Development of Software for CANlog Device to Determine the Performance of Tractor

Transcription

1 Development of Software for CANlog Device to Determine the Performance of Tractor Sumitkumar Ingle 1, Sanket Dessai 1, and Rekha Gore 2 1 M S Ramaiah School of Advanced Studies in Collaboration with Coventry University (UK)/Embedded Design Centre, Bangalore, India {inglesumit, sanketdessai0808}@gmail.com 2 John Deere Tech.Centre, India Abstract Design Engineer often require vital information related to field operating condition, which can be used to improve and optimize their designs. To meet this need a data logging/analyzer system has to be developed. Existing systems available in the market which are capable of logging field data are complex, costly and are not able to determine the overall performance of vehicle due to its limited functionality. The purpose of this paper is to develop a Data logging and Analyzer System using CANlog4 device that will help us to determine the Engine performance of John Deere 5000 series Tractor. The CANlog is a programmable device used to log data on CAN bus. Software is developed in LTL programming language for CANlog device such that it will monitor the Tractor CAN bus and will log the engine performance parameters on the bus. An offline analysis is performed on the logged data using ICE-GlyphWorks tool which will help us to Graphing of logged data for performance comparison. In this paper the behavior of various engine performance parameters like break torque, break power, indicated power, friction power, mechanical efficiency, mean effective pressure and specific fuel consumption are studied over its speed range which will helps us to do the performance comparison. Also the time distribution of parameters like engine speed, engine torque, engine break power, engine percent load, fan speed, ambient air and coolant temperature are graphically summarized using Histogram which will helps us to know the concentration areas of the particular parameter over its test period of time. It has been observed from the result that the maximum torque and maximum power developed by the engine is 307 Nm and kw at the speed of 1332 rpm and 2450 rpm respectively. The maximum power loss observed is 36kW and the average pressured generated inside the cylinder is 400kN/m2. The maximum mechanical efficiency of the engine is observed at the speed of 1900 rpm. The engine speed is more concentrated between the ranges 2000 to 2250 rpm during its test period of time. Index Terms CANlog4, LTL programming language, GlyphWorks tool, Engine performance and Offline analysis I. INTRODUCTION In John Deere (JD) 5000 series Tractor there are various electronic controller units (ECU s) like Chassis Control Unit (CCU), Rear Hitch Control Unit (HCU), Transmission Control Unit (PTR), Instrument Cluster (ICC) and Engine Control Unit (ECU), which communicates with each other by sending messages over Fig. 1 CAN Data frame as defined by J1939 [8] a CAN based multiplexed network called as Tractor CAN bus to maximize performance. This ECU s follows SAE J1939 communication protocol which is intended to allow communication between them at upper layer. SAE J1039 is based on CAN2.0B protocol with 29 bit identifiers. Fig.1 shows the CAN Data frame as defined by SAE J1939, J1939 defines the 29-bit identifier of CAN data frame in such a way that, ECU s connected to CAN bus can get information like priority of message, which group of parameter are present in the data field, destination address of the message, source address of the message. The purpose of the paper is to develop a Data logging and Analyzer System using CANlog4 device that will help us to determine the engine performance of JD 5000 series tractor. The CANlog4 is a programmable device which comes with suitable programming language capable of logging data on CAN bus. Software is developed for CANlog4 device in LTL programming language using G.i.N configure programming tool in such a way that it will only log the selected engine performance parameter on the Tractor CAN bus neglecting the other parameters. The developed software is downloaded into CANlog4 device and the device is verified using Tractor Simulator present in the laboratory. The CANlog4 in then interfaced with Tractor CAN bus present in Test site. After 100 hours of Tractor operation the CANlog4 device is brought back to laboratory and the logged data is extracted from the CANlog4 device memory. An offline analysis is done on the logged data using ICE-GlyphWorks tool. GlyphWorks tool is an analysis tool which enables us a drag and drop facility to build an interactive data analysis process and capably processing of large amount of data. 206

