Simulink Generated Control Algorithm for Nine-phase PMS Motor

This paper deals with the nine-phase motor control algorithm development, mainly with its implementation in target hardware using MATLAB Simulink. This environment allows control algorithm design using model based approach and the subsequent automatic conversion of control algorithms into C code using Simulink Embedded coder which is then used in the inverter software. Field oriented control algorithm has been designed and tuned for this motor. Control algorithm has been tuned according to the measured motor parameters in simulations and then fine tuned on a real motor. The inverter control unit is based on AURIX Tricore microcontroller TC275. The code generation in Simulink has many settings. This paper analyses computational time depending on these settings. Potential problems with floating point math functions are outlined. Automatic code generation proves to be quick and easy tool for replacement of control algorithms or for fast control algorithm adaptation to different hardware

Design and real-time control of shipboard power system testbed

The objective of this thesis is to design and test a small scale testbed for the all-electric shipboard power distribution system. Shipboard power system is increasingly becoming more reconfigurable, and multi-agent systems are developed to automate routine operation and emergency reconfiguration. Underlying algorithms of these systems have been verified using software simulation tools. However, these simulators run in soft realtime by using simple mathematical models to represent the physical system. These models do not incorporate every aspect of the physical system. A testbed provides a cost effective physical environment to verify these algorithms and control techniques in the real world. This testbed, based on the Navy\u27s notional all electric ship, keeps characteristic features of the Office of Naval Research\u27s Integrated Power System. It provides a platform for testing local and distributed controls. Local embedded controllers on the testbed run in hard real-time, and a CAN bus builds the communication networking among them. Performance of the controllers has been verified successfully, and the platform provides an environment that allows prototyping and testing agent-based higher-level controls and decision making entities

Next generation automotive embedded systems-on-chip and their applications

It is a well known fact in the automotive industry that critical and costly delays in the development cycle of powertrain1 controllers are unavoidable due to the complex nature of the systems-on-chip used in them. The primary goal of this portfolio is to show the development of new methodologies for the fast and efficient implementation of next generation powertrain applications and the associated automotive qualified systems-on-chip. A general guideline for rapid automotive applications development, promoting the integration of state-of-the-art tools and techniques necessary, is presented. The methods developed in this portfolio demonstrate a new and better approach to co-design of automotive systems that also raises the level of design abstraction.An integrated business plan for the development of a camless engine controller platform is presented. The plan provides details for the marketing plan, management and financial data.A comprehensive real-time system level development methodology for the implementation of an electromagnetic actuator based camless internal combustion engine is developed. The proposed development platform enables developers to complete complex software and hardware development before moving to silicon, significantly shortening the development cycle and improving confidence in the design.A novel high performance internal combustion engine knock processing strategy using the next generation automotive system-on-chip, particularly highlighting the capabilities of the first-of-its-kind single-instruction-multiple-data micro-architecture is presented. A patent application has been filed for the methodology and the details of the invention are also presented.Enhancements required for the performance optimisation of several resource properties such as memory accesses, energy consumption and execution time of embedded powertrain applications running on the developed system-on-chip and its next generation of devices is proposed. The approach used allows the replacement of various software segments by hardware units to speed up processing.1 Powertrain: A name applied to the group of components used to transmit engine power to the driving wheels. It can consist of engine, clutch, transmission, universal joints, drive shaft, differential gear, and axle shafts

Space-time-frequency methods for interference-limited communication systems

textTraditionally, noise in communication systems has been modeled as an additive, white Gaussian noise process with independent, identically distributed samples. Although this model accurately reflects thermal noise present in communication system electronics, it fails to capture the statistics of interference and other sources of noise, e.g. in unlicensed communication bands. Modern communication system designers must take into account interference and non-Gaussian noise to maximize efficiencies and capacities of current and future communication networks. In this work, I develop new multi-dimensional signal processing methods to improve performance of communication systems in three applications areas: (i) underwater acoustic, (ii) powerline, and (iii) multi-antenna cellular. In underwater acoustic communications, I address impairments caused by strong, time-varying and Doppler-spread reverberations (self-interference) using adaptive space-time signal processing methods. I apply these methods to array receivers with a large number of elements. In powerline communications, I address impairments caused by non-Gaussian noise arising from devices sharing the powerline. I develop and apply a cyclic adaptive modulation and coding scheme and a factor-graph-based impulsive noise mitigation method to improve signal quality and boost link throughput and robustness. In cellular communications, I develop a low-latency, high-throughput space-time-frequency processing framework used for large scale (up to 128 antenna) MIMO. This framework is used in the world's first 100-antenna MIMO system and processes up to 492 Gbps raw baseband samples in the uplink and downlink directions. My methods prove that multi-dimensional processing methods can be applied to increase communication system performance without sacrificing real-time requirements.Electrical and Computer Engineerin

