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ashesman

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Everything posted by ashesman

  1. As far as trigger information goes, we have invested a lot of time and money in accumulating accurate engine position decoding information. There are many others out there that would love to have all this information handed to them! As you personally have learnt over the last month, getting trigger decoding information can be a bit of a mission so we dont want to go giving it all away to our competitors... In saying that, most sensor calibration information is well known so we could probably publish that.
  2. Changing this is on our list of things to look at but unfortunately it is a long way down the list...
  3. There have been no changes at all to the way in which VTS starts up or to do with re-starting the ECU after a firmware update. Not sure why that splash screen stays up but will look into it.
  4. The setting for knock control that became visible are a mistake. They should only be visible on the new top board. It uses digital knock circuitry that has additional adjustments over the V88 knock control.
  5. I am directing this to the original poster. He asked when the manual would be corrected so I was hoping he could point me to the exact pages that were incorrect...
  6. ashesman

    Logger

    We are planning to completely revise ECU logging in the near future. It will be made so you can select what to log and at what rate. As for ECU logging, there have been a few reports of slow logging. Most cases have been due to older or slower laptops being used. Modern laptops should achieve up to about 32 samples per second. Here are some ways to improve logging rate: - Make sure you do not have communications issues (eg interference). VTS discards corrupt information from the ECU. - The logging rate is the packet rate (top right of the screen). This should be above 20Hz. - Make sure you do not have too many tabs in you layout if you have a slower PC. - Make sure the help is closed. I have seen a case where opening the help window slowed VTS!
  7. Just ignore those. Â They are for new ECU hardware and should not have been visible. Â They will not do anything on current ECUs. Â They should not be visible in release version 4.8.1.1033. Regards
  8. I assume you are referring to the conversation had in this post http://www.vi-pec.com/forum/viewtopic.php?f=3&t=836&p=5260&hilit=Vipec+was+my+ECU#p5260. Please point out the pages and text in the manual you believe is incorrect so we can revise it.
  9. I have not heard of anyone using the ECU to control charging before. Usually the alternator wires to the ECU are to do with allowing the ECU to prevent charging on sudden electrical load changes while it prepares to handle the change in engine load (ie delays charging until idle speed is stepped up). Sounds like your one is a little different. I am not sure that driving the rotor winding directly from the ECU without testing it current draw first is a good idea. Also, you will need to confirm where the winding is powered from to prevent any backfeeding. Maybe there is a standalone charging regulator that could be used with that alternator? Maybe you may need to change to a self regulating alternator?
  10. There is plans to do this in the future. No promises as to when however.
  11. Now we are starting to get there. Unfortunately I really do need the pattern taken with the other cam. The time scale you used in the first picture is exactly what I am after with both gaps shown. Please also explain exactly what sensors are wired to what cams. I call the Left cam the left from the drivers seat. The right cam is the one on the cyl 1 side. I think that is what you said. If you can get me a picture like this of the other cam too I have everything I need to know. Please also make sure that when the pictures are taken the VVT is doing nothing. Unplug the solenoids if necessary. Sorry to keep asking for more info but I haven't quite got enough yet. If you can get me those scope pics I will try have firmware for monday.
  12. Most displays are configurable and the ViPEC ECU is configurable. Here is what I know about displays on CAN so far: MoTeC : Configurable in dash and ECU. Setup files for ECU and dash included in VTS install. AIM : Dash not configurable but now supports ViPEC ECUs on CAN if the ECU is set to use the Generic Display file. Race Technology : Their CAN ECU adapter can be configured to communicate with the ECU. ECU can be configured to suit. Number of parameters is limited by their adapter. DashDAQ : Serial support, but no CAN yet. ViPEC Display : Serial or CAN, use Generic Display file for CAN. RacePak : Serial supported, not sure about CAN yet. Regards Ashley Duncan Vi-PEC Engineer
  13. What would be the chance of getting a scope picture of these signals. I am not confident with the information. The drawing I sent needs more software written to get the trigger decoding working or bad things will happen when the cam advances, but the fact that it works on the duratech mode suggests that it is OK. Do you know someone with a scope that could take a picture of Trig1 and Trig 2 and send it to me?
  14. Lining up the center of the tooth with the center of the sensor will be OK. The information in your picture about the cam teeth positions was great. As long as the degrees you showed was relative to TDC no 1 then they will be all good. Regards Ashley Duncan Vi-PEC Engineer
