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hexSynchro

NOTE1: PLS DON'T distribute these pages or links or the software... you can hint or announce the product but that's about it...

NOTE2: the software is not nearly release software... it is meant for a select few technically savvy individuals to comment on the functionality and to generate and exchange ideas of what we will do with the eventual product...

 

2011-August-05:

Updated the software to Version 0.0.5 build 3. Download the software here

This build fixes some bugs and introduces the Tracer Graph.. (Tools -> Tracer). If you have not calibrated your unit yet, NOW is the time to do so (you'll need a T-piece that will fit into the vacuum tubes that have an Inner Diameter of 4mm).

Pls do some evaluation on the Tracer Graph!

Suggestion: do a log, keeping the bike at idle for 20 seconds, then increment the rpm to 2000rpm and keep stable for 20 seconds... increase to 3000rpm... keep for another 20 seconds..

Tip: it does not matter to be 2000, 3000, 4000 accurately... but a lot more important to keep the rpm stable for quite some time... This effectively highlights the areas (dots) that you can connect later... to evaluate the balance over the rpm range..  (Stable RPM is required to remove the vacuum transient effects that are associated with the changing of the butterfly in the Throttle Body..)

Release notes v0.0.5 (build 3):

* Added tracer graphs (Tools -> Tracer)
* Added replay timers (elapsed time and total time)
* Added pause/play button for log replay
* Fixed replay timing (also improve replay performance)
* Added zoom button for average Diff. graph
* Added average pressure values below graph

 

2011-July-26:

Updated the software to Version 0.0.4 build 4. Download the software here

This build tests the calibration - it requires a T-piece to connect the 2 sensors into 1, for calibration.  This will obviously be done in the factory eventually, and calibration constants saved in the device itself.

As a secondary test, have a look at the usability of the RPM values... the one has a resolution of 25rpm while Cyl.2 has a resolution of 10rpm...

Release notes V0.0.4 (build 4):

1) Added calibration facility (Tools -> Calibrate)
    * Follow the instructions to calibrate
    * Save as default and values will be restored when opening app
    * After calibration small offsets can be removed with "Zero offset"
    * Cyl. 1 is reference. Cyl. 2 is adjusted to match Cyl. 1.
    * NOTE: calibration values will be stored on the unit in future

2) Applied calibration values are stored in log files
    * Log file values are applied during replay of logs
    * Calibration values can be loaded from a log file

3) Save/load calibration values (under File menu)
    * Can be saved/restored to/from any user selected file
    * Default values are stored in users Application Data directory
    * Defaults are loaded at startup

4) Offset zeroing is much faster

5) Some UI changes
    * Offset zeroing has moved to the console
    * Help menu links to TB balancing procedure
    * Cyl. 2 RPM resolution is now 10rpm
    * ISSUE: No absolute pressure numeric value displayed

NOTE: On the average diff graph the bar will move in the direction of
the cylinder with the lowest vacuum (i.e. the one to be adjusted). Cyl.
2 is on the left, Cyl. 1 is on the right. This will be labelled in
future versions.

 

2011-July-18:

Let's talk synchronization!

Definition: TB Synchro: Do we agree that what we are trying to do is get the difference of the average values to a minimum across the rev range?

The rev range is very important... is there an optimum rev range where you want the difference minimized?  or would you want this as constant as possible throughout the complete rev range.. ?  I am of the opinion you want the latter...

Now let's look at what BMW says:

IMPORTANT: Check that there is no change in the relationship between the pressure readings 
             when the throttle valves open.
              The bar that is shorter with the engine idling must also be the shorter when the engine 
              is in part-load operation 

Also note that the spec for max diff is 25mbar for idle, and 15mbar for part-load (off-idle)...

Now, armed with this, let's look what happens when a person tries to synchronize at 2000rpm and to get the diff to zero. (yes, there are a couple of assumptions, but for purposes of demonstration, I think we are allowed to assume that the difference is linear, and of course this is a little exaggerated (hence now scale on the vacuum axis)

Vacuum1.jpg

You can see what happens at the higher RPMs...

Now let us set the difference to zero at a higher RPM, I'm using 4000rpm in the illustration...

Vacuum2.jpg

You can how this differs from the previous one... Note that I'm definitely NOT saying use 4000 in stead of 2000... but I can understand why people who "set" the balancing to zero at higher RPM, get a better result... At the same time you would see that using BMW's method, would lead to a similar result... (on the last graph, have a look at 2000rpm... the cylinder that had more vacuum at idle, still has more vacuum at 2000, all be it the difference is slightly less (if it were more, the lines would diverge... which would definitely NOT be the aim!)

Anyway... this leads us to a couple of questions:

  1. Is the goal to optimize over the greater part of the rev range, or only over a small section thereof?
  2. Why do you think BMW specifies 1400-1800rpm, if higher rpm would give you better resolution to work with... (i.e. anything over have way would result in that the diff could never be more than it was at idle)... Is it maybe because the engine heats up that much faster at higher RPM?

 

2011-July-16:

Updated the software to Version 0.0.3. Download the software here

 

Beta 3 has two versions, build 4 which is there only to get a feel for the vertically and horizontally switched absolute and Diff bar graphs...

