DIY_EFI Digest Monday, 26 February 1996 Volume 01 : Number 056 In this issue: Re: Turbo Lag Blow off valve Re: Injector driver chips? Where? Starting out RE: Turbo Lag Re: Real world TPI hp gains Information about CD systems -- two patents Uncl: SAE? Re: Blow off valve Re: Injector driver chips? Where? Re: Turbo Lag New EFI reference See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: werner@xxx.com Date: Mon, 26 Feb 1996 06:56:50 PST Subject: Re: Turbo Lag >>>>> "Bruno" == Bruno! writes: Bruno> Is there any reason for not using a blow-off valve in this Bruno> situation? ... Most turbocharged cars on the market come with these by-pass valves. They are designed to keep the turbo from stalling as it works against the closed throttle. They do not keep a minimum boost pressure. In fact, the boost will still drop off a fair amount, depending on how fast you switch gears. The advantage of the ALS is that even at part throttle, you have massive boost "on-tap", without having to wait for the turbo to start to spin up. [BTW: Turbo lag is really interesting with Cruise Control. The cruise tends to over compensate a lot, since there is not a linear relation between throttle position and power output. Still, I use it on most of the TSD rallies I run.] - -- John Werner | Disclaimer: The opinions expressed here INet: werner@xxx.com | are not necessarily those of my employer, XNS: werner@xxx. Work: (716)422-5054 Home: (716)436-3607 ------------------------------ From: einarp@xxx.no (einarp) Date: Mon, 26 Feb 96 15:42:56 CET Subject: Blow off valve >From what I read, the blowoff valve is there primarily to relieve the compressor impeller from the shockwaves it generates when it does not "move air" because the throttle is suddenly shut. It "stalls out" as you would say if it was an airplane wing. In other words it will give the turbo a longer life. My source in fact showed a curve where the turbo speed decreased _faster_ with a blowoff valve (on a Porsche). Probably because it pumps more efficiently when not stalled, and the backpressure is still there. Blowoff to atmosphere is better than recirculation because the heat rise is lower. But a problem if there is an airflow sensor before it. If the blowoff valve were controlled by the engine management unit, the blowoff valve could be opened _fully_ when going off throttle. (The EFI unit already have the data to detect this condition.) Then the turbo should have less resistance and keep the speeed. Right or wrong? - -- einarp@xxx.no ( Maserati Biturbo Spyder ) ------------------------------ From: bs73@xxx.edu (Brad Sheridan) Date: Mon, 26 Feb 1996 10:38:02 -0500 (EST) Subject: Re: Injector driver chips? Where? > > Brad Sheridan wrote: > > > Does anyone have/ know where to get the Motorola MC33293T chip? > > > > I second this question. I need a couple of pieces of these drivers as well. > I thought about calling Motorola directly to see if they'd sample me some... > If I lie sufficiently well, tell them I'm Son of GM and will be ordering > 10000 pieces next week, they may believe me... Meanwhile, if you find some > let me know. I was working on designing my own driver, since these Motorola > parts are essentially vaporware, but I can't seem to get the peak/hold > circuit working. I'll keep you posted, if you're not electrically challenged, > you may be able to build one up... I just got off the phone with Newark. They said that due to some sort of die problem, Motorola won't have them available until July. This is way past when I need them. I may try to build a circuit, but I'd rather buy one. Does anyone have any reccomendations for decent peak&hold injector driver circuits? In a quad package would be a real plus. Thanks for any info, Brad ------------------------------ From: "SANDY" Date: Mon, 26 Feb 1996 17:22:38 UTC-2 Subject: Starting out I am interested in upgrading OEM fuel injection systems (re- mapping existing engine management chips) and installing fuel injection systems in carburetted cars or upgrading older EFI systems. I am currently working in an unrelated field, but I have a great interest in motor cars (do a bit of racing too), particularly EFI and engine management systems. However, I have only a basic knowledge of electronics but I am computer literate. Could anyone tell me: i) what basic knowledge ii) what equipment eg. dynamometer, hardware for interfacing a pc with the microcontroller, reprogramming the chip, etc. I would need to be able to do the above (please don't laugh!) Sandy ====================================================================== DR. S.M. WELTAN DEPT OF PHYSIOLOGY Tel. No: (021) 406-6507 UNIVERSITY OF CAPE TOWN Fax No: (021) 47-7669 MEDICAL SCHOOL SOUTH AFRICA e-mail:sweltan@xxx.za ====================================================================== ------------------------------ From: MSargent@xxx. Sargent) Date: Mon, 26 Feb 1996 11:30:28 -0500 Subject: RE: Turbo Lag I just remembered another neat technique for getting rid of turbo lag: nitrous! You inject nitrous for less than a second when you hammer the throttle. The effect is a juge increase in exhaust gas, so the turbo spins right up. By limitting yourself to one second on the gas, it lasts a long time, and doesn't turn your pistons into puddles. Mike +--------------------------------------------------------------------------+ | Michael F. Sargent | Net: msargent@xxx.com | Phone: 1(613)721-0902 | | Gallium Software Inc.