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0-5V Gear Output for most late model GM Transmissions/Transaxles


Nate1647545505

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The idea behind this comes from two things:

 

-An AMS 1000 Boost Controller which can use a 0-5 volt input to build profiles (boost ramp rate & target psi) for different gears.

 

-The majority of late model GM trans's having PCM Low Side (Grounded) control of the shift solenoids.

 

The purpose of this circuit is to read the shift solenoid states and translate to a 0-5V output based on current gear. In other words: 1V = 1st Gear, 2V = 2nd Gear, 3V = 3rd Gear, 4V = 4th Gear.

 

When used with the AMS1000, the functionality of tailoring how quickly boost comes on (Psi/sec) and what boost level (target Psi) on a gear to gear basis has been added.

 

Cost to build:

~15$ for components (DigiKey)

~60$ Completed with ABS Box, Weatherpack Connectors & TXL Crosslinked S.A.E. J1128 External Wiring (Keefe Performance)

 

Basic Schematic:

http://img9.imageshack.us/img9/3637/ams10005vgps4t65egpss.jpg

 

Notes:

 

-This is setup for an AMS1000 input, different device inputs attached to Vout may require diodes depending on impedance.

 

-This application is designed for a 4T65E transaxle, while other late model transmissions operate in a similar manner; please check your service manual operations section to confirm shift solenoid operation.

 

-Vout is within + or - .1 Volt

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So the whole point of this is to keep traction in the lower gears?

 

Yup, this being more OEM like, "hands off." There are time and shift based controls to accomplish the same goal, but for a slushbox street warrior, automated control based on gear position is a better option, IMO.

 

e.g. Some turbos hit hard, with a huge change in torque in a very small amount of time. With some testing you can find a happy medium of bringing the boost on quickly without complete wheelspin:

 

First gear may be only to handle 1psi/sec with a max of 4psi

Second might take 4psi/sec and 10psi max

Third & fourth hopefully takes 8psi/sec with a final setting of 15psi

 

The new AMS software allows you to save different settings, so you can have a variety of profiles: street tires & pump gas, street tires & race gas, slicks & pump gas, and slicks & race gas.

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Wow... So this something you'll be doing, or are you just looking at the idea. I have to say it may be pretty helpful for launching the car. I understand the concept but not really the details of it. The geraing would be tied in with the amount of boost being run.?
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Wow... So this something you'll be doing, or are you just looking at the idea. I have to say it may be pretty helpful for launching the car. I understand the concept but not really the details of it. The geraing would be tied in with the amount of boost being run.?

 

We are going to try it. The logic makes sense but as they say, "One good test is worth a thousand expert opinions."

The geraing would be tied in with the amount of boost being run.?

That is the idea, with the AMS knowing what gear the trans is in, it knows how much and how quickly to apply it.

If all goes well, there will be a second version which integrates the Bosh 5.3 traction control. This would allow the car to have a binary control of boost.

On wheel spin, the system is designed to regulate (dump) boost using a PWM type valve to adjust the blower's built in bypass valve. However, since the car is turbocharged the system is unable to regulate boost.

Using the AMS's reduction input and the PWM signal from the PCM a bridge can be created, restoring functionality back to the traction control system.

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