Technologiebroschuere E-Drives 2013-07-130913 Ebook

www.dspace.
com
Electric Drive Technology

at dSPACE
Developing and Testing Electronic Control Units
Contents
Developing with Rapid Control Prototyping
Use Cases
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

Developing and Testing Electronic Control Units
Electric drives have been used increasingly over the past few
years. Not only in vehicles, but also in automation technologies and other applications. The reason: They have numerous advantages and wide-ranging application potential in
many areas.
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 controllability, and easier maintenance.
Application Areas of Electric Motors

In automotive applications, electric drives are being incorporated into numerous complex, basic, and safety-relevant
vehicle functions. Some examples of automotive applications are:
Electric motors are also in widespread use in the capital

goods industry, medical engineering, and aerospace. Especially aerospace applications have high requirements regarding safety and reliability.
n Electric steering systems

n Powertrain actuators
n Starter-generator systems
n Electric vehicles
n Mild/full-hybrid systems
n Electric brake systems
n Electric window lifters
n Auxiliary aggregates: oil pumps, water pumps, etc.
Other applications include:

n Wind energy converters
n Electric trains
n Printing machines
n Roller mills for cold and warm roll forming
n Zinc coating plants (headway and drive control)
n Artificial respirators
n Magnetic resonance tomography
n Bipedal walking robots
2013
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
Challenges of Developing Electric Motors

The trend towards mechatronic integration means that
electric motors are gaining popularity. However, their advantages are accompanied by a higher workload for integrating 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.
design iterations of the control algorithm on the real object.

RCP systems for electric motor control development need
to meet specific requirements with regard to:
n Powerful system architecture
n Flexible I/O interfaces
n Dynamic power stages
n An intuitive software environment
Controller
New controller function

Developed in
Simulink/Stateflow
2013
Tests for:
Electric motors
Hybrid controllers
EPS (electronic power steering)
...
Rapid Control Prototyping
Easy Workflow
New functions are typically developed in MATLAB/Simulink/Stateflow. dSPACE Real-Time Interface (RTI) is the link
between this development software and the dSPACE hardware. It automatically implements the MATLAB/Simulink/
Stateflow model on the dSPACE MicroAutoBox, the modular
hardware installed in the AutoBox, or the stationary dSPACE
Expansion Box. If function modifications are necessary during the tests, you can simply correct a function in Simulink
and flash 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 development process.
For further product information, please see:
n MicroAutoBox II, page 17
n RapidPro, page 22
n DS1103 PPC Controller Board, page 23
n AC Motor Control Solution, page 19
n DS5203 FPGA Board, page 26
Solutions for Electric Drive Applications

dSPACE offers specialized products for the highly dynamic
requirements of electric drives:
n The AC Motor Control Solution is installed in
the AutoBox to control diverse AC motors.
n The AC Motor Control Solution upgrades
MicroAutoBox II to a compact, flexible development
system for electric motor control applications.
n The MicroAutoBox II acts as the central controller.
Its high performance enables unrestricted testing of
new functions.
n The RapidPro system can be used to extend the
AutoBox or MicroAutoBox II. It offers specialized halfbridge 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.
n The DS1103 PPC Controller Board is an all-rounder
for rapid control prototyping that provides a real-time
processor and comprehensive I/O.
Design simulation and analysis

Design,
on a PC
I/O connection via library
Monitoring, tuning
Implementation
on real-time hardware
Real-time simulation and verification

in a real environment
2013
Rapid Control Prototyping / Use Cases
Use Cases
Developing Control Functions in Electric or Hybrid Electric Vehicles
Task
The main task in electric or hybrid electric powertrain development 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 substitute for the future central hybrid controller. The prototyping
system has to offer various interfaces and should be usable
in-vehicle.
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 implemented on the MicroAutoBox II with dSPACE Real-Time
Interface (RTI).
ControlDesk Next Generation
Hybrid
Powertrain
ECU
Powertrain CAN
RTI
Hybrid CAN
Engine
ECU
Battery
Management
System
E-Motor
ECU
Inverter
High Voltage
Battery
Combustion
Engine
2013
Transmission
ECU
Electric
Motor
Transmission
to Drive Shaft
(Vehicle
Dynamics)
The dSPACE MicroAutoBox II

acts as the central hybrid
ECU during the development
of new functions.
Controlling Li-ion Cell Voltages During Prototyping

Task
One reason for the combustion engines great success in
the 20th century is gasolines 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 controlled 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 fires 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 batterys overall capacity it is necessary to keep all cells
on the same level of charge.
The modular structure of the dSPACE battery management system

allows tailor-made configurations of up to around 200 cells and can
also be installed directly in a vehicle.
Solution
To benefit fully from the high energy density of Li-ion batteries, the state of charge of the individual cells must be
monitored precisely. dSPACE has developed a RCP battery management system (p. 29) that performs this task
throughout the development process, from the first model
to in-vehicle testing. Its main focus is on measuring and
controlling Li-ion batteries. The system is modular and can

be assembled to create configurations 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.
dSPACE
PGI1
Sensor
Board
Board with
balancing
resistances
Cut-off
device
Battery
Ethernet
dSPACE
system platform
RF
Isolation
watchdog
Ground
Electrical
isolation
Enclosure
Isolation fault
The isolation concept of the dSPACE battery

management system makes it safe to use high
battery voltages.
2013
Robotics
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.
Solution
The real-time system picks up the robots six incremental
encoder signals to determine the current robot position.
Then this data is compared with the reference values.
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.
Afterwards, the DS1103 calculates the control algorithm and

sends the controller output for example, data on positions
and velocities back to the robot.
Calculating a robotics control algorithm on a DS1103 PPC Controller Board.
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.
2013
In-Vehicle Prototyping
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".
Solution
dSPACE offers a flexible 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
Challenge
To develop and verify algorithms for an EV/HEV ECU network, you need a flexible and in-vehicle capable development system. Universal I/O interfaces, support for common
bus systems, and the ability to flexibly 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 flexibility
with regard to the power stages, as you are able to connect
various electric motors with different power ranges exactly
as required.
LTi ServoOne
MicroAutoBox
PGI1
CAN
LVDS Link
HV Battery
2013
Developing Electric Motor Control Algorithms

Task
The task is to develop control functions for all types of
electric motors:
n Asynchronous motors
n Brushless DC (BLDC) motors
n Permanent magnet synchronous motors (PMSM)
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.
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.
PHS Bus
DS1005/
DS1006
Control signals
or
Current signals
Piggyback module
used inside
MicroAutoBox II
DS5202
Hall / Encoder
Resolver, SSI,
EnDat
EV1048
RapidPro Power Unit

RTI Blockset
Motor
The ACMC solution offers the I/O interfaces required for developing control strategies for various AC motors such as BLDC motors.
10
2013
Rapid Control Prototyping / Success Stories
Success Stories
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, focusing 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
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 vehicles 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.
Motor
for
SBW
Yaw-rate
sensor
Steering angle
sensor
Controller
AutoBox
DS1103
*f
Li-ion
battery
15Vx10
Test Drive with dSPACE AutoBox

To test the control algorithms in practical test drives, the FPEV
2-Kanon test vehicle was equipped with a dSPACE AutoBox
containing a DS1103 PPC Controller Board that was responsible for computing the algorithms. A control system modeled 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.
R
Motor
,Treal
Acceleration ax,ay
sensor
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.
R
Inverter
Motor
for
SBW
) 150V
300V
Chopper
T*
L
Inverter
L
Motor
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.
*r
Configuration of the vehicle control system.
2013
11
Younicos: New Energy

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: Thats 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/Simulink. For the actual tests, the AC Motor Control Solution
from dSPACE was used. This consists of a DS1005 Processor Board and DS5202 FPGA Base Board with a piggyback
module. The algorithms are implemented on the DS1005 by
means of the dSPACE Real-Time Interface (RTI), and then
executed on the board. The DS5202 provides the necessary 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 available power. This available power is then compared with a
consumption profile that represents the island populations
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.
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.
This solar power system feeds an autonomous charging station
for electric vehicles.
12
2013
MAGNA STEYR: Hybrid Drive

