ECU, they have to be tested

thoroughly. With hardware-in-the-loop (HIL) simulation,

you can easily cover all the different motor varieties and

their ECUs.

The ECU’s environment (interacting components or even

a whole system) is simulated. This has several advantages:

Challenges of Testing ECUs for Electric Motors

Electric motors have been becoming more and more power-

ful in a wide range of applications. The conventional brushed

direct current (BDC) motors were replaced by brushless direct

current (BLDC) motors. The ECUs controlling the electric

motors provide the actuation power directly. This is un-

like other applications, where thermodynamic or hydraulic

power is controlled by means of low auxiliary power coming

from the ECU.

dSPACE offers products and solutions for PHS-bus-based HIL

simulation as well as for SCALEXIO HIL systems.

ECUs for controlling electric motors are often incorporated

into complex and distributed vehicle functions, so it is

essential to test their interaction with other ECUs.

Special solutions are needed for interfacing the ECU:

High power level

High dynamics

Special I/O, e.g., for encoders and resolvers

HIL Interfaces

An ECU or other system for controlling electric motors can

be accessed by the HIL simulator at different levels. Which

interface to use depends on the testing purpose and project

conditions:

Signal level: Simulation of the power electronics,

the electric motor, and the mechanical environment

Very scalable, as parameters can be set fl exibly

regardless of power level

Full access to the model

ECU must be opened

Electric power level: Simulation of the electric motor

and the mechanical environment

Production ECU can be used

Full access to the model

Motor parameters can be set fl exibly within

a certain power range

Mechanical level: Simulation of the mechanical

environment

Testing of mechanical parts

312013

Hardware-in-the-Loop Simulation

ElectricMotor

Controller

ECU

Current Signal

Position Signal

3 Phase Voltages

VehicleApplication

Transmission

Controller Power Stage Electric Motor Mechanics

Signal Level Electric Power Level Mechanical Level

ApplicationController Sensor Signals

PowerConverter

For further product information, please see:

DS5203 FPGA Board (PHS-bus only), page 26

Electric Motor HIL Solution (PHS-bus only), page 40

Programmable Generic Interface, page 47

Electrical Load Modules, page 48

Battery Cell Voltage Emulation, page 52

Battery Simulation

dSPACE offers special hardware and software for battery

simulation:

Real-time hardware for HIL tests with high voltage

accuracy and galvanic separation

Simulation models for lithium-ion batteries and

nickle-metal hydride batteries for realistic battery

management tests

Simulation Models

For real-time simulation of an electrical system, dSPACE

provides the ASM Electric Components Library for processor-

based simulation and the XSG Electric Components Library

for FPGA-based Simulation.

Applications can range from electric drives and inverters

for closed-loop simulation with an electric drive control-

ler, to a complete automotive electrical system including a

battery, starter, alternator, and loads. Typical use cases are

the simulation of realistic battery behavior during starter

activation, electric drives that are integrated into a hybrid

electrical vehicle powertrain, etc.

ASM Electric Components Model, page 54

XSG Electric Component Library, page 56

XSG Utils Library, page 57

JMAG-RT Parameterization Support, page 58

DS2655 FPGA Base Module (SCALEXIO only), page 45

322013

Hardware-in-the-Loop Simulation / Use Cases

Task

Drives with brushless direct current (BLDC) motors are popu-

lar because they are simple and robust. Often they are oper-

ated without any position sensors like Hall sensors and are

Challenge

During the operation of BLDC motors only two of the three

phases are triggered at a time. In the third, untriggered

phase the electromotive voltage is induced, which affects

the ECU terminals. In sensorless control, the ECU measures

this voltage for position detection.

Solution

A dSPACE Simulator equipped with a DS5203 board and

XSG Electric Component Models enables the complete simu-

lation of BLDC motors at electric power level. No real parts

are required. Due to the characteristics of BLDC operation

described above, the simulation comprises a current emula-

tion and also a voltage emulation.

Simulating Brushless DC Motors at Electric Power Level

UDhAhB

hChA

hB

hC

zA-

zA+

zB-

zB+

zC-

zC+

commutation logic

iB

iC

iAA

A

C

C

B

BHall sensors

Stator windings

Stator

Permanent

magnets

Rotor

used in continuously running pumps, electric fuel pumps,

selective catalytic reduction (SCR) systems, and so on.

Above: Sensorless control of a simulated BLDC motor. The triggered

phase and freewheeling phase are simulated in current mode, the

floating phase is simulated in voltage mode.

Below: Detail measurement of the floating phase: Accurate

reproduction of the pulsing feedback voltage

Use Cases

332013


NetworkInterface

ANALOGIN1

ANALOGIN2

START

RESET

QUICKSTOP

ENABLE

Hiperface

EnDat 2.1

SSI

TTL Encoder

Resolver

Power Supply

D.C. link

Brakingresistor

U

V

W

L-

L+

RB

L3

L2

L1

Encoder

Encoder

Encoder

Encoder

Resolver

Task

In this application, the software for a servocontroller can be

used for almost all electric motors in a power range from a

few watts to several hundred kW. The ECU for the servo-

controller contains a wide range of functions that have to

Challenge

The test system has to cover a wide range of electric motor

power variations. As real parts would necessitate time-con-

suming modifications to the test system, simulation models

are used. They have to be as precise as possible.

Solution

A DS1005 Processor Board and the DS5202 Electric Motor

HIL Solution are used for the real-time simulation. The

simulation models use components from the ASM Electric

Components Library. The FPGA of the DS5202 handles the

time-critical I/O parts for the simulation model, enabling

moderate sample rates.

The dSPACE EMH Solution (p. 40) is ideal for this application,

as it offers emulation for almost all industrial position sensor

systems such as resolvers, TTL encoders, sine encoders and

Hall sensors, and also protocol-based sensors such as SSI,

EnDat 2.a and Hiperface®.

Testing a Servocontroller at Signal Level

work with various configurations of motors, power stages,

sensors and bus systems. A wide range of configurations

have to be tested.

Example application: either the servo controller or the electric motor

can be simulated with dSPACE Simulator.

342013


Simulating Electric Power Steering Systems at Electric Power Level

Task

Electric power steering (EPS) systems support the driver dur-

ing steering. A torque sensor measures the steering move-

ment and sends this data to the EPS ECU, which causes

the EPS electric motor to support and enforce the move-

ment. As the EPS electric motor acts directly on the steering

rod, the vehicle can be steered even without the driver's

interaction. This enables fully automated parking as well

as interaction with the electronic stability control (ESC) to

support the driver.

Challenge

The signals of ECUs for EPS often cannot be accessed at

signal level. HIL simulation is therefore performed at power

level. The ECUs have to be connected to the real motor

either at mechanical level or by simulation at electric power

level.

The electric power level requires real currents and a simula-

tion for the motor. This solution is quite flexible and can

be adapted quickly: for example, to simulate different mo-

tor types. The simulation can also be combined with HIL

simulation for an ESP.