| | FAX: 1(613)721-1278 | +--------------------------------------------------------------------------+ ------------------------------ From: John T Stein Date: Mon, 26 Feb 1996 11:33:05 ET Subject: Re: Real world TPI hp gains > Date: Wed, 21 Feb 1996 07:39:47 -0800 > From: jzalesny@xxx.com (JimZ -92' AWD Tsi ) > Subject: Re: Real world TPI hp gains > To: diy_efi@xxx.edu > Reply-to: diy_efi@xxx.edu > You wrote: > > > >Decreasing inlet air temp(and intake manifold temp) will increase horsepower > >with no other changes, assuming the ECM is allowed to adjust accordingly. > >Has any one dyno tested a '89 350 TPI engine and then changed only the > >thermostat (195 to 150) and removed the hot coolant going to the throttle > >body to see the net 'real world' torque increase? > >GMD > > On a a large number of EFI vehicles (if equipped)the ECU will never switch over > to closed loop mode due to the low coolant temp. The bypassing of the throttle > body will work and give more power. > > JimZ > Jim (or anyone else for that matter), Has anyone done any QUANTITATIVE testing of this effect?? I've been hearing of the benefits of going to a colder thermostat, or NO thermostat for that matter, since the '60s -- but nobody has ever mentioned controlled testing. Does one see gains of 10% HP, 1%, 1e-6 ??? John ------------------------------ From: m_mcdonald@xxx.com Date: Mon, 26 Feb 96 12:32:47 EST Subject: Information about CD systems -- two patents > From: "George J. Murdoch" <100517.2176@xxx.com> > Date: 21 Feb 96 19:46:02 EST > Subject: Copy of: CD Ignition SMPS? > I am interested in building CD ignition for driving 1 H.T. coil per cylinder > using small coils similar to that used on the SAAB 9000 DI 16V engine > I would be interested to know if anyone has any info on building a switch mode > P.S. for the above and any comments on CD ignition in general . > Thanks > George. A source of technical information about one CD ignition system is in the two patents behind Autotronic Control's Multiple-Spark Discharge (MSD) boxes. The numbers are 3,926,165 (December 1975) and 4,131,100 (December 1978). Each costs $3.00 and is available after a 3-4 week waiting period from Patent and Trademark Office Washington, DC 20231 Marll McDonald KB1AGM m_mcdonald@xxx.com ------------------------------ From: Date: 26 Feb 96 09:53:57 PST Subject: Uncl: SAE? From: Lynn Mosher, Industrial Technology, Cal Poly Society of Automotive Engineers ------------------------------ From: Jeff Hansen Date: Mon, 26 Feb 1996 13:02:26 Subject: Re: Blow off valve >If the blowoff valve were controlled by the engine management unit, >the blowoff valve could be opened _fully_ when going off throttle. >(The EFI unit already have the data to detect this condition.) >Then the turbo should have less resistance and keep the speeed. >Right or wrong? That makes sense to me, but I have also been wondering about the turbine side. Wouldn't the turbine be trying to pull a vacuum through the engine during throttle-lift and cause the turbo to spin down? If so, the same concept could be applied to the exhaust side by using an electronicly actuated wastegate. What do you think? I have been thinking about this because I was considering implementing some sort of electronic wastegate to allow the boost limit to adjust from 12-15 pounds at low rpm to 7-10 pounds at red-line. Why? Well the way I see it there are all sorts of restrictions to power at the top end (air-flow, exhaust-flow, fuel-flow) that disappear at say half red-line why not take advantage of them? Any comments? ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Jeff Hansen Anaheim, California, USA JHansen777@xxx.com http://members.gnn.com/JHansen777/car/index.htm Seven pounds of boost is a 'Good-Thing' ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ------------------------------ From: Daniel Henriksson Date: Mon, 26 Feb 1996 22:20:31 +0100 (GMT+0100) Subject: Re: Injector driver chips? Where? > > > > > Brad Sheridan wrote: > > > > > Does anyone have/ know where to get the Motorola MC33293T chip? > > > > > > > I second this question. I need a couple of pieces of these drivers as well. > > I thought about calling Motorola directly to see if they'd sample me some... > > If I lie sufficiently well, tell them I'm Son of GM and will be ordering > > 10000 pieces next week, they may believe me... Meanwhile, if you find some > > let me know. I was working on designing my own driver, since these Motorola > > parts are essentially vaporware, but I can't seem to get the peak/hold > > circuit working. I'll keep you posted, if you're not electrically challenged, > > you may be able to build one up... > > I just got off the phone with Newark. They said that due to some sort of > die problem, Motorola won't have them available until July. This is way past > when I need them. I may try to build a circuit, but I'd rather buy one. Does > anyone have any reccomendations for decent peak&hold injector driver > circuits? In a quad package