MAGNA STEYR and its cooperation partners integrated
new hybrid components in a vehicle and implemented a
control system using a dSPACE prototyping system (MicroAutoBox 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 findings from K-net KFZ,
the competence network for Vehicle Drives of the Future. 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 drivetrain 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 MAGNAs E4WD
module consisting of 2 electric drives and clutches. A full
hybrid drivetrain with electrical all-wheel drive was implemented 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 interfaces of the entire torque path in the drivetrain. The objective was to control all the components of the hybrid
drivetrain with just one prototyping system. In addition to
their standard software development platform MicroAutoBox, MAGNA STEYR decided to use the RapidPro system to
efficiently realize the broad range of signal conditioning
and power stages. Its flexibility provided by software- and
hardware-configurable 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
defined. After the function software had been successfully
implemented and tested, MAGNA STEYR entered the test
drive phase, with the objective of further optimization.
dSPACE RapidPro
dSPACE MicroAutoBox
Function
System
manager
Diagnostics
CAN I/O
Actuator
driver
Sensor I/O
Hardware
LVDS
diagnostics
Measurement CAN
Engine CAN
Hybrid CAN
Drivetrain CAN
Gateway
Converters 1/2
Electrical
machines 1/2
Hardware connections
Bus connections
ECU
Combustion
engine
Battery
management
system
High-voltage
battery
system
High-voltage component
12-V component
Air
conditioning
Gateway
Air
conditioning
compressor
ESP
Cooling
circuits 1-3
AMT
E4WD
HMI
System architecture:
The dSPACE prototyping system networked in the
vehicle.
2013
13
Ohio State University: Control of a Power-Split Hybrid-Electric SUV

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 highvoltage, belted starter-alternator (BSA) and an AC induction
type traction electric machine. In this configuration, the
rear and front drive systems are coupled through-the-road.
Control Implementation Using the MicroAutoBox
Prior to the actual implementation, OSU tested the performance of its control strategy using custom-designed
vehicle simulation tools developed in the MATLAB/Simulink environment. After initial testing, the control strategy was implemented on the MicroAutoBox system via
Belted starter
alternator
Driver
dSPACEs 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 simplified the integration of several analog and digital I/Os into the controller for the added hybrid components. The fast numerical
processor featured by the MicroAutoBox made it possible
to implement computationally burdensome algorithms
onboard the vehicle.
Engine &
transmission
High-voltage
battery pack
CAN A
Auxiliary
controller
Exhaust
system
CAN B
Rear electric
motor
GM LAN
The MicroAutoBox interfaces with the powertrain control modules via dual CAN buses and several I/Os.
14
2013
Data
acquisition
Deutz: Developing Hybrid Drives for Mobile Machines

Wheel Loader with Hybrid Drive
In a joint project with wheel loader specialist Atlas Weyhausen, 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 acceleration. The following dSPACE tools were used to develop the
software functions for the hybrid systems ECU:
MicroAutoBox (as the hybrid system ECU)
n Real-Time Interface (for setting up the I/O interfaces
for the MicroAutoBox)
n RTI CAN MultiMessage Blockset (for setting up CAN communication)
n ControlDesk (for calibrating the hybrid functions)
n
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 MultiMessage Blockset proved to be a very easy-to-use tool, and
its support for linking
CAN configuration files
(DBC files) enabled us
to set up the CAN communication very quickly.
Three CAN channels
were set up in the wheel
loader: engine CAN,
hybrid CAN, and vehicle
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) containing the engine, electric machine, inverter, battery, work
hydraulics and traction hydraulics. Deutz was therefore
able to test the software functions long before the first
prototype components became available. This was absolutely essential in view of the very short development time
assigned to this project.
Using the pretested software functions and the inputs and
outputs configured 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.
2013
15
Additional Information
You can download success stories, articles and product
information on drive applications at www.dspace.com under
"Downloads".
Available Publications (Partial List)
16
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
Jrgen Klahold (dSPACE GmbH)
Offprint translation from

"Hanser Automotiv", Nov 2009
All Inclusive/Off-the-Shelf
Frank Mertens (dSPACE GmbH), Holger Ross

(dSPACE GmbH)

"Elektronik automotive", Oct 2009
Flexibility Can Be So Compact
Frank Mertens (dSPACE GmbH), Holger Ross

(dSPACE GmbH)

"AutomobilElektronik", Oct 2008
2013
Rapid Control Prototyping / Products
dSPACE Products
MicroAutoBox II
Compact prototyping unit for electric motor controls
n Comprehensive I/O including CAN, LIN, K/L line,
FlexRay, Ethernet, and LVDS/bypass interfaces
n Robust and compact design ideal for in-vehicle use
n IBM PowerPC running at 900 MHz
n Variant with Simulink-programmable FPGA
n AC Motor Control Solution (p. 19)
n NEW: Multistage watchdog mechanism
IBM PPC
750 GL
16 MB
local RAM
Clock/
calendar
Watchdog
USB
Connector
(LEMO)
ECU
interface
Connector
(LEMO)
ECU
interface
Connector
(LEMO)
Ethernet
I/O
interface
Connector
(LEMO)
Signal Generation/
Measurement
Signal
Conditioning
CAN/LIN/serial
module
Physical
CAN/serial
CAN/LIN/serial
module
Physical
CAN/serial
Digital I/O
(FPGA-based)
Signal
conditioning
& protection
16-channel
16-bit ADC
Signal
conditioning
& protection
4-channel
12-bit DAC
Signal driver
& protection
Signal Generation/
Measurement
Signal
Conditioning
I/O Connector
Performance
timer
Connector
(LEMO)
6 MB
communic.
memory
16 MB
flash
(non-volatile)
Local Bus/Intermodule Bus
Key Benefits
The special strength of the MicroAutoBox hardware is its
unique combination of high performance, comprehensive automotive I/O, and an extremely compact and robust
design all for a favorable price. This lets you equip several vehicles or a whole test fleet to check the reliability of your control functions. In addition to the standard
I/O, MicroAutoBox offers variants with FPGA functionality
for application-specific I/O extensions and for user-programmable FPGA applications. Moreover, there are MicroAutoBox
variants with interfaces for all major automotive bus systems:
CAN, LIN, K/L line, FlexRay, and Ethernet.
Ethernet
host
interface
64-Bit Global Bus
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.
IP module slot
(e.g., for FlexRay)
Programmable
FPGA
MicroAutoBox II
1401/1511/1512
FPGA
extension slot
Optional signal
conditioning on DS1552
or ACMC Solution
Add-On Modules1)
I/O Connector
IP module slot
(e.g., for FlexRay)
2013
17
Technical Details
Parameter
Specification
MicroAutoBox II
1401/1511
Processor
n IBM PPC 750GL, 900 MHz (incl. 1 MB level 2 cache)
Memory
n 16 MB main memory
1401/1511/1512
n 6 MB memory exclusively for communication between MicroAutoBox and PC/notebook

n 16 MB nonvolatile flash memory containing code section and flight recorder data
n Clock/calendar function for time-stamping flight recorder data
n Depending on flash application size. Measurement examples: 1 MB application: 160 ms; 3 MB application: 340 ms
Boot time
Inter
faces
Host interface
n 100/1000 Mbit/s Ethernet connection (TCP/IP). Fully compatible with standard network infrastructure. LEMO connector.
n Optional XCP on Ethernet interface to support third-party calibration and measurement tools
Real-time I/O
interface
n 100/1000 Mbit/s Ethernet connection (UDP/IP). RTI Ethernet (UDP) Blockset (optional) for read/write access.
USB Interface
n USB 2.0 interface for long-term data acquisition with USB mass storage devices. LEMO connector.
CAN interface
n 2 dual CAN interfaces; 4 CAN channels in total
LEMO connector.
Serial interface (based n 2 x RS232 interface

on CAN processor)
n 2 x serial interface usable as K/L line or LIN interface
n 2 x dual-port memory interface,
Dual-port memory
16 K x 16-bit DPRAM
interface (ECU interface)
FlexRay interface
Programmable FPGA
Analog Resolution
input
Sampling
Input voltage range
Analog Resolution
output Output voltage range
Digital
I/O
n 2 slots1) for FlexRay modules (i.e. 4 FlexRay channels)
n Xilinx Spartan-6 LX1502)
n 16 16-bit channels
n 16 16-bit channels (additional channels with DS1552)
n 16 parallel channels with 1 MSPS conversion rate