V0.0.3 of the synchro software.

Build 3:
* Swapped dynamic and absolute graphs
* A new filter (with fantastic response)
* show RPM as calculated from both waveforms (the one has a 50rpm resolution while the other
  one has a 25rpm resolution  - pls comment on the readability (and usefulness) of them both!
* Time-shifting the dynamic waveform to superimpose it (View menu), and phase shift it if you like
   to stretch them apart a little for better viewing (phase shift in Console)

Build 4:
* Swapped some of the graphs to evaluate whether they feel better... 
   - having some issues getting the labels to display correctly. 
* Links to TB balancing procedure

 

 

2011-July-11:

Updated the software to Version 0.0.2. Download the software here

V0.0.2 of the synchro software.

1) GUI improvements are:
    * Display increasing pressure in dynamic graph
    * Better layout
    * Slightly more space on the dynamic graph
        a) Legend is still in graph area. Reason is that placing it
outside of the graph reduces the size of the data display. I have tried
to optimise its position.
    * Better values for dynamic graph axes
    * Console off by default
    * Procedure description (still needs to be neatened up)
    * Larger display of average difference
    * Display options under View menu
        a) Pressure or vacuum on dynamic graph
        b) Show console
        c) Show alternative trigger based RPM value
        d) Show FFT in dynamic graph

2) The RPM value is now much more stable. FFT derived with a small
amount of hysteresis on the displayed value. Check out the FFT display
on the dynamic graph - much cleaner now.

3) Averaging is still using the old method, with a large averaging block
(default set to 32k samples - 8s time delay). The response is shockingly
slow, but the averaging size is still settable via the console. I have
another method (improved FIR filter) with improved response, but my
implementation brought the application to a standstill (too many
calculations). I need to either get a better method or a better
implementation.

2011-July-06:

Updated the software. Download the software here

 

2011-July-05:

We've had some questions regarding the hardware, so I thought I'd update you on that.

HEX Synchro ProtoHW1



1. External Power Connector (5V - 26V) - Automotive rated protection for powering directly from Accessory Socket

2. USB Connector (Comms to PC and also powers the device)

3. Switch S3 : Reset device

4. Switch S2 : Upgrade device (manual)

5. LED combo D4 :
      Green: 1s flashing - unit sampling
      Red: USB comms active

6. Switch S1 : Not Used

7. LED combo D3 :
      Green: Power On
      Red: Sensor Power On

8. Expansion Ports J4, J5

9. Expansion Ports J6, J7

10. Vacuum Sensor 1

11. Vacuum Sensor 2


Expansion ports are for possible additions of WiFi, Bluetooth, Screen and buttons as well as SD card or USB flash stick... ;-) ...but let's not get ahead of our selves...
HEX_Synchro_Proto_1.png


2011-June-29:

View the Beta 1.0 page and download the software here

 

2011-June-07:

HEX_Synchro_v0.7_1800rpm.png

HEX_Synchro_v0.7_3600rpm.png

Some Notes:

  • data is logged as a CSV to review
  • logged data can be replayed for review (current testing function)
  • can Zero the difference between Cylinder 1 and Cylinder 2 readings (free air calibration)
  • top right shows RPM (derived from vacuum data)
  • top graph is the vacuum-time graph of each cylinder - this should highlight imbalances, and compression or valve leaks...
  • bottom bargraph: large so it can be viewed from a good distance while synchronizing the TB's
  • right vertical bargraph: shows the difference between Cyl. 1 & Cyl. 2
    • anywhere between 0 and 15mbar, the bargraph is green
    • anywhere between 15 and 25mbar, the bargraph is yellow
    • anywhere 25mbar, the bargraph is red

The above values are as per R1200 reprom:

Check that when the throttle grip is released, both throttle valves are fully closed irrespective 
of the position of the handlebars. 
 >> Both throttle valves reach the idle stops. 
 >> Slight play is perceptible at the throttle cables of the throttle valves 

If One or both throttle valves do not reach the idle stops and / or no play is perceptible at the throttle cable. 
 Measure:  
  >> Turn adjusting screw (1) of the appropriate throttle cable clockwise to adjust play. 
  >> Be sure to match the play of the throttle cables of the throttle valves, so as to 
     synchronise lift of the throttle valves. 
 Note: Do not connect the hoses of the pressure sensors to the motorcycle until after the sensors have been calibrated. 
       The BMW Synchro tester cannot calibrate the sensors if vacuum is applied to the pressure sensors.
Attention: If ambient temperatures are high, there is a risk of the engine overheating in the absence of a cooling slipstream. 
           Do not allow the engine to idle unnecessarily for a prolonged period of time 

>> Start the engine and follow the instructions issued by the BMW Motorrad diagnostic system for warm-up. 
>> Use the BMW Motorrad diagnostic system to set the engine management system's idle actuators to synchronisation mode. 
   To do so, follow the instructions issued by the BMW Motorrad diagnostic system 

Attention: Any change to the ex-works basic setting of the throttle-valve stops will render the system impossible to adjust. 
            >> Do not tamper with the basic setting of the throttle-valve stops. 
            >> The sealing lacquer of the throttle-valve stop screws must remain untouched. 
            >> If the throttle-valve stub settings are changed the assembly has to be returned to the manufacturer for readjustment. 