Solution

In both cases dSPACE Simulator is equipped with a DS5203

FPGA Board running the XSG electric component´s e-motor

models. Electronic load modules (p. 48) provide the real

current for simulation at electric power level. dSPACE Auto-

motive Simulation Models for vehicle dynamics are used

for simulating the actual physical vehicle characteristics,

including the steering system for the EPS and the brake

hydraulics for the ESP.

Overall integration of EPS electric motor simulation at electric power level, together with an HIL simulation for an ESP.

Position Sensor Simulation

DS5203

ASM (e.g. Gasoline, Transmission)

ASM Vehicle

Node #2: EPS HIL

TSensor

APU

wEPS

TEPS

EPSECU

Torque Sensor Simulation

Node #1: ESP HIL

I/O for VSD

CAN Gateway for SensorCluster

Real Sensor Cluster

VSD(Valve Current Detection)

ESP ECU

eEPS

Electric Motor Simulation

Electronic Loads

DS5203 with XSG EC models

DS5380

ASM Driver, Maneuver Scheduler ASM Traffic

Fast Tasks

FEPS

xRod

xRod

iEPS

iEPS

iEPS

MDoFVehicleDynamics

Steering System

Brake Hydraulics

I/O for ESP

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Developing Mechatronic Steering Systems

Task

The steering system and its characteristics decisively affect

a vehicle's driving behavior and feeling. Haptic feedback

plays a vital role here, as it gives the driver vital information

about the road and the vehicle. It is only when the overall

Challenge

The test system needs to provide haptic feedback and offer a

close-to-reality environment simulation for a realistic steering

feeling and driving behavior. Its purpose is to give an initial

impression at an early stage of product development. The

simulation model has to take extra features into account,

such as automatic parking and lane-keeping assistants for

enhancing comfort and active safety.

steering system is integrated into the vehicle that develop-

ers can actually experience it. As this subjective impression

is very important and the integration process is expensive,

another approach is needed.

Solution

dSPACE combines a HIL steering test bench and a static driv-

ing simulator that enables pre-calibration on a virtual experi-

mental vehicle. The test apparatus consists of the real steer-

ing system with its actuators, and the driving simulator with

a load machine for the steering wheel, the accelerator pedal,

and the brake pedal. Both are coupled to the dSPACE Auto-

motive Simulation Models (ASMs) running on a quad-core

DS1006 Processor Board. The ASMs are open Simulink models

for the real-time simulation of passenger cars, trucks and

trailers that simulate the vehicle's vertical, longitudinal and

lateral dynamics as a multibody system with 24 degrees

of freedom.

Visualization is done with dSPACE

MotionDesk using small LCD moni-

tors representing the outside and

inside rear-view mirrors. The sensa-

tion of driving is further intensifi ed

by road and engine noises.

The system is used not only to inves-

tigate and adjust steering systems,

but also to run driver assistance sys-

tems such as lane departure warning

systems.

Functional diagram of the HIL steering

test bench driving simulator and the

camera HIL.

Vehicle simulation

Steering wheel angle

EPS test system with HIL

Visualization

Optical feedback

Accelerator and brake pedal positions

Steering torque Torque interface

Driving simulator

Vehicle response

Rack force

Rack position

362013


Simulating Automated Manual Transmissions

Task

Automated manual transmission (AMT) operates similarly to

manual transmission, except that it does not require clutch

actuation or shifting by the driver. Automatic shifting is

controlled electronically (shift-by-wire) and performed by

electric motors or hydraulically.

In this application, an ECU for an AMT controls three elec-

tric direct current (DC) motors, one for the clutch and one

Challenge

To test the ECU with real motors as well, the test system

allows switching between electric motors as real parts and

simulated electric motors by using simulation models. High

currents up to 60 A are needed to simulate the inrush cur-

rent of the DC motors.

Solution

A dSPACE hardware-in-the-loop simulator is equipped

with a DS2211 HIL I/O Board, which provides various in-

terfaces for connecting the ECU. New ECU variants can

easily be adapted to the simulation just by changing the

cable harness. Electronic load modules and a DS5203

running XSG Electric Components Library models emu-

late the electric motors. To test the ECU's behavior dur-

ing electric failures, high-current failure simulation can be

performed. dSPACE Automotive Simulation Models (ASM)

such as ASM Drivetrain are used for simulating the actual

physical gearbox characteristics.

Hardware-in-the-loop simulator for

AMT simulation with 12 electronic

loads (page 48).

each for the longitudinal and the lateral movement of the

gear selector level. The ECU chooses the gear according to

the motor rotation speed and accelerator pedal position. It

activates the clutch and engages the appropriate gear via

the shift and the selector motor. It is also possible to shift up

and down manually without engaging the clutch.

372013


Simulation for Battery Management Systems

Task

The battery management system (BMS) monitors the electric

and thermal state of the batteries used in hybrid or electric

vehicles. It takes the drive's requirements and environment

impacts into account, and influences each battery and its

cells to provide the energy needed and to maintain opti-

mal operation conditions for good performance and long

battery life.

Solution

The typical HIL simulation setup for battery management

system tests comprises a processor board, HIL I/O boards

for I/O interfaces, a board for CAN interfaces, and a failure

insertion unit for testing electric failures. Restbus simulation

is used for simulating unavailable cell stacks. dSPACE offers

specialized hardware and software for testing a BMS, for

example, the EV1077 Battery Cell Voltage Emulation Board

(p. 52) for simulating high-voltage batteries at cell level

and the ASM Multicell Models (p. 55). The test system can

virtually represent the electrical and thermal properties of

a battery down to cell level.

Other components are high-precision voltage sources from

0 to 6 V, which can take the load of the current flowing in cell

balancing. Typical requirements for cell voltage simulation

are a precision of about 2 mV and a current up to a few

hundred mA. The voltage sources are galvanically isolated

and can be switched in sequence to form cell modules. The

voltage of the entire battery can be simulated this way.

Failure simulations such as a break in the measurement

cable or the cell connectors (galvanic disconnection of the

cell stack) can be run. The voltage sources are connected

to the processor board via an LVDS or Ethernet interface,

with connection distances of up to 5 m with copper cabling

and up to 100 m with optic cabling. All the cell voltages in

a battery can be adjusted in less than 1 ms.

Switch (relay)

High voltage measurement

Isolation monitoring

High voltage simulation

I/0

Relay control

CANCAN restbus simulation

Electric I/O

CAN

DS1006

DS4121

DS2211

DS4302

Isolation fault simulation

Cell voltage/temperature simulationFailure simulation

PHS bu

s

Temperature sensor simulation

CE 1 ... nBMS

BMS: Battery Management System

CE: Cell ECU

LVDS: Low Voltage Differential Signaling

LVDS

Failure simulation

Failure simulation

Example of a HIL simulation setup for a battery management system.