n 0 ... 5 V
n 4 12-bit channels
n 4 12-bit channels (additional channels with DS1552)
n 0 ... 4.5 V
n 0 ... 4.5 V
Output current
n 5 mA max. sink/source current
General
n FPGA-based digital I/O

n RTI software support for bit I/O, frequency, and PWM generation/measurements
Bit I/O
n 40 inputs
n
40 inputs (additional channels with DS1552)
n 40 outputs, 5 mA output current
n
40 outputs, 5 mA output current (additional channels with
DS1552)
n Input / output logic levels: 5 V or levels up to 40 V (depending on VDrive), selectable
PWM generation/
measurement
Signal conditioning
n All channels fully configurable as frequency or PWM inputs/outputs

n PWM frequency 0.0003 Hz ... 150 KHz, duty cycle 0 ... 100%, up to 21-bit resolution
n Signal conditioning for automotive signal levels, no power driver included
n Overvoltage protection
n Overcurrent and short circuit protection
Physical connections
n ZIF connector for I/O signals, mechanically secured, Sub-D connector for power supply
n LEMO connectors for 2 ECU interfaces, Ethernet I/O interface, USB interface, and Ethernet host interface
n Ethernet I/O interface for notebook/PC for program load, experiment configuration, signal monitoring and flight recorder
read-out
n Integrated Ethernet switch
Physical
Enclosure
characteristics material
n Cast aluminum box
Enclosure size n Approx. 200 x 225 x 50 mm (7.9 x 8.9 x 2.0 in)

Temperature
n Approx. 200 x 225 x 95 mm (7.9 x 8.9 x 3.8 in)
n Operating (case) temperature: -40 ... +85 C (-40 ... +185 F)

n Storage temperature: -55 ... +125 C (-67 ... +257 F)
18
Power supply
n 6 ... 40 V input power supply, protected against overvoltage, and reverse polarity
Power
consumption
n Max. 25 W
IP module slot. Can also be used for other IP modules such as an ARINC interface module (via dSPACE Engineering Services).
User-programmable via RTI FPGA Programming Blockset. Using the RTI FPGA Programming Blockset requires additional software.
1)
2013
n Max. 50 W
2)

Control of diverse AC motors
n Fast current/voltage measurements

n Control of AC motors, e.g., asynchronous motors,
brushless DC motors (BLDCs) and permanent magnet
synchronous motors (PMSMs)
n Suitable PWM generation for electric drives
n Connection of diverse position encoders
n RTI Blockset for MATLAB/Simulink
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 measurements, connecting diverse position encoders and control
ling AC motors such as ASMs, BLDCs and PMSMs. Rapid
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:
n Field-oriented control of PMSMs or ASMs
n Controlling BLDCs
n Prototyping new methods for sensorless control
n Using RapidPro Power Unit with suitable modules or
customer-specific 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 Expansion Box.
prototyping of AC motors requires fast I/O, which is fullfilled

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.
Applications
n Measurements (of phase currents and/or voltages,
and DC link currents or voltages) and ADC starts can
be synchronized to PWM signals
n 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)
n Generation of gate driver signals (center-aligned
3/6 PWMs for sinusoidal commutation or PWM signals
for block commutation or advanced customer-specific
PWM patterns)
n Synchronization of ADC measurement with centeraligned PWM signals (regular sampling)
n Model synchronization by interrupt generation at the
center position of the PWM or at user-defined motor
angles
n Trigger signal to external devices at the center position
of the PWM
2013
19
PHS Bus
DS1005/
DS1006
Control signals
or
Current signals
Piggyback module
used inside
MicroAutoBox II
DS5202
Hall / Encoder
Resolver, SSI,
EnDat
EV1048
RapidPro Power Unit

RTI Blockset
20
2013
Motor
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
users control model.
This includes:
n Control of AC motors, e.g., asynchronous motors (ASMs),
brushless DC motors (BLDCs) and permanent magnet
synchronous motors (PMSMs)
n Flexible I/O interfaces for diverse position sensors such
as hall sensors, encoders and resolvers
n Suitable PWM generation for electric drives
n Dedicated RTI Blockset for MATLAB/Simulink
n Available with MicroAutoBox variant 1401/1511/1512
Technical Data (AC Motor Control Solution for MicroAutoBox II)

Parameter
Specification
Digital input
n 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
n 24 channels, 0 ... 5 V, single-ended to generate gate driver signals, PWM synchronization signals, bit out
n Gate driver frequency 10 Hz ... 1 MHz
ADC
n 8 channels, software-configurable inpult voltage range (5 V, 15 V, 30 V), differential, 10 MSPS
DAC
n 2 channels, -10 ... 10 V (single-ended) or -20 ... 20 V (differential, reference to GND)
Resolver interface
n Max. position resolution 16 bit (depending on motor velocity). Generation of excitation signal (3,7,10 Vrms;
RS422/RS485
n SSI oder EnDat for connection of single/multi-turn encoder
excitation frequency from 2 ... 20 kHz within 250 Hz steps (software-configurable)

n 4 RS485 transceivers (Endat or SSI Interface)
Power Supply for sensors
n 12 V: max. 50 mA
n 5 V: max. 50 mA (use the MicroAutoBox II VSENS-PIN for currents up to 250 mA)
Scope of Delivery (AC Motor Control Solution

for MicroAutoBox II)
n I/O piggyback module for AC motor control applications
n FPGA firmware for AC motor control applications
n Simulink interface for AC motor control applications
2013
21
RapidPro Hardware
Electric drive power stages
n Scalable, modular, and configurable system architecture
n Compact and robust enclosure
n For in-vehicle, laboratory, and test bench use
n Comprehensive software support
n Application-specific configurations for common
application areas
Power Stages for Electric Drive Applications

Especially in the rapid prototyping phase, versatile power
stages are required for driving different electric motors. Ideally, 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 implementation of such circuits can be an expensive and time-consuming
task. Configuring the power stage hardware later on during

the course of a project also usually involves a lot of work. The
flexibility 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 efficiency.
RapidPro Modul Examples1)

Power Stage
Description
Module (PS Module)
PS-HSD 6/1
n
n
n
n
n
n
n
n
n
n
PS-HCFBD 1/2
n
n
n
n
n
n
n
n
n
PS-HCHBD 2/2
n
n
n
n
n
n
n
22
n
n
2013
n
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 s
Load failure diagnosis
Current measurement with hardware-adjustable low-pass filter (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
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 (Tambient= 25 C, filter 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 filter (1st order)
Internal free-wheeling diodes
Protection against: short circuit, overtemperature, and overvoltage
Load failure diagnostics
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 filter (1st order) for each channel
Internal free-wheeling diodes
Protection against short circuit, overtemperature, and overvoltage
Load failure diagnostics
Further signal conditioning and power stage modules available.
DS1103 PPC Controller Board

Powerful controller board for rapid control prototyping
n Single-board system with real-time processor
and comprehensive I/O
n CAN interface and serial interfaces ideally suited
to automotive applications
n High I/O speed and accuracy
n PLL-driven UART for accurate baud rate selection
Application Areas
The DS1103 controller board is designed to meet the requirements of modern rapid control prototyping and is highly
suitable for applications such as:
n Automotive controllers
n Electric motor control
n Robotics
n Positioning systems and stepper motors
n Active vibration control
Key Benefits
The DS1103 is an all-rounder in rapid control prototyping. 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 numerous actuators and sensors. Used with Real-Time Interface
(RTI), the controller board is fully programmable from the
Simulink block diagram environment. You can configure
all I/O graphically by using RTI. This is a quick and easy way
to implement your control functions on the board.
An integrated Infineon CAN microcontroller makes the

board an attractive tool for automotive and automation
applications.
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 bitI/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.
2013
23
Technical Details
Parameter
Specification
Processor
Memory
A/D converter
PowerPC Type
n PPC 750GX
CPU clock
n 1 GHz
Local memory
n 32 MB application SDRAM as program memory, cached
Global memory
n 96 MB communication SDRAM for data storage and data exchange with host
Channels
n 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.)
n 4 parallel channels each equipped with one sample & hold A/D converter
n Note: 8 A/D converter channels (4 multiplexed and 4 parallel) can be sampled simultaneously.
Resolution
n 16-bit
Input voltage range
n 10 V
Overvoltage protection
n 15 V
Conversion time
n Multiplexed channels: 1 s1)

