Then came along the Tesla 'D' - for dual motor. I briefly considered re-configuring the Tesla drive unit to position the motor length ways in the engine bay, but each change introduced innumerable new complications which detracted significantly from the beauty of using the Tesla motor. With the stated goal of keeping the DMC-12 externally unchanged (at least to the casual observer) I needed to find an alternative solution. This would have been a massive undertaking involving not only safety critical fabrication, but also would be likely to alter the driving characteristics and look of the DMC-12. While the large Tesla motor had very desirable performance characteristics, fitting the motor into the engine bay of the DMC-12 would have meant a complete removal and custom rebuild of the rear frame and rear suspension. The rear motor on the early Tesla Model S cars was approximately 32 inches wide. NetGain Motor's Warp9) and all manner of hybrid and battery electric vehicles from OEMs, and considering the design implications of each in depth, I landed on Tesla as the target motor. Table of ContentsĪfter looking at dedicated EV conversion motors (e.g. In many cases, the design and engineering selections are compromises seeking to balance space, weight, usability, maintainability, reliability, complexity, cool-factor, and cost (in no particular order).
The sections below will describe and provide rationale for the design choices selected for the TesLorean. Using the battery as-configured in the Model S, but in an ICE conversion is essentially impossible with significant deconstruction and rebuilding. For example, the Tesla battery pack is attached to the bottom of the passenger cabin - in a flat slab like configuration - which also gives the Model S its excellent handling capability. The Tesla Model S was designed ground up as an electric vehicle and thus could accommodate design and engineering choices that are not available to a converted car. Anyone claiming otherwise is wrong/lying.Incorporating Tesla technology into the DeLorean comes with design and engineering challenges. If the car accelerated, the accelerator pedal was pressed.
Ibooster hack driver#
It doesn't matter what the driver claims afterward.
Ibooster hack full#
Long story short, it is * impossible* for these cars to accelerate at anywhere near full power unless the driver commands it via the accelerator pedal. Its abilities are literally just an extension of the cruise control system.Īnd let's note that all of the above is logged, over a dozen related data points, not just pedal and brakes. It never commands a particular pedal position or anything similar. In any case, the autopilot system only requests limits to speed and acceleration. The inverter also has a direct connection to the brake sense switch and cancels all actions not directly commanded by the driver (cruise control, autopilot, autopark, etc) immediately upon pressing the brake.
Ibooster hack software#
Under no circumstances, with the software as it stands, can the autopilot system command acceleration similar to a pedal-to-the-floor situation. The inverter then takes this data along with all of the wheel speeds, among other things, and does the speed changes requested by the ADAS system. The autopilot module tells the inverter, via the gateway, the maximum speed to achieve at the time and a maximum rate of acceleration or deceleration (capped at something like 2m/s^2). Even with no power the brakes can be used with sufficient force, just like steering.įor autopilot, the system does not command acceleration. The brakes are a mechanical system using hydraulics with the iBooster providing assistance. The pedal switch, the iBooster position, and the ESP2's braking force per wheel. The brakes on cars with the iBooster system (all autopilot cars) have about 6 different sensors for braking related data. If the readings from the sensors don't perfectly pass sanity checks in the inverter then the car doesn't move and it throws an alert to the driver to that effect. These sensors each have their own offsets so they can be compared for consistency/accuracy. These are both routed through different wiring harnesses on each side of the car and eventually go directly to the inverter at the rear motor. The accelerator pedal uses two independent hall effect sensors.
0 kommentar(er)