Challenge

Batteries for electric vehicles have extremely high voltages

and currents, so the BMS is safety-critical. To ensure safety

during HIL simulation, the overall voltage might have to be

scaled down. Electrical failure simulation is also needed to

make sure the BMS reacts correctly in all circumstances.

These are typical failure tests:

Broken wires

Short circuits

Loose contacts

382013


Task

A hybrid electric powertrain typically contains several net-

worked ECUs which the functions are distributed to. The

functions, such as overlaid hybrid control functions, can be

implemented on separate ECUs or combined with other

functions. As these functions need to be extremely reliable,

the development and test requirements are high.

Challenge

To set up a typical realistic hybrid powertrain, two parallel

CAN structures have to be built: A powertrain or vehicle CAN

and a private hybrid CAN. The powertrain CAN connects

the standard ECUs such as the engine ECU and transmission

ECU, and others such as the ESP ECU which can also be

simulated by their CAN messages. The hybrid-specifi c ECUs

are usually connected to the hybrid CAN.

Testing ECU Networks of Hybrid Electric Powertrains

Solution

For hardware-in-the-loop simulation, you can connect all

existing powertrain ECUs with the HIL simulator. The simu-

lator is equipped with at least one processor board and

various interface boards. Powertrain components that are

not yet available are emulated via restbus simulation. Testing

usually also covers several CAN networks. The modularity

of the dSPACE hardware means that the simulators can be

confi gured for various applications. All known hybrid vehicle

versions and ECU or CAN confi gu rations are possible.

For integration testing, a hybrid electric powertrain simulator

can be extended to simulate a full virtual hybrid electric

vehicle by adding further racks to cover all the other ECUs

in the vehicle, such as ESP.

If the HIL tests cover the simu lation of the electric motor

and the battery, safety aspects make it necessary to separate

the HIL simulations. The simulator racks are then connected

via Gigalink. This high-speed serial data transmission via

fi ber-optic cable and 1.25G bit/s technology provides very

fast information exchange.

Valve Drawer

Load FIU

TransmissionECU

EngineECU

EPSECU

Powertrain CAN Hybrid CAN

Transmission EngineElectric Motor

Battery

GigalinkGigalink

HybridPowertrain

ECU

E-MotorECU

BatteryManagement

System

Extensionby furtherracks andECUsto fullVirtual Vehicle

Node #1 Node #2 Node #3 Node #X

392013

Hardware-in-the-Loop Simulation / Publications

Additional Information

You can download success stories, articles and product

information on drive applications at www.dspace.com under

"Downloads".

Available Publications (Partial List)

Title Author Published at

Hardware-in-the-Loop Test of Battery Management Systems Markus Ploeger (dSPACE GmbH), Joerg Bracker

(dSPACE GmbH), Dr. Hagen Haupt (dSPACE GmbH)

SAE World congress, Apr 2013

Hardware-in-the-Loop Simulation

of Electrified Powertrains

Tino Schulze (dSPACE GmbH), Matthias Deter

(dSPACE GmbH), Markus Ploeger (dSPACE GmbH)

MTZ - Motortechnische Zeitschrift,

Dec 2012

Leistungselektronikmodelle für Hardware-in-the-Loop-Simulation Dr. Thomas Schulte (HS OWL), Axel Kiffe (HS OWL),

Frank Puschmann (dSPACE GmbH)

SPS IPC Drives 2012, Nürnberg,

Sep 2012

Hardware-in-the-Loop-Testing of Battery Management Systems Dr. Claus Abicht (dSPACE GmbH, ), Markus Ploeger

(dSPACE GmbH), Joerg Bracker (dSPACE GmbH), Dr.

Hagen Haupt(dSPACE GmbH)

HDT, München, Apr 2012

Concept of a New Hardware-in-the-Loop Driving Simulator for

the Model-Based Design of Mechatronic Steering Systems

Steffen Stauder (University Kaiserslautern), Prof.

Dr. Steffen Müller (University Kaiserslautern),

Markus Ploeger(dSPACE GmbH), Andre Lehnsmeier

(dSPACE GmbH)

FKFS Symposium, Stuttgart,

Mar 2012

HIL Simulation of Power Electronics and Electric Drives for

Automotive Applications,

Dr. Thomas Schulte (HS OWL), Axel Kiffe(HS OWL),

Frank Puschmann (dSPACE GmbH)

16th International Symposium

on Power Electronics, EE2011,

Novi Sad, Oct 2011

HIL-Test von Batteriemanagementsystemen Markus Ploeger (dSPACE GmbH), Joerg Bracker


Automobil Elektronik, Oct 2011

HIL-Prüfstand zum Test von Batterie-Management-Systemen Markus Ploeger (dSPACE GmbH), Joerg Bracker


Electronic Automotive, Jul 2011

Hardware-in-the-Loop-Simulation for electric Drives Dr. Thomas Schulte (dSPACE GmbH), Frank

Puschmann (dSPACE GmbH), Dr. Harald Wertz (LTi

DRiVES GmbH)

SPS/IPC/DRIVES10, Nürnberg,

Nov 2010

Real-Time Simulation of Electric Drives by Electronic Load-

Emulation

Dr. Thomas Schulte (dSPACE GmbH), Jörg Bracker

(dSPACE GmbH)

IFAC Symposium, Munich,

Jul 2010

Electric Motors: Hardware-in-the- Loop Testing at Full Power Nils Holthaus (dSPACE GmbH), Markus Plöger

(dSPACE GmbH), Dr. Thomas Schulte (dSPACE GmbH)

Automobil-Elektronik, Feb 2010

Hardware-in-the-Loop: The Technology for Testing Electronic

Controls in Automotive Engineering

Dr. Peter Wältermann (dSPACE GmbH) 6th Paderborn Workshop

"Designing Mechatronic

Systems", Paderborn, Apr 2009

Hardware-in-the-Loop Simulation for Hybrid Electric Vehicles Syed Ali (dSPACE Inc), Amanjot Dhaliwal (dSPACE Inc),

Shreyas C. Nagaraj (dSPACE Inc)

SAE World Congress, Apr 2009

HIL Simulation for Mechatronic Automotive Electronic Control

Units: Current applications in vehicle dynamics and electric

power steering

Andreas Filgerdamm (dSPACE GmbH), Markus

Plöger (dSPACE GmbH), Dr. Thomas Schulte

(dSPACE GmbH)

Elektronik automotive, Mar 2009

HIL Simulation for Mechatronic Automotive Electronic Control Units Andreas Filgerdamm (dSPACE GmbH), Markus

Plöger (dSPACE GmbH), Dr. Thomas Schulte

(dSPACE GmbH

Elektronik automotive, Mar 2009

Hardware-in-the-Loop Test Systems for Electric Motors

in Advanced Powertrain Applications

Dr. Thomas Schulte (dSPACE GmbH), Dr. Herbert

Schütte (dSPACE GmbH), Dr. Andreas Wagener

(dSPACE GmbH), Dr. Peter Wältermann (dSPACE GmbH)

