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1、 WORLDWIDE ENGINEERING STANDARDS General Specification Electrical/Electronic PPEI 3.7 GMW8778 Platform to Powertrain Electrical Interface (PPEI) Specification Generator Control Subsystem Copyright 2006 General Motors Corporation All Rights Reserved March 2006 Originating Department: North American E
2、ngineering Standards Page 1 of 27 1 Introduction This standard identifies the generator control electrical interface between Platform and Powertrain. Functional charging system interfaces are also covered. 1.1 Applicability. The GMW8762 PPEI (Platform to Powertrain Electrical Interface) Standard Spe
3、cification includes: General Information, On-Board Diagnostics and Electrical Requirements and GMLAN Serial Data Signal Definitions and Framing for the following nineteen PPEI subsystems standard specifications: 1. GMW8763 Power and Ground 2. GMW8764 Four Wheel Drive/All Wheel Drive Controls 3. GMW8
4、765 Displays and Gauges 4. GMW8766 Engine Power Management 5. GMW8767 Starter Control 6. GMW8768 Vehicle Theft Deterrent 7. GMW8769 Cruise Control 8. GMW8770 Cooling Fan Control 9. GMW8771 Air Conditioning Compressor Control 10. GMW8772 Serial Data Architecture 11. GMW8773 Brakes and Traction Contro
5、l 12. GMW8774 Enhanced Evaporative Emissions and Fuel 13. GMW8775 Exhaust After-Treatment 14. GMW8776 Suspension Control 15. GMW8777 Transmission 16. GMW8778 Generator Control 17. GMW8779 Post Collision Operation 18. GMW8780 Power Take-Off and Fast Idle Control 19. GMW8781 Vehicle Speed and Rough Ro
6、ad Sensing Each of the nineteen PPEI subsystem standard specifications contains the hardware, serial data, algorithms and calibrations for the named subsystem. The master PPEI document and all nineteen PPEI subsystem standard specifications are required to define the complete set of PPEI requirement
7、s. 2 References Note: Only the latest approved standards are applicable unless otherwise specified. 2.1 External Standards/Specifications. None. 2.2 GM Standards/Specifications. GMW3001 GMW3059 GMW8762 GMW8772 GMW8763 GMW8773 GMW8764 GMW8774 GMW8765 GMW8775 GMW8766 GMW8776 GMW8767 GMW8777 GMW8768 GM
8、W8778 GMW8769 GMW8779 GMW8770 GMW8780 GMW8771 GMW8781 2.3 Additional References. None. 3 Subsystem Requirements 3.1 Functional Overview. The functional charging system interfaces are defined below. These include regulated voltage control (RVC), idle boost, generator on/off control, engine load manag
9、ement, field monitor, generator load estimation, dual generators, and Powertrain voltage override. Refer to Sections 4.1 and 4.2 for algorithm descriptions for generator status and control and GMW8766 Section 4.2 for idle boost calibrations. GMW8778 GM WORLDWIDE ENGINEERING STANDARDS Copyright 2006
10、General Motors Corporation All Rights Reserved Page 2 of 27 March 2006 3.1.1 Regulated Voltage Control (RVC). Regulated voltage control (RVC) is a platform optional system where the generator regulated setpoint voltage is controlled remotely. In a conventional (non-RVC) system, the regulated setpoin
11、t voltage is determined by the generators internal regulator. In the RVC system, a body controller on the Platform side of the interface determines the optimal setpoint voltage based on battery state-of-charge, battery temperature, and battery charge current. The optimal setpoint is transmitted to P
12、owertrain as a duty cycle through the GMLAN signal Generator Regulator Setpoint Duty Cycle Request. Powertrain passes the setpoint command to the generator through a PWM interface to the generator L-terminal. Section 4.2 details the Powertrain requirements for RVC. Regulated Voltage Control (RVC) sy
13、stems can vary the generator L-Terminal Duty Cycle input to control the output voltage set-point (B+). The generator output voltage set-point (B+) can vary from 11V to 15.5 V (with a tolerance of 0.025 V) over the L-Terminal Duty Cycle range from 10% to 90%. The generator voltage output, under norma
14、l operating conditions, can drop to a minimum calibrated value of 12.56 Volts (battery voltage). This condition occurs when the RVC system is in Fuel Economy (FE) mode and the battery is above 80% State-of-Charge (SOC). The RVC system allows for improved fuel economy by lowering the system voltage,
15、and therefore the generator load on the engine, when the battery is sufficiently charged. It also improves battery life through improved charging control. When in the Run power mode, the RVC algorithm uses the GMLAN signal Engine Run Active to determine if the engine is running. The algorithm only e
16、xecutes if the signal is “active.” RVC is part of a larger system called Electric Power Management (EPM). EPM is a platform optional system consisting of RVC, idle boost, and load shedding. Idle boost is defined below. Load shedding is a Platform implemented function, which turns off Platform electr
17、ical loads to reduce the electrical load on the generator. Load shedding is not addressed in this document. The EPM algorithm uses GMLAN signal Engine Intake Air Temperature and Outside Air Temperature Powertrain Estimated as an input to estimate the battery temperature. Note: RVC, as defined in thi