would be a real plus. > Have you checked out the L584 from SGS-Thomson? You can build a complete driver circuit with one L584 (DIP16), two darlingtons and a few resitors and capacitors. The L584 can be set up to use one of four diffrent load current waveshapes, including peak-hold-drop and peak-drop. I don't know if the IC is easy to get hold of, or if it's still in production. If you want more details then let me know. Sincerely, Daniel Henriksson damoto@xxx.se ------------------------------ From: jzalesny@xxx.com (JimZ -92' AWD Tsi ) Date: Mon, 26 Feb 1996 14:20:37 -0800 Subject: Re: Turbo Lag You wrote: > >How about just pressing the gas peddal? > This is fine at +3500 rpm, but at a cruising 2500 rpm you will just have to wait. Of course a downshift will bring you into the correct rpm range, but sometimes that is not a possability. JimZ ------------------------------ From: SRavet@xxx.com Date: Mon, 26 Feb 96 16:00:14 CST Subject: New EFI reference Well, here is the latest EFI reference. I've organized the parts section into categories, and added a few new definitions to the abbreviations list. I removed the section on commercial EFI systems since I see that someone else is maintaining that list. It's available on the WWW at http://www/dcc/edu/vettenet/efi_eft.txt, but this list is more up-to-date than the WWW document. I hope to update the WWW version soon. - --steve Steve Ravet sravet@xxx.com Baby you're a genius when it comes to cooking up some chili sauce... 0.........1.........2.........3.........4.........5.........6.........7......... A list of references on Engine Management, fuel injection, commercial FI systems, EFI related parts and components. Currently maintained by Steve Ravet sravet@xxx.com Available via WWW at: http://www/dcc/edu/vettenet/efi_eft.txt - ----------------------------------------------------------------------- Books - ----------------------------------------------------------------------- Adler, Ulrich, _Electronic Gasoline Fuel-Injection System with Lambda Closed-Loop Control, L-Jetronic: Technical Instruction_, Robert Bosch GmbH, copyright 1985, ISBN 1-85-226008-4. (yellow book, 20 numbered pages; this is written on the back cover: "English translation of the German edition dated: September 1985.") Adler, Ulrich, _Mechanical Gasoline Fuel-Injection System with Lambda Closed-Loop Control, K-Jetronic: Technical Instruction_, Robert Bosch GmbH, copyright 1981, ISBN 1-85-226030-0. (yellow book, 24 numbered pages; this is written on the back cover: "English translation of the 2nd German edition dated: September 1985.") Adler, Ulrich, _Combined Ignition and Fuel-Injection System with Lambda Closed-Loop Control, Motronic: Technical Instruction_, Robert Bosch GmbH, copyright 1985, ISBN 1-85-226009-2. (yellow book, 44 numbered pages; this is written on the back cover: "English translation of the 2nd German edition from September 1985.") Adler et al, "Automotive Electric/Electronic Systems", Robert Bosch GmbH, Stuttgart, Germany, ISBN 0-89883-509-7, 1988. This is the "red" handbook. Covers all forms of automotive systems. Good general reading with excellent coverage of basic functions like starters, alternators, ignition, sparkplugs. Covers some detail of Bosch's fuel injection systems. Available from the SAE on sale for $19 (order B-528). Adler et al, "Automotive Handbook, 3rd Edition", Robert Bentley, Cambridge, MA, ISBN 0-8376-0330-7, 1993. This is the "blue" handbook which used to be pocket size. Covers all forms of automotive design and systems. Good reference source, but expressed in metric. Has conversion tables. Covers materials well. Some data on emissions (478-489) similar to 2nd Edition. Also has data on some of the representative automobiles from various world companies in back section. Available from the SAE for $29 (order BOSCH3). Price for SAE members is $23. Frederick D Allen, "Domestic Electronic Fuel Injection and Computer Systems" Prentice Hall ISBN 0-13-218256-4 This book is worthwhile reading, although it doesn't go into much detail on the electronics side, it describes fuel injection systems in general from the Big 3 and is a good overall reference. _Bosch Electronic Fuel Injection Systems, Shop Manual_, , Motorbooks International, Osceola, Wisconsin, 1986, ISBN 0-87938-237-6. (maintenance manual for Audi, BMW, Cadillac, Datsun, Mercedes, Opel, Porsche, Renault, Saab, Volkswagen, and Volvo, model years 1970 - 1979). DaRosa -- Fundamentals of Energy Processes Very general, with an excellent chapter or two on combustion, and lots of other source of energy discussion. $60 Jacobs, Christopher A.. "The Doctor's Guide to Optimizing Your Ignition", Jacobs Tech Publications. 500 N. Baird St., Midland, Tx, 79701. 