Pressure sensors and systems by Tekscan provide an array of force sensitive cells that measure the pressure distribution between virtually any two mating or contacting surfaces. Tekscan's pressure sensors and systems can fill your tactile pressure and force measurement needs by providing insight into static and dynamic pressure events, helping you to:
* Improve product design
* Reduce testing time
* Perform quality control inspections
Pressure Sensor
TEKSCAN PRESSURE SENSOR
PRESSURE SENSOR PROPERTIES
Accuracy Better than ± 10%
Linearity < ±3%
Repeatability < ±3.5%
Hysteresis < 4.5%
Drift per log time < 5%
Lag Time 5 µsec
Spatial Resolution As fine as 0.025" x 0.025"
(0.6 mm x 0.6 mm)
Thinness 0.004(0.1 mm)
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Tekscan pressure sensor systems are simple to use and include pressure sensors, sensor scanning electronics, and software. The pressure sensors and systems enable you to optimize design choices by providing high-resolution displays of tactile pressure data in real-time or 2-D and 3-D images.
APPLICATIONS FOR PRESSURE SENSORS
Tekscan's pressure sensors are available in a wide range of shapes and sizes to accommodate a variety of applications including:
* Evaluating Automotive door seal pressures
* Pinch and Nip pressure profiles
* Mattress and Seating design
* Ergonomics and more
Thursday, December 31, 2009
Electronic Fuel Injection (EFI)
If there's one thing that's critical in a high performance engine, then it's fuel control. Think about it: the whole objective of adding a turbocharger, of installing NOS, even of installing a free flow exhaust system, is to improve fuel delivery into the combustion chamber. It is also events in the combustion chamber that can and will destroy a high performance race engine if it's not controlled properly. Here we're talking about controlling the combustion process. Now I've heard many arguments as to why sidedraft carburetors provide better performance than fuel injection and engine management, and vice versa but I always say: it's not about performance, it's about reliability and there's no better system for fuel control than electronic fuel injection. Any endurance race car from INDY Car Racing, to Formula 1, to the World Rally Championship, to the Le Mans Series uses electronic fuel injection (EFI) systems, not just for reliability but because ensuring that the correct amount of fuel is delivered under every condition, will provide the best performance.
EFI is central to engine management. It relies on an engine control unit (ECU) which processes a number of inputs from various sensors on the engine to deliver the correct amount of fuel at a particular RPM and air-flow rate/air density combination. The fuel is delivered through an injector, which is an electronically actuated solenoid valve. The amount of fuel that is delivered is dependent on the fuel pressure, which is usually a constant 30 psi above intake manifold pressure, and the pulse duration of the injector, i.e., the length of time the injector is held open.
Most EFI systems have a standard set of sensors. These include:
* The Barometric Pressure (BARO) Sensor, which provides the ECU with the atmospheric air pressure reading.
* The Engine Coolant Temperature (ECT) Sensor, which provides the ECU with the engine's current operating temperature. This is important because fuel vaporization varies for different engine temperatures. A cold engine requires more fuel while a hot engine requires less.
* The Intake Air Temperature (IAT) Sensor, which the ECU needs to take into account when determining pulse duration.
* The Mass Air Flow (MAF) Sensor, which is a tube positioned after the air filter in the air intake duct. The MAF sensor has a fine platinum wire that spans across the tube. The wire is heated by electrical current to maintain a constant temperature above ambient. The air flow past the wire cools the wire and more current is required to maintain the constant temperature. Thus, the amount of current required to maintain the constant temperature indicates the air flow rate. The air flow rate is divided by RPM to determine the pulse duration.
* The Manifold Absolute Pressure (MAP) Sensor, which uses manifold vacuum to measure engine load. An EFI system that uses a MAP sensor does not require a MAF sensor as it can use the input from the MAP sensor to determine the required pulse duration.
* The Oxygen Sensor (O2S), which is used to measure the amount of oxygen that is not consumed during combustion. This is important for the correct operation of the catalyst converter and is used for emissions control rather than performance or economy. The O2S is located in the exhaust system and is an after-the-fact measure of the air/fuel ratio. Too much unburnt fuel in the exhaust indicates a lean mixture while too little oxygen indicates a rich mixture.
* The Crankshaft Position (CKP) Sensor, which is important for timing purposes as it tells the ECU which spark plug to fire and which injector to open at any given point in the Otto cycle.
