InputTrigger/SubaruThirtySixMinusTwoMinusTwoMinusTwo (2013-01-10 20:34:47)

This 36-2-2-2 subaru trigger (like the missing-tooth triggers, or even none-missing tooth triggers) support sectrig-position (and third-trig position) measurement and therefore suitable for camshaft-angle-control (VVTI / AVCS). Just write here when you find out good

values for a certain model (usually gives 10-30 degrees trigger-position at idle, and +40..60 degrees - or so - higher reading when advanced), although once VR-trigger is set up it's easy to set measure tooth to a good value (often many good values exist) after inspecting triggerlog.

There is a contradiction about crank-pattern inside the Subaru manual (thanx for everyone contributing so we finally sorted it)

Cam info

There is a camsync pulse 45 crank degrees before Cyl 1 TDC, then the second comes 135 crank degrees after TDC

Camsync:

subaru2001-camwheel.jpg

The relative position of the cam (having the camsync pulse coming inside the middle of the long gap) was a reasonable design decision.

Crank:

subaru2001-crankwheel.jpg

crankwheel1modi.jpg

On both pics with the wheel, the wheel turns anti-clockwise. The engine runs clockwise, but the pic is of the back of the wheel.

The engine and the wheel physically turn clockwise, but the above photo shows the back of the wheel, so looking at the pic, the wheel turns counter clockwise.

That confirms: our implementation assumed the above photographed wheel rotates COUNTERCLOCKWISE so the double long gap is followed by 13 tooth, not 16.


Crank Sensor wheel drawing, as mounted on the engine - rotates clockwise: (Beware: the plotted function is wrong: it shows a group of 13 teeth, instead of 16! This caused a lot of confusion)

subaru2001-crankwheelpic.jpg


just thinking

The choice to have the long gap detected at 30 BTDC and 0 TDC is weird.

We can look at it as 15+3,3+12+3


Subaru 36-2-2-2 implemented with camsync: derived from c024 (12 cranktooth + 1 campulse)


What is current 2013-01-10 situation with H6 triggering?

Here is two triggerlog files for old "dumb" H6. One file difference is falling/rising secondary (Hall type)captured some time ago. Also newer engine with variable intake camshafts + VTEC-alike lobe switching use 3 evenly slots on each camshaft.

http://www.vems.hu/files/GintsK/Subaru%20H6%20trigger/v3.3_n002316-2011-06-28-21.07.04.triggerlog

http://www.vems.hu/files/GintsK/Subaru%20H6%20trigger/v3.3_n002316-2011-06-28-21.15.54.triggerlog

Picture shows difference between both above files:

Merge.png

Does 36-2-2-2 work For H6 engines?

Original implementation notes - might be useful, but the configuration with the configlet is much easier now

Than burn, and might need to reboot.

Please measure+figure how to set trigger tooth and TDCdelay.

(tooth 0 is after the long gap after the group of 16 normal tooth). So triggertooth=4 + 90 deg TDC-delay or triggertooth=5 + 60 deg TDC-delay SEEMS appropriate. (The strobe will tell)


Test pattern - codenamed "s362" in wav filenames and signalgenerators

Here is a [wav file] (with CamSync. Inverted to play properly. 735 RPM)


Testing - some [configs] that were used for testing

Since the 2010-06-15 experimental 1.1.76 seems to act properly (36-2-2-2 with camsync or with subaru 6+7 with camsync). Can be tried on bench or engine.


Jason's notes

Here is a [vemscfg file] of the setup described above (trigger settings)

In Jason's engine there is the possibility of using a 4-1 cam signal. It's for the 2004 WRX STi variable cam system (disabled on this engine for now) and those sensors are still there but unused. We should figure out the 2 pulse camsync, but if the 4-1 is easier to handle quickly, I'm ok with that. There is a 4-1 on each cam, but I expect it's sufficient to just read one of the two (just like this 2 pulse cam trigger).

36-2-2-2withcam4-1.gif

subaru_vvt_a.PNG subaru_settings.PNG

Assuming that is the most retarded position. (correct ?)

link to a site, were there is crank 36-2-2-2, plus cam 4-1,

http://www.msextra.com/forums/viewtopic.php?f=131&t=36430

this is what there is on the subaru´s when the run inlet avcs, so NOT 36-2-2-2 and the 2pulse cam wheel

A triggerlog, where

triggerlog_subaruimprezasti_2004usdm_ej25.png


Camshaft-angle control

Firmware originally supported camshaft-angle control with missing tooth primary trigger. But someone on irc requested 36-2-2-2 (without writing details here or there).

We added firmware support for 36-2-2-2 (with the factory 2-pulse camsync) camshaft angle control (1.1.82), but there are still open questions...

Engine has 2 VR + 2 cam-HALL sensors in total:

Trigger inputs - 3 should be enough

Output solenoids ?


1/5-2012

Need help to to solve low Vr signal.

Question 1

As you can see below images of the vvt cam vr sensor is not a strong signal positive 200 mA negative 300 mA.

What can we try to do to make the Lm 1815 reed the signal?

Question 2

This version of Subaru is not like the US made ons as shown on this side.

This Subaru is sold in Europa and Japan. It has 4 spike´s on cam distributed 90 degrees and not 3 like the US models. Also all sensors are Vr. Type (US models uses hall on cams)

Can we use the firmware that’s is available this moment or do we not support 4 spike on the cam?


36-2-2-2 crank, plus a 4tooth camfeedback on each cam,

This trigger setup is used on JDM and Euro 2.0 AVCS STI engines from 2001-2005 were it changes to hall cam feedback sensors with 4-1 feedback on each cam.(like the above US version)

scope shot 1 : vr cranksensor 36-2-2-2 + right VR cam feedback sensor connected to secondary trigger measured with ecu pluged in

f4480a56.jpg

scope shot 2: VR cranksensor 36-2-2-2 + left VR cam feedback sensor connected to 3rd trigger connected by VR-Hall converter

this pic is direct from sensores without ecu connected

bcad1d6e.jpg

Scope shot 3: VR cranksensor 36-2-2-2 + left VR cam feedback sensor connected to 3rd trigger connected by VR-Hall converter

this pic is with ecu connected.

558e660f.jpg

Not getting any output through both cam LM1815 pin12

Suggestions to get it working ?