18、s section, has been approved as a standard feature for GM North America applications only. Although RVC has not been approved by Opel for European applications, it shall be implemented in Opel ECMs when required on GM North America applications. 3.1.2 Platform Idle Boost (via serial data). The Gener
19、ator Control Subsystem may request an increased engine idle speed from Powertrain via the GMLAN signal Platform Minimum Idle Boost Level Request to enhance/improve charging system performance. Reference GMW8766 Engine Power Management Section 3.1.3 Platform Idle Boost Functional Requirements and Sec
20、tion 4.2 Platform Idle Boost Calibrations. 3.1.3 Generator On/Off Control (via L-terminal). Powertrain has the ability to turn the generator on or off. The exact method depends on whether or not the RVC function is implemented. To prevent excessive parasitic current draw when the engine is not runni
21、ng the generator shall be turned off as described below (when diagnostics do not require it to be on). Reference Section 4.2 for algorithm requirements. RVC Systems Generator turn-on is normally initiated by pulse- width modulating the L-terminal to match the duty cycle commanded by Platform. When t
22、he engine is running, generator turn-off is accomplished by pulse-width modulating the L-terminal to a low duty cycle that corresponds to a voltage setpoint below battery voltage. The turn-off duty cycle should be 15% (corresponding to approximately 11 volts). If, when the generator is rotating, the
23、 L-terminal is opened, pulled low (0% duty cycle), or pulled high (100% duty cycle), the generator will regulate to a default setpoint of 13.8 volts. Note that if the L-terminal remains low after engine start, the generator will self-start once a nominal operating speed (RPM) is detected. To turn th
24、e generator off when the engine is not rotating, the L-terminal must be commanded to zero percent duty cycle. For detailed information on RVC, reference the GM9122P RVC Addendum. Conventional (non-RVC) Systems Generator turn-on is initiated by pulling the L- terminal high. With a high applied on the
25、 L- terminal, the generator regulator shall apply field excitation and regulate generator output when proper operating speed is detected. Generator turn-off is accomplished by pulling the L-terminal low, regardless of engine speed. Note that the generator will not operate with an open L- terminal. -
26、,-,- GM WORLDWIDE ENGINEERING STANDARDSGMW8778 Copyright 2006 General Motors Corporation All Rights Reserved March 2006 Page 3 of 27 3.1.4 Engine Load Management (via generator control). Engine load management is a Powertrain function that allows the generator load to be minimized under certain cond
27、itions. Reference Section 4.2 for algorithm details. To reduce accessory load and improve engine starting performance, the generator may be commanded off as described in Section 3.1.3 during engine cranking and starting. The generator remains commanded off up to K_EngStrtDsblDly time after engine ha
28、s started to allow engine idle to stabilize. To clarify for RVC applications, upon key-on the generator is commanded off with a 0% duty cycle on L-terminal. During crank the duty cycle remains at 0%. Immediately after the engine starts, the duty cycle on L-terminal is set to 15% to keep the generato
29、r “off” until the engine idle has stabilized. If a potential engine stall condition has been detected, the generator is commanded off to reduce accessory loading. 3.1.5 Field Monitor (via F-Terminal). Powertrain shall monitor the generator F-terminal duty cycle. This duty cycle is an indication of t
30、he generator load on the engine and a diagnostic aid. Powertrain shall filter and transmit the F-terminal duty cycle and validity to Platform through the GMLAN signal Generator Field Duty Cycle. Powertrain F-terminal filtering requirements are defined in Section 4.1. Platform uses for field duty cyc
31、le include generator full-field determination for RVC and electric heater control. If the generator is operating at full-field (high field duty cycle), the Platform RVC algorithm freezes at the current setpoint value because voltage cannot be controlled when the generator is at full output. A high f
32、ield duty cycle can be used to reduce performance of an electric heater in order to reduce deep-cycling of the battery. 3.1.6 Generator Load Estimation (via F- terminal). Powertrain shall monitor the generator F-Terminal duty cycle. This duty cycle is an indication of the generator load on the engin
33、e. Powertrain may utilize the duty cycle for idle stability purposes and engine torque calculations. 3.1.7 Dual Generators. The mechanization supports dual (base and secondary) generator applications for vehicles with additional accessory load requirements (e.g. Ambulance vehicles). In these applica