2 Fig. 2 CANlog4 Device [13] A. Introduction to CANlog Device: Fig. 2 shows CANlog4 device that can log messages from CAN and LIN buses. CANlog4 device gives the ideal data recording facility for both simple and challenging logging tasks. CANlog 4 is the ideal tools for logging the data communication of a CAN and LIN system. Messages can be received, saved, and evaluated according to the loaded configuration. With its low current consumption in sleep mode CANlog is also an excellent choice for in-vehicle testing and use in test. B. CANlog4 Characteristics 1. CANlog4 is a Programmable device that can be configure as Data logger, Classifier or gateway for CAN based Systems, it can also works simultaneously as a Data logger, Classifier and Gateway. It is an ideal tool for testing of automotive devices and test fleets 2. It provides 5 independent CAN channels. 3. Sleep mode with wakeup on incoming massages. Additional wakeup by ignition through wake line is possible. 4. The data are saved in internal memory, and there is the option of saving data to interchangeable flash cards. 5. The CANlog4 is upgradeable with special I/O Extension-Boards. These boards extend the functionality, depending on board type, by digital in- and outputs, analog inputs, LIN- or K-Line-Adapter. 6. Two status reporting and 4 additional user programmable LEDs, Integrated Speaker for status signaling. 7. Configuration, message and classification readout and software update via RS232 and USB years data safety through lithium battery backup. 9. Operating temperature range: -40 C to +70 C (- 40 F to 158 F). C. Data logger functionality CANlog4 s 2 MByte RAM makes it possible to record up to CAN messages, for example recording all CAN traffic for 3 minutes on a channel with 500 Kbit/s, 20 % bus load. Recording memory size can be adjustable from 128 KByte to 2 MByte. With Exchangeable and durable Flash Memory Cards it is possible to record data up to 64 MByte in size are used to store recordings automatically. Selectable usage of internal recording memory: two parallel or 1 to 16 successively trigger able FIFO memories. Recording of data and remote frames, standard and extended CAN is possible. Fig 3. System Basic Block Diagram II. MODEL CONSTRUCTION In this paper, Software of CANlog4 device is developed to determine the Engine performance of John Deere 5000 Series Tractor Engine. The basic requirements for determining the engine performance are identified and software code is developed in Log Task Language (LTL) for CANlog4 device depending on the requirement. A data analysis system is developed using ICE-GlyphWorks tool which will help us to develop the graphing of data, which can further be used for analysis. Fig. 3 shows the basic block diagram of Data logging and Data analyzer system using CANlog4 device. The necessary requirements for determining the performance of tractor engine are identified. Depending on the requirement gathering necessary requirements analysis is done for understanding the needs and expectations from a proposed system. Depending on the requirement gathering and requirement analysis a software code is developed in Log Task Language programming language (LTL) using G.i.N Configure software tool. The developed software code is then downloaded into CANlog4 device and the device is verified using Tractor Simulator present in the laboratory if necessary rework is done. The CANlog4 in then interfaced with Tractor CAN bus present in Test site. After 100 hours of Tractor operation the CANlog4 device is brought back to laboratory and the logged data is extracted from the memory. This data is then converted into other form which is compatible to Glyphworks tool. Graphing of logged data for performance comparison is done by writing program using ICE-GlyphWorks tool, which will help us to do an offline analysis of logged parameter to determine the engine performance of JD 5000 series tractor, all the required tasks in parallel, and in small amounts of time. A. Requirement Analysis To determine the engine performance of JD 5000 series tractor, the behavior of various engine performance parameters like break torque, break power, indicated power, friction power, mechanical efficiency, mean 207

3 effective pressure and specific fuel consumption are to be studied over its speed range. Also the time distribution of parameters like engine speed, engine torque, engine break power, engine percent load, fan speed, ambient air and coolant temperature are to be graphically summarized by using Histogram. Table 1. shows the list of available parameters with their calculated 29-bit message identifier. Softer developed for CANlog4 device should monitor these calculated 29-bit message identifiers on Tractor CAN Bus and log the parameters in their data field. B. Software Design and Implementation Depending on the requirement analysis made in above section, software code will be developed for CANlog4 device in LTL programming language using G.i.N. Configure programming tool. The software code will help to log the desired engine performance parameter listed in table1, which will eventually helps us to determine the engine performance of JD 5000 series tractor. C. Software Design and implementation Engine speed, break power, torque and mean effective pressure Fig. 4 shows the Flow chart for logging engine speed, break power, break torque and mean effective pressure. Initially the