SAE World Congress, Apr 2007

Test elektrischer Antriebe für Hybridfahrzeuge mittels Hardware-

in-the-Loop Simulation

Jürgen Klahold (dSPACE GmbH), Dr. Thomas Schulte

(dSPACE GmbH), Dr. Andreas Wagener

(dSPACE GmbH)

HDT, March 2007

402013

Hardware-in-the-Loop Simulation / Products

High-precision digital capturing of

3-phase PWM signals

Fast signal measurement and analysis

Simulation of various position sensors

High timing resolution

Various additional multipurpose signals

EMH SolutionElectric motor hardware-in-the-loop simulation

Purpose

The EMH (electric motor HIL) solution is based on the DS5202

FPGA Base Board. It gives you all the I/O channels that are

needed for HIL simulation of electric motors, such as high-

precision digital capturing of 3-phase PWM signals and

position sensor simulation, plus several digital and analog

I/O channels. It combines the features of the DS5202 PWM

and PSS Solutions with many additional multipurpose chan-

nels, and enables effi cient testing of electronic control units

(ECUs) for electric motors on a single I/O board.

Use Case

A typical use case is a hardware-in-the-loop (HIL) simulation

where the electric motor including the electronic power

stage is simulated with the dSPACE modular real-time

processing hardware (DS1005/1006). Simulation models

like the ASM Electric Components models are used for

simulating the electric components. The gate driver sig-

nals (typically PWM signals) coming from a controller are

measured by the DS5202 EMH Solution, and calculated

motor current signals are sent back to the controller by

means of analog voltage signals, which can also be provided

by the DS5202 EMH Solution. In addition, the DS5202 EMH

Solution provides the necessary position sensor signals for

the ECU.

Applications

The DS5202 EMH Solution combined with a simulation

model allows you to measure the signals of up to 2 electric

machines with up to 8 power switch control signals each,

such as IGBTs (insulated-gate bipolar transistors). There

is a choice of three operating modes: software polling,

external interrupt source, and internal pulse center interrupt

source, meaning clock generation based on the measured

PWM signals, which is the most suitable way of avoiding

beat effects.

The current feedback signals for the ECU can be simulated

by using the board’s fast analog output channels. For posi-

tion sensor simulation, the board is equipped with four

independent angular processing units (APUs) that receive the

angular velocity from the model and calculate the position

signal. Since each APU’s sample time is 12.5 ns, it provides

a position signal with a high timing and angular resolution.

dSPACE Products

412013


Features

Measuring duty cycles and periods of up to 16 PWM

signals

Separate access by groups of 8 channels via Simulink

interface; capture mode adjustable independently for

each group

Evaluating dead time between adjacent channels

Generating interrupts and triggers to external devices at

the center position of the PWM period

Key Features

1 digital and 1 analog sensor (three signals each, one

protocol-based sensor) and 3 independent angle-based

digital signals can be simulated in parallel

Different sensor types are possible:

Analog type: resolver, sinus encoder, user-defi ned

waveform

Digital type: TTL encoder, Hall position sensors,

user-defi ned waveform

Oversampling and downsampling for interrupt generation

Using an external trigger as a latch source for the time

measurement and interrupt for the real-time model

8 channels can alternatively be used as general purpose

inputs (digital or PWM inputs)

High timing resolution

Adjustable debounce time

Protocol type: SSI, Hiperface® or EnDat sensor simulation

All sensor simulation groups can be arbitrarily allocated

to up to four independent simulated shafts (APUs)

Resolver failure simulation (please refer to PSS solution)

APU-angle-dependent arbitrary waveform generation

High precision and high timing resolution

Onboard signal conditioning

Full differential I/O for all analog signals

PWM Measurement

Position Sensor Simulation

Gate control signals

RTI Blockset

PHS bus DS1005/DS1006

DS5202

I/O module

ECUCurrent signals

Hall/encoder

Resolver

422013


Analog Sensors

Resolver:

Number of pole pairs

Output mode

Direct (single-ended)

Direct (differential)

Transformer (standard)

Amplitude of excitation signal

Transformation ratio

Sinus encoder:

Lines per revolution

Output mode

Direct (single-ended)

Direct (differential)

Amplitude of output voltage signal

DC offset of output signal

Default or user-defined index signal

User-defined waveform:

Separate waveform definition for each of the three

analog channels

Waveform repetition per revolution

DC offset

Digital Sensors

TTL encoder:

Lines per revolution

Default or user-defined index signal

Hall encoder:

Number of pole pairs

Start and end positions of pulse for all three digital

channels separately

User-defined waveform:

Waveforms per revolution

Waveform definition for each of the three digital

channels separately

Protocol Sensors

SSI Encoder:

Data frame length

Monoflop time

Bit code

Type of parity bit

Number of multiturn bits

Definition of data frame

Hiperface Encoder:

Baud rate

Type of parity bit


Driver active time

Pause time

Bus dead time

Enable parameter channel


EnDat Encoder:

Data frame length

Recovery time

Calculation time

Bit code


Enable memory access

Memory access time


432013


In addition to the EMH Solution, a PWM Measurement and a Position Sensor Simulation Solution are also available.

Other dSPACE products for hardware-in-the-loop simulation:

DS5203 FPGA Board (p. 26)

FPGA programmable per application

Completely user-programmable via RTI FPGA Programming Blockset

Utilizes the Xilinx® System Generator (XSG) Simulink® Blockset

Offline simulation in Simulink

Basic set of I/O drivers on board, I/O extendable by piggyback modules

Multipurpose Channels

Features

7 analog output channels

6 analog input channels (2 channels shared with resolver

simulation)

10 digital outputs

3 digital and PWM outputs (shared with position sensor

simulation)

1 digital input; 16 digital/PWM input (freely accessible

to each of the 16 center aligned input channels)

1 RS485 interface for LTi ServoOne TWINsync interface

442013


Scope of Delivery

FPGA Base Board

I/O piggyback module for DS5202 EMH applications

Slot module for DS5202 EMH applications

FPGA firmware for DS5202 EMH applications

Simulink® interface for DS5202 EMH applications


Timing resolution 12,5 ns

Frequency range Max. frequency range 39 Hz ... 2 MHz

Digital inputs 16 channels: maximum input voltage +5 V, overvoltage protection ±50 V

Technical Data for PWM Measurement


Timing resolution 12,5 ns digital / 100 ns analog

Angular precision (APU) 32 bits

Angular precision (resolver) 0.1° (depending on the settings)

Delay for resolver feedback signals Min. 1.6 µs (adjustable up to 400 µs)

Resolution of analog input signals 14 bits (10 MSPS)

Resolution of analog output signals 12 bits (10 MSPS), based on the user-specified voltage range (10 MSPS)