n Parallel channels: 800 ns1)
D/A converter
Digital I/O
Channels
n 8 channels
Resolution
n 16-bit
Output range
n 10 V
Channels
n 32-bit parallel I/O

n Organized in four 8-bit groups
n Each 8-bit group can be set to input or output (programmable by software)
Digital incremental
encoder interface
Channels
n 6 independent channels
n Single-ended (TTL) or differential (RS422) input (software programmable for each channel)
Position counters
n 24-bit resolution
n Max. 1.65 MHz input frequency, i.e., fourfold pulse count up to 6.6 MHz
n Counter reset or reload via software
Encoder supply voltage
n 5 V/1.5 A
n Shared with analog incremental encoder interface
Analog incremental
encoder interface
Channels
n 1 channel
n Sinusoidal signals: 1 Vpp differential or 11App differential (software programmable)
Position counters
n < 5 resolution
n 32-bit loadable position counter
n Max. 0.6 MHz input frequency, i.e., fourfold pulse count up to 2.4 MHz
CAN interface
Configuration
Serial interface
Configuration
n 1 channel based on SAB 80C164 microcontroller

n ISO DIS 11898-2 CAN high-speed standard
n TL6C550C single UART with FIFO
n PLL-driven UART for accurate baud rate selection
n RS232/RS422 compatibility
Baud rate
n Up to 115.2 kBd (RS232)

n Up to 1 MBd (RS422)
Slave DSP
Type
n Texas Instruments TMS320F240 DSP
I/O channels2)
n 16 A/D converter inputs

n 10 PWM outputs
n 4 capture inputs
n 2 serial ports
n Plug & Play support
Host interface
n Requires a full-size 16-bit ISA slot
Physical
characteristics
2013
n 340 x 125 x 45 mm (13.4 x 4.9 x 1.77 in)
Ambient temperature
n 0 50 C (32 122 F)
Cooling
n Passive cooling
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.
2)
The exact number of I/O channels depends on your configuration and is described in the user documentation.
1)
24
Physical size
Technical Data (AC Motor Control Solution for PHS-bus-based systems)

Parameter
Specification
Digital input
n 8 channels, 0 ... 5 V, differential or single-ended. Default: 3 x single-ended for Hall sensor, 3 x differential for
Digital output
n 10 channels, 0 ... 5 V, single-ended; 6 gate driver signals, 4 generic digital outputs (e.g. PWM synchronization
incremental encoder, 2 x single-ended for bit in, frequency and duty cycle measurement
signals or bit out), optional: 12 additional gate driver signals with ACMC PWM Extension Board
n Gate driver frequency 10 Hz ... 1 MHz
ADC
n 8 channels, software-configurable inpult voltage range ( 5 V, 15 V, 30 V), differential, 10 MSPS
DAC
n 2 channels, -10 ... 10 V (single-ended) or -20 ... 20 V (differential, reference to GND)
Resolver interface
n Max. position resolution 16 bit (depending on motor velocity). Generation of excitation signal (3,7,10 Vrms);
RS422/RS485
n SSI oder EnDat for connection of single/multi turn encoder
excitation frequency from 2 ... 20 kHz within 250 Hz steps (software-configurable)

n 4 RS485 transceivers (Endat or SSI Interface)
Power supply for sensors
n 5 V and 12 V, 140 mA
Scope of Delivery (AC Motor Control Solution

for PHS-bus-based systems)
n FPGA Base Board
n I/O piggyback module for AC motor control applications
n FPGA firmware for AC motor control applications
n Simulink interface for AC motor control applications
n Bracket for connecting I/O and mating connectors
2013
25
DS5203 FPGA Board

FPGA programmable per application
n Completely user-programmable via RTI FPGA
Programming Blockset
n Utilizes the Xilinx System Generator (XSG) Simulink
Blockset
n Offline Simulation in Simulink
n Basic set of I/O drivers on board, I/O extendable
by piggyback modules
26
Purpose
The DS5203 FPGA Board can be adapted to various tasks,
so you can react flexibly to tougher requirements like signal
conditioning, using new interfaces, or speeding up model
parts. FPGAs are especially useful for relieving the processor board of tasks such as signal preprocessing during ECU
development.
Application Areas
Running at 100 MHz, the DS5203 board is ideal for application fields like engine knock, cylinder pressure analyses and
electric drive projects. The DS5203 works together closely
with application-specific 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 processor board and the DS5203 together. You can test the
interaction between the processor application and the FPGA
application in offline simulation before implementing them
on the real-time hardware. This enables you to react flexibly
to new requirements such as new interfaces or having to
accelerate the execution of submodels.
You can also use the RTI FPGA Programming Blockset Handcode Interface to program the DS5203.
Two Variants
The DS5203 is available with two different FPGAs:
n 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.
n 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 multiplication.
2013
Technical Details
Specification
Parameter
DS5203 LX50
DS5203 SX95
General
n User-programmable FPGA
FPGA
n Xilinx Virtex-5 LX50T-1C
n Xilinx Virtex-5 SX95T-2C
n Logic cells: 46080 (Virtex-5 slices: 7200;
n Logic cells: 94298 (Virtex-5 slices: 14720;
DSP slices: 48)

n Distributed RAM:480 kBits
n Block RAM:2160 kBits
n Distributed RAM:1520 kBits
DSP slices: 640)

n Block RAM:8784 kBits
n 100 MHz
Device timing
Digital I/O
n 16 channels, usable as input or output
Input
n Maximum input voltage 15 V

n Digital input: Threshold adjustable for each channel from 1 V to 7.5 V
Analog I/O
Output
n Digital output: Push-pull drivers; one output voltage can be selected for all channels: 3.3 V or 5 V
Input
n 6 channels
n Resolution 14-bit pipelined
n Sampling rate 10 MSPS
n Input voltage range selectable for each channel: 5 V or 30 V
Output
n 6 channels
n Resolution 14-bit
n Update rate 10 MSPS
n Output voltage range: 10 V
n Slot for one I/O module for extending the analog and digital I/O
Further interfaces
n Connection for the APU (angular processing unit) bus
Physical characteristics
Physical size
n 340 x 125 x 15 mm (13.4 x 4.9 x 0.6 in)
Ambient temperature
n 0 ... 55 C (32 ... 131 F)
Power supply
n +5 V 5%, 2.5 A
n +12 V 5%, 0.7 A
n -12 V 5%, 0.1 A
Relevant Software and Hardware

Software
Required
n Real-Time Interface (RTI)

n RTI FPGA Programming Blockset FPGA Interface
n RTI FPGA Programming Blockset Handcode Interface
n Xilinx ISE Foundation and System Generator for DSP
Optional
n XSG Electric Components Library

n XSG Utils Library
n XSG ACMC Library
Hardware
Optional
n DS5203M1 Multi-I/O Module

n EV1099: Resolver SC Module for DS5203
2013
27
DS5203M1 Multi-I/O Module

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.
Technical Details
Parameter
Specification
Digital I/O
Input
n Maximum input voltage: 15 V

n Threshold for each channel adjustable from 1 V to 7.5 V
Output
n Push-pull drivers
n One output voltage can be selected for all channels: 3.3 V or 5 V
Analog I/O
Input
n 6 channels
n Resolution 14-bit pipelined
n Sampling rate 10 MSPS
Output
n 6 channels
n Resolution 14-bit
n Update rate 10 MSPS
Sensor supply
n Adjustable
n 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 applications, such as transformers for resolver simulation.
Additional features:
n Configurable audio transformer for each of
the 6 DAC channels
n Switchable 220 resistor for each of
the 6 ADC channels
28
2013
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.
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.
Technical Details
n Modular system supporting 6 to approx. 200 cells,
installable in a vehicle
n Intersil ISL78600 BMS IC
n Cell voltage measured with 3 mV accuracy
n User-defined sampling rate (max. 1 kSPS)
n Plug-on modules for quick replacement of balancing
resistances. Resistance values up to 10 Ohm
n S-function-based Simulink blockset (RTI Ethernet
(UDP) blockset additionally required)
n Two balancing modes:
n Manual mode with full user control
n Configurable automatic mode
n Synchronized battery cell measurement
n Comprehensive error detection features
n Isolation monitoring device connectable to each
EV1093
For the emulation of high-voltage batteries, please

refer to the EV1077 Battery Cell Voltage Emulation
Board (p. 52).
2013
29
Testing with Hardware-in-the-Loop Simulation