* The Throttle Position (TP) Sensor, which is another important sensor as the throttle position and the rate of change in the throttle position indicates the what the diver wants the car to do.
EFI is central to engine management. It relies on an engine control unit (ECU) which processes a number of inputs from various sensors on the engine to deliver the correct amount of fuel at a particular RPM and air-flow rate/air density combination. The fuel is delivered through an injector, which is an electronically actuated solenoid valve. The amount of fuel that is delivered is dependent on the fuel pressure, which is usually a constant 30 psi above intake manifold pressure, and the pulse duration of the injector, i.e., the length of time the injector is held open.
Most EFI systems have a standard set of sensors. These include:
* The Barometric Pressure (BARO) Sensor, which provides the ECU with the atmospheric air pressure reading.
* The Engine Coolant Temperature (ECT) Sensor, which provides the ECU with the engine's current operating temperature. This is important because fuel vaporization varies for different engine temperatures. A cold engine requires more fuel while a hot engine requires less.
* The Intake Air Temperature (IAT) Sensor, which the ECU needs to take into account when determining pulse duration.
* The Mass Air Flow (MAF) Sensor, which is a tube positioned after the air filter in the air intake duct. The MAF sensor has a fine platinum wire that spans across the tube. The wire is heated by electrical current to maintain a constant temperature above ambient. The air flow past the wire cools the wire and more current is required to maintain the constant temperature. Thus, the amount of current required to maintain the constant temperature indicates the air flow rate. The air flow rate is divided by RPM to determine the pulse duration.
* The Manifold Absolute Pressure (MAP) Sensor, which uses manifold vacuum to measure engine load. An EFI system that uses a MAP sensor does not require a MAF sensor as it can use the input from the MAP sensor to determine the required pulse duration.
* The Oxygen Sensor (O2S), which is used to measure the amount of oxygen that is not consumed during combustion. This is important for the correct operation of the catalyst converter and is used for emissions control rather than performance or economy. The O2S is located in the exhaust system and is an after-the-fact measure of the air/fuel ratio. Too much unburnt fuel in the exhaust indicates a lean mixture while too little oxygen indicates a rich mixture.
* The Crankshaft Position (CKP) Sensor, which is important for timing purposes as it tells the ECU which spark plug to fire and which injector to open at any given point in the Otto cycle.
* The Throttle Position (TP) Sensor, which is another important sensor as the throttle position and the rate of change in the throttle position indicates the what the diver wants the car to do.
For modified cars and tuning cars
This Web site is not just dedicated to building pimped out cars and custom cars, but to building and tuning fast modified street cars and even faster modified race cars. Custom-car.us will provide you with all the information and articles about modified cars, car customization and car modifications that you will need to build really fast modified cars for street use or for track racing. Our aim is to help you modify your car and its engine to improve engine performance and handling by providing you with all the information, tips and advice you would need to select the correct high performance auto parts for your car, to install them correctly, and to tune them. It doesn't matter whether your car modification project entails building really cool custom cars, fast modified race cars, cool modified street cars, or even pimped out cars we will provide you with the information you would need.
Information about engine tuning and car modification can become quite technical, but we attempt to bring you this information in plain English. We make the information as easy to understand as possible so that even the novice can learn about car tuning and car modifications, as well as how to increase engine power. We also guide you through engine tuning, performance tuning and car modifications for all makes of cars, including BMW, Honda, Ford, Nissan, and much more, with detailed, step by step tuning and modifying tips. And if you do get stuck with a technical term, there's always our glossary of modified car terms that you can checkup the term. If that doesn't help, you can always send us a message through our feedback form.
We discuss various techniques of car customizing and various car modifications, as well as the different car tuning methods you can use to increase engine power, maximize car performance, and build great modified cars; including:
Information about engine tuning and car modification can become quite technical, but we attempt to bring you this information in plain English. We make the information as easy to understand as possible so that even the novice can learn about car tuning and car modifications, as well as how to increase engine power. We also guide you through engine tuning, performance tuning and car modifications for all makes of cars, including BMW, Honda, Ford, Nissan, and much more, with detailed, step by step tuning and modifying tips. And if you do get stuck with a technical term, there's always our glossary of modified car terms that you can checkup the term. If that doesn't help, you can always send us a message through our feedback form.
We discuss various techniques of car customizing and various car modifications, as well as the different car tuning methods you can use to increase engine power, maximize car performance, and build great modified cars; including:
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