800 375 5226 800 626 8800. $12.00-$19.00. Jeff Hartman,"Fuel injection - Installation, Performance tuning, Modifications" ISBN 0-87938-743-2 Publisher Motorbooks international, PO Box 1, Osceola, WI 54020 1-800-826-6600 (in the US), Reccomended Price $19.95 US. Probably the best value for money book on EFI. The book has snippets of everything - If it had detail on all the subjects it mentioned it would be the definitive reference. The Audience is intended as street rodders mainly, but there are good bits and peices for the DIY_EFI'er - Reccomended reading. Heywood, J.B., "Internal Combustion Engine Fundamentals", McGraw-Hill, USA, ISBN 0-07-028637-x, 1988. College text on IC engine design and theory. General reference on engine topics. Also contains many references to other works. Available from the SAE for $69 (order B-526). Lenz, D.H.P., "Mixture Formation in Spark-Ignition Engines", SAE, Warrendale, PA, ISBN 1-56091-188-3, 1992. Excellent text on carbureation, combustion and fuel infection concepts. Some important data on emissions (70-74, 249-251) with description of trends over years. This book also published by Springer-Verlag/Wien, NY, who translated it from German (Lenz, Gemischbildung bei Ottomotoren) in 1990. Available from SAE on sale for $55 (order R-113). Price for SAE members is $45. I actually bought a copy for $39 at the SAE Congress last month. Mitchell International, Inc., _Mitchell's Electronic Fuel Injection Troubleshooting Guide: Import Vehicles_, Fisher Books, Tucson, Arizona, 1989, ISBN 1-55561-031-5. (chapter contents include Bosch D, K, KE, L, LH, and Digifant (Japanese and European); Daihatsu; Honda PGM-FI; Isuzu I-TEC; Lucas-Bosch; Mazda RE-EGI; Mitsubishi ECI and MPFI; Nissan TBI; Subaru SPFI; this book has the EFI system wiring diagrams of many import cars.) Mitchell International, Inc., _Mitchell's Electronic Fuel Injection Troubleshooting Guide: Domestic Vehicles, Fisher Books, Tucson, Arizona, 1991, ISBN 1-55561-032-3. (chapter contents include AMC/Jeep; AMC; AMC/RENIX; AMC/RENIX II; Bosch; Chrysler; Eagle; Ford; GM; this book has the EFI system wiring diagrams of many domestic cars.) Norbye, Jan P., _Automotive Fuel Injection Systems, A Technical Guide_, Motorbooks International, Osceola, Wisconsin, 1981, ISBN 0-87938-139-6. (primarily a history and description of fuel injection systems, includes chapters on Bosch Mechanical Systems for Mercedes-Benz Cars, Kugelfischer Fuel Injection, Rochester Fuel Injection, The Bendix Electrojector, Cadillac and the Bendix Analog and Digital Fuel-Injection Systems, Bosch L- and K- Jetronic, Motronic, Mono-Jetronic, Lucas Digital Fuel Injection, Chrysler's Single-Point Injection; Ford's Electronic Engine Control System, Zenith Fuel-Management Systems, Fiat/Marelli Experimental System, Bosch / Pierburg Electronic Carburetor, Aftermarket Fuel Injection) Probst, C.O., "Bosch Fuel Injection & Engine Management", Robert Bentley, Cambridge, MA, ISBN 0-8376-0300-5, 1989. Covers most of the Bosch systems from D-Jetronic through Motronic. Covers variety of vehicles. Has good section in begining on combustion and emissions information, but a better description is in other BOSCH texts and sources. Available from the SAE on sale for $19 (order B-557). Probst, C.O., "How to Understand, Service and Modify Ford Fuel Injection and Electronic Engine Control", Robert Bentley, Cambridge, MA, ISBN 0-8376-0301-3, 1993. Covers basic engine control theory and Ford systems to 1988. Excellent book on topic. Similar to author's other work on Bosch systems. Available from SAE for $30 (order B-584). Ribbens, William B., Mansour, Norman P., et al, _Understanding Automotive Electronics_, third edition, Howard W. Sams & Company, Indianapolis, Indiana, 1988, ISBN 0-672-27064-6. (Contents includes Automotive Fundamentals, The Systems Approach to Control and Instrumentation, Electronics Fundamentals, Microcomputer Instrumentation and Control, Sensors and Actuators, The Basics of Electronic Engine Control, Digital Engine Control System, Vehicle Motion Control, Automotive Instrumentation, Diagnostics, Future Automotive Electronics Systems) Watson, B., "How to Tune and Modify Bosch Fuel Injection", Motorbooks International, Osceola, WI, ISBN 0-87938-570-7, 1992. Covers most of the Bosch systems from D-Jetronic through LH-Jetronic. Mainly aimed at VW. Has good section in begining on testing electronic components. Minimal amount of emissions information - better description is in other BOSCH texts and sources. Cost $19.95 in 1994. Watson, Ben, _How to Tune and Modify Ford Fuel Injection_, Motorbooks International, Osceola, Wisconsin, 1992, ISBN 0-87938-621-5. ("For Fuel-Injected Ford Cars and Trucks with EEC III and EEC IV Engine Maintenance Systems," chapters include History of Fuel Injection, Brief Overview of Electronics, Tools, Tuning the Fuel-injected Engine, Automotive Emissions, EEC III, EEC IV Components and Operation, EEC IV Onboard Diagnostics, Troubleshooting by Symptom, Performance Modifications, Legalities of Engine Modification; the performance chapter is weak, only 10 pages). Watson, Ben, _How to Repair and Modify Chevrolet Fuel Injection, Motorbooks International, Osceola, Wisconsin, 1991, ISBN 0-87938-502-2. Electronic controls and sensors: proceedings of the SAE International Congress and Exposition (1992: Detroit, MI). ISBN 1-56091-215-4. This book is 120 pages long. Unfortunately, I do not have it (yet) as it is in an ATT library in NJ whereas I'm in IL! If you choose to purchase it, the ISBN and title should be sufficient for a bookstore to track it down. I recall this book has some articles on nifty research done in universities in Europe on adaptive controls and