Cal Poly Supermileage Electric Vehicle Drivetrain and Motor Control Design

The Cal Poly Supermileage Vehicle team is a multidisciplinary club that designs and builds high efficiency vehicles to compete internationally at Shell Eco-Marathon (SEM). Cal Poly Supermileage Club has been competing in the internal combustion engine (ICE) category of the competition since 2007. The club has decided it is time to expand their competition goals and enter their first battery electric prototype vehicle. To this end, a yearlong senior design project was presented to this team of engineers giving us the opportunity to design an electric powertrain with a custom motor controller. This system has been integrated into Ventus, the 2017 Supermileage competition car, bringing it back to life as E-Ventus for future competitions. The scope of this project includes sizing a motor, designing the drivetrain, programing the motor driver, building a custom motor controller, and finally mounting all these components into the chassis. The main considerations in this design are the energy efficiency measured in distance per power used (mi/kWh) and the whole system reliability. Driven train system reliability has been defined as the car starts the first time every time and can complete two competition runs of 6.3 miles each without mechanical or electrical failure. Drivetrain weight target was less than 25 pounds, and the finished system came in at 20 lbs 4 oz. Due to the design difficulties of the custom controller, three iterations were able to be produced by the end of this project, but there will need to be further iterations to complete the controller. Because of these difficulties our sponsor, Will Sirski, and club advisor, Dr. Mello, have agreed that providing the club with a working mechanical powertrain, powertrain data from the club chassis dynamometer using the programmed TI evaluation motor controller board, and providing board layout for the third iteration design for the custom controller satisfy their requirements for this project

Nova combinação de hardware e de software para veículos de desporto automóvel baseada no processamento directo de funções gráficas