Analog input range ± 30 V differential, ± 15 V single-ended, overvoltage protection ±50 V

Analog output range ± 20 V differential, ± 10 V single-ended, overvoltage protection ±50 V

Digital output Encoder 5 V, TTL, max. 40 mA, overvoltage protection ±50 V

Independent angle-

based signals

5 V, TTL, max. 40 mA, overvoltage protection ±50 V

Technical Data for Position Sensor Simulation


Analog outputs 6 channels: ± 10 V, 12-bit (10 MSPS), overvoltage protection ±50 V

1 channel: 0 ... 10 V, 14-bit (1 MSPS), overvoltage protection ±50 V

Analog inputs 3 channels: inpult voltage range (±30 V ), differential, 14-bit (10 MSPS), overvoltage protection ±50 V

1 channel: inpult voltage range (±30 V ), differential, 16-bit (1 MSPS), overvoltage protection ±50 V

Digital outputs 13 channels: 5 V, TTL, max. 40 mA, overvoltage protection ±50 V, (3 channels shared with position sensor

simulation)

Digital inputs 1 channel: 0...+20 inpult voltage range, threshold adjustable from 1V to 8.5V, overvoltage protection ±50 V

16 channels: 0...+20 inpult voltage range, up to 80MHz PWM measurement, threshold adjustable from 1V

to 8.5V, overvoltage protection ±50 V

RS485 SSI sensor simulation

Optionally: Hiperface® or EnDat sensor simulation

LTi ServoOne TWINsync Interface (to control a ServoOne inverter by dSPACE real-time hardware)

PWM control

Torque control

Speed control

Position control

Technical Data for Multipurpose Channels

452013


Highlights

User-progammable FPGA

Flexible board for special I/O solutions

Up to 5 piggyback modules for I/O can be added

DS2655 FPGA Base ModuleI/O board with user-programmable FPGA for use in SCALEXIO Systems

Application Area

The DS2655 FPGA Base Module has been designed for

SCALEXIO HIL applications that require very fast, high-

resolution signal processing, for example:

Hybrid vehicle applications

Electric drive applications

Wind energy converters

Processor-based electric motor simulation

FPGA-based electric motor simulation

Key Benefi ts

The DS2655 includes a powerful, freely programmable fi eld-

programmable gate array (FPGA), the Xilinx® Kintex™-7 160T.

To include I/O channels, you connect up to fi ve I/O modules

to the board.

Failure simulation can be added for each I/O module by

using an additional FIU module.

Programming the FPGA

Programs for the DS2655 FPGA Base Module's FPGA are

programmed with the RTI FPGA Programming Blockset.

These programs are downloaded to the FPGA via dSPACE

Confi gurationDesk.

You can test the program in offl ine simulation before imple-

menting it on the real-time hardware. This enables you to

react fl exibly to new requirements, such as new interfaces

or having to accelerate the execution of submodels. The

DS2655 works together closely with application-specifi c

XSG model libraries (p. 56/57).

DS2655M1 I/O Module

The DS2655M1 is a piggyback module for the DS2655 FPGA

Base Module. It contains the digital and analog I/O chan-

nels needed for electric drives applications.

462013


Technical Details DS2655


General User-programmable FPGA

FPGA Xilinx® Kintex™-7 160T

Logic cells: 162240 (DSP slices: 600)



Connector for I/O modules 5

Device timing 125 MHz

Internal communication interface IOCNET


Power supply 24 V

Technical Details DS2655 M1



Input Maximum input voltage: 15 V

Threshold for each channel adjustable from 1 V to 7.5 V

Output Push-pull drivers

One output voltage can be selected for all channels: 3.3 V or 5 V


Resolution 14 bit

Sampling rate 4 MSPS SAR


Output 5 channels

Resolution 14 bit

Update rate 7,8125 MSPS


Sensor supply Adjustable

Output voltage range: 2 V to 20 V


Power supply 24 V

Relevant Software

Software

Required RTI FPGA Programming Blockset FPGA Interface

ConfigurationDesk – Implementation Version (SCALEXIO)

Xilinx® ISE® Design Suite WebPACK and System Generator for DSP (only for blockset) or Xilinx ISE Design Suite DSP / System Edition

Optional RTI FPGA Programming Blockset Handcode Interface

XSG Electric Components Library

XSG Utils Library

472013


SPI and I2C Master Solution

In battery management systems, the sensors for cell voltage,

current and temperature are often connected to the micro-

controller via SPI or I2C. These buses are typically used in

the electronic control unit (ECU), or the sensors are installed

close to the ECU. Emulating sensors in a hardware-in-the-

loop (HIL) system requires a decentralized, flexible solution

that can be installed in a HIL system near the ECU for easy

modeling of sensor-specific interfaces.

The Programmable Generic Interface (PGI) from dSPACE is an

ideal FPGA-based platform for emulating interfaces such as

SPI or I2C Slave and substituting the real sensors. If a project

requires signal conditioning, this can be implemented by

an integrated plug-on module. The resulting decentralized

I/O interface can be galvanically isolated and connected to

a HIL simulator or MicroAutoBox up to 5 m away by LVDS,

and can be addressed from Simulink®.

LTi TWINsync Solution

The LTi ServoOne is a high-performance motor controller

for precise, dynamic movement in a wide variety of linear

and rotary motor systems. Two ServoOnes are synchronized

via the LTi TWINsync protocol so that the TWINsync master

can set the rotor position, speed, torque or duty cycles of

the TWINsync slave.

The PGI LTi TWINsync Solution is an interface for directly

coupling dSPACE real-time platforms with LTi Drives servo

controllers (LTi TWINsync protocol). A Simulink blockset is

used to make the global interface settings.

Typical use cases are:

In-vehicle prototyping

Electric motor HIL simulation on mechanical benches

with linear and rotary motion load motors, e.g., for

electric power steering

Generic interface box to connect sensors and actuators

to dSPACE rapid prototyping systems via diverse serial

interfaces and protocols

Emulation of sensor signals (e.g. of yaw rate or crash

sensors) with hardware-in-the-loop (HIL) simulation

Hardware Details

Highly flexible adaptation to customer requirements

via piggyback modules and programmable FPGA

Decentralized connection of sensors and actuators

to dSPACE systems via 250 Mbit/s LVDS interface

Software Details

Configurable via Simulink Blockset

Available Solutions

SPI Master Solution (supports up to 4 masters) and

SPI Slave Solution (supports up to 16 slaves), including

Simulink blocksets

I²C Master/Slave Solution (supports up to 16 masters

and 256 slaves), including Simulink blockset

Interface for direct coupling of dSPACE real-time

platforms with LTi Drives servo controllers

(LTi TWINsync protocol) including Simulink blockset

PSI5 Master/Slave Solution (supports up to

4 masters and 10 slaves), including Simulink blockset

Programmable Generic Interface (PGI1)

482013


Electronic Load Module

For the hardware-in-the-loop emulation of electrical

machines, such as motors or generators, dSPACE offers the

DS5380 Electronic Load Module. The module is optimized

for high-speed operation as required for emulating electric

motors such as those in electric steering systems. It can

work as both a current sink and a current source to provide

bidirectional current flow, i.e., it generates or consumes

real current on ECU motor outputs. The DS5380 Electronic

Load Module can be combined with the DS5203 FPGA Base

Board (p. 26) the DS2655 FPGA Base Module (p.45) and the

XSG Electric Component Library (p. 56) to provide the fast

reaction times required for controlling electrical machines.

