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ENGINE CONTROL APPLICATION MODEL

New Eagle’s Engine Control Application Model enables rapid engine control module (ECM) development. The

software comes initially configured with common I/O and strategies but is architected for easy customization to

customer requirements. This solution prevents a blank-sheet starting point: the model contains control

strategies validated over years of projects and represents New Eagle’s state-of-the-art engine control know-

how.

Base engine control module software

developed in MATLAB/Simulink with

Raptor-Dev for the

ECM-1793-196-1503 module

Starting with the base model

minimizes time to functional engine

operation

Control strategies validated on

numerous R&D and production

engine projects

Architected for easy I/O and

strategy customization

Four-part offering:

- Base ECM Software

- Torque Path (add-on)

- J1939 Comms (add-on)

- OBD Major Monitors (add-on)

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Overview The Engine Control Application model is comprised of four parts, which are each individually described in the

remainder of this document. As a summary, the four parts are:

1. Base ECM Software: core I/O and air, fuel, spark, and accessory control strategies

2. Torque Path (add-on): requesters and limiters in the torque domain

3. J1939 Communications (add-on): PGN message transmissions and DM services

4. OBD Major Monitors (add-on): diagnostic strategies on components for OBD compliance

Base Configuration The content of the Engine Control Application Model as described in this document reflects those requirements

that New Eagle most commonly encounters with production-intent engine control projects.

# Cylinders: 8

Crank: 60 minus 2, digital

Cam: 4-tooth PWM, digital

Cycle: 4-stroke

Induction: Forced or naturally-aspirated

Air Control: Electronic throttle

O2 Feedback: Upstream: wide-band O2 sensors; Downstream: narrow-band O2 sensors

Fuel System: Gasoline, LPG, or CNG

Injectors: High-impedance, 1 per cylinder

Combustion: Spark ignition

Coils: Smart, 1 per cylinder

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An abstract of the target engine configuration is below. Note that the diagram is not to scale; the intent is to

show positions of sensors and actuators relative to components of the engine system.

IntakeManifold

Throttle

MAP

Intercooler

MAF,IAT,

BoostPressure

TurbochargersAir Filters

BaroPressure

Wastegate(NC)

O2B1S1 O2B1S2

Wastegate(NC)

O2B2S1 O2B2S2Catalyst

FuelInjectors

SparkPlugs

EGR Valve(NC)

FuelPump2

FuelFilter

Supply Valve4

(NC)Regulator2

VacuumPump4

Fuel Tank

Muffler

Catalyst Muffler

Purge Valve2

(NC)

EvaporativeCanister2

Vent Valve1

(NO)

Fuel Rail Temperature,Fuel Rail Pressure

Fuel TankPressure3

1: Gasoline fuel systems only2: Gasoline and LPG fuel systems3: Gasoline and CNG fuel systems4: LPG and CNG fuel systems5: LPG fuel systems only6: CNG fuel systems only

Bypass Valve5

(NC)

(No connectionfor LPG or CNG)

Regulator6

Custom Configuration The aim of the Engine Control Application Model offering is to provide a significant head-start towards meeting

customer’s engine control requirements. However, modifications, additions, and/or subtractions may be

required to make the code appropriate and complete for each particular application. These modifications may

relate to I/O, control strategies or both. If desired, New Eagle can provide additional development assistance

with an engineering contract. Additionally, for MotoHawk applications, all software described in this document

can be converted from Raptor code into MotoHawk code through a conversion task.

© New Eagle www.neweagle.net PH: 734.929.4557

1. Base ECM Software New Eagle’s Base ECM Software is the starting point for an engine control application. It provides the core I/O

and air, fuel, spark, and accessory control strategies that are common for most engine applications. At a high

level, the primary functions of the Base Engine Control Software include:

Input characterization of sensors: internal voltage readings, accelerator pedal, brake switch, cruise

control switch, crankshaft/camshaft encoder, IAT, ECT, fuel rail temperature/ pressure, barometric

pressure, boost pressure, MAP, oil pressure, MAF, TPS, EGO (upstream wide-band and downstream

narrow-band), fuel level, EGR valve position, and turbo waste gate position

J1939 CAN inputs from the TCM, ABS, body control, remote PTO, and remote shutdown modules

Virtual sensor tasks, including startup/shutdown sequencing and engine state determination, vehicle

speed calculation, dual pedal arbitration, dual TPS arbitration, and MAF arbitration (between sensor,

speed-density, and Alpha-N estimations)

Arbitration between requesters: pedal, idle controller, PTO control, and cruise control

Arbitration between limiters: engine speed, vehicle speed, TCM/ABS limits, etc.

