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Catching car's ignition signal

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joeqsmith:

--- Quote from: cmcraeslo on August 05, 2020, 02:57:27 pm ---
--- Quote from: joeqsmith ---On the older bike, the ignition timing, boost, shift points and kill times are all fixed.  It's KISS and reliable.  The gains from the shift down track would be small compared to say adding another PSI of boost or just going on a diet.   

I assume you have data showing the effects of the shift using various techniques.   That would be very interesting to see.  No need to disclose anything proprietary about what you are doing but rather just show the end result.

--- End quote ---

Unfortunately, I cant show you the graphs as this is the knowledge we've gathered in the last 15 years in motorsport industry.

It's not just about the shift speed gain - the duration of the "cut" (and the cutting strategies used) determine other factors - stability of the bike/car in tricky conditions, smoothness of the shift (engine likes smoothness and so does the gearbox and all other components). If you have 24 hour race rough fixed shifting, you'll probably end up failing the race.
If you're too long on the cut, this brings all kind of troubles, so does cutting too fast. Each gear is different - let say you start loosing a gear in a race. Once this starts happening, with fixed timing, you'll just destroy everything and not finish. Cutting the engine (with combination of rev matching) helps on downshifting as well, cutting too long will drop the rpm and make it rough as hell, possibly loosing the grip. This can be a huge problem in the rain. Just to name a few.

--- End quote ---

I collect a very little data compared to say an F1 team but it would be trivial to show you what I have.   You've never mentioned what the application was.  Maybe you are not allowed to log the data.   I wondered that with the control.  I've seen in some racing were the do not allow for any type of electronics control.  Don't ask me how that would even work today.   

My hobby is a fair bit different.  You have 24hours of racing, I have a few seconds.   You have to be concerned with downshifting.  The only time I think about that is going from third back to first after warming the tire.  The air cylinder can only upshift.  Any downshifting is done manually.  I've damaged transmissions before I switched to using the Robinsons.  Because of the auto, as I mentioned they can be damaged by backing off the throttle.     In one of your 24 hour races, you would have traveled more miles that I would put on my bikes for their entire life.   

Interesting to hear more about your team and what they are doing.  Do you have a website?

joeqsmith:

--- Quote from: cmcraeslo on August 05, 2020, 02:47:52 pm ---
--- Quote from: mikerj ---Why would fuel cut be any slower than ignition cut?  With either one a cylinder could be cut for a single firing cycle if needed.

--- End quote ---

On full throttle, the amount of fuel going into the intake is huge, basically, you could fire all injectors at once all the time and it would not make a difference (would just be more fuel consuming). It takes some time for the air and fuel to mix so cutting 1 or 2 cycles of the injector, does not make a a lot of difference in reality. This is needed when shifting gear because the reaction needs to be instant and the longer you unload the engine, the harder it will shift. Ignition on the other hand is what drivers the car so every interruption in that, disturbs the car, which is what is needed.

--- End quote ---

What about diesels and HCCI?

cmcraeslo:
Diesels have very precise fuel timing so it's different of course. In that case, fuel cut is the way to go. But I'm doing this for a petrol engines :)

cmcraeslo:

--- Quote from: joeqsmith ---Interesting to hear more about your team and what they are doing.  Do you have a website?

--- End quote ---

We do not have a team (although it started with me racing and doing stuff for myself).
We manufacture high performance paddle shifting (currently only pneumatic actuation) for various teams and automotive sports. Including 24 hour races, drag racing, hill climb like pike's peak etc.

Our web page is http://www.mme-motorsport.com

joeqsmith:
Looks like you make some very nice products. 

I wonder if you do any sort of HIL testing?   This like shows a bit of my simulator.  It's basically all digital and can provide timing data for the injectors and ignition.   I can't use it to tune an engine but for testing out various shift algorithms, it works great.   You can program things like clutch slip.   

https://youtu.be/q_89qoFMivg?list=PLZSS2ajxhiQBvWvqMVLdRQMjGofKpQUJr&t=2313

With this setup, both the injectors and ignition are modeled from standard parts.  The ECM had no problems with the fuel injectors but it wants something fairly close for the coils.  This engine doesn't use wasted spark like my older ones.  I was able to simulate all four coils with a common core and not have it fault out.  It was a bit of a surprise as they obviously couple but their firmware must ignore the signals except when the selected driver is active.     Obviously there's no need for any high voltage so I think I stayed with a 1:1 turns ratio.   There is a zener/FET to simulate the plug's breakdown.   

You may need to try several cars you plan to target and just see how they work.  Maybe there is a generic solution. 

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