The FPGA board computes parts of the simulation model for

the electrical machine, e.g., from XSG Electric Components

Library, and operates the Electronic Load Module.

Key Features

Current sink and source capability

High-speed current regulation ideal for loading PWM

power stages

Simulation of current ripple

Different types of electric motors

Remote-controlled by standard 10 V analog signals

Technical Details

The DS5380 Electronic Load Module contains two indepen-

dent load channels which can control a unipolar current

through its output stage. It provides high-speed current

regulation of less than 5 µs. Each module can provide con-

tinuous current of 30 A and 300 W, and a maximum voltage

of 30 V can be applied. Several modules can be connected

in parallel to increase the current. Cooling is performed by

a temperature-controlled fan. The modules are protected

against overload and overtemperature. The control options

can be configured via jumper switches. The two channels can

be used as a sink and source device (bidirectional current)

or they can be switched in parallel to double the maximum

current if a current flow in only one direction is required.

This expands the range of applications beyond electric mo-

tor simulation.

For further information, please refer to the DS5203 FPGA

Board (p. 26), the DS2655 FPGA Base Module (p.45) and

the XSG Electric Component Library (p. 56).

Electronic Load ModulesDS5380 Electronic Load Module (Voltage Range: 30 V)

492013


DS5381 Electronic Load Module (Voltage Range: up to 60 V)

The new dSPACE DS5381 Electronic Load Module emulates

motor and generator currents at voltages of up to 60 V for

the hardware-in-the-loop (HIL) simulation of electric mo-

tors. Highly dynamic switching between the current and

voltage control modes enables emulation of floating brush-

less DC (BLDC) motor phases without additional booster

components. With a voltage range up to 60 V, the module

is also ideal for use with higher in-vehicle voltages of 42

and 48 volts or with numerous electric components run-

ning in parallel.

The module is perfect for emulating three-phase electric

motor units. Energy recuperation is also included to boost

the energy efficiency of the overall system. Typical test ap-

plication areas are electrically supported steering, starter and

generator systems, and mild hybrid drives. Several loads can

be operated in parallel to achieve higher electric currents.

Power Recovery

The DS5381 Electronic Load Module uses the same supply

voltage as the device under test (the ECU). It is equipped

with bidirectional working voltage regulators so that the

current that is sunk on one pin can be sourced to another

pin. This means that the effective power which is simulated

on the “load” pins can be much higher than the power

consumption of the electronic load.

Operation Modes

The DS5381 Electronic Load Module can be operated in

three diffe rent modes:

Current control mode (typically for motor appli cations,

not BLDC motors)

Voltage control mode (general-purpose applications)

Mixed current and voltage control mode (BLDC motor

applications)

The mode parameter can be set from the host via protocol.

For further information, please refer to the DS2655 FPGA

Base Module (p. 45).

502013


FPGA + MOSFET driver

Battery

Microcontroller +

MOSFET driver

dSPACE host system ECU diagnostics

+

-

ECU

E-loadtype-B

DC-link+

DC-link-

DS5831 Electronic Load Module

Control supply voltage 12 V

Control supply current consumption 3.8 A (includes fans at full speed)

Load supply voltage (battery voltage) for operation 6 ... 60 V

Load supply current consumption Approx. 10 A (48 V battery voltage / 50 Arms motor phase current on 3 phases)

Internal DC-link voltage 16-80 V

Motor phase current 0-50 Arms continuous, 100 A peak

Maximum power output (three-phase motor simulation) 3300 W

Dimensions 483 x 88 x 645 mm (19.0 x 3.5 x 25.4 in)

Weight 15.5 kg

512013


Applications

The concept of the electronic load emulator can be used

for simulating all types of motors. The physical properties

of each motor, such as motor inductivity, torque generation

and power consumption, are represented very realistically.

For variable inductivities (such as in an interior permanent

magnet or IPM motor, or with saturation effects), mean values

have to be used in the load emulator due to the constant

substitute inductivities. Nevertheless, correct representa-

tion of the torque and

the power is possible.

Any desired hybrid

and electrical vehicle

configuration can be

simulated by using dif-

ferent electric motor

models in conjunction

with variable drivetrain

models (for example,

Automotive Simulation

Models from dSPACE).

The concept

is also suit-

able for vari-

ous industrial

HIL applica-

tions.

Electronic Load Module for Simulating an Electric

Motor at Power Level at High Voltages

If the HIL tests for an electric drive system have to include the

power stages, testing at signal level is not enough. Testing

at electrical power level is required. One way is to operate

a real drive motor on a test bench. Another is to simulate

the electric motor at the electrical power level. This involves

simulating the electrical behavior of a real motor by map-

ping the real terminal voltages and currents and feeding

them to the ECU. Compared with a mechanical drive test

bench, a purely electrical test bench of this kind is easier

Electronic Load Module (Voltage Range: up to 800 V)

and safer to operate. Tests can be run at a very early stage,

even if the real drive motor is not yet available. Moreover,

it is also possible to simulate different motor types. Unlike

mechanical test benches, these simulators have no restric-

tions on dynamic processes.

The electronic load emulator covers voltages of more than

800 V and power outputs of up to 100 kW. Thus, it is suit-

able for the HIL simulation of current and future electrical

drive systems.

How the Electronic Load Emulator Works

The electronic load emulator emulates the variable, active

parts of the voltages uEMK induced in the motor coils, while

the inductive behavior of the motor coils is represented

by equivalent substitute inductivities LMotor. The induced

voltages uEMK are calculated in real time by an electric motor

model and implemented by the electronic load simulator.

How the Electronic Load Emulator is Implemented

The load emulator uses inverters from the ServoOne series

by LTi. The electric motor model for computing the induced

voltages is implemented on a dSPACE real-time system by

means of Simulink®.

The model components that can be simulated include

the drivetrain. Various sensor and actuator simu lations

are added to the real-time system for this, according to

project-specific requirements. A hybrid ECU requires at

least one appropriate simulation of an engine speed sensor

(such as a resolver).

522013


For the HIL test for battery management systems (BMS),

high-voltage batteries have to be simulated at cell level.

To make this possible dSPACE provides the high-precision

EV1077 Battery Cell Voltage Emulation Board.

