MembersPage/DavidBlades/FanTest (2006-02-25 07:39:50)

Testing the Fan Control

I'd very much like to get rid of the silly otter switch arrangement found in Griffiths.

There are 2 fans on the later Griffs. My current plan is to control them independantly from the fan and water pump controls from VEMS, with different on temperatures and different levels of hysteresis.

There's no real reason for this, other than it's giving me options...

Well, after an exhausting search for the coil wires on the fan relays (they went into the engine bay and came out again...) I plugged them in to VEMS, set the temperatures and they worked. First time too. It's a shame the temp sensor isn't configured right yet.

Note that temperature calibration is now correct.

Fuel pump

Fuel pump relay has been connected. I'm using EC36 pin15 - P259 channel 5. I'm using 3.5 seconds for initial prime and it continues for a second after the engine stops. Both parameters unscientifically measured from the previous ECU.

It's often a good idea to use free injector outputs (If you still have some free) first (more rigid) before using up p259 outputs. Measure resistance of relays (and inductivity too if your DVM supports L measurement).

I have 8 injectors running sequentially so there's none spare. I've used the same relay as the fans have (ie those with added diode) so I have at least the illusion of protection for P259.

Tacho Output

Should have been simple, BUT

Evaporative Emissions Control - EvaporatorCanister

I ought to be a good boy and sort this out properly. I've ignored it up to now, and I really shouldn't...

The vent pipe from the fuel tank goes to a carbon canister in the inner wing (not examined yet, I disconnected the system at the tank end). Another pipe comes from this to the plenum on the engine. Presumably the carbon canister is also vented to atmosphere with a non-return valve, i.e. it can suck air in, but not let it and the petrol fumes out.

Under certain conditions a solenoid is pulsed to evacuate the carbon canister of any fuel vapour it's collected (into the intake manifold for digestion inside the engine). Guessing the conditions:

Question: How best do I drive the purge solenoid with VEMS. I thought about a Misc output channel, but there's no temperature dependance on it. Am I understanding this correctly?

Marcell's engine should have EvaporatorCanister connected too (especially with the warm seasons coming), just have to find the evaporator in the engine bay (IIRC I found earlier).

Detailed Proposal - to be expanded

So proposed config parameters for the evap_duty(MAP) function are:

Obviosly, interpolation in between. This would result in smooth transitions (less chance of stumble or similar), while preventing blow out (pressurize the tank ??) through the purge canister at boost (unless someone specifically configures so).

Config parameters I'd like, but are not essential are:

Back to MembersPage/DavidBlades