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Elect-Modulo Asistencia Técnica y Diseño El Diseño gráfico de Sistemas facilita la penetración de los vehículos híbridos en el mercado de gran consumo Jeff Meisel Jeff Meisel es el Los vehículos híbridos han llegado ge X Hybrid Vehicle Competition’, La competición Challenge X se responsable de producto oficialmente. Debido al incremento con patrocinadores titulares entre ha diseñado cuidadosamente para para LabVIEW Real-Time de los precios de la gasolina y a la los que se incluyen U.S. Depart- seguir el ciclo real de desarrollo en National Instruments dependencia total de nuestra na- ment of Energy, General Motors y del vehículo de General Motors. El y presta servicio como ción de las energías no renovables, Argonne National Labs. En esta primer año de la competición Cha- juez técnico para la las instituciones más importantes competición que ha durado tres llenge X, que terminó en la prima- revisión del desarrollo de de investigación y desarrollo han años, diecisiete equipos han sido vera de 2005 se centró en el mo- vehículos (VDR) creado la tecnología que ha hecho desafiados para realizar un proce- delado, simulación y prueba del participantes en el avanzar la adopción de vehículos hí- so de re-ingeniería a un vehículo conjunto motor/transmisión del ’Challenge X Hybrid bridos en estos últimos años. de uso general con alta eficiencia vehículo y de los subsistemas del Vehicle Competition’. Pero asombrosamente, esta de consumo, el GM Equinox, para vehículo seleccionados por cada [email protected] . investigación y desarrollo (I+D) no reducir al mínimo el consumo de escuela. Durante el segundo y ter- sólo está ocurriendo únicamente energía, las emisiones y los gases cer año se requirió que los equi- dentro de los laboratorios de dise- de efecto invernadero al mismo pos desarrollasen e integrasen su ño de Ford, General Motors y Dai- tiempo que se mantienen o exce- conjunto motor/transmisión y los mlerChrysler (los tres grandes fa- den la utilidad y las prestaciones subsistemas avanzados en el GM bricantes de automóviles en los del vehículo. Se proporcionaron Equinox donado. En esta etapa de E.E.U.U.) y en sus homólogos eu- amplios recursos a los equipos por integración, las herramientas grá- ropeos y asiáticos. Sino que ade- parte de los patrocinadores plati- ficas de diseño de sistemas tales más de los laboratorios de la in- no en forma de hardware, soft- como NI LabVIEW están permitien- dustria, la investigación y desarro- ware y entrenamiento. Los patroci- do que los equipos diseñen, creen llo (I+D) en las instituciones aca- nadores platino incluidos fueron prototipos y desplieguen rápida- démicas más importantes de los Natural Resources Canada, The mente su sistema de control híbri- Figura 1. Cronología de los E.E.U.U. y Canadá están desempe- MathWorks, National Instruments, do y se adecuen a los requisitos de avances importantes y de ñando un papel crucial para hacer Freescale Semiconductor, AVL Nor- la competición. las iniciativas en la llegar los vehículos híbridos al th America, Inc., U.S. Environmen- Para apreciar la complejidad a tecnología de vehículos mercado de gran consumo. Un tal Protection Agency y U.S. De- la que hacen frente las universida- híbridos. ejemplo es el ‘2005-2007 Challen- partment of Transportation. des participantes en el desarrollo de un vehículo casi listo para su producción en solamente tres años, se debe considerar cuánto tiempo le está llevando a la tecno- logía híbrida conseguir su acepta- ción comercial. Lo que sigue es una cronolo- gía de las últimas tres décadas que se extiende desde el primer vehículo híbrido de la era moder- na en 1972 hasta el momento ac- tual. Mientras que la cronología in- dica las diversas iniciativas que el gobierno de los E.E.U.U. ha impul- sado para el desarrollo de la nue- va tecnología híbrida dentro de los ‘Tres Grandes’, han sido los fa- bricantes japoneses tales como To- yota y Honda los que primero han conseguido un vehículo de pro- ducción en serie para el mercado. Una lección que se ha aprendido con los híbridos de primera gene- ración a finales de los 90, es que el valor y la opinión del consumi- 80 • Junio 2007 Técnica y Diseño dor juegan un factor igualmente apoya en cada una de estas áreas un modelo para realizar el control importante en la aceptación mayo- clave, los equipos de ingeniería ta- de los modos de funcionamiento ritaria de los híbridos. Eso es por lo les como el de Virginia Tech pue- del vehículo híbrido tales como el que Challenge X pone énfasis en den realizar rápidamente iteracio- arranque/parada del motor y la re- la reducción del consumo de ener- nes sobre algoritmos centrándose generación de la energía de frena- gía (valor) mientras que al mismo en la propiedad intelectual (IP) del do mediante pruebas que utilizan tiempo se mantiene o excede la sistema mientras que el tiempo y Argonne National Laboratory’s utilidad y