Advantages of HIL Simulation
After the ECU functions have been developed and implemented 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 ECUs 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 powerful 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 unlike 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.
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:
n Function tests are possible at an early development
stage, even before all parts are available in reality

n Laboratory tests reduce time and costs and take place
under controlled conditions

n Failures, and the ECUs behavior in what are normally
dangerous situations, can be tested with no risk for

the driver or the controlled machine.
n The tests are reproducible and can be automated
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:
n High power level
n High dynamics
n Special I/O, e.g., for encoders and resolvers
n Electric power level: Simulation of the electric motor
and the mechanical environment

n Production ECU can be used
n Full access to the model
n Motor parameters can be set flexibly within
n Signal level: Simulation of the power electronics,
a certain power range
the electric motor, and the mechanical environment
30
n Very scalable, as parameters can be set flexibly
n Mechanical level: Simulation of the mechanical
regardless of power level

n Full access to the model
n ECU must be opened
environment
n Testing of mechanical parts
2013
Hardware-in-the-Loop Simulation
ECU
3 Phase
Voltages
Electric
Motor
Controller
Transmission
Power
Converter
Vehicle
Application
Current Signal
Application
Controller
Position Signal
Controller
Power Stage
Electric Motor
Mechanics
Signal Level
Electric Power Level
Mechanical Level
Sensor Signals
Battery Simulation
dSPACE offers special hardware and software for battery
simulation:
n Real-time hardware for HIL tests with high voltage
accuracy and galvanic separation
n Simulation models for lithium-ion batteries and
nickle-metal hydride batteries for realistic battery
management tests
For further product information, please see:

n DS5203 FPGA Board (PHS-bus only), page 26
n Electric Motor HIL Solution (PHS-bus only), page 40
n Programmable Generic Interface, page 47
n Electrical Load Modules, page 48
n Battery Cell Voltage Emulation, page 52
Simulation Models
For real-time simulation of an electrical system, dSPACE
provides the ASM Electric Components Library for processorbased 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 controller, 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.
n ASM Electric Components Model, page 54

n XSG Electric Component Library, page 56
n XSG Utils Library, page 57
n JMAG-RT Parameterization Support, page 58
n DS2655 FPGA Base Module (SCALEXIO only), page 45
2013
31
Hardware-in-the-Loop Simulation / Use Cases
Use Cases
Simulating Brushless DC Motors at Electric Power Level
Task
Drives with brushless direct current (BLDC) motors are popular because they are simple and robust. Often they are operated without any position sensors like Hall sensors and are
used in continuously running pumps, electric fuel pumps,

selective catalytic reduction (SCR) systems, and so on.
Stator windings
Stator
Permanent
magnets
zA+
hA
hB
C
Rotor
Hall sensors
hC
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 simulation 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 emulation and also a voltage emulation.
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
32
2013
iA
iB
iC
hA
hB
hC
zB+
zC+
UD
zA-
zB-
zC-
commutation logic
Testing a Servocontroller at Signal Level

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 servocontroller 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-consuming modifications to the test system, simulation models
are used. They have to be as precise as possible.
L3
L2
L1
Network
Interface
Hiperface
Encoder
EnDat 2.1
Encoder
SSI
Encoder
Encoder
TTL Encoder
START
RESET
QUICKSTOP
ENABLE
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.
Power Supply
ANALOGIN1
ANALOGIN2
work with various configurations of motors, power stages,

sensors and bus systems. A wide range of configurations
have to be tested.
Resolver
Resolver
U
V
W
LL+
D.C. link
Braking
resistor
RB
Example application: either the servo controller or the electric motor

can be simulated with dSPACE Simulator.
2013
33
Simulating Electric Power Steering Systems

at Electric Power Level
Task
Electric power steering (EPS) systems support the driver during steering. A torque sensor measures the steering movement and sends this data to the EPS ECU, which causes
the EPS electric motor to support and enforce the movement. 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 simulation for the motor. This solution is quite flexible and can
be adapted quickly: for example, to simulate different motor 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 components 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.
Node #1:
ESP HIL
Real
Sensor
Cluster
ESP ECU
ASM Driver,
Maneuver
Scheduler
ASM Traffic
CAN
Gateway for
Sensor
Cluster
I/O for ESP
ASM
(e.g. Gasoline,
Transmission)
ASM Vehicle
Steering
System
Node #2: EPS HIL

Fast
Tasks
DS5380
FEPS
xRod
xRod
iEPS
TEPS
wEPS
iEPS
Electric Motor
Simulation
iEPS
DS5203 with XSG EC models
I/O for VSD
Brake
Hydraulics
EPS
ECU
Position Sensor
Simulation
MDoF
Vehicle
Dynamics
APU
eEPS
VSD
(Valve Current
Detection)
Electronic Loads
T Sensor
DS5203
Torque Sensor
Simulation
Overall integration of EPS electric motor simulation at electric power level, together with an HIL simulation for an ESP.
34
2013
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
steering system is integrated into the vehicle that developers can actually experience it. As this subjective impression
is very important and the integration process is expensive,
another approach is needed.
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.
Driving simulator
Steering wheel
angle
Steering torque
Optical
feedback
Visualization
Solution
dSPACE combines a HIL steering test bench and a static driving simulator that enables pre-calibration on a virtual experimental vehicle. The test apparatus consists of the real steering 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 Automotive 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 monitors representing the outside and
EPS test system with HIL
inside rear-view mirrors. The sensation of driving is further intensified
by road and engine noises.
Torque
interface
The system is used not only to investigate and adjust steering systems,
but also to run driver assistance systems such as lane departure warning
Rack
Rack
systems.
force
position
Vehicle simulation
Vehicle
response
Accelerator and brake pedal positions
Functional diagram of the HIL steering

test bench driving simulator and the
camera HIL.
2013
35
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 electric direct current (DC) motors, one for the clutch and one
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.
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 current of the DC motors.
Solution
A dSPACE hardware-in-the-loop simulator is equipped
with a DS2211 HIL I/O Board, which provides various interfaces 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 emulate the electric motors. To test the ECU's behavior during 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).
36
2013
Simulation for Battery Management Systems
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
Relay control
CAN restbus simulation
BMS
Electric I/O
Temperature
sensor
simulation
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:
n Broken wires
n Short circuits
n Loose contacts
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.
DS1006
Switch (relay)
High voltage
measurement
High voltage
simulation
Isolation monitoring
Isolation fault
simulation
CAN
CE 1 ... n
LVDS
I/0
Cell voltage/temperature simulation

Failure simulation
Failure simulation
CAN
DS4121
DS2211
PHS bus
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 optimal operation conditions for good performance and long
battery life.
DS4302
Failure simulation
BMS: Battery Management System
CE: Cell ECU
LVDS: Low Voltage Differential Signaling
Example of a HIL simulation setup for a battery management system.
2013
37
Testing ECU Networks of Hybrid Electric Powertrains

Task
A hybrid electric powertrain typically contains several networked 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.
Solution
For hardware-in-the-loop simulation, you can connect all
existing powertrain ECUs with the HIL simulator. The simulator 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
configured for various applications. All known hybrid vehicle
versions and ECU or CAN configurations are possible.
For integration testing, a hybrid electric powertrain simulator
Powertrain CAN
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 simulation 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
fiber-optic cable and 1.25G bit/s technology provides very
fast information exchange.
Hybrid CAN
Transmission
Engine
Electric Motor
Battery
Transmission
ECU
Engine
ECU
E-Motor
ECU
Valve
Drawer
Hybrid
EPS
Powertrain
ECU
ECU
Battery
Management
System
Load FIU
Node #1
38
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-specific ECUs
are usually connected to the hybrid CAN.
2013
Gigalink
Gigalink
Node #2
Node #3
Extension
by further
racks and
ECUs
to full
Virtual
Vehicle
Node #X
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 fr Hardware-in-the-Loop-Simulation
Dr. Thomas Schulte (HS OWL), Axel Kiffe (HS OWL),

Frank Puschmann (dSPACE GmbH)
SPS IPC Drives 2012, Nrnberg,

Sep 2012
Hardware-in-the-Loop-Testing of Battery Management Systems
Dr. Claus Abicht (dSPACE GmbH, ), Markus Ploeger HDT, Mnchen, Apr 2012
(dSPACE GmbH), Joerg Bracker (dSPACE GmbH), Dr.
Hagen Haupt(dSPACE GmbH)
Concept of a New Hardware-in-the-Loop Driving Simulator for

the Model-Based Design of Mechatronic Steering Systems
Steffen Stauder (University Kaiserslautern), Prof.

