Cor, that was a goo summary but you make a catalytic converter sound like an active device based on feedback. I am not sure what you mean because a catalytic converter is a passive device that converters the gas as it passes through. There are no controls.
Sent from my iPhone > On Jan 3, 2017, at 4:02 AM, Cor van de Water via EV <ev@lists.evdl.org> wrote: > > Marco, > Every car is a little different, so you are wise to use a controller > that you can program to simulate signals from a recent car's engine, > whether 3, 4, 5, 6 or 8 cylinder (there are 10 and 12 cylinder cars, not > many though) > Modern sparkplugs are driven individually with an ignition coil that > gets a pulse from the ECM and gives feedback whether a spark was > detected. > Regarding injectors - the ones I have seen have no feedback and are > simply 2-wire with a pulse to open, no error is generated if one is > unplugged. But they are in the feedback loop for lean/rich mixture so > you will need to use the pulses to control the Oxygen sensor feedback. > MAP/MAF is slightly tricky since it is also in the feedback loop. > Throttle control: ECM driving the throttle opening motor, I have never > tried to unplug it to see if there is an error. > Oxygen sensor: most are heated and the ECM will measure and report an > error if the sensor is not drawing the heater current (failed open). > The oxygen sensor output of the upstream sensor(s) *must* vary from lean > to rich with the modulation of the injectors. > Downstream oxygen sensor(s) typically generate a continuous (non > varying) signal because the Catalytic Converter stores/releases oxygen > for complete combustion, in the rhythm of the lean/rich modulation of > the injectors, except that occasionally the car's diagnostics will try > to determine how well the Cat still stores oxygen by deliberately > running rich and measuring how long it takes for the downstream oxygen > sensor(s) to detect that the Cat is no longer emitting complete > combusted products. > Then there are knock sensors, timing sensors, vacuum, temperature and so > on. > Don't forget the valves and sensors that measure if the fuel tank is > sealed, valves that purge early (cold, rich) exhaust as re-circulation > through the engine again and all kinds of other emissions reduction > tricks. > The fuel tank level sender, sometimes pressure sensors for example for > oil pressure, oil temperature sensor(s), (automatic) gearbox control > signals and feedback, speed sensor on the gearbox output RPM, and so on. > It better be configurable because there are a lot of differences between > different cars. Some cars have a hot coolant storage thermos bottle that > has a pump and 3-way valves. > More and more cars are (mild) Hybrids that have electric motors, > controller and battery - not sure that you want to simulate all that... > Best is to get a hold of the service docs of a couple cars and figure > out what is involved in their engine and how to keep the ECM happy. > Success! > > Cor van de Water > Chief Scientist > Proxim Wireless > > office +1 408 383 7626 Skype: cor_van_de_water > XoIP +31 87 784 1130 private: cvandewater.info > > http://www.proxim.com > > This email message (including any attachments) contains confidential and > proprietary information of Proxim Wireless Corporation. If you received > this message in error, please delete it and notify the sender. Any > unauthorized use, disclosure, distribution, or copying of any part of > this message is prohibited. > > > -----Original Message----- > From: EV [mailto:ev-boun...@lists.evdl.org] On Behalf Of Marco Gaxiola > via EV > Sent: Tuesday, January 03, 2017 12:03 AM > To: Electric Vehicle Discussion List > Subject: [EVDL] Recent Model EV Conversion - CAN and accesories to > work.. > > I'm in the middle of a 2013 EV conversion project (well is not a very > recent), but as some of you may know; newer vehicles comes with more and > more electronics that operation of some devices and features of the > vehicle > relies on the ICE data and information being generated by the ECM (OEM > computer) thru the CAN Bus. > > When you convert a vehicle like this, you face some problems by the > abscence of the running engine such: > - non electric powered steering. > - non operation of the AC unit (assuming the AC compressor and > everything > is there like original). > - non working turn signals.(some models with digital turn signals) > - missing gauges on the instrument cluster like RPMs, speedometer, etc. > plus a bunch of red and amber known warning lights on. (and of course a > lot > of DTC codes when reading the OBD port) > - etc... > > I tryed to find other threads about this subject but did not find any, > at > least not recently. So I decided to post this one, hope that someone has > already face this problem and become able to fully convert newer models > without affect most OEM features from the vehicle. > > If someone has done this, please share your experience. But if not, let > me > explain my thoughs and share your comments/feedback of what you think or > suggest me to do: > > - My first idea is to design a small PCB with a micro on it, that would > simulate most ot the analog and digital signals that the ECM needs from > all > the sensors on the gas engine to keep it running like the water > temperature > sensor, oil pressure, cranckshaft sensor, oxigen and manifold sensors > (MAF > and MAP), etc. My theory is that this could be a simple way (since most > sensors are analog 0-12V, 0-5V of On/off outputs) that are not so > complex > to emulate, and doing this way; the ECM would believe the ICE is there > running all fine and perfectly. > > Of course, the algorithm and maybe some of the simulated PCB outputs > would have to be changed on every different model of vehicle. (every > manufacturer uses many different sensors). But it would be a nice device > if > same vehicle is beeing converted, like in a fleet project. > > - The second thing, would be to go on a higher leve of > microcomputer-microcontroller design that would allow to talk to many of > other units on the vehicle thru the CAN bus, trying to replace those > specific commands and data generated by the ICE, needed by those devices > to > correctly operate, Such RPM and speed for the electric power steering as > example. > > The challenge here would be that, like the one before; every model and > vehicle brand, has propietary CAN communication protocols that would be > a > monumental job to reverse engineer and interpret those codes, isn't it? > > > I'm not so familiar with automotive CAN procols altough I undestand CAN > bus > at the communication/physical level. > > Any thougths or suggestions? > > > Marco Gaxiola > EnergyEV.com > -------------- next part -------------- > An HTML attachment was scrubbed... > URL: > <http://lists.evdl.org/private.cgi/ev-evdl.org/attachments/20170103/4914 > d072/attachment.htm> > _______________________________________________ > UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub > http://lists.evdl.org/listinfo.cgi/ev-evdl.org > Read EVAngel's EV News at http://evdl.org/evln/ > Please discuss EV drag racing at NEDRA > (http://groups.yahoo.com/group/NEDRA) > > _______________________________________________ > UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub > http://lists.evdl.org/listinfo.cgi/ev-evdl.org > Read EVAngel's EV News at http://evdl.org/evln/ > Please discuss EV drag racing at NEDRA (http://groups.yahoo.com/group/NEDRA) > _______________________________________________ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org Read EVAngel's EV News at http://evdl.org/evln/ Please discuss EV drag racing at NEDRA (http://groups.yahoo.com/group/NEDRA)