some stuff on a truly exotic oxygen sensor which allows more than bang-bang control of the a/f mixture. Laser/Talon Tech Info Manual Call 1-800-626-1523 and ask for the 1990 Laser/Talon Tech Info Manual part number 81-699-9039. Shipping will probably be more than the cost of this ~200 page book. They take plastic. - ----------------------------------------------------------------------- Papers - ----------------------------------------------------------------------- SAE (412)776-4970 SAE (412)776-0790 FAX 750346 -- HEI-A New Ignition System Through New Technology It covers the charge time question as well at their solution. If you've not yet read the paper, it describes some really clever innovations: adjustable dwell depending on how near saturation, a 5.5 amp limit in the driver so you could have a low resistance for fast saturation times at high speeds, but that wouldn't fry at low speeds. 790742 -- Readable paper on the Ford CFI 5.0L 1980 cars. It covers most of the 'twiddle factors' required to get the vehicle running properly. 810061 -- "New State-of-the-Art in Engine Controls",Howard, J.W. and Berry, R.D. 810157 -- "Cost Effective Engine Controls", Freimark, R.J. 800164 -- Covers GM TBI system. Easy reading. 810449 -- Mathematical Model of a Throttle Body Fuel Injection System Discusses effect of battery voltage on injectors and fuel pump pressure 810494 -- 810495 -- 800468 -- _Hot Wire Air Mass Meter - A New Air Flow Meter for Gasoline Fuel Injection Systems_,Sauer, Rudolf, 1980, ISSN 0148-7191. (The author is from Bosch. This paper appears to be one of the first on MAF meters - the classical Bosch design with the thin platinum wire in the direct air flow. It has many equations explaining its operation.) 830615 -- _Hot Wire Air Flow Meter for Engine Control System_, Nishimura, Yutaka; Ohyama, Yoshishige; Sasayama, Takao; et al., 1983, ISSN 0148-7191. (The authors are from Hitachi Ltd. This paper describes the Hitachi type MAF, which measures air flow in a bypass air passage. I believe that this type of MAF is being used on Ford cars, starting with the Mustang GT in 1987.) 840137 -- _Bosch Mass Air Flow Meter: Status and Further Aspects_, Sumai, Jaihind, and Sauer, Rudolf, 1984. (The authors are from Bosch. This paper discusses flow passages, air flow around the thermal element, use of wire grid in the air flow stream, mechanical forces on the sensor element, dirt build up on the thermal sensor element, response rate, velocity profiles, and influence of altitude on intake manifold pulsations. Actual test data is provided.) 880561 -- Frequency Domain Characterization of Mass Flow Sensors, by W. C. Follmer, 1988. 890298 -- _Switching Controlled Thermal Mass Air Flow Sensor_, Tanimoto, Kohji; Bessho, Mikio; Inada, Masanori; 1989, ISSN 0148-7191. (Reprinted from SP-771 - _Sensors and Actuators: 1989_. Authors are from Mitsubishi Electric. This paper discusses a typical MAF meter using a switching transistor to supply the voltage to the heated wire. This reduces power consumption. The output of the meter is a digital signal, with the pulse width related to the flow rate. One advantage of this type of meter is that the EFI computer does not need an analog to digital converter to acquire the data - it can use a digital counter.) 890301 -- _A Hot Wire Air Flow Meter for Intake Air Flow Measurement_,Nishimura, Yutaka; Ohyama, Yoshishige; et al., 1989, ISSN 0148-7191. (The authors are from Hitachi, Ltd. This paper "outlines the development status of the Hitachi hot wire air flow meter." Also covered are "approaches to improve response time" and "to avoid deterioration in the measurement accuracy caused by dirt deposits on the hot wire probe.") 890459 -- _Combined Boost Pressure and Knock Control System for S.I. Engines Including 3-D Maps for Control Parameters_, Rohde, Siegfried, and Philipp, Matthias, 1989, ISSN 0148-7191. (Reprinted from SP-780, _Power Boost: Light, Medium, and Heavy Duty Engines_. Authors are from Bosch. This paper discusses the Motronic EFI system with knock sensor and turbo boost pressure control; good info on control methods.) 900258 -- _Hot Wire Air Flow Meter for Engine Control Systems_, Takahashi, Ken; Tsuruoka, Shigeo; Nishimura, Yutaka; et al., 1990, ISSN 0148-7191. (The authors are from Hitachi Ltd. This paper discusses a new type of wire probe, resulting in improved response time.) 900259 -- _Advanced Design for Bypass Type of Hot-Wire Air Flow Meter_, Arai, Nobukatsu; Sekine, Yoshihito; et al., 1990, ISSN 0148-7191. (Reprinted from SP-805 - _Sensors and Actuators 1990_. Authors are from Hitachi. This paper discusses a bypass type MAF meter integrated into a throttle body.) 900488 -- _Combustion Knock Sensing: Sensor Selection and Application Issues_, Dues, Steven M.; Adams, Joseph M., Shinkle, George A., 1990, ISSN 0148-7191. (The authors are from Delco Remy Div., General Motors Corp. This paper discusses basic knock phenomena, sensor types, application issues, process flowchart, location selection, sensor selection criteria, sensor comparisons, popular misconceptions.) 900616 -- Mean Value Modelling of Spark Ignition Engines, by Hendricks and Sorenson, 1990. 