FKFS Symposium, Stuttgart,
Dr. Steffen Mller (University Kaiserslautern),
Mar 2012
Markus Ploeger(dSPACE GmbH), Andre Lehnsmeier
(dSPACE GmbH)
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

Automobil Elektronik, Oct 2011
HIL-Prfstand zum Test von Batterie-Management-Systemen

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, Nrnberg,
Nov 2010
Real-Time Simulation of Electric Drives by Electronic LoadEmulation
Dr. Thomas Schulte (dSPACE GmbH), Jrg Bracker

(dSPACE GmbH)
IFAC Symposium, Munich,

Jul 2010
Electric Motors: Hardware-in-the- Loop Testing at Full Power
Nils Holthaus (dSPACE GmbH), Markus Plger

Automobil-Elektronik, Feb 2010
(dSPACE GmbH), Dr. Thomas Schulte (dSPACE GmbH)
Hardware-in-the-Loop: The Technology for Testing Electronic

Controls in Automotive Engineering
Dr. Peter Wltermann (dSPACE GmbH)
Hardware-in-the-Loop Simulation for Hybrid Electric Vehicles
Syed Ali (dSPACE Inc), Amanjot Dhaliwal (dSPACE Inc), SAE World Congress, Apr 2009
Shreyas C. Nagaraj (dSPACE Inc)
HIL Simulation for Mechatronic Automotive Electronic Control

Units: Current applications in vehicle dynamics and electric
power steering
Andreas Filgerdamm (dSPACE GmbH), Markus

Plger (dSPACE GmbH), Dr. Thomas Schulte
(dSPACE GmbH)
Elektronik automotive, Mar 2009
HIL Simulation for Mechatronic Automotive Electronic Control Units Andreas Filgerdamm (dSPACE GmbH), Markus
Plger (dSPACE GmbH), Dr. Thomas Schulte
(dSPACE GmbH
Elektronik automotive, Mar 2009
6th Paderborn Workshop

"Designing Mechatronic
Systems", Paderborn, Apr 2009
Hardware-in-the-Loop Test Systems for Electric Motors

in Advanced Powertrain Applications
Dr. Thomas Schulte (dSPACE GmbH), Dr. Herbert

SAE World Congress, Apr 2007
Schtte (dSPACE GmbH), Dr. Andreas Wagener
(dSPACE GmbH), Dr. Peter Wltermann (dSPACE GmbH)
Test elektrischer Antriebe fr Hybridfahrzeuge mittels Hardwarein-the-Loop Simulation
Jrgen Klahold (dSPACE GmbH), Dr. Thomas Schulte HDT, March 2007
(dSPACE GmbH), Dr. Andreas Wagener
(dSPACE GmbH)
2013
39
Hardware-in-the-Loop Simulation / Products
dSPACE Products
EMH Solution
Electric motor hardware-in-the-loop simulation
n High-precision digital capturing of
3-phase PWM signals
n Fast signal measurement and analysis
n Simulation of various position sensors
n High timing resolution
n Various additional multipurpose signals
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 highprecision 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 channels, and enables efficient testing of electronic control units
(ECUs) for electric motors on a single I/O board.
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.
40
2013
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 signals (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.
The current feedback signals for the ECU can be simulated

by using the boards fast analog output channels. For position 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 APUs sample time is 12.5 ns, it provides
a position signal with a high timing and angular resolution.
PHS bus
DS1005/DS1006
DS5202
Gate control signals
I/O module
Current signals
ECU
Hall/encoder
RTI Blockset
Resolver
PWM Measurement
Features
n Measuring duty cycles and periods of up to 16 PWM
signals
n Separate access by groups of 8 channels via Simulink
interface; capture mode adjustable independently for
each group
n Evaluating dead time between adjacent channels
n Generating interrupts and triggers to external devices at
the center position of the PWM period
n Oversampling and downsampling for interrupt generation

n Using an external trigger as a latch source for the time
measurement and interrupt for the real-time model
n 8 channels can alternatively be used as general purpose
inputs (digital or PWM inputs)
n High timing resolution
n Adjustable debounce time
Position Sensor Simulation

Key Features
n 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
n Different sensor types are possible:
n
A
nalog type: resolver, sinus encoder, user-defined
waveform
n
D
igital type: TTL encoder, Hall position sensors,
user-defined waveform
n Protocol type: SSI, Hiperface or EnDat sensor simulation

n All sensor simulation groups can be arbitrarily allocated
to up to four independent simulated shafts (APUs)
n Resolver failure simulation (please refer to PSS solution)
n APU-angle-dependent arbitrary waveform generation
n High precision and high timing resolution
n Onboard signal conditioning
n Full differential I/O for all analog signals
2013
41
Analog Sensors
Resolver:
n Number of pole pairs
n Output mode
n Direct (single-ended)
n Direct (differential)
n Transformer (standard)
n Amplitude of excitation signal
n Transformation ratio
Sinus encoder:
n Lines per revolution
n Output mode
n Direct (single-ended)
n Direct (differential)
n Amplitude of output voltage signal
n DC offset of output signal
n Default or user-defined index signal
User-defined waveform:
n Separate waveform definition for each of the three
analog channels
n Waveform repetition per revolution
n DC offset
Digital Sensors
TTL encoder:
n Lines per revolution
n Default or user-defined index signal
Hall encoder:
n Number of pole pairs
n Start and end positions of pulse for all three digital
channels separately
User-defined waveform:
n Waveforms per revolution
n Waveform definition for each of the three digital
channels separately
42
2013
Protocol Sensors
SSI Encoder:
n Data frame length
n Monoflop time
n Bit code
n Type of parity bit
n Number of multiturn bits
n Definition of data frame
Hiperface Encoder:
n Baud rate
n Type of parity bit
n Driver active time
n Pause time
n Bus dead time
n Enable parameter channel
EnDat Encoder:
n Data frame length
n Recovery time
n Calculation time
n Bit code
n Enable memory access
n Memory access time
Multipurpose Channels
Features
n 7 analog output channels
n 6 analog input channels (2 channels shared with resolver
simulation)
n 10 digital outputs
n 3 digital and PWM outputs (shared with position sensor

simulation)
n 1 digital input; 16 digital/PWM input (freely accessible
to each of the 16 center aligned input channels)
n 1 RS485 interface for LTi ServoOne TWINsync interface
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)
n FPGA programmable per application
n Completely user-programmable via RTI FPGA Programming Blockset
n Utilizes the Xilinx System Generator (XSG) Simulink Blockset
n Offline simulation in Simulink
n Basic set of I/O drivers on board, I/O extendable by piggyback modules
2013
43
Technical Data for PWM Measurement

Parameter
Specification
Timing resolution
n 12,5 ns
Frequency range
n Max. frequency range 39 Hz ... 2 MHz
Digital inputs
n 16 channels: maximum input voltage +5 V, overvoltage protection 50 V
Technical Data for Position Sensor Simulation

Parameter
Specification
Timing resolution
n 12,5 ns digital / 100 ns analog
Angular precision (APU)
n 32 bits
Angular precision (resolver)
n 0.1 (depending on the settings)
Delay for resolver feedback signals
n Min. 1.6 s (adjustable up to 400 s)
Resolution of analog input signals
n 14 bits (10 MSPS)
Resolution of analog output signals
n 12 bits (10 MSPS), based on the user-specified voltage range (10 MSPS)
Analog input range
n 30 V differential, 15 V single-ended, overvoltage protection 50 V
Analog output range

Digital output
n 20 V differential, 10 V single-ended, overvoltage protection 50 V
Encoder
n 5 V, TTL, max. 40 mA, overvoltage protection 50 V
Independent angle- n 5 V, TTL, max. 40 mA, overvoltage protection 50 V

based signals
Technical Data for Multipurpose Channels

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

n 1 channel: 0 ... 10 V, 14-bit (1 MSPS), overvoltage protection 50 V
Analog inputs
n 3 channels: inpult voltage range (30 V ), differential, 14-bit (10 MSPS), overvoltage protection 50 V
n 1 channel: inpult voltage range (30 V ), differential, 16-bit (1 MSPS), overvoltage protection 50 V
Digital outputs
n 13 channels: 5 V, TTL, max. 40 mA, overvoltage protection 50 V, (3 channels shared with position sensor
simulation)
Digital inputs
n 1 channel: 0...+20 inpult voltage range, threshold adjustable from 1V to 8.5V, overvoltage protection 50 V
n 16 channels: 0...+20 inpult voltage range, up to 80MHz PWM measurement, threshold adjustable from 1V
to 8.5V, overvoltage protection 50 V