Arbitration between requesters and limiters to result in final slow path (air) request and fast path (spark)

adjustment

O2 control: desired equivalence ratio, closed-loop control enables criteria, short-term multiplier, and

long-term multiplier with adaptation

Deceleration fuel cut-off (DFCO) control

Knock control on fuel and spark

Turbo waste gate control to achieve desired boost pressure

VVT control for improved performance, fuel economy, and emissions

Fuel per cylinder calculation with transient fuel multiplier

Base spark advance map with offsets based on IAT, ECT, desired equivalence ratio, knock, and fast path

requesters/limiters

Electronic throttle body control with throttle learning and ice-breaking strategies

Separate fuel, throttle, and spark maps for cranking

Accessory (alternator, fan, and A/C compressor), fuel system, and evaporative emission system control

Actuator characterization of outputs: fuel pump, injectors, supply valve, bypass valve, purge valve,

vacuum pump, spark smart coils, check engine lamp, stop engine lamp, MIL, wait-to-start lamp, starter,

ETC turbo waste gate, EGR valve, VVT solenoid, EGO heaters, fan, alternator, and A/C compressor

OBD fault manager with drive cycle and warm-up cycle logic

Level 1 diagnostics, including I/O circuit diagnostics, CAN message timeouts, and rationality checks

Level 2 protected code, including reverse torque path and torque rationality diagnostics*

Level 3 monitors, including numerous checks on the main processor, as well as a separate monitoring

module that interrogates the function controller through a query-response scheme*

*if using ECM196 controller with ECM Torque Path add-on

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2. Torque Path (add-on) New Eagle’s ECM Torque Path is an optional software add-on for torque-based engine control applications. It is

designed to be integrated with the Base ECM Software with minimal effort. Specifically, the ECM Torque Path

add-on software includes:

All requesters and limiters in the torque domain

Arbitration between requesters and limiters to result in final flywheel slow path (air) request in Nm, fast

path (spark) adjustment in Nm, and fast path reserve request in Nm

Slow path indicated torque calculation which includes engine pumping/friction torque estimation and

accessory torque estimation

Torque reserve strategy to maintain consistent flywheel torque while engaging/disengaging accessory

loads

Throttle air flow model to convert slow path torque request to throttle request

Spark torque model to convert fast path torque adjustment to ignition advance adjustment

Level 2 protected code: Reverse path torque calculation based on measured airflow, desired equivalence

ratio, and spark timing

Level 2 diagnostics: Forward vs. reverse path torque diagnostics

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3. J1939 Communications (add-on) New Eagle’s ECM J1939 Communications is an optional software add-on for applications that require some level

of J1939 communications. In brief, it is the application implementation of New Eagle’s J1939 Diagnostics Toolbox

(for OBD) (P/N RAP-SW-J1939-OBD-LIB); note that purchase of this license is required. It is designed to be

integrated with the Base ECM Software with minimal effort. Specifics of the ECM J1939 Communications add-on

are described below.

Note: Some applications require only a small subset of the PGNs and DM services listed below. In these cases,

this full add-on is not required, and it is instead recommended to purchase New Eagle’s J1939 Diagnostics

Toolbox (for EMD) (P/N RAP-SW-J1939-EMD-LIB) along with some application support for implementation.

J1939 PGN Message Transmissions The PGN message code includes the communication protocol and any relevant SPN application implementation

functions. For instance, data transmitted in a SPN field comes either from a signal connection from the main

model (e.g., sensor values), a calculated value (e.g., odometers, timers, and fuel calculations), or a calibration

(e.g., VIN and serial number). The PGNs supported are a combination of single-packet and multi-packet

messages, some of which are transmitted periodically and some of which are on-request only. In total, the add-

on supports over 45 PGN messages and over 120 SPN fields.

J1939 DM Services The DM services listed below include the communication protocol and any relevant application implementation

functions for that given task. However, they do not contain any diagnostic strategies (either comprehensive

components or major monitors). Raptor Fault Data Definition calibrations are used to link the DM blocks to the

SPN/ FMI data for each fault definition located elsewhere in the software model.

DM1 (confirmed active DTCs)

DM2 (previously-active DTCs)

DM3 (clear previously-active DTCs)

DM4 (freeze frame)

DM5 (diagnostic readiness)

DM6 (pending emissions-related DTCs)

DM11 (clear active DTCs)

DM12 (confirmed emissions-related DTCs)

DM19 (CVN)

DM20 (monitor performance ratio)

DM21 (diagnostic readiness 2)

DM23 (previously-active emissions-related DTCs)

DM24 (SPN support)

DM26 (diagnostic readiness 3)

DM27 (pending active DTCs)

DM28 (permanent emissions-related DTCs)

DM29 (DTC counts)

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4. OBD Major Monitors (add-on) New Eagle’s ECM OBD Major Monitors is an optional software add-on for applications that require some level of

OBD compliance in the form of major monitors. It is designed to be integrated with the Base ECM Software with

minimal effort. The list of major monitors is below.

