Traction Control

Vaak na tuning kan het probleem ontstaan dat de orginele tractie control niet meer voldoet vaak wordt deze te traag of werkt helemaal niet meer. Het nodog zijn voor eigen veiligheid of simpelweg om snel op te trekken dat een traction control systeem nodig is. Een van de meest betrouwbare en langst op de markt aanwezige systeem is van Racelogic. Dit systeem hebben we geinstalleerd op straat auto’s alswel circuit auto’s.
Lees hieronder de fabrieks gegvenes en toepassingen. Mocht u meer informatie willen of kijken of een dergelijk systeem voor u van toepassing is bel dan geheel vrijblijvend.

How does Traction Control work?

traction-controlThe system works by monitoring the speed of all four wheels using the ABS system or specially fitted sensors. When wheel spin is detected the engine power is reduced, by cutting a single injector pulse, until grip is resumed. This occurs in a thousandth of a second, and appears to the driver as a slight misfire with no loss in acceleration.

Maximum acceleration is achieved by limiting the slip between the tyre and the road. The point at which a tyre is just beginning to slip against the road gives the maximum coefficient of friction value.

250x203-images-stories-other-prod-graph-friction-vs-wheelspeedGraph showing Friction vs Percent Wheel Slip

From the graph on the left it can be seen that the maximum coefficient of friction (µ) occurs at a slip between tyre and road of 10% when dry, and around 5% when wet.

Many factors affect the ideal level of slip, wet / dry conditions, speed of the vehicle, lateral g-force (cornering), tyre compound, tyre pressures etc. Ideally the driver should be able to dial in a base level of slip that takes into account weather and tyres, and the system should adjust automatically for speed of the vehicle and lateral g-force.

When cornering, the system will reduce the amount of slip available, to prevent lateral slip from occurring, and vary this amount depending on the speed of the vehicle. At high speed, low grip situations, this slip should be around 1-2% to maintain forward momentum, and at low speed high grip situations, this can be much higher.

Cutting a single injector pulse

The idea of cutting fuel to an engine sets alarm bells ringing in engine builders, as they all know that running a lean combustion mode will elevate in-cylinder temperatures very rapidly. The denser the air/fuel charge, the more heat the lean burn can generate. Therefore it is vital that a fuel cut system will not cause a lean burn.

Racelogic Traction Control prevents lean burn by removing 100% of the pulsed fuel delivery – essentially the affected cylinder takes a gulp of fresh air; the in-cylinder temperature remains virtually unaffected.

Prolonged fuel cut on one particular cylinder would cause scavenging of the petrol lining the inlet tracts, and when the next full fuel pulse arrived, it would be partially reduced in quantity by the re-wetting of these tracts. RL Traction Control rotates cylinder cutting to prevent this situation from occurring.

Does it fit and how is it fitted?

Racelogic Traction Control is suitable for petrol-engined cars that have electronic fuel injection. The system is integrated with the car’s injector signal wires – so the signals are always passing through the Traction ECU. A suitable RPM signal must also be connected.

However the following conditions make it incompatible:

  • Misfire detection: If your engine management acts upon detecting misfires by putting the vehicle into limp-home mode, or illuminating the check-engine dashboard lamp, RLTC cannot be used unless the misfire detection function is disabled. This can be done in some cases by ECU tuning specialists.
  • Pulse width modulation to control/limit the injector current.
  • Peak and hold injector drivers.
  • Injector resistance lower than 4ohms.
Engine Configuration

RLTC is available either with six or eight injector interfaces. On an engine with four, five or six cylinders you would use a six injector interface system (with one or two inputs being redundant on an engine with five/four cylinders, respectively).

On a V8 it is advisable to use our eight injector interface system, especially if the vehicle has a very high power to weight ratio; it is entirely possible to use a six cylinder system on a V8 engine, by leaving two cylinders unaffected and altering the cut sequences accordingly. However the disadvantages in doing this are that launch control and full throttle shift cannot be used, and the smoothness of operation isn’t as great.

It is also possible to employ RLTC on a V10 or V12, again by leaving two or four cylinders unaffected. An eight cylinder unit being used on a V10 engine can be extremely effective due to the higher ratio of injector inputs, to the extent that both launch and full throttle shift can be used.