CANlog4 monitor the tractor CAN bus continually until the message ID on the bus is equal to 0x0CF00400 or 0x0CEF00400, after these messages are received CANlog4 extract the current value of engine break torque and engine speed from messages data field. CANlog4 now calculates the other parameters like break torque and mean effective pressure and store the current value of engine speed, break torque, break power and mean effective pressure in flash memory with time stamp information. Fig. 5 shows the Flow chart for logging fuel used, indicated power, friction power, specific fuel consumption, mechanical efficiency. Initially the CANlog4 monitor the tractor CAN bus continually until the message ID on the bus is equal to 0x18FEF200 or 0x18FFFB00, after these messages are received CANlog4 extract the current value of Fuel used and indicated power from messages data field. CANlog4 now calculates the other parameters like friction power, mechanical efficiency and specific fuel consumption and store the current value of indicated power, fuel used, friction Figure 4: Flowchart for logging Engine Speed, Break Power, Break Torque and Mean Effective Pressure TABLE I. AVAILABLE PARAMETERS WITH 29-BIT MESSAGE IDENTIFIER Fig.5 Flow chart for logging fuel used, indicated power, friction power, specific fuel consumption, mechanical efficiency. 208

4 Fig. 6 Flow chart for logging engine coolant temperature, ambient air temperature and fan speed and engine percentage load. power, mechanical efficiency and specific fuel consumption in flash memory with time stamp information. Fig. 6 shows the Flow chart for logging engine coolant temperature, ambient air temperature, fan speed and engine percentage load. Initially the CANlog4 monitor the tractor CAN bus continually until the message ID on the bus is equal to 0x18FEEED00 or 0x18EFFF19 or 0x18FEBD00 or 0x0CF00300, after these messages are received CANlog4 extract the current value of coolant temperature, ambient air temperature, fan speed and engine percent load from messages data field. CANlog4 now store the current value of this parameter in flash memory with time stamp information. III VERIFICATION OF SOFTWARE After developing the software code, the code is downloaded into CANlog4 device. But before sending the CANlog4 device to the test site for data logging, it is verified using Tractor Simulator developed in the laboratory. Fig. 7 Test Simulator Developed for verification of Software code. 209 A. Test Simulator Fig. 7 shows the test simulator developed for the verification of software code developed for CANlog4 device. The following are the list of requirement for the test simulator. PC or Laptop, CANcardXL, CANcab with transceiver, I/O connector and D-Sub CAN connector, CAN bus, CANlog4 device, Flash memory card, PhoenixUtility2 Software tool. CANcardXL is a PC card according to the PC-Card-standard (PCMCIA) with the powerful 32bit 64 MHz microcontroller from ATMEL with ARM7 Core and two CAN controllers SJA1000 from Philips. The SJA1000 handles CAN messages with 11 bit as well as 29-bit identifiers. The reception and analysis of remote frames is possible without restrictions. CANcardXL is able to detect and to generate error frames on the bus. CANcardXL provides two completely independent CAN channels with two separate connections. The CANcardXL is inserted in PC-Card (PCMCIA) slot that is capable of accommodating Type II or Type III cards. Channel2 of the CANcardXL is connected to the CAN network by means of special cables called CANcab. The I/O connector is used to connect the CANcab to the CANcardXL channel2 and the D-Sub connector is used to connect the other side of CANcab to the CAN network. The CAN network is further connector to the Channel 2 of the CANlog4 device. Phoenix Utility 2 software tool (PU2) running on the window based platform is used to transmit and receive message on the CAN network. IV RESULTS After logging the engine performance parameter for 100 hours in the test site, the CANlog4 device is brought back to the laboratory for data analysis using ICE- GlyphWorks tool. Following are the basic performance parameter whose behaviors are studied over its speed range at variable load condition. A. Analysis of Engine Break Torque Fig. 8 shows the behavior of the engine break torque for JD 5000 series Tractor Engine over range of engine speed at variable load conditions. The following conclusions can be drawn from the fig The Maximum torque available is at about 307 Nm at the speed of rpm. 2. The maximum torque rise is 47% at the speed of 1135 rpm. B. Analysis of Engine Power Fig. 9 shows the behaviors of the Engine Break Power, Indicated Power and Friction Power for JD 5000 series Tractor Engine over range of engine speed at variable load conditions. The following conclusions can be drawn from the Fig The maximum indicated power available is at about kw at high speed of 2450 rpm. 2. The maximum break power available is at about kw at high speed of 1724 rpm. 3. The maximum friction power or the power loss is about kW at the speed of 2360 rpm.