The EV1077 battery cell voltage emulation board emulates a

controllable, highly precise terminal voltage for single battery cells.

isolated, allowing the modules to be connected in series up

to a voltage of 800 V. A reference value step is corrected

completely in less than 500 µs. Fast data transmission means

that a change to all the cell's voltages takes less than 1 ms.

The maximum current that can be supplied or sunk is 1 A,

which is suffi cient for the usual balancing currents. For spe-

cial requirements, up to four modules can be connected in

parallel to quadruple the maximum current.

dSPACE's Automotive Simulation Models are ideal battery

simulation models.

Emulation Electronics Setup

Cell voltage emulation is performed with several EV1077s.

The number of these controllable buffer amplifi er boards

is confi gured to match the battery type. The boards supply

an adjustable voltage in the range 0 to 6 volt. This relatively

wide range means that damaged cells can be emulated. For

example, a short-circuited cell can be emulated by outputting

0 V, and a voltage higher than the nominal voltage simulates

a cell's increased internal resistance during charging.

The voltage is output with a precision of ±1.5 mV across the

entire working temperature range. The voltage is galvanically

EV1077 Battery Cell Voltage Emulation Board1)

Hardware structure 32 cells per 19" 3-HE module

Output voltage 0 ... 6 V

Resolution 120 µV

Precision (across working temperature range) ±1.5 mV

Working temperature (environment) 10 ... 50 °C

Maximum current (sink/source) 1 A, switchable in parallel

Isolation 60 V between the cells of a module

1000 V between cell and environment

Connection Ethernet, e.g., as interface to SCALEXIO

Maximum update rate for all cells 1 kHz

Fault simulation Broken wire between ECU and battery

Broken wire between cells (cell connectors)

1) Technical modifi cations possible.

Technical Data

EV1077 Battery Cell Voltage Emulation Board

532013


Electric Components Simulation Real-time models for simulating vehicle electronics and traction systems

Simulation Packages and Models

Electric components including drives and batteries

FPGA-based plant models

Parameterization of vehicle electric systems,

drives, and further electric components.

Use Cases: Battery Management

Task

Developing and testing battery management functions.

Challenge

To simulate multicell battery packs with serial cell connec-

tion for voltage increase and parallel cell connection for

current increase.

Solution

The multicell battery model in the ASM Electric Components

Library consists of a serial connection of up to 500 individual

cells. Several instances of this model can be connected in

parallel. For cell balancing purposes, each of the parallel

circuits can be separated from the others.

542013


ASM Electric Components ModelSimulating automotive electrical systems and electric drives

Main Model Components

Battery

Multicell battery

Starter

Alternator

Loads

Electric motors (DC, BLDC, PMSM,

asynchronous AC induction motor)

Controllers

Various auxiliary blocks

Three-level inverter

Features at a Glance

Ready-to-use components with automotive features

Prepared for testing battery management controllers

Simulated battery voltage as set point for HIL power supply

Simulation of electric drive components and power elec-

tronics in a closed loop with ECU

Simulation of hybrid powertrain together with ASM

engine simulation models

Variable sample times for pulse width modulated (PWM)-

synchronous calculation

Simulation of a complete automotive electrical system

Graphical parameterization in ModelDesk

NEW: PMSM machines with current-dependent inductances

NEW: Parallel connectivity of battery modules

Simulation Model Characteristics

ASM Electric Components provides models for the real-

time simulation of a vehicle’s electrical system. Applications

can range from electric drives and inverters for closed-loop

simulation with an electric drive controller to a complete

automotive electrical system including the battery, starter,

alternator, and loads. Typical use cases are the simulation of

realistic battery behavior during starter activation, electric

drives that are integrated into a hybrid electrical vehicle (HEV)

power train, etc. The ASM Electric Components Model con-

sists of automotive electrical system simulation components

and closed-loop simulation components. The former can be

used directly to create the electric circuits of an automotive

system, since they already have all the necessary automotive

features. These models are also optimized for real-time HIL

simulation. The closed-loop components are ideal for the

HIL simulation of electric devices such as drives or inverters

in a closed control loop. The models offer variable sample

times for pulse width modulated (PWM)-synchronous model

calculation and optimized solvers for real-time simulation.

ASM Electric Components can be combined with other

ASM products such as the engine models and the vehicle

dynamics model.

Schematic of a basic electrical system.

More detailed information available

Product Brochure: ASM Electric Components Model

www.dspace.com/asm

Schematic of a hybrid powertrain system.

ElectricMotor

AC/DC3-PhasePowerConverter

Trans-mission

Battery

552013


ASM Multi Cell Model

To simulate high voltage batteries like Li-ion batteries con-

sisting of series of multiple battery cells, the ASM Electric

Component Model features a cell simulation model. The ASM

cell model consists of a cell voltage model and a charge state

model. With the cell voltage model, individual physical ef-

fects such as internal resistance, diffusion and double-layer

capacity can be parameterized. The charge state model deals

with the cell‘s charge and discharge currents, and also with

leakage currents such as those caused by gassing effects in

the charging of NiMH cells.

Reference and Delta Models

The approach used in ASM is to connect single cells of

identical design to create a series string of cells. This consists

of a reference cell model that describes the basic behavior

of the cell type used, and a delta model that computes the

deviation of each individual cell‘s voltage from the refer-

ence voltage. The capacity, initial charge state and deviation

from the reference value of the internal resistance can be

specifi ed for each cell.

Components and Characteristics

Real-time capable simulation of multiple battery cells

Complexity of the model independent of the number of

cells

Parameterization for Li-Ion, NiMH, Pb, etc.

Individual physical effects such as internal resistance,

diffusion and double-layer capacity

Supports charge, discharge, and leakage currents

Online and offl ine simulation

Supports dSPACE‘s cell voltage emulation hardware

Graphical parameterization in ModelDesk

Supports simulation of serial and parallel connected

battery modules

Reference cellmodel provides reference terminal

voltage

Delta modelfor calculating deviations in cell voltage based on

individual parameters

Terminal currentof battery

Terminal voltageof reference cell

Reference resistanceand charge state

Terminal voltages of cells

Balancing current

Voltage differencesof cells

ECUbatterymanage-ment

CANbus

C1

C2

C3

C4

C5

C6

C7

C8

Vcell

Ibal

EV1077

EV1077

Cell module

ASM Multi Cell Model

Vehicle ECUs Simulator

Cell voltage emulation with high-precision voltage amplifi ers

(EV1077, p. 52) controlled by the ASM Multicell Model.

The ASM cell model consists of a reference cell model, and a delta

model that computes the deviation of each individual cell’s voltage

from the reference voltage.

562013


XSG Electric Component Library

Plant Models for FPGA-based Simulations

Simulation of extremely time-critical applications

Support of very high oversampling rates

Direct I/O access

Open models

Application Examples

Some electric motor control applications demand outstand-

ing precision and correspondingly high sample rates that only

very fast computing based on field-programmable gate array

(FPGA) boards can provide. The XSG Electric Component

Models are plant models that perform at very high speed

on a dSPACE DS5203 or DS2655 FPGA Board to support

such applications.