900680 -- Discusses variable length intake systems, and where the crossover point should be. The original which this paper is based on is an ASME paper by H.W. Engelman "Design of a Tuned Intake Manifold". The second is a great tuned intake primer for this list, the first has a sample calulation. 900780 -- _On-Chip Realtime Operating System for the Engine Control System_, Matsubara, Shoji; Kuwahara, Takashi; Gerhard, F. Bruce; 1990, ISSN 0148-7191. (The authors are from NEC Electronics. Discusses the "NEC uPD78602 16-Bit Single-Chip Microcomputer that incorporates a real-time operating system as firmware (alias Realtime Task Manager: RTM) as an example.") 910258 -- Discusses modeling intake manifold and fuel film dynamics. 910501 -- Sasayama, et al. Describes alternative methods of using O2 sensors (constant voltage, etc.) 920289 Modeling, filtering, and closed loop control? 930352 -- Wang, et.al. Describes alternative methods of using O2 sensors 930766 -- Explains modelling and control of fuel wall wetting There are a quadzillion SAE papers on injector design, port design for fuel injection and injector placement. 930856 -- Operating characteristics of Zirconia sensors. 940146 Describes various signal processing methods within the ECU on data from a knock sensor and comes to the conclusion that a band pass filter coupled with a time window for sampling is the best choice. 940373 "Adaptive Air-Fuel Ratio Control of a Spark-Ignition Engine" 940379 -- Describes a new pressure sensor that they use for misfire detection, knock control, ignition control, etc. I have a feeling that you may be seeing these in pass. cars in the not too distant future. Still some signal processing circuitry required but the price has to be better than a PCB or Kistler unit. 940445 -- Chen, Vincent and Gutermuth, Chrysler Corp.) This paper quantitatively describes the effects of various factors on injected droplet size including gasoline composition, initial droplet size, initial fuel temperature, charge temperature, intake manifold pressure, engine speed and distance from injector. It is very interesting to note their relative importance. SAE 950003 Engine Misfire Detection by Ionization Current Monitoring Lee, A. and Pyko, J., (Chrysler) SAE 950004 Ion-Gap Sense in Misfire Detection, Knock and Engine Control Auzins, J., Johansson, H. and Nytomt, J., (Delco and Mecel) 950531 -- Brialsford, et al. Describes alternative methods of using O2 sensors FISITA -- Adaptive Transient Air-Fuel Ratio Control to Minimize Gasoline Engine Emissions, by Beaumont, Noble, and Scarisbrick, 1992. HS3000 -- Complete specification of OBD-II -- Describes an experiment performed by the EPA wherein they discover that O2 sensors in fact do not sense O2 until they reach 800 degrees C. Until that point they measure H and CO. - ----------------------------------------------------------------------- Parts -- Injector Drivers - ----------------------------------------------------------------------- CS-452 and CS-453 -- Cherry Peak and hold fuel injector driver. 4 amp or 2.5 amp peak, then 4:1 reduction in current. Available from Electromotive. HGTP14N40F3VL IGBT from Harris Coil/Injector Driver L584 -- SGS-Thomson? You can build a complete driver circuit with one L584 (DIP16), two darlingtons and a few resistors and capacitors. The L584 can be set up to use one of four diffrent load current waveshapes, including peak-hold-drop and peak-drop. LM1949 Injector Drive Controller MC3484-S4 -- Motorola (discontinued) This part is the same as the Cherry CS-452 and CS-453 MGP20N40CL -- Motorola The Motorola MGP20N40CL is a nice IGBT for ignition coil drive. It has internal clamping diodes for voltage protection (400V) and can handle 20 amps. In practice, with peak coil currents of 10A, it only needs a small heat sink. You can drive it directly from a 5V CMOS output. - ----------------------------------------------------------------------- Parts -- Processors - ----------------------------------------------------------------------- CSP3000 -- The Car Signal Processor (CSP3000) is a signal processor designed for use in automotive applications. 24 analog inputs and 8 PWM outputs represent the interfaces with the analog world. The digital, 12 bits wide I/O port and two serial bus interfaces permit the exchange of digital data within the application or between processors. FEATURES OF THE CSP: - - 12 Bit RISC processor (FP) - - 256 words of internal RAM (12 bit) - - 2048 works of internal ROM (20 bit) - - internal clock generator - - 12 Bidirectional IO lines - - 2 serial ports - - up to 24 analog inputs - - 8 PWM outputs - - up to 24 digital inputs - - all digital inputs with hysteresis - - 2 independant RESET pins for FP and PWM system - - PLCC 68 package - - EMU version available in 132 pin LLCC package MC68332 -- Motorola The MC68332 is a member of Motrola's family of modular architecture controller chips. The '332 contains the following modules: * CPU32, a 32bit M68000 style processor with all 68020 functionality except the bitfield operations. * TPU, a 16 bit RISC time processing unit that has 16 I/O pins and can independently perform all sorts of time functions such as PWM, period measurement, position synchronized pulse generation, missing pulse