Doutoramento em Engenharia EletrónicaThe main motivation for the work presented here began with previously conducted experiments with a programming concept at the time named "Macro". These experiments led to the conviction that it would be possible to build a system of engine control from scratch, which could eliminate many of the current problems of engine management systems in a direct and intrinsic way. It was also hoped that it would minimize the full range of software and hardware needed to make a final and fully functional system. Initially, this paper proposes to make a comprehensive survey of the state of the art in the specific area of software and corresponding hardware of automotive tools and automotive ECUs. Problems arising from such software will be identified, and it will be clear that practically all of these problems stem directly or indirectly from the fact that we continue to make comprehensive use of extremely long and complex "tool chains". Similarly, in the hardware, it will be argued that the problems stem from the extreme complexity and inter-dependency inside processor architectures. The conclusions are presented through an extensive list of "pitfalls" which will be thoroughly enumerated, identified and characterized. Solutions will also be proposed for the various current issues and for the implementation of these same solutions. All this final work will be part of a "proof-of-concept" system called "ECU2010". The central element of this system is the before mentioned "Macro" concept, which is an graphical block representing one of many operations required in a automotive system having arithmetic, logic, filtering, integration, multiplexing functions among others. The end result of the proposed work is a single tool, fully integrated, enabling the development and management of the entire system in one simple visual interface. Part of the presented result relies on a hardware platform fully adapted to the software, as well as enabling high flexibility and scalability in addition to using exactly the same technology for ECU, data logger and peripherals alike. Current systems rely on a mostly evolutionary path, only allowing online calibration of parameters, but never the online alteration of their own automotive functionality algorithms. By contrast, the system developed and described in this thesis had the advantage of following a "clean-slate" approach, whereby everything could be rethought globally. In the end, out of all the system characteristics, "LIVE-Prototyping" is the most relevant feature, allowing the adjustment of automotive algorithms (eg. Injection, ignition, lambda control, etc.) 100% online, keeping the engine constantly working, without ever having to stop or reboot to make such changes. This consequently eliminates any "turnaround delay" typically present in current automotive systems, thereby enhancing the efficiency and handling of such systems.A principal motivação para o trabalho que conduziu a esta tese residiu na constatação de que os actuais métodos de modelação de centralinas automóveis conduzem a significativos problemas de desenvolvimento e manutenção. Como resultado dessa constatação, o objectivo deste trabalho centrou-se no desenvolvimento de um conceito de arquitectura que rompe radicalmente com os modelos state-of-the-art e que assenta num conjunto de conceitos que vieram a ser designados de "Macro" e "Celular ECU". Com este modelo pretendeu-se simultaneamente minimizar a panóplia de software e de hardware necessários à obtenção de uma sistema funcional final. Inicialmente, esta tese propõem-se fazer um levantamento exaustivo do estado da arte na área específica do software e correspondente hardware das ferramentas e centralinas automóveis. Os problemas decorrentes de tal software serão identificados e, dessa identificação deverá ficar claro, que praticamente todos esses problemas têm origem directa ou indirecta no facto de se continuar a fazer um uso exaustivo de "tool chains" extremamente compridas e complexas. De forma semelhante, no hardware, os problemas têm origem na extrema complexidade e inter-dependência das arquitecturas dos processadores. As consequências distribuem-se por uma extensa lista de "pitfalls" que também serão exaustivamente enumeradas, identificadas e caracterizadas. São ainda propostas soluções para os diversos problemas actuais e correspondentes implementações dessas mesmas soluções. Todo este trabalho final faz parte de um sistema "proof-of-concept" designado "ECU2010". O elemento central deste sistema é o já referido conceito de “Macro”, que consiste num bloco gráfico que representa uma de muitas operações necessárias num sistema automóvel, como sejam funções aritméticas, lógicas, de filtragem, de integração, de multiplexagem, entre outras. O resultado final do trabalho proposto assenta numa única ferramenta, totalmente integrada que permite o desenvolvimento e gestão de todo o sistema de forma simples numa única interface visual. Parte do resultado apresentado assenta numa plataforma hardware totalmente adaptada ao software, bem como na elevada flexibilidade e escalabilidade, para além de permitir a utilização de exactamente a mesma tecnologia quer para a centralina, como para o datalogger e para os periféricos. Os sistemas actuais assentam num percurso maioritariamente evolutivo, apenas permitindo a calibração online de parâmetros, mas nunca a alteração online dos próprios algoritmos das funcionalidades automóveis. Pelo contrário, o sistema desenvolvido e descrito nesta tese apresenta a vantagem de seguir um "clean-slate approach", pelo que tudo pode ser globalmente repensado. No final e para além de todas as restantes características, o “LIVE-PROTOTYPING” é a funcionalidade mais relevante, ao permitir alterar algoritmos automóveis (ex: injecção, ignição, controlo lambda, etc.) de forma 100% online, mantendo o motor constantemente a trabalhar e sem nunca ter de o parar ou re-arrancar para efectuar tais alterações. Isto elimina consequentemente qualquer "turnaround delay" tipicamente presente em qualquer sistema automóvel actual, aumentando de forma significativa a eficiência global do sistema e da sua utilização

Research and development of a rescue robot end-effector

Includes abstract.Includes bibliographical references.This report details the research, design, development and testing of an end-effector system for use on an Urban Search and Rescue (USAR) robot which is in development in the Robotics and Agents Research Laboratory (RARL) at the University of Cape Town (UCT). This is the 5th generation Mobile Robot Platform (MRP) that UCT has developed ... codenamed ‘Ratel’. USAR robots used to be mainly of the observation type, but new robots (including UCT’s Ratel MRP) are being developed to deal with inherently dynamic, complex and unpredictable disaster response situations, particularly related to object manipulation and gripping. In order to actively interact with the environment, a flexible and robust gripping system is vital. [an] end-effector solution ... was developed for the Ratel manipulator arm to fulfil these functions

Parallel and distributed cyber-physical system simulation

textThe traditions of real-time and embedded system engineering have evolved into a new field of cyber-physical systems (CPSs). The increase in complexity of CPS components and the multi-domain engineering composition of CPSs challenge the current best practices in design and simulation. To address the challenges of CPS simulation, this work introduces a simulator coordination method drawing from strengths of the field of parallel and distributed simulation (PADS), yet offering benefits aimed towards the challenges of coordinating CPS engineering design simulators. The method offers the novel concept of Interpolated Event data types applied to Kahn Process Networks in order to provide simulator coordination. This can enable conservative and optimistic coordination of multiple heterogeneous and homogeneous simulators, but provide important benefits for CPS simulation, such as the opportunity to reduce functional requirements for simulator interfacing compared to existing solutions. The method is analyzed in theoretical properties and instantiated in software tools SimConnect and SimTalk. Finally, an experimental study applies the method and tools to accelerate Spice circuit simulation with tradeoffs in speed versus accuracy, and demonstrates the coordination of three heterogeneous simulators for a CPS simulation with increasing component model refinement and realism.Electrical and Computer Engineerin