RS485
n SSI sensor simulation

n Optionally: Hiperface or EnDat sensor simulation
n
LTi ServoOne TWINsync Interface (to control a ServoOne inverter by dSPACE real-time hardware)
n PWM control
n Torque control
n Speed control
n Position control
Scope of Delivery
n FPGA Base Board
n I/O piggyback module for DS5202 EMH applications
n Slot module for DS5202 EMH applications
n FPGA firmware for DS5202 EMH applications
n Simulink interface for DS5202 EMH applications
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2013
DS2655 FPGA Base Module

I/O board with user-programmable FPGA for use in SCALEXIO Systems
Highlights
n User-progammable FPGA
n Flexible board for special I/O solutions
n Up to 5 piggyback modules for I/O can be added
Application Area
The DS2655 FPGA Base Module has been designed for
SCALEXIO HIL applications that require very fast, highresolution signal processing, for example:
n Hybrid vehicle applications
n Electric drive applications
n Wind energy converters
n Processor-based electric motor simulation
n FPGA-based electric motor simulation
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
ConfigurationDesk.
You can test the program in offline simulation before implementing it on the real-time hardware. This enables you to
react flexibly to new requirements, such as new interfaces
or having to accelerate the execution of submodels. The
DS2655 works together closely with application-specific
XSG model libraries (p. 56/57).
Key Benefits
The DS2655 includes a powerful, freely programmable fieldprogrammable gate array (FPGA), the Xilinx Kintex-7 160T.
To include I/O channels, you connect up to five I/O modules
to the board.
Failure simulation can be added for each I/O module by
using an additional FIU module.
DS2655M1 I/O Module

The DS2655M1 is a piggyback module for the DS2655 FPGA
Base Module. It contains the digital and analog I/O channels needed for electric drives applications.
2013
45
Technical Details DS2655

Parameter
Specification
General
n User-programmable FPGA
FPGA
n Xilinx Kintex-7 160T

Logic cells: 162240 (DSP slices: 600)

Distributed RAM:480 kBits

Block RAM:11700 kBits
Connector for I/O modules
n 5
Device timing
n 125 MHz
Internal communication interface
n IOCNET
Physical size
n 205 x 100 x 20 mm (8.1 x 3.9 x 0.8 in)
Power supply
n 24 V
Technical Details DS2655 M1

Parameter
Specification
Digital I/O
Input
n Maximum input voltage: 15 V

n Threshold for each channel adjustable from 1 V to 7.5 V
n Push-pull drivers
Output
n One output voltage can be selected for all channels: 3.3 V or 5 V
Analog I/O
Input
n 5 channels
n Resolution 14 bit
n Sampling rate 4 MSPS SAR
n 5 channels
Output
n Resolution 14 bit
n Update rate 7,8125 MSPS
n Adjustable
Sensor supply
n Output voltage range: 2 V to 20 V
Physical size
n 208 x 100 x 18 mm (8.2 x 3.9 x 0.7 in)
Power supply
n 24 V
Relevant Software
Software
Required
n RTI FPGA Programming Blockset FPGA Interface

n ConfigurationDesk Implementation Version (SCALEXIO)
n Xilinx ISE Design Suite WebPACK and System Generator for DSP (only for blockset) or Xilinx ISE Design Suite DSP / System Edition
Optional
n RTI FPGA Programming Blockset Handcode Interface

n XSG Electric Components Library
n XSG Utils Library
46
2013
Programmable Generic Interface (PGI1)

n Generic interface box to connect sensors and actuators
to dSPACE rapid prototyping systems via diverse serial

interfaces and protocols
n Emulation of sensor signals (e.g. of yaw rate or crash
sensors) with hardware-in-the-loop (HIL) simulation
Hardware Details
n Highly flexible adaptation to customer requirements
via piggyback modules and programmable FPGA
n Decentralized connection of sensors and actuators
to dSPACE systems via 250 Mbit/s LVDS interface
Software Details
n Configurable via Simulink Blockset
Available Solutions
n SPI Master Solution (supports up to 4 masters) and
SPI Slave Solution (supports up to 16 slaves), including
Simulink blocksets
n IC Master/Slave Solution (supports up to 16 masters
and 256 slaves), including Simulink blockset
SPI and I2C Master Solution

In battery management systems, the sensors for cell voltage,
current and temperature are often connected to the microcontroller 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-theloop (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.
n Interface for direct coupling of dSPACE real-time

platforms with LTi Drives servo controllers
(LTi TWINsync protocol) including Simulink blockset
n PSI5 Master/Slave Solution (supports up to
4 masters and 10 slaves), including Simulink blockset
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:
n In-vehicle prototyping
n Electric motor HIL simulation on mechanical benches
with linear and rotary motion load motors, e.g., for
electric power steering
2013
47
Electronic Load Modules

DS5380 Electronic Load Module (Voltage Range: 30 V)
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
Key Features
n Current sink and source capability
n High-speed current regulation ideal for loading PWM
power stages
n Simulation of current ripple
n Different types of electric motors
n Remote-controlled by standard 10 V analog signals
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.
Technical Details
The DS5380 Electronic Load Module contains two independent load channels which can control a unipolar current
through its output stage. It provides high-speed current
regulation of less than 5 s. Each module can provide continuous 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 motor 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).
48
2013
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 motors. Highly dynamic switching between the current and
voltage control modes enables emulation of floating brushless 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 running 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 application 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 different modes:
n Current control mode (typically for motor applications,
not BLDC motors)
n Voltage control mode (general-purpose applications)
n 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).
2013
49
DC-link+
Microcontroller +
MOSFET driver
FPGA + MOSFET driver
E-load
type-B
Battery
ECU
DC-link-
dSPACE host system
ECU diagnostics
DS5831 Electronic Load Module
50
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
2013
Electronic Load Module (Voltage Range: up to 800 V)

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 mapping 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
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 simulations
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).
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 restrictions 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 suitable for the HIL simulation of current and future electrical
drive systems.
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 representation of the torque and
the power is possible.
Any desired hybrid
and electrical vehicle
configuration can be
simulated by using different electric motor
models in conjunction
with variable drivetrain
models (for example,
Automotive Simulation
Models from dSPACE).
The concept
is also suitable for various industrial
HIL applications.
2013
51
EV1077 Battery Cell Voltage Emulation Board

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.
Emulation Electronics Setup

Cell voltage emulation is performed with several EV1077s.
The number of these controllable buffer amplifier boards
is configured 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
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 s. 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 sufficient for the usual balancing currents. For special 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.
Technical Data
EV1077 Battery Cell Voltage Emulation Board1)
Hardware structure
n 32 cells per 19" 3-HE module
Output voltage
n 0 ... 6 V
Resolution
n 120 V
Precision (across working temperature range)
n 1.5 mV
Working temperature (environment)
n 10 ... 50 C
Maximum current (sink/source)
n 1 A, switchable in parallel
Isolation
n 60 V between the cells of a module

n 1000 V between cell and environment
Connection
n Ethernet, e.g., as interface to SCALEXIO
Maximum update rate for all cells
n 1 kHz
Fault simulation
n Broken wire between ECU and battery

n Broken wire between cells (cell connectors)
1)
52
Technical modifications possible.
2013
Electric Components Simulation

Real-time models for simulating vehicle electronics and traction systems
Simulation Packages and Models
n Electric components including drives and batteries
n 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 connection 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.
2013
53
ASM Electric Components Model

Simulating automotive electrical systems and electric drives
Main Model Components
n
Battery
n
Multicell battery
n
Starter
n
Alternator
n
Loads
n
Electric motors (DC, BLDC, PMSM,
asynchronous AC induction motor)
n
Controllers
n
Various auxiliary blocks
n
Three-level inverter
Simulation Model Characteristics

