what is tr6 in reference to nitrous oxide

NMS chiliad Progressive Nitrous Controller

How practise Progressive Controllers Piece of work?

Reference: Nitrous Controller, Launch Percent, Frequency, Hertz, Response Frequency's

Nitrous Oxide Progressive Controller Frequency & Percentage Settings

About all racing N2O progressive controllers systems employ a concept known every bit Pulse Width Modulation (PWM) to electrically control the flow output of nitrous oxide and fuel solenoids. There are two settings that control the electrical pulses to the solenoids. Pulse Frequency is how oft the unit turns the outputs on in cycles per second, this is chosen the "Hertz" setting. One Hertz (Hz) is to equal one cycle per second, and so when we modify the Hertz setting, we're adjusting how many times per second the progressive controller fires the solenoid. The faster we fire the solenoid, typically the smoother the nitrous output to the engine.

Hertz	Wheel Length
12Hz	.083s
15Hz	.067s
20Hz	.050s
25Hz	.040s
30Hz	.030s
40Hz	.025s
50Hz	.020s

In one case you have it set, the Hertz does non change when the controller ramps the output up from the get-go per centum to the end per centum. Hertz remains constant during the units operation (for most nitrous controllers). Here's a chart that shows you lot the difference in cycle time with the difference Hertz settings. Cycle time consists of the time catamenia from when the output goes on and off, to where the next bike begins. At 12Hz, we would take 12 pulses on and off, each lasting .083s.

The second setting is Percentage, which is typically adjustable from 0 to 100% in i% increments. This value is actually what is called Duty Wheel or abbreviated as DC. Duty Cycle (%) is the duration of each of the output pulses which controls how long the solenoid will stay open on each pulse. Think of this like camshaft elapsing - how long on each engine revolution the valve is held open. 25% Duty Cycle means the output to the solenoid will exist on for 25% of each pulse sent to the solenoid.

If you have your nitrous controller ready to 20Hz, it will take .05s for each bicycle, and if your % is at say 25% commencement percentage, your controller will hold the solenoid open for approximately .0125 2d - that's a pretty short pulse. At lxxx% Duty Cycle, that pulse will last .0375 seconds.

If you had your controller set to launch at 0% to 100%, this animation volition show what the output would look like going to your solenoids.

Duty Bike % Change
Credit WikiPedia

Notice the width of the pulse changes, just the number of pulses per 2nd remains the same. If you were watching the electrical signal going to your solenoids with an oscilloscope when you lot launch your car, it would look something like this.

Progressive Nitrous Output Vs Hertz Settings

A question racers typically have is what will happen if I alter my Hertz setting from say 12Hz to 20Hz, but keep the same launch percentage?

Assuming your solenoids can handle the college frequency (more on that below), when y'all increase Hertz, the solenoid fires more times per 2nd, and if you keep the same Duty Bicycle, the amount of "ON" time per pulse will be reduced. So we have more pulses per second, but they are of a shorter elapsing. And so allow's say y'all currently have your organization set at 12Hz, and you alter it to 20Hz, only you keep the same 30% start pct - what difference will it make at launch?

Hertz	Duty Cycle	On Pulse Width	Total On Time for .5s
12Hz	thirty%	.025s	.fifteen
20Hz	30%	.015s	.15

Interesting huh? Your 1st setup with xxx% launch at 12Hz will pulse the output 12 times in one 2d, and the solenoid'southward will be open up for .025s. When y'all increment the frequency to 20Hz, and continue the same Duty Bike, it shortens the fourth dimension each pulse is on to .015s. So say over a one/2 second of ramp time property the xxx% Duty Bike, the solenoids volition be open the same full fourth dimension. You lot'll just have shorter duration pulses, and more of them at the higher frequency.

Let's look at this some other way, what happens if we are trying to keep the same pulse width?

Hertz	Duty Bicycle	On Pulse Width	Total On Time for .5s
12Hz	30%	.025s	.15
20Hz	50%	.025s	.25

We take to go up to a l% setting to equal the aforementioned On Pulse width at the college frequency. This leads us downwards another rabbit pigsty, usable pulse width is dependant on what solenoids you're working with. There'south always a catch isn't there?

So technically speaking, equally long as your solenoids can reply as fast as what y'all're attempting to pulse them at, changing the frequency has petty cyberspace issue in output. The average time they are open is the aforementioned every bit long every bit yous maintain the aforementioned Duty Cycle (%).

Expected Nitrous Output vs Actual Output

Nitrous Solenoids aren't magical devices, they can only open and close so fast. Depending on many factors such equally coil size, amperage, plunger weight, plunger lift, Nitrous force per unit area, etc. There are limits to how fast y'all tin operate them. Each type of solenoid has a frequency and Duty Cycle range that information technology will really function in. When you lot exceed those parameters, the solenoid volition either not open up, or go wide open.

Unfortunately, windows of functioning ranges are non published for virtually nitrous solenoids in this industry. In addition, the corporeality of book afterward the solenoid plays a part too. A solenoid with a long line on it attached to a plate, vs a pair of solenoids hooked to a distribution block and a fogger, are going to have different pressure curves at low percentages even if they have the same solenoids.