Components and Characteristics

Permanent magnet synchronous motor (PMSM)

Brushless DC motor (BLDC)

Three-phase inverter

Resolver and sine, TTL, and Hall encoders

Characteristics of the XSG Model

The ASM Electric Component Models (closed-loop simula-

tion components) are implemented as open Xilinx® System

Generator (XSG) models that run on a dSPACE DS5203 or

DS2655 FPGA Board. Closed-loop simulations of electric

devices and their controls are supported at very high sample

rates in real time. In addition to the plant models, the XSG

Electric Component Library is supplemented by enhanced

I/O functions on the DS5203 or DS2655 FPGA Board and its

Key Benefits

High precision and stability

Very high oversampling rate in relation to the PWM

switching frequency

No PWM synchronization necessary

Current ripple (PWM effects) can be simulated

Better precision in simulating higher fundamental

frequencies

I/O modules, e.g., for timing analysis and capturing digital

input sources. The XSG Electric Components Library and

the DS5203 or DS2655 FPGA Board can be used together

for e-motor simulation both on signal and on power level.

In comparison to processor-based models, the measurable

latency between the hardware input and the hardware out-

put usually decreases from 50 µs to approx. 1 µs.

NEW: Highly Nonlinear Electric Motor Models

Inductance and flux depending on stator current

Spatial harmonics

Continuous integrated parameterization workflow from

FEA tool JMAG®-RT to FPGA model

Available on request

Open models – can be modified or partly replaced

Ideal for testing ECUs with variable PWM switching

frequencies

Run-time license available

572013


XSG Utils Library

Ready-to-use function blocks for speeding up

the implementation of FGPA models

Completely open models for Simulink and XSG

Real-time FPGA programming

Wide range of function blocks

Application Areas

The XSG Utils Library offers users of real-time FPGAs a high

number of enhanced function blocks to implement their

own projects. It can be applied in rapid control prototyping

projects using dSPACE MicroAutoBox II or hardware-in-the-

loop simulation with the DS5203 FPGA Board.

Key Benefits

The open XSG Utils Library contains essential, often needed

function blocks, similar to standard Simulink® functions. The

high-quality function blocks are ready-to-use, easy to adapt

to your project, and therefore greatly facilitate your FPGA

programming. They range from enhanced I/O, scope, and

look-up table functions to an average calculator, sine genera-

tor and wavetable encoder. The XSG Utils Library functions

are a subset of the functions included in the XSG Electric

Component Models, so users can pick just the function set

needed for their application.

Available Function Blocks

The main functions of the XSG Utils Library are:

Scope: Captures 8 (out of a selection of 16) high

frequency signals within the FPGA clock rate

and sends the captured data synchronously to the

processor, where the data can be displayed and stored

in implemented ControlDesk XY plotters, for example.

PWM measurement: Measures the dead time (between

HSD and LSD), high time and period time of a single-

or three-phase signal.

PWM Generator: Generates a pulse-center-aligned

PWM signal (single-phase and three-phase). The dead

time and the duty cycle can be set on the processor

side (online tunable).

Look-up table: Configures the accuracy of the normed

table, the minimum and maximum data value which

will be covered and lets the amount of bits be

calculated automatically. Linear interpolation algorithms

or the Use Input Below method can be configured

online. 1-D, 2-D and 3-D look-up tables are available.

Multiscale DAC: Enables flexible programming and

run-time parameterization of the onboard FPGA I/O

as well as the stimulus modus.

Further function blocks include:

Average Calculator

Sine Generator

Discrete PT1

Scaling

Wavetable Encoder

APU

Small Apps

Version Info

582013


JMAG-RT Parameterization Support for ASM and

XSG Electric Components Library

Application

JMAG is a graphical development tool for electromechanical

design that can be used to define the key characteristics of

electric motors.

JMAG-RT now supports both the ASM Electric Component

model and the XSG EC FPGA-based models. With its new

export feature, the detailed characteristics of an electric mo-

tor can be exported in ASM parameter files to parameterize

the ASM electric motor models. Together with the XSG EC

models the simulation of non-linear FPGA-based spatial

harmonics FPGA-based motor models is possible.

Features

Graphical definition of motor characteristics

ASM-compatible export of motor characteristics

Easy and precise parameterization of the ASM electric

motor models

Parameterization and calculation of FPGA-based

spatial harmonic motor models

592013


Workflow for ASM Electric Components Models

1. Definition of e-motor characteristics

2. Export to ASM Electric Components

3. Definition of e-motor characteristics

The real-time-capable ASM Electric Components are param-

eterized via JMAG-RT data export to simulate the dynamic

behavior represented in the detailed JMAG models.

www.dspace.com

09/2013

Company Headquarters in Germany

dSPACE GmbHRathenaustraße 2633102 PaderbornTel.: +49 5251 1638-0 Fax: +49 5251 16198-0 [email protected]

China

dSPACE Mechatronic Control Technology (Shanghai) Co., Ltd. Unit 1101-1104, 11F/LMiddle Xizang Rd. 18 Harbour Ring Plaza200001 ShanghaiTel.: +86 21 6391 7666 Fax: +86 21 6391 7445 [email protected]

United Kingdom

dSPACE Ltd.Unit B7 . Beech HouseMelbourn Science ParkMelbourn Hertfordshire . SG8 6HBTel.: +44 1763 269 020Fax: +44 1763 269 [email protected]

Japan

dSPACE Japan K.K.10F Gotenyama Trust Tower4-7-35 KitashinagawaShinagawa-kuTokyo 140-0001Tel.: +81 3 5798 5460Fax: +81 3 5798 [email protected]

France

dSPACE SARL7 Parc Burospace Route de Gisy91573 Bièvres CedexTel.: +33 169 355 060Fax: +33 169 355 [email protected]

USA and Canada

dSPACE Inc.50131 Pontiac TrailWixom . MI 48393-2020Tel.: +1 248 295 4700Fax: +1 248 295 [email protected]

© Copyright 2013 by dSPACE GmbH.

All rights reserved. Written permission is required for reproduction of all or parts of this publication. The source must

be stated in any such reproduction. dSPACE is continually improving its products and reserves the right to alter the

specifications of the products at any time without notice. "AutomationDesk", "CalDesk", "ConfigurationDesk",

"ControlDesk", "dSPACE", "Embedded Success dSPACE", "Green Success", "MicroAutoBox", "ProMINT", "SCALEXIO",

"SYNECT", "SystemDesk", "TargetLink", and "VEOS" are trademarks or registered trademarks of dSPACE GmbH in

the United States of America or in other countries or both. Other brand names or product names are trademarks or

registered trademarks of their respective companies or organizations.

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