5 Fig. 8 Engine Break Torque vs. Engine Speed at variable load 4. At low speed the friction power is relatively low and the break power is large. As speed increases, break power reaches at peak and start reducing even though indicated power is increasing. C. Analysis of Mean effective Pressure and Mechanical efficiency. Fig 10 shows the behavior of the Mean effective Pressure and Mechanical efficiency for JD 5000 series Tractor Engine over range of engine speed at variable load conditions. The following conclusions can be drawn from the Fig The maximum mechanical efficiency of the engine is obtained at speed equal to 1900 rpm. 2. The minimum mechanical efficiency of the engine is obtained near maximum speed. 3. The maximum mean effective pressure is obtained at speed equal to 1325 rpm. 4. Maximum mean effective pressure is about 600 kn/m 2 at speed equal to 1330 rpm. 5. The average mean effective pressure obtain is near 400 kn/m At low speed mean effective pressure is relatively high and as the speed increases mean effective pressure start decreasing. D. Analysis of Fuel used and Specific Fuel Consumption. Fig 11 shows the behavior of the Fuel used and Specific Fuel Consumption for JD 5000 series Tractor Engine over range of engine speed at variable load conditions. The following conclusions can be drawn from the Fig. 11, The fuel used to develop the maximum Torque is equal to kg/h. Fig. 10 Mean effective Pressure and Mechanical efficiency vs. Engine Speed at variable load 2. The fuel used to develop maximum indicated power is equal to kg/h. 3. As the speed increases the fuel consumption increases, the fuel used to develop the maximum speed 2450 rpm is equal to kg/h. 4. There is the maximum percent increase in the fuel consumption is equal to 70%, at the speed equal to rpm. 5. The specific fuel consumption is high during the engine start condition; it decreases as the speed increases. 6. The lowest specific fuel consumption is at the speed 1900 rpm where the mechanical efficiency is highest. 7. The specific fuel consumption is highest at the engine maximum speed. E. Time distribution of Engine Speed and Engine Torque using Histogram. Fig. 12 shows the time distribution of Engine Speed and Engine Torque using Histogram. The data collected for engine speed during 100 hours of operation, it has been observed that engine speed was in range 2000 to 2225 rpm for hours, 750 to 1000rpm for hours F.Time distribution of Break power and Fuel used using Histogram. Fig. 13 shows the time distribution of break power and fuel used using Histogram. The data collected for break power during 100 hours of operation, it has been observed that break power developed was in range 30 to 40 kw rpm for hours, 40 to 150 kw for hours and 0 to 10 kw for hours. The data collected for fuel used during 100 hours of operation, it has been observed that fuel consumed by the engine was in range 6 to 9 kg/h for hours, 0 to 3 kg/h for 24.4 hours, 9 to 12 kg/h for 17 hours, 12 to 15 kg/h for 13 hours and 3 to 6 kg/h for hours. Fig.9 Engine Break Power, Indicated Power and Friction Power vs. Engine Speed at variable load Fig. 11 Fuel used and Specific Fuel Consumption vs. Engine Speed at variable load 210

6 Fig. 12 Engine speed and Engine Torque during 100 hours of Operation. G.Time distribution of Fan Speed and Engine Coolant Temperature using Histogram. Fig. 14 shows the time distribution of fan speed and engine coolant temperature using Histogram. The data collected for engine coolant temperature during 100 hours of operation, it has been observed that engine coolant temperature developed was in range 80 to 90 degc for hours and 70 to 80 degc for hours. The data collected for fan speed during 100 hours of operation, it has been observed that fan speed was in range 1000 to 1250 rpm for hours, 750 to 1000 rpm for 13 hours and 1500 to 1750 rpm for less then 4hours. The data collected for fuel used during 100 hours of operation, it has been observed that fuel consumed by the engine was in range 6 to 9 kg/h for hours, 0 to 3 kg/h for 24.4 hours, 9 to 12 kg/h for 17 hours, 12 to 15 kg/h for 13 hours and 3 to 6 kg/h for hours. Fig. 15 Ambient air temperature and Engine percent load during 100 hours of Operation. H. Time distribution of Ambient Air Temperature and Engine Percent Load using Histogram. Fig. 15 shows the time distribution of ambient air temperature and engine percent load using Histogram. The data collected for ambient air temperature during 100 hours of operation, it has been observed that ambient air temperature was in range 10 to 20 degc for hours, 0 to 10 degc for hours and 20 to 30 degc for hours. The data collected for engine percent load during 100 hours of operation, it has been observed that percent load on the engine was in range 0 to 12.5% for hours, 37.5 to 50% for hours, 75 to 87.5% for 16.9 hours, 50 to 62.5% for 14.8 hours and the percent load on the engine was from range 12.5 to 37.5% and 62.5 to 75% for less then 8.45 hours. Fig. 13 Break power and Fuel used during 100 hours of Operation. Fig. 14 Fan speed and Engine coolant temperature during 100 hours of Operation. 