las prestaciones de los el coste de desarrollo se reducía Powertrain System Analysis Toolkit vehículos híbridos cuando se en comparación con un diseño (PSAT). comparan con vehículos no-híbri- embebido personalizado. Cada dos similares (opinión). una de las tres áreas clave será Prototipo Como ejemplo del mundo examinada en el contexto de la im- real, se puede considerar un caso plementación de la estrategia de Durante la etapa de creación de estudio sobre cómo las herra- control de Virginia Tech. El resulta- del prototipo, los algoritmos que mientas gráficas de diseño de sis- do final del proceso es un sistema se han simulado ya en la etapa del temas implementaron con éxito la de control del vehículo híbrido es- diseño se verifican ahora en un estrategia de control en un vehícu- crito en LabVIEW e implementado hardware real. La implementación lo híbrido para Virginia Tech du- en una plataforma disponible co- del prototipo utiliza componentes rante el segundo año de la com- mercialmente tal como Compac- disponibles en el mercado tales petición Challenge X. tRIO de National Instruments, como sistemas operativos en tiem- como se indica abajo en la figura 2. po real, FPGAs (field programma- Implementación de la ble gate array), microprocesadores estrategia de control Diseño y DSPs. En el caso de los vehículos de vehículos híbridos híbridos de Virginia Tech, el hard- mediante el diseño En la etapa de diseño se desa- ware primario de control usado gráfico de sistemas rrollan los algoritmos o la lógica para la competición Challenge X para llevar a cabo diversos cálculos era un sistema de CompactRIO de Virginia Tech incorporó una matemáticos, control, filtrado o ta- National Instruments, con un pro- metodología de diseño gráfico de reas de procesado de la señal. cesador de tiempo real (RT) y una sistemas para implementar su es- Además se pueden realizar el mo- FPGA (field programmable gate trategia de control de su vehículo delado y la simulación para iterar array). Además, puesto que Lab- hibrido de arquitectura distribuida y ajustar los algoritmos. Por ejem- VIEW fue utilizado para diseñar la en paralelo. El proceso de diseño plo, el vehículo híbrido de Virginia estrategia de control, los lengua- gráfico del sistema se puede des- Tech utilizó una característica avan- jes de programación de bajo nivel componer en tres áreas clave: el zada de LabVIEW para incorporar tales como C o VHDL no fueron re- diseño, la creación del prototipo y modelos de control de otras herra- queridos para implementar el sis- el despliegue. Puesto que el méto- mientas tales como Simulink. Esto tema. do basado en software gráfico se permitió que se pudiera importar Despliegue Para la implantación final, se puede utilizar una solución dispo- nible comercialmente como Com- Figura 2. El código gráfico pactRIO, o bien se puede desarro- de LabVIEW se utiliza llar un diseño de hardware perso- para implementar la nalizado. Si se desarrolla un dise- estrategia de control del ño de hardware personalizado, La- vehículo híbrido con bVIEW ofrece la generación auto- CompactRIO. mática del código para crear los CompactRIO consiste en algoritmos de LabVIEW en código un procesador y una FPGA C para su implantación en micro- en tiempo real junto un procesadores o DSPs. Como se módulo de entradas/salidas muestra abajo en la figura 2, Vir- que permite una rápida ginia Tech implantó su sistema de creación de prototipos. • Junio 2007 81 Técnica y Diseño ’ Challenge X Hybrid Vehicle Com- petition’. Se puede contactar con él utilizando su dirección de co- rreo: [email protected] . Referencias 1 Argonne National Laboratory. “Advanced Vehicle Technology Competitions.” 2 http://www.transportation.anl. gov/research/competitions/ index.html (Recuperado el 27 de noviembre de 2006). 3 California Institute of Technolo- gy: Engineering & Science. “Go- dfather of the Hybrid” http:// pr.caltech.edu/periodicals/EandS/ articles/LXVII3/wouk.html (Recu- perado el 27 de noviembre de 2006). 4 CRS Report for Congress. The Partnership for a New Generation of Vehicles (PNGV). http://www. Figura 3. El vehículo control que funcionaba sobre ce una visión momentánea de ncseonline.org/NLE/CRSreports/ híbrido de Virginia Tech CompactRIO en el hueco de la rue- cómo los ingenieros de diseño de energy/eng-9.cfm (Recuperado el compite en el ‘GM Proving da posterior de su Chevy Equinox automóviles ayudarán a hacer lle- 27 de noviembre de 2006). Grounds’ en Mesa, Arizona. modificado. gar los vehículos híbridos al mer- 5 Challenge X. www.challengex. El controlador del vehículo cado de consumo mediante la in- org Recuperado el 27 de noviem- de CompactRIO está Resumen novación de las estrategias de con- bre de 2006. embebido en hueco de la trol: 6 Steven Boyd, Dustin Sheffield, rueda posterior del En cuanto a los resultados de “Las plataformas de software Irene Berry, Erin Hissong, Kurt Jo- vehículo.
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