ASM Electric Components provides models for the realtime simulation of a vehicles 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 consists 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 at a Glance
n
Ready-to-use components with automotive features
n
Prepared for testing battery management controllers
n
Simulated battery voltage as set point for HIL power supply
n
Simulation of electric drive components and power electronics in a closed loop with ECU
n
Simulation of hybrid powertrain together with ASM
engine simulation models
n
Variable sample times for pulse width modulated (PWM)synchronous calculation
n
Simulation of a complete automotive electrical system
n
Graphical parameterization in ModelDesk
n NEW: PMSM machines with current-dependent inductances
n
NEW: Parallel connectivity of battery modules
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.
More detailed information available
n Product Brochure: ASM Electric Components Model
n www.dspace.com/asm
Electric
Motor
Transmission
AC/DC
3-Phase
Power
Converter
Schematic of a basic electrical system.
54
2013
Battery
Schematic of a hybrid powertrain system.
ASM Multi Cell Model

To simulate high voltage batteries like Li-ion batteries consisting 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-
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 cells voltage from the reference voltage. The capacity, initial charge state and deviation
from the reference value of the internal resistance can be
specified for each cell.
Terminal current
of battery
Reference cell
model provides
reference terminal
voltage
Terminal voltage
of reference cell
fects such as internal resistance, diffusion and double-layer

capacity can be parameterized. The charge state model deals
with the cells charge and discharge currents, and also with
leakage currents such as those caused by gassing effects in
the charging of NiMH cells.
Components and Characteristics

n Real-time capable simulation of multiple battery cells
n Complexity of the model independent of the number of
cells
n Parameterization for Li-Ion, NiMH, Pb, etc.
n Individual physical effects such as internal resistance,
diffusion and double-layer capacity
n Supports charge, discharge, and leakage currents
n Online and offline simulation
n Supports dSPACEs cell voltage emulation hardware
n Graphical parameterization in ModelDesk
n Supports simulation of serial and parallel connected
battery modules
EV1077
ECU
battery
management
Vcell
I bal
C1
C2
Reference resistance
and charge state
C4
Voltage differences
of cells
The ASM cell model consists of a reference cell model, and a delta
model that computes the deviation of each individual cells voltage
from the reference voltage.
CAN
bus
EV1077
C5
C6
Vehicle ECUs
C7
C8
ASM Multi Cell Model
Balancing current
C3
Cell module
Delta model
for calculating
deviations in cell
voltage based on
individual parameters
Terminal
voltages of
cells
Simulator
Cell voltage emulation with high-precision voltage amplifiers

(EV1077, p. 52) controlled by the ASM Multicell Model.
2013
55
XSG Electric Component Library

Plant Models for FPGA-based Simulations
n Simulation of extremely time-critical applications
n Support of very high oversampling rates
n Direct I/O access
n Open models
Application Examples
Some electric motor control applications demand outstanding 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.
Characteristics of the XSG Model
The ASM Electric Component Models (closed-loop simulation 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
Components and Characteristics

n Permanent magnet synchronous motor (PMSM)
n Brushless DC motor (BLDC)
n Three-phase inverter
n Resolver and sine, TTL, and Hall encoders
Key Benefits
n High precision and stability
n Very high oversampling rate in relation to the PWM
switching frequency
n No PWM synchronization necessary
n Current ripple (PWM effects) can be simulated
n Better precision in simulating higher fundamental
frequencies
56
2013
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 output usually decreases from 50 s to approx. 1 s.
NEW: Highly Nonlinear Electric Motor Models

n Inductance and flux depending on stator current
n Spatial harmonics
n Continuous integrated parameterization workflow from
FEA tool JMAG-RT to FPGA model
n Available on request
n Open models can be modified or partly replaced

n Ideal for testing ECUs with variable PWM switching
frequencies
n Run-time license available
XSG Utils Library

Ready-to-use function blocks for speeding up
the implementation of FGPA models
n Completely open models for Simulink and XSG
n Real-time FPGA programming
n 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-theloop 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 generator 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:
n 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.
n PWM measurement: Measures the dead time (between
HSD and LSD), high time and period time of a singleor three-phase signal.
n 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).
n 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.
n 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:
n Average Calculator
n Sine Generator
n Discrete PT1
n Scaling
n Wavetable Encoder
n APU
n Small Apps
n Version Info
2013
57
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 motor 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.
58
2013
Features
n Graphical definition of motor characteristics
n ASM-compatible export of motor characteristics
n Easy and precise parameterization of the ASM electric
motor models
n Parameterization and calculation of FPGA-based
spatial harmonic motor models
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 parameterized via JMAG-RT data export to simulate the dynamic
behavior represented in the detailed JMAG models.
2013
59
www.dspace.com
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.
Company Headquarters
in Germany
09/2013
United Kingdom
France
dSPACE GmbH
Rathenaustrae 26
33102 Paderborn
Tel.: +49 5251 1638-0
Fax: +49 5251 16198-0
info@dspace.de
dSPACE Ltd.
Unit B7 . Beech House
Melbourn Science Park
Melbourn
Hertfordshire . SG8 6HB
Tel.: +44 1763 269 020
Fax: +44 1763 269 021
info@dspace.co.uk
dSPACE SARL
7 Parc Burospace
Route de Gisy
91573 Bivres Cedex
Tel.: +33 169 355 060
Fax: +33 169 355 061
info@dspace.fr
China
Japan
USA and Canada
dSPACE Mechatronic Control

Technology (Shanghai) Co.,Ltd.
Unit 1101-1104, 11F/L
Middle Xizang Rd. 18
Harbour Ring Plaza
200001 Shanghai
Tel.: +86 21 6391 7666
Fax: +86 21 6391 7445
infochina@dspace.com
dSPACE Japan K.K.

10F Gotenyama Trust Tower
4-7-35 Kitashinagawa
Shinagawa-ku
Tokyo 140-0001
Tel.: +81 3 5798 5460
Fax: +81 3 5798 5464
info@dspace.jp
dSPACE Inc.
50131 Pontiac Trail
Wixom . MI 48393-2020
Tel.: +1 248 295 4700
Fax: +1 248 295 2950
info@dspaceinc.com

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www.dspace.

Electric Drive Technology

Developing with Rapid Control Prototyping

AC Motor Control Solution

DS1103 PPC Controller Board

DS5203 FPGA Board 26

Testing with Hardware-in-the-Loop Simulation

DS2655 FPGA Base Module

Programmable Generic Interface (PGI1)

Electronic Load Modules

Battery Cell Voltage Emulation

ASM Electric Components Model

XSG Electric Component Library

XSG Utils Library

JMAG-RT Parameterization Support

Electric Drive Technology

Electric motors can be very small and fit almost anywhere.

Application Areas of Electric Motors

Electric motors are also in widespread use in the capital

n Electric steering systems

Other applications include:

Developing with Rapid Control Prototyping

Challenges of Developing Electric Motors

hardware. Ideally, you can optimize your function designs

design iterations of the control algorithm on the real object.

New controller function

Rapid Control Prototyping

Solutions for Electric Drive Applications

Design simulation and analysis

I/O connection via library

Real-time simulation and verification

Rapid Control Prototyping / Use Cases

ControlDesk Next Generation

The dSPACE MicroAutoBox II

Rapid Control Prototyping / Use Cases

Controlling Li-ion Cell Voltages During Prototyping

The modular structure of the dSPACE battery management system

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

The isolation concept of the dSPACE battery

Rapid Control Prototyping / Use Cases

Afterwards, the DS1103 calculates the control algorithm and

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

Further Processing Potential

Rapid Control Prototyping / Use Cases

the TwinSync protocol) to various LTI power stages such as

Rapid Control Prototyping / Use Cases

Developing Electric Motor Control Algorithms

You can use the AC Motor Control Solution together with

RapidPro Power Unit

Rapid Control Prototyping / Success Stories

Development Objective: A Yaw-Stable Vehicle

Test Drive with dSPACE AutoBox

electric vehicles on slippery road surfaces. Research is being

Effectiveness of the dSPACE

Rapid Control Prototyping / Success Stories

Younicos: New Energy

Developing the Converter Control

Rapid Control Prototyping / Success Stories

MAGNA STEYR: Hybrid Drive

the hybrid demo vehicle HySUV. The automatic transmission

Rapid Control Prototyping / Success Stories

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

dSPACEs Real-Time Interface and the RTI CAN Blockset.