Using BMW Synchro (No. 13 0 831), (No. 13 0 832), (No. 13 0 833), (No. 13 0 802) measure the difference of the 
average values (AVG) of the partial vacuum in the air intakes with the throttle valves closed.
 >> Intake stub pressure differential with throttle valves closed, engine idling : max 25mbar  
If difference in pressure between the air intakes with throttle valves closed is excessive:
  Check mechanical components of the engine: 
    >> Air intake ducts 
    >> Engine compression 
    >> Valve clearances 
  Recheck engine idle when the defects have been rectified. 

Using the BMW Synchro (No. 13 0 831), (No. 13 0 832), (No. 13 0 833), (No. 13 0 802) check that the bar graphs 
for the average values (AVG) change simultaneously as you slowly operate the throttle (as Throttle valves lift off the idle stops)
 If bar graphs for average values (AVG) do not change simultaneously:
  Turn the adjusting screw of the throttle cable for the right throttle valve (1) until the bar graphs for 
  the average values (AVG) change simultaneously. 
   >> The throttle valves lift off the idle stops simultaneously. 

Test 
 Check that after adjustment has been completed, when the throttle grip is released, both throttle valves are fully closed 
 irrespective of the position of the handlebars. 
  >> Both throttle valves reach the idle stops. 
  >> Slight play (0.5mm to 1.0mm) is perceptible at the throttle cables of the throttle valves. 
 If one or both throttle valves do not reach the idle stops and / or no play is perceptible at the throttle cable:
   >> You must repeat the adjustment procedure 

Using BMW Synchro (No. 13 0 831), (No. 13 0 832), (No. 13 0 833), (No. 13 0 802) measure the difference of 
the average values (AVG) of the partial vacuum in the air intakes with the throttle valves slightly open.
 Intake stub pressure differential with throttle valves slightly open (1400rpm...1800rpm) : max 15 mbar 

If difference in pressure between the air intakes with throttle valves slightly open is excessive:
  >> Repeat the procedure for synchronising the action of the throttle valves. 
  IMPORTANT: Check that there is no change in the relationship between the pressure readings when the throttle valves open.
            The bar that is shorter with the engine idling must also be the shorter when the engine is in part-load operation 

I can't remember what RepROM I took this from and I still need to check whether the 15mbar and 25mbar are common amongst all of the R1200 series...

Based on the above for our last internal review, we have decided on the following basic changes:

1) Add FFT derived RPM & display spectrum - this should be more accurate and robust and should/could highlight compression issues too...

2) Add box for text describing the procedure (see below)

3) Fix legend text on dynamic graph (should read Cyl. 1/2)

4) Optimise firmware for higher throughput - 4 channel options

5) Added tracer graph - Average difference vs RPM (this one promises to be an interesting one!)

 

=============== PROCEDURE DESCRIPTION ==============

Prerequisite:
HEX Synchro:

  • Before connecting the hoses to the Throttle Bodies, perform a free-air calibration on the hexSynchro

Note: The HEX Synchro cannot calibrate the sensors if vacuum is applied to the sensors.

Motorcycles:

  • Ensure the valve clearance is correct before performing a Throttle Body Synchronization
  • With the Throttle fully released, both Throttle Bodies should:
    • rest on their respective Idle Stops
    • have slight play at the cables of each Throttle Body
  • If any of the Throttle Bodies do NOT rest on their Idle Stops, or have no or insufficient free play or the amount of free play of either side differs, be sure to adjust the respective cable(s) correctly before proceeding.


Warning: There is a risk of the engine overheating in the absence of a cooling FAN. Do not allow the engine to idle/run unnecessarily for a prolonged period of time.

Procedure:

  • The engine should be at operating temperature
  • Using GS-911, lock the Idle actuators by using the "Engine Synchronization" function.

1. Idle

  • Using HEX Synchro tool, measure the difference of the average values (AVG) of the partial vacuum in the air intakes with the throttle valves closed.
  • At Idle, max differential pressure: 25mbar

2. Lift from Idle Stop:

  • Slowly move the throttle. The bar graphs of either Cylinder should move simultaneously, if they don't, adjust the throttle cables until they do. (make sure at idle the Throttle Bodies still rest on the Idle Stops and that both cables have slight play (0.5mm to 1.0mm).

3. Off-Idle synchronization

  • Increase the Throttle to 1600 to 1800 rpm. The differential pressure should not exceed 15mbar.  If it does, repeat the cable adjustment procedure and retest.
  • IMPORTANT: Check that there is no change in the relationship between the pressure readings when the throttle valves open. The bar that is shorter with the engine idling must also be the shorter when the engine is in part-load operation.


Warning: There is a risk of the engine overheating in the absence of a cooling FAN. Do not allow the engine to idle/run unnecessarily for a prolonged period of time.

=============== END PROCEDURE DESCRIPTION ==============