Strategies developed for compliance with heavy-duty 2018 OBD regulations:

Catalyst Monitor: The catalyst monitor detects a catalyst malfunction through an intrusive strategy that

measures the time it takes to load the catalyst after it had been depleted from a DFCO event.

Cold-Start Emission-Reduction Monitor: The cold-start emission-reduction monitor observes both the

average delta from speed setpoint and the average fast-path spark advance offset to detect malfunctions

in idle control after a cold start.

Fuel System Monitor (trim): The fuel system trim monitor assumes a fuel delivery system malfunction

and sets a code if the long-term fuel trim reaches its limits.

Fuel System Monitor (imbalance): The fuel system imbalance monitor detects individual cylinder

imbalances by measuring the percentage of high-speed sampled upstream O2 sensor readings that are

sufficiently above the running average during open-loop operation.

Misfire Monitor: The misfire monitor detects misfire on a cylinder-by-cylinder basis by detecting speed

fluctuations.

O2 Monitor (heater): The O2 heater monitor assumes a malfunction if the duty cycle required to

maintain the correct heater resistance exceeds its bounds.

O2 Monitor (upstream, switch): The O2S1 switch monitor sets stuck lean or stuck rich codes if the sensor

reading does not switch as expected during normal dithering operation.

O2 Monitor (upstream, response): The O2S1 response monitor detects a malfunction if the sensor lean-

to-rich or rich-to-lean response is excessively slow during intrusive dithering operation.

O2 Monitor (downstream, switch and response): The O2S2 switch and response monitor commences

during a DFCO event; a code is set if the intrusive strategy detects the sensor as stuck lean, stuck rich, or

having a slow rich-to-lean response.

Thermostat Monitor: The thermostat monitor assumes a stuck-open thermostat if the coolant

temperature is too low after sufficient operation for a time after a cold start.

Strategies implemented in software but not evaluated for compliance:

EGR Monitor: The intrusive EGR monitor detects malfunctions in the ability of the valve to open and

close; this monitor assumes a stepper motor valve configuration.

Evaporative System Monitor: The intrusive evaporative system monitor detects both gross leaks and

small leaks (0.040”) in the evaporative system.

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Frequently Asked Questions 1. What hardware targets are available?

The ECM196 is the most capable engine control module in our lineup in terms of I/O, CPU power, and

memory; further, it has attractive high-volume pricing. Currently, it is also the only ECM that uses Raptor-

Dev for its software development and is open to porting Raptor onto new targets if the right opportunity

presents itself. Additionally, New Eagle also supports several MotoHawk engine control modules, including

the frequently-used 112-pin and 70-pin variants.

2. Exactly what engine configurations are possible with New Eagle’s offering?

New Eagle supports a wide variety of engine architectures. The best approach is to engage with the New

Eagle sales team to see if we may have a possible solution for your application needs. Over the years, New

Eagle has supported engine projects that have collectively used a variety of crank/cam encoder patterns,

digital and VR crank/cam sensors, wide-band and narrow-band O2 sensors, electronic throttle body and idle

control valve setups, coil per cylinder and distributed ignition systems, and 2-stroke and 4-stroke cycles,

among many other configuration variations. There are limitations, of course, from both the hardware and

base software, but we’ve shown a consistent ability to provide creative solutions that leverage our off-the-

shelf, proven, and production-ready hardware options.

3. How production-ready is New Eagle’s ECM code?

The current engine control software is New Eagle’s latest and greatest to date. Over the years, it has been

tweaked and improved with lessons-learned from a variety of projects. Variations of the code have been

successful in a number of both R&D and production projects since New Eagle’s inception in 2008. Notably,

New Eagle engine control software is currently running production 8L propane engines on school buses and

heavy-duty trucks.

4. What emissions levels has your ECM code achieved?

Most of the parts of New Eagle’s engine control software aims to increase fuel economy and reduce

emissions, whether it be electronic throttle body control, short and long-term closed-loop O2 fuel trims, or

OBD major monitors, to name a few. When required, we’ve been able to work with customers to satisfy

their emissions certification needs; for example, a heavy-duty propane engine project passed federal

emissions standards and additionally met more-stringent California NOx standards.

5. What diagnostics certification has your ECM code achieved?

Most notably, New Eagle engine control software has been certified for compliance with heavy-duty OBD

regulations.

6. What are the purchase options?

There are a variety of options when it comes to software ownership and accompanying New Eagle support.

Some customers prefer New Eagle to own the software development and supply the software builds for

calibration and validation after working through change requests. Some customers prefer to purchase the

full source code and only engage New Eagle for support when required. Please inquire with the New Eagle

sales team to determine the arrangement that works both commercially and technically best for your

project.