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I do not know if there are types of knock sensors, aren't they all the same? Some early knock sensors were 'narrow band' - they generated an output signal only when knock was detected at a certain frequency. AFAIK all modern sensors are wideband - they have a flat* output response from around 20Hz ...

For a production test you only need to prove that the board is correctly assembled. I would replace the firmware with something that just reads the inputs and exercises the outputs. Connect up some simulated input signals and connect some output loads, maybe even just connect the outputs to the inpu...

If your goal is 0.2 degree crank angle accuracy. Is that +/- 0.1 or is that +/-0.2? If you use +/- 0.1, during your tuning you will likely push until you get an issue, then you'll back off by at least 0.2 to guarantee you are safe, then you might decrease by another 0.2 just to give you some safety...

I found some pictures of what I think is the OEM ECU here:

http://www.600rr.net/vb/15-general-discussion/296313-ecu-resets-dynos-etc.htm

I don't see any heavy duty load dump protection so you may have a clamping regulator or the time constant of the alternator field coil is quite short.

I don't want to fill the Power Supply thread with unnecessary talk. Which Honda motorcycle do you have?

Your schematic reminds me of the old Suzuki Swift ECU which used which used a separate timing processor (UPP) in the days before the integrated TPU.

About EMC, I might be using a wrong standard here. At work I have to deal with 461 RE102 which goes up to 18GHz, as well as CS114, but for commercial stuff I expect CISPR 11 which ranges from about 20MHz to 1GHz. Is that a wrong standard? Is there a more appropriate standard for automotive applicat...

LM2931. The polyfuse is only rated to 24V, the TVS is rated to 15V continuous. I actually expect the TVS to switch before it gets too high, or the transient to be short enough. Which original ECU are you talking about? This is not an ECU in my case. The OEM one is potted so... (it's a motorcycle) T...

About wire EMC issues, I'll assume that we are dealing with frequencies below a couple kHz, so Standing Wave Ratio (SWR) is not a problem, and wire length is not causing RF issues due to length or propagation delays. According to power stream, I get the below ohms for 18 awg and 14 awg wire. Up to ...

Here's my power supply: Basically I use an input diode, a resettable fuse, a TVS diode and a pretty tough automotive LDO. In theory you only need the LDO since it's got protections everywhere. As long as your input cap is rated 60V+ and has no polarity (unlike mine). It worked perfectly for me so f...

Also we have one member who appears to test automotive devices, and he's noted that the ISO 100V peak is a repetitive load dump simulation. It's not just a one time issues like when a head light blows. I think it was repetitive when you had certain injector and ignition failures. AKA one injector o...

Linear regulators are basically the same as switch mode regulators internally. See this video which explains it a bit more. I got half way through the video and then gave up. The fundamental issue that he is missing is that the linear regulator has an op-amp that drives the pass-transistor in its l...

So, is there maybe some chip which does the job? This is something that I need to look at, the injector driver on my ECU is a hybrid circuit that uses some comparators and a few discrete devices. The downside is that a drives an NPN/PNP Darlington pair and there are limited options available for th...

I saw that a few days back. Even for a sidevalve engine that doesn't look like a representative combustion chamber. If you look online you will probably be able to find videos of the sort of engines that the manufacturers use that have crystal cylinders - very expensive! You can see why the old side...

It looks like its in oscillation, it could be a hardware issue but maybe tweaking the control parameters will fix that.

It isn't waterproof, but again, it's a racecar, so we're willing to relax some of the requriements like environmental protection, because we have more control about how and where the ECU is mounted. That circuitry (Q1002, R1003, D1002) is just functions as a poor man's high voltage linear regular, ...

[quote="kb1gtt"]I should probably add some more pictures to the wiki to indicate what kinds of tests and such it should survive. The noted Maxim app note shows 100V forward pulse. Is this app note and ISO standard overly conservative, or is this a typical and good design spec? Is this Maxi...

Rhinoman do you have any of http://www.ebay.com/itm/112035273840 boards by any chance? I could ask atomic-dm if he would share his STM32F103 firmware prototype with you if you are interested. I don't but I could source one. My Oshmon PCBs have been despatched but I haven't received any notice that ...

Test pulse 1 is a reverse voltage test, the voltage is -100V. Also note that Ri is separate from the resistor in the LISN and is in series with the battery voltage so the current into the ECU is limited to -2A maximum.

Per this pdf http://www.smd.ru/upload/medialibrary/a3d/iso_7637_2.pdf page 10 and 14, it notes the below. This is why I think it's 50 ohms and 100V. ISO_snippet.PNG ISO_snippet_100V.PNG Also keep in mind that a linear regulator with out the proper filters can oscillate as well. In this video at abo...

See notes found here about an automotive 5V supply. http://rusefi.com/wiki/index.php?title=Manual:Hardware Note the peak voltages, and min voltages. I think there is a mistake there, load dump is 100V repetitive a 0.5R source not a 50R source, if your alternator is clamped then you only need to sur...

SN15, UK

R12 is connected incorrectly.

That's the worse VR signal I've ever seen, where is the noise coming from? surely that's not straight out of the VR sensor? Can you remove the sensor and spin it with a drill or something? that way you could measure the output voltage and determine what current you need to lose and what resistance y...

The TC4427 isn't designed to drive loads, its meant to drive MOSFET gates where you need a high current for a very short time only to charge or discharge the gate capacitance. At a maximum ambient temperature of 85C the average current must be less than around 200mA to avoid overheating.

The Vitara FSM states that closed loop is used unless:
At engine start and during post-start enrichment
When coolant temperature is low
When highly loaded and enrichment is applied
At fuel cut
When O2 sensor is cold.

Its also disabled if there are any current fault codes.

sleepingAwake wrote: Subaru uses this method for fuel trims. They have 4 fuel trim ranges divided up by air flow.

That probably depends on the year, earlier Suzukis use just one STFT, LTFT and TFT, from something like 2003 they moved to three ranges beyond that I don't have any experience.

I used to have some DSM code, I'll try and find it may have the fuel trim stuff commented, I haven't gone into the Suzuki code in any depth, its full of nested loops to implement delays. Even if I did extract the algorithm then it may well be different to others, there are several methods for transf...

Closed loop is entered when the output from the O2 sensor has risen above a defined threshold - that indicates that it is sufficiently heated. There may be a couple of other requirements, I will check.

I think the OEM ECUs use the equivalent of a PID loop, at least the Suzuki ECUs appear to although there may well not be a D term - its a relatively slow system. PID is a continuous time algorithm, micros run in discrete time so the algorithm and values must be translated into discrete time, this is...

I've ordered some boards, no stock at present so it could be a while. I'm working away from home for at least the next 3 months so no rush - its a job for the summer.