  15. I have written trigger decoding and VVT control firmware for this engine. I sent a pdf to Ray this morning to pass on to you showing the teeth positions I have used. I need some more accurate information. I need to know exactly where the gap is on the crank in relation to TDC no 1. This is very important as the trigger pattern that I worked out using your files has the potential for problems which makes me a bit worried. The most important information I need right now is: At what crankshaft position does the tooth after the gap line up with the sensor? You can work this out with a degree wheel or even with the knowledge that each tooth is ten degrees apart. Also, are the cam tooth positions you showed in your diagram relative to TDC no 1 (ie 0 = TDC 1)? As soon as I have this I will send some firmware for testing. Regards Ashley Duncan Vi-PEC Engineer
  16. Unfortunately those cam test downloads do not work.
  17. I will try to add some trigger decoding today. I would be a lot better off I think if I knew roughly where the gap was in relation to the 0 degrees of your cam pulses. However, if it runs on the durtech trigger mode, then I will uses that as the basis first. I have quite a lot on today so will try to get it done ASPA...
  18. To my knowledge race Technology support our ECUs directly through their ECU serial adapter. I have tested one here on the bench and it was all working. All ViPEC ECUs can be used to talk to the dash. From memory they have instructions included with the ViPEC ECU adapter on how to set it all up and get it working (baud rates etc). From the Race Technology website: http://www.race-technology.com/wiki/index.php/ECUType/ViPECV44V88AndLinkG4 - Set the ECU to 57600 baud rate. - Select the data stream mode to Requested Short (not OFF as they say!) Also, make sure that the USB cable is not connected while trying to communicate with the dash on serial. Also, remove the dash cable while the USB cable is plugged in. Regards Ashley Duncan ViPEC Engineer
  19. The reason it may not start could be to do with incorrect trigger arming thresholds. If the sync signal is not high enough to meet the arming threshold then higher RPM will be needed to make the signal larger. You will need to scope the signals and measure their amplitude to set up the arming voltage tables correctly. Once started does the engine run properly? Does it have correct AFR? I cant see your map attached. When it is running, what are the fuel table numbers and injector pulse widths? We need to ensure they are not too big. As for the getting the cams running, the ECU does not have support for that engine. It will need to be added. To do this we need to know the exact angle that all crank and cam teeth pass the sensors. This must be done with the cams in their sprung back (natural) position. The cam test function can be used to get the angles that the cam teeth occur at. It can be very tricky to get an engine running when there is no trigger decoding support and accuracy of information is essential. Most of the time it is required that a degree wheel be used and the motor rotated through 720 degrees starting at TDC no 1 and all crank and cam tooth locations recorded.
  20. It is not completely unusual to have a high master but 36 is getting up there. If the injectors are just very small, then this can happen. I would like you to check that each injector is firing once per engine cycle and that every injector is firing. This will need to be done on a scope in relation to the trigger sensors. I would like to get some accurate triggering information for this engine to add a trigger pattern and VVT control. Is it possible to degree this engine out to get all the information? The cam test function can also be used to determine the cam teeth positions. Regards Ashley Duncan Vi-PEC Engineer
  21. The timing should be stable with the timing light. You must be using wasted spark. The two cylinders wired together will (should) have the same TDC angle. So, the timing light will flash once per crank revolution in the same place. To test the odd fire, you need to mark the TDC of each cylinder on the crank pulley. Then put the timing light on each HT lead and check it is flashing in the right place for each cylinder. As for the exhaust cam, I have altered the trigger decoding pattern and will send some firmware hopefully later today. Regards Ashley Duncan ViPEC Engineer
  22. ashesman

    Log filter

    Keep the ideas coming. I will add it to the wish list...
  23. Yup, we fixed that problem yesterday. Will do another PCLink release very soon. Sorry about that. The table is still there but it is at the bottom of the ECU settings list labelled T4 or something like that. Also, the numbers will read half what they should.
  24. That is a good idea. Currently there is no way to get numbers out easily. We are planning to put an export to csv option to allow exporting to Microsoft excel or other programs in soon. That would probably achieve the same result. What sort of analysis are you trying to do that you cant do in PCLink?
  25. Thanks heaps for taking the time to test and report that bug. It has now been fixed and will be part of the next PCLink release. Fortunately only the annoying message boxes pop up and there is no corruption of data to the table. As for your other feature request, I am not 100% sure what you mean. Are you suggesting that we do a weighted extrapolation so that the amount it increases by depends on the difference between the column values?
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