detection, etc (great for engine management). * QSM, a serial module that contains one standard asynchronous serial port and one synchronous port. * SIM, a system integration module that does chip selects, etc. * 2K of onboard static ram. - ----------------------------------------------------------------------- Parts -- Ingition support/controllers - ----------------------------------------------------------------------- 67F687 -- Silicon Systems (discontinued) The 67F687 is a high performance MSICs ( Mixed Signal Integrated Circuit ) designed to work with a microprocessor in an engine management system. Using two sensor inputs (crank and cam), the 67F687 tracks engine position through one or two complete revolutions with a resolution of 0.25 degrees. Designed to be flexible, the 67F687 will accept a variety of sensor types and pulse patterns. It generates ignition and injection output pulses based on position and time parameters supplied by the host microprocessor, relieving it of many of the real time interrupt routines associated with these tasks. These outputs can directly drive power devices to actuate automotive ignition coils and fuel injectors. A sense input from each device allows individual diagnostics, short circuit protection and ignition coil current limiting. A timer, which measures coil charge time at the ignition sense inputs, enhances closed loop dwell control. Communication with a host microprocessor is through a parallel data and address bus. A general purpose parallel I/O port offers level sensitive input and output capability, in addition to edge detect inputs and PWM outputs. Silicon Systems Automotive Products 14351 Myford Road Tustin, CA 92680 USA Attn: Tony Anderson HIP9010 -- Harris Semiconductor An integrated knock sensor signal processor. This thing (HIP9010) is controlled by a microprocessor bus port, and does programmable gain, filtering, windowing and integration. It produces an analog output voltage for knock amplitude. It will allow you to watch a narrow frequency band and compare it to the relative power in another band. You can switch back and forth between different physical sensors between ignition pulses and even switch bands before and after each spark event to watch different frequencies. LM1815 -- Nat'l Semi An adaptive reluctance amplifier. The neat thing about this chip is it has different triggering modes, one of which is the adaptive mode which requires the positive input spike to be at least 80% of the preceeding pulse, in order to reduce fale triggerings. The chip produces a pulse on zero-crossing (positive to negative) and has an on-board triggered one-shot. They cost around $3.50 and looks like it is available. MC3334 -- Motorola It's an 8-pin DIP that uses a sensing capacitor to determine if the coil was completely charged for the last spark. It adjusts the dwell for the next spark accordingly. ULQ2460A -- Allegro Microsystems Electronic Spark Timing Controller The chip is "intended to interface between conventional electromagnetic pickups, a computer controlled electronic spark timing (EST) computer, and a high efficiency ignition coil." They describe an application schematic where there are 3 connection points to the computer: 1. Reference - signal conditioned output from the pickup 2. EST - control input from the EST computer, allows the CPU complete control over ignition functions 3. Bypass - causes the device to internally process the Reference signal to control dwell, spark timing, and spark advance without the aid of the computer Allegro Microsystems Inc. 115 Northeast Cutoff Box 15036 Worcester MA 01615 Voice (508) 853-5000 Fax (508) 853-5049 - ----------------------------------------------------------------------- Parts -- Sensors and sensor amplifiers - ----------------------------------------------------------------------- LM1964 An amplifier designed especially for amplifying O2 sensor signals. It's in National's special purpose devices book (Linear 3). LM9044 Lambda Sensor Interface Amplifier Electro Corp. 1845 - 57th Street Sarasota, FL 34243 voice: 813-355-8411 fax: 813-355-3120 A complete line of sensors. DS1820 -- Dallas Semiconductor Each DS1820 digital thermometer provides 9-bit temperature readings, no analog circuitry is required, there is no need for shielded cable, the DS1820 takes its power from the data line, temperature range of - -55C to +125C in 0.5 degrees increments. - ----------------------------------------------------------------------- Parts -- Other - ----------------------------------------------------------------------- ACH-04-08 Amp This is a 3-axis accelerometer (y-axis, z-axis, and rotational acceleration around z-axis) that is fully programmable. You can read only 1 axis at a time in either digital or analog format. y-axis sensitivity is 1.5 mV/g, z-axis is 12 mV/g, and rotational is 0.3 mV/rad/s^2. I don't have time to quote the entire data sheet but I think is has programmable gain (ie. ranges). I was wrong about the price: it is $30 (maybe I was thinking $10 per axis?). Oh yeah, this data sheet and price is preliminary. SAMTEC makes QFP to PGC Adapter boards for a variety of QFP Packages. Chip Specific Adapters "SPEC" for a variety of