Back force per unit area after solenoid with progressive ramp

Most the only way y'all can verify exactly what is happening when yous change Duty Cycle and Hertz is to measure the nitrous pressure (and fuel) Later the solenoid. For example tap into the distribution block on a fogger. This will show you the overall effect of your controller setting changes. Of class, you tin also flow test the system at a maintained Hertz and Duty Bike and measure the pounds per hour, that'due south a bit more time consuming. Since we're typically CHANGING the Duty Cycle as we ramp nitrous in, this is a dynamic situation and only those pressure sensors give y'all a clear picture into what actually happens.

Solenoid Response Rates or Window of Operation

Trash Cans (not specific models) get-go to work around twenty%, and reach full open at around lxx% at 15 Hertz settings. Back to our calculator, that is a pulse width of .0133s at those settings. Technically they might be able to open at 16% if you driblet downward to 12 Hertz, that is the same pulse width. If nosotros get upwardly in Hertz, let's say 20Hz, 27% Duty Cycle volition generate an equivalent pulse width. Hopefully these correlations will make sense as to how Frequency and Duty Cycle impact where large solenoids tin operate at. Fuel solenoids respond much ameliorate than nitrous, so realize that if yous effort to use a 20% launch Duty Cycle, it's possible your fuel solenoids will be pulsing but your nitrous may not be at that indicate.

On the other end of the spectrum, if we're at 15Hz, and the solenoid quits pulsing at 70% and goes full open, the on pulse width is .0467s merely the off pulse width is only .020s, which is really short amount of fourth dimension. Increasing the frequency at the same percent to 20Hz shortens our off pulse time to .015s, so whichever style you piece it, information technology starts getting difficult to achieve total control over these solenoids.

In full general, the higher the frequency (Hertz) the narrower the working range of Duty Bicycle you can control with the solenoids. Yet the college frequency too tends to deliver a smoother output when it does work repeatedly.

Percentage (Duty Cycle) & Hertz Settings Do NOT Equal Catamenia Rate

If our solenoids won't open until nosotros reach 20% Duty Bike and get full open at 65 to 70%, that ways our progressive controller settings are not linear to the solenoid output by no means. Monte Smith from NOS has stated that in his tests, with some Trashcans and .036 jets, at twenty% Duty Cycle he was flowing 32% of total system catamenia. At fifty% Duty Cycle, he recorded lxx% of total flow charge per unit, and at 70% Duty Cycle the solenoids went full open and moved the same menstruum every bit 100% Duty Cycle. Some Trashcans don't respond as well, yous might actually see 65% of your total flow charge per unit at merely 20% Duty Cycle with some solenoids.

In gild to work around these issues, we have to set our controllers for a Start Pct (Duty Cycle) based on where they actually work at, such as 25%. Then use Timing Retard to kill any additional power, instead of dropping down to a showtime percentage where the solenoids won't work at. Nosotros need to realize that when nosotros reach approximately 70% we are likely shut to full flowing with many larger solenoids.

To further confuse the issue, Hertz settings besides tin can play a large part in commanded output vs. actual output. A large solenoid with big gyre does not typically have the power to pulse equally apace as a small one. When we command a Trash Can to pulse at 20hz for example, it can perhaps practice that reasonably well within a range of say thirty-80% duty cycle. However due to coil saturation, it tin take longer to open and close than a smaller roll, effectively generating an output pulse that is wider than we are asking for as compared to the same duty cycle at say 18hz. It'southward not and so much what we tell the solenoid to do, it'due south what it ends up doing, that is the end effect we accept to work around. That's why having good data logging of back pressure level at the distribution block is very helpful to see the results of your changes.

Build Time & Ramp Rates

When you start start working with progressive controllers, you'll hear terms thrown effectually such every bit linear ramp, dual ramp, and non-linear ramps. This might exist a fleck confusing to understand what people are talking nigh, it can help to visualize the differences.

Linear Ramp

Linear Ramp Instance

This is a linear ramp, the about simple to setup and mutual for less avant-garde controllers. It starts at xxx% and ramps both nitrous and fuel solenoids to 100% in i.v seconds. Recollect that even though yous are commanding your solenoids to function at these percentages, it doesn't necessarily mean they will answer equally you tell them. It's very mutual for the nitrous solenoid to go full open in the lxx% range, but the fuel solenoids keep to progress.

Dual Ramp

Dual Ramp Example

This is a Dual ramp, an improved adequacy that controllers similar the Edelbrock and Ternion controllers can put out (The Ternion really has a triple ramp capability).

In this instance, we commencement at thirty%, hold that percent for .v seconds, then ramp to 100% in virtually one.i seconds with a linear ramp. This is a very common setup to let the tire become prepare before throwing the power at the car.

Non-Linear Ramp

Not-Linear Ramp Example

This is an example of a NMS-chiliad controller setup which is capable of separate fuel and nitrous ramps, and is adjustable all the fashion down to each output pulse offering very fine control and not-linear output.

The reason not-linear is helpful is we can more closely match the actual solenoid capability, and brand very fine adjustments where nosotros want to add or take away ability. Not to mention the command over fuel, similar this example where we are striking the fuel solenoids at 100% for the 1st 3 cycles to endeavour and go the fuel moving covering a lean spot. Then we driblet it downward to less output, more closely matching the nitrous pct output.

In this example, nosotros start at 40%, hold that percentage for .5 seconds, then ramp to 100% in about 1.3 seconds with this non-linear ramp.

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Source: https://www.dragstuff.com/techarticles/nitrous-progressive-control.html

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