211 CONCLUSIONS Following are some conclusion can make from this paper. CAN is a robust serial communication protocol useful in automotive and off-road application, it provides basic building block for higher-level protocol like J1939. Its is higher reliability and versatility. Electronic systems which are connected to multiplex CAN network are more serviceable then distributed network. Monitoring of such system is easier then systems which are connected by distributed central network, therefore a monitoring device can collect useful information from one network which can be analyzed more precisely. The method used for implementation of CANlog4 based Data logging system with the help of LTL programming language is very efficient way to log data on the Tractor CAN bus, but due to its limited functionality the size of the code increases. Overwriting of logged data is possible due to limited availability of memory in CANlog device. Along with the PU2 tools other précising testing tools are used since the PU2 is not capable of creating the exact field condition in laboratory condition. An analyzer system implemented in ICE-GlyphWorks tool is found very accurate and efficient to do offline analysis of the logged data by CANlog4 device. The results generated by Glyphworks tool are used by the design engineer for better understanding the field condition and to improve the future designs.

7 RECOMMENDATIONS FOR FURTHER WORK In the current project, the developed software is downloaded in the CANlog device and the device is sends to the test field for data logging. The logged data is then extracted from the CANlog device to perform an offline analysis. Large Man-hours are spent on development & maintenance. In future the Data logging system can be enhanced by connecting CANlog device to Internet by using wireless Internet connection device (WICD). This established connection could be used for controlling & monitoring vehicle from remote system. Impacts & Applications: By using such technology, vehicle can be monitored & controlled on real-time basis. In further, vehicles can be driven by low cost Internet technology instead of GPS technology. If there is any problems happen in tractor, it can be known from remote system. On-line analysis is possible Other software can be developed through scripting language for host system, by which data can be sent & received between host system & vehicle on real-time basis. REFERENCES [1] Steven C. Young, Electronic Control system for GENESIS 70 Series Tractor, Society of Automotive Engineers , Ford New Holland, [2] Mansour A. Ahmadshahi, Application of Sensor for Design Improvements, Society of Automotive Engineers , C. E. Niehoff and co., [3] Bradley Briggs, Real World Data Collection from Heavy Duty Vehicles, Society of Automotive Engineers , Horton, Inc., [4] H. A. Dwyer, C. V. Kulkarni and C. J. Brodrick, Analysis of the Performance and Emissions of Different Bus Technology on the City of San Francisco Routes, Society of Automotive Engineers , Horton, Inc., [5] D. M. Gavrila and M. M. Meinecke, Sensor and System Architechure for Vulnerable Road users Protection, Information Society Technologies, 2005 [6] Sun Wai Yin and Yan Wing Choy, Seminar of Control Area Network technology and diagnostic equipment, The Hong Kong Institute of Vocational Education, December [7] Dr. Christopher J. Tennant, Creation of 16-hour Engine Test Schedule for Heavy-Duty Diesel Engine Test schedule, Coordining research council, Inc., 2007 [8] Mark R. Stepper, J1939 High Speed Serial Communications, The Next Generation Network for Heavy Duty Vehicles, Society of Automotive Engineers ,Cummins Engine Co., [9] Kevin Dickson and Lee Lackey, System Level Testing Using the J1939 Data Link Adepter (DLA), Society of Automotive Engineers , Vansco Electronic Ltd. and Parasoft Computing Solution, Inc., [10] Marvin L. Stone, Dynamic Address Configuration in SAE J1939, Society of Automotive Engineers , Oklahoma State Univ., [11] Robert Bosch GmbH., CAN Specification. Version 2.0., Postfach 50, D 7000 stuttgart1, Germany, [12] CANLog 4 User manual, G.i.N. mbh, Raiffeisenstr. 15 D Griesheim, Germany. [13] LOG TASK LANGUAGE (LTL) - programming manual, G.i.N. mbh, Raiffeisenstr. 15 D Griesheim, Germany. [14] M. L. Mathur and R. P. Sharma, Internal Combustion Engines, Dhanpat rai Publication, 1994 [15] (visited on November 2007) [16] (visited on January 2008) 212