Motorola and Intel Chips, SAMTEC phn 800 726-8329. HIP 7030A0 and HIP7020 OBD-II/J1850 drivers Harris has a complete and inexpensive line of OBD_II SAE J1850 comm protocol IC's. The protocols are too complex for a mail post (unless I had a week to write...) but the SAE publication HS-3000 is the complete shebang...One of the harris IC's is the HIP7030A0... It is a 68HC05 cpu with SENDEC, crc generation etc... It only requires code and the HIP7020 Bus tranceiver chip. CA3228 Harris Semiconductor -- A complete DIY cruise control less switches and servo. Requires a bare minimum of external components. - ----------------------------------------------------------------------- Software - ----------------------------------------------------------------------- PADS -- Circuit layout software. Has all the symbols, 68000, 8031, 80x86, TTL, CMOS, etc. It seems easy to add to this as well. Outputs Gerber, Postscript, etc. Got the copy I have off a CDROM. Walnut Creek Simtel 10/93 collection. Anyway, try ftp.uu.net, wuarchive.wustl.edu, ftp.funet.fi etc. The directory at ftp.uu.net should be /system/msdos/simtel/cad. The files are padslib.zip, padslog.zip, padspcb.zip. Dunno what the versions are. RTEMS -- Real time OS Developed by the Army, see the www page at: http://lancelot.gcs.redstone.army.mil/rtems.html It's now available for both efi68k and efi332. GCC -- DOS hosted cross compiler for 68000 series CPUs There are now binaries (and the changed source files for anyone interested) available via anon. ftp. The binaries are gcc 2.6.0 for djgpp (msdos) host and 68000 family embedded target. The ftp address is: ftp.lysator.liu.se in directory /pub/msdos/gnu/gcc-dos-m68k - ----------------------------------------------------------------------- Definitions - ----------------------------------------------------------------------- ADC = Analog to Digital Converter A/D = Analog to Digital ALDL -- Assembly Line Diagnostic Link. The connector under the dash on GM cars. It can be used to dump diagnostic information from the ECM, but requires special equipment to use. BP = Barometric Pressure BTC = Bottom Dead Center CAN = Controller Area Network. A proposed network protocol for automotive use outside the US. The US proposal is SAE standard J1850, aka OBD CTS -- Coolant Temp Sensor CYA = Cover Your Ass DAC = Digital to Analog Converter A/F = Air Fuel Ratio DIS = DistributorLess Ignition EGT = Exhaust Gas Temperature ECM -- Engine Control Module? It's the engine management computer. ECU = Electronic Control Unit (?) Same as ECM IAC -- Idle Air Control motor. A stepper motor controlled by the ECM. It determines how much air gets through to the engine when the throttle is at idle. The computer controls it to maintain a constant idle. MAF -- Mass Air Flow. An FI technique where the mass of air flowing into the intake is directly measured via a hot wire , rotating vane, or hinged flap. The computer reads this value and injects the proper amount of fuel. MAP -- Manifold Air Pressure. The air pressure in the intake. MAT = Manifold Air Temp sensor MCU = MicroController Unit (eg. 68HC11) OBD = On Board Diagnostics. Mandated in the US, this forces auto manufacturers to use common protocols and connectors for automotive diagnostics. OEM = Original Equipment Manufacturer. PLCC = Plastic Leadless Chip Carrier PWM = Pulse Width Modulator SAE = Society of Automotive Engineers SBC -- Single Board Computer or Small Block Chevy SD -- Speed density. An FI technique where the amount of air entering the engine is calculated from engine RPM, MAP, and a pre-calculated volumetric efficiency for the engine. SNAFU = Situation Normal - All F*cked Up SOL = Shit Out of Luck TDC = Top Dead Center. Piston at the top of the cylinder TPS = Throttle Position Sensor. Tells the ECM how "open" the throttle is. GM EFI terms: TPI = Tuned Port Injection. Used on small block Chevy. One Injector per cylinder, with tuned intake runners. Batch fired. (All injectors fire at once.) CFI = Cross Fire Injection. Used 2, 4 cyl throttle bodies on a cross-ram style manifold that had very small runners. Injectors alternately fired. Actually the precursor to the truck V-8 TBI that used a dual plane intake. SFI = Sequential Fuel Injection. This uses one injector per cylinder, and one injector driver per cylinder. The advantage the injector is timed to open some time before the intake valve, giving better emmisions, drivability and fuel economy. More expensive, ECM has to know which cylinder is firing. MPI = Multi Port Injection. GM used this term for the 2.8/3.1L V-6's. Used one injector per cylinder, batch fired. Tuned 2 piece intake manifold. TBI = Throttle Body Injection. Almost just like a carburator, except it uses large injectors mounted over the throttle plate. This is cheap, but very functional. Alternate fire. Good starting place for beginners. ------------------------------ End of DIY_EFI Digest V1 #56 **************************** To subscribe to DIY_EFI-Digest, send the command: subscribe diy_efi-digest in the body of a message to "Majordomo@xxx. A non-digest (direct mail) version of this list is also available; to subscribe to that instead, replace "diy_efi-digest" in the command above with "diy_efi".