34、tions, the secondary generator L-terminal shall share the primary L-terminal signal from the ECM. The F- terminal on the secondary generator is not required. 3.1.8 Powertrain Voltage Override. Some Powertrain components and subsystems on certain applications under specific (temporary) operating cond
35、itions may require the system voltage to be higher than the Platform commanded voltage, especially if the RVC algorithm is in the fuel economy mode. These at risk subsystems and components are: Fuel Pump: Sufficient voltage must be provided to the fuel pump to supply adequate engine fuel flow. If an
36、 issue, it is typically under high fuel demand scenarios. Airmeter: Sufficient voltage must be provided to the airmeter to ensure accurate airflow measurement at or near peak engine air consumption. Cylinder Deactivation (DoD): On some applications the DoD solenoids may require voltage levels higher
37、 than the RVC fuel economy mode voltage. Diagnostics: Some engine diagnostic routines may require voltage levels higher than the RVC fuel economy mode voltage. A minimum voltage request is calculated within the ECM for each at risk component. Voltage requests will be arbitrated by the generator subs
38、ystem and compared to the Platform voltage request (which is transmitted by the GMLAN signal Generator Setpoint Duty Cycle Request). If the arbitrated voltage is higher than the platform request, then the generator subsystem will assume control of the generator setpoint voltage by controlling the L-
39、terminal duty cycle. Powertrain will notify Platform by asserting the GMLAN signal Generator Setpoint Duty Cycle Powertrain Override Active. Platform will then stop normal RVC operation and track the system voltage in preparation for release of the override. When the condition requiring the override
40、 ends, Powertrain notifies Platform by releasing the override signal and Platform slowly ramps the RVC command voltage back to the desired value. 3.2 Hardware Overview. The description of this subsystem covers the F- and L-terminals and the serial data link between the Powertrain and Platform Contro
41、llers. The generator voltage regulator shall provide a low side driver (L-terminal) and a PWM high-side driver (F- terminal) as signals to the Powertrain Controller. GMW8778 GM WORLDWIDE ENGINEERING STANDARDS Copyright 2006 General Motors Corporation All Rights Reserved Page 4 of 27 March 2006 The P
42、owertrain Controller shall provide a high-side driver on the L-terminal as input to the voltage regulator. 3.2.1 Block Diagram. The block diagram depicts the mechanization for generator control. The L-terminal circuits are examples only and may not reflect an actual implementation of the voltage reg
43、ulator circuits shown below. This electrical interface between Powertrain and Platform is the only standard defined. 3119-030(08/02) PowertrainPlatform ECMGenerator F-Terminal Sense L-Terminal Control F-Terminal Signal Conditioning (squaring circuit) Battery High Side Driver 10K VS L-Terminal Sense
44、Rpu 100K L-Terminal See Note 1 Additional Circuitry Turn-On/PWM Fault Turn-On/PWM Fault L-Terminal Additional Circuitry Secondary Generator Serial Data Link Platform Electronics Note: (1) The L-Terminal interface for the Secondary Generator is required on some truck applications. Figure 1: Generator
45、 Control Block Diagram GM WORLDWIDE ENGINEERING STANDARDS GMW8778 Copyright 2006 General Motors Corporation All Rights Reserved March 2006 Page 5 of 27 3.3 Interface Description. 3.3.1 Serial Data Link. Reference GMW8762 Section 4 PPEI Serial Data Signal and Definitions and Framing for definitions s
46、ignals listed in Table 1. 3.3.2 Calibrations. Table 2 contains calibrations that cross the Platform Powertrain Electrical Interface (i.e., are located in devices on one side of the interface but controlled by the other side of the interface or driven by variation in the other side of the interface).
47、 Refer to Section 4 for calibration definitions. Table 1: Generator Control Serial Data Signals Signal Name Transmitter Notes Engine Cooling Fan Speed Powertrain Required Engine Intake Air Temperature Powertrain Required Engine Intake Air Temperature Validity Powertrain Required Engine Run Active Po
48、wertrain Required Engine Speed Powertrain Required Engine Speed Status Powertrain Required Generator Failed Powertrain Required Generator Field Duty Cycle Powertrain Required Generator Field Duty Cycle Validity Powertrain Required Generator Regulator Setpoint Duty Cycle Request Platform Required Gen
49、erator Setpoint Duty Cycle Powertrain Override Active Powertrain Required Outside Air Temperature Powertrain Estimated Powertrain Required Outside Air Temperature Powertrain Estimated Mask Powertrain Required Outside Air Temperature Powertrain Estimated Validity Powertrain Required Platform Minimum Idle Boost Level Request Platform Required Table 2: Generator Control Calibrations Calibration Name Location Owner Section K_CumulativeL_TermOff Powertrain Platform 4.2 K_CumulativeL_TermOffDC Powertrain Platform 4
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