Thursday, May 26, 2016

General update

A couple of things are going on right now.

A. We have received the raw metal stock for mounting the motor.  We are checking and triple checking dimensions for the motor/transmission adapter plate.  We hope to water jet the OD, ID and many of the holes yet this week.  Then mill and tap the holes next week, and maybe get the motor boss machined next week too.

B.  The DMOC adapter controller is under construction and hopefully within the next few days we will get the DMOC programmed and spin the motor to confirm operation before mounting to the transmission.

C. We have been finding the wires in the car that need to be rerouted to the DMOC adapter for I/O
      Cruise control
      Brake pedal
      Fuel sensor
      Coolant temp
      Oil pressure
      Reverse lights
D.  We are trying to figure out the CAN bus addresses for several of the instrument panel lights.  HELP please!

I am trying to keep the inside of the car as stock functioning and looking as possible.
I am trying to integrate as many systems together as possible to prevent duplicate parts.

The BIG change; I am adding an adapter computer to control the motor, batteries, pumps (steering, cooling, vacuum, heater, A/C).

The adapter is fully programmable (C++) and can control the car via I/O analog, digital, and CAN. The dashboard in the car is CAN.

I plan to use the OEM road speed sensor, locks control, wiper control, radio, airbag control... through the OEM ECM.

I wish to transfer some new outputs from the adapter to the dash: My understanding is that I need to find all the addresses below so the adapter knows where to send the information.
I have looked at the schematic and removed from the list below all the direct non-CAN inputs. So I am looking for the addresses for the following lights in the dash.

to "analog" tach gauge: dial selectable output
      motor RPM
      current flow output/regen
to MFI digital display: dial selectable output:
      scrolling battery cell voltage readout
      charge rate
      pack total voltage
      other adapter outputs...
      regen mode state on/off
to cruise LED
      cruise state on/off
      EITHER ECM or adapter error
to brake system warning LED
      vacuum level warning
to glow plug LED
      charger still plugged in state
to oil level warning LED
      pack pre-charging state

Analog/Digital direct input required, i.e. non-CAN bus input
to fuel "analog" gauge
      battery charge state
to fuel low LED, this may be automatically triggered from within the instrument panel based on the        fuel gauge reading?
      battery low warning
to "analog" coolant temp gauge
      coolant temp, scale changed 30-90-150F I think. Instead of x-190-2xx? [Jetta, 97 says a 120ohm         resistor should read 90F]
to generator warning LED
      DC-DC convertor failure
to oil pressure warning
      adapter ready to drive signal, light out = ready to drive.

Tuesday, May 10, 2016

Water pumps, which one to use and hose routing

We have several water pumps, we need to choose between them and route the lines appropriately.

The motor and motor controller (DMOC) need cooling water, the radiator and heater core are still in the car.   We figure we do not want to connect the motor/DMOC to the heater core as during the winter we will want to heat the cabin and not waste heat in the motor/DMOC.  The plan is to route radiator > pump> DMOC>motor>radiator, any reason to route otherwise?

For the motor/DMOC we suspect we will want a continuous low flow of coolant to prevent hot spots, but should not need the maximum stated 16L/min continuously.   So we have been looking at pump control strategies.  The initial plan was a low flow pump always on, with a high flow pump on a temp controlled relay.  That was until we noted one of the pumps seems to have signal wires.

Size reference, 4" dia.

Looks like it may be able to CAN communicate and maybe spin at different speeds?  But I have not found on the web yet any specifications for it.  Help please.

UPDATE [We have learned that this is a CAN controlled pump.  The Yellow wire is 12v+, the White is GND.
We have been told the red is LIN, and the blue ASD, but that does not jive with CAN.  We have also been told to hold the blue to 12v+ to do a power on test, but that was given by the same informant as the LIN and ASD information which seems incorrect.]

Other choices I have on hand are:

Size reference, 3.5" dia.

Size reference, 4.5" dia.

Size reference, 3" dia.

I figure one of the little ones for the heater core, when the heating element is on, the pump is on+a minute or two shut off delay.

Monday, May 9, 2016

Wiring harness fun, part one of many I am sure.

We have been working on the schematics to determine which wires will be used as-is, which will be re-purposed, and which to get out of the way.

We found the main computer under the windshield in the center.

Engine wiring harness
Keep the:
engine temp sensor
reverse gear switch
ground speed sensor
engine rpm sensor
A/C relay
Fan relays

Remove the:
Alternator control
Fuel pressure switch
Fuel injector control
Throttle body control...

The pictures will be back to color next update...

Motor mounting update

The motor mounts have been designed.
Motor to transmission adapter plate, see it below between the motor and transmission.
This will be made out of 1.25"x14"x14" Aluminum 6061.  The outer shape and center hole will be cut using a water jet.  Most of the holes will be threaded M10 or M12 for either the transmission or motor side bolts.  The near side cut is for the CV joint clearance.

The orange rectangle on top is the motor controller - DMOC 645
The green is the frame of the car.
The yellow on the right is the rectangular motor.
The yellow surfaces on the left represents the transmission.
The right end A36 steel white plate will be welded to the A36 angle irons that are brown.
The material has been ordered and should arrive late this week.  The plan is to cut the aluminum outer shape and center hole using a water jet.  Most of the holes will be threaded M10 or M12 for either the transmission or motor side bolts.  The central boss will be cut on a CNC mill. The near side cut is for the CV joint clearance.  The plate will be placed onto the transmission, using a gauge it will be centered and doweled to the transmission.  The spline adapter will be mounted to the motor spline and bolted down.  The motor will then center on the large central boss and be bolted down.
The powertrain will then be placed into the car and aligned with the white plate pre-attached.  The top angle iron will be pre-drilled and mounted to the motor mount.  The alignment of the angle to the plate will be confirmed and marked.  The two parts will be removed welded and bolted together.

The angles extent to the front of the car to allow for mounting the water pump.  The total hanging mass should be within a few pounds of the original powertrain weight.

General engine bay work

Removal of exhaust heat shields to access firewall mounting points for battery mounting.

Put power steering reservoir back in and looped system.
We will try the car without power steering, if it is too heavy, we will place in a pump we already have just below the frame rail shown and turn it on or low speed maneuvering.

In the center just to the right of the vacuum boost canister is the master clutch port.  We got the hard pipe off and need to seal the brake fluid reservoir before pulling the hose out.