Programme Area – Motorsport

EAL Level 3 Diploma in Engineering Technology – Motorsport (QCF)

Name: ……………………………………… Lecturer: ……………………….

Unit: 84 Motorsport Vehicle Electronic Ancillary and Information Systems
Assignment 1
Date Due:
(If you hand the assignment in before the due date there will be the opportunity to increase your grade)
Deadline Date For
Date submitted Date returned Re-submission
1st Sub
2nd Sub

Assessor feedback

The assessment has been successfully completed to the standards identified for:

Unit Criteria Grade

P M D
Explain the operating principles and characteristics associated with
1.1
a motorsport vehicles electronic ancillary and information systems
Explain the operating principles of sensors and actuators used on a
1.2
motorsport vehicles electronic ancillary and information systems
Explain the function of the key units and components of two
2.1
motorsport vehicle ancillary systems
Explain the function of key units and components of two
2.2
84 motorsport vehicle information systems
Explain interfacing and signal processing in ancillary and
3.1
information systems used on motorsport vehicles
Describe the functional interrelationship and interaction between
3.2 systems used on motorsport vehicles using representational
methods
Explain driver and vehicle interactions for one electronic ancillary
3.3
and one information system used on motorsport vehicles
Print Name Signature Date
Tutor/Assessor
Quality Assurer (if
applicable)
General Comments

Standard of English (including Maths and ICT where applicable).

Areas that should be further developed in future pieces of work (SMART).

Student comments on the feedback and development points

Assignment Brief
This assignment is to prove your knowledge and understanding of electronic
ancillary and Information systems.
You need to give good detailed description or explanation for each of the
tasks.
The assignment must be completed on this word document and submitted
through turn it in on or before the hand in date. If you experience a problem
submitting the document to turn it in then please email it to the relevant
Lecturer.
Remember to proof read for any spelling or grammar mistakes before
submitting.
If for any genuine reason you cannot submit your assignment by the hand in
date then talk to the lecturer. Late submission will result in disciplinary
action.
Your assignments must be your own work, if you use quotes or
statements from the internet or from any books then you must reference
the author, title of the book or the web page where you found it and the
date you sourced it.
This assignment covers for unit 85:
Pass Merit Distinction
The learner must: The learner must: The learner must:
Learning outcome 1 Demonstrate a good Demonstrate a Demonstrate an in-
(AC 1.1) understanding by comprehensive depth understanding
The operating giving clear understanding by by comparing
principles and explanation giving a detailed different operating
characteristics explanation using key principles and
associated with a industry specific characteristics, giving a
motorsport vehicles terminology detailed explanation
electronic ancillary and using key industry
information systems specific terminology

Learning outcome 4 Demonstrate a good Demonstrate a Demonstrate an in-

(AC 1.2) understanding by comprehensive depth understanding
The operating giving clear understanding by by comparing
principles of sensors explanation giving a detailed different operating
and actuators used on explanation using key principles and
a motorsport vehicles industry specific characteristics, giving a
electronic ancillary and terminology detailed explanation
information systems using key industry
specific terminology

Learning outcome 2 Demonstrate a good Demonstrate a Demonstrate an in-

(AC 2.1) understanding by comprehensive depth understanding
giving clear understanding by by giving a detailed
The function of key explanation giving a detailed explanation including
units and components explanation using key the consequences if
of motorsport vehicle industry specific the components do
ancillary systems terminology not function correctly,
using key industry
specific terminology

Learning outcome 2 Demonstrate a good Demonstrate a Demonstrate an in-

(AC 2.2) understanding by comprehensive depth understanding
The function of key giving clear understanding by by giving a detailed
units and components explanation giving a detailed explanation including
motorsport vehicle explanation using key the consequences if
information systems industry specific the components do
terminology not function correctly,
using key industry
specific terminology

Learning outcome 3 Demonstrate a good Demonstrate a Demonstrate a

(AC 3.2) understanding by comprehensive comprehensive
The functional giving a detailed understanding by understanding by
interrelationship and description giving a detailed giving a detailed
interaction between explanation using key explanation including
systems used on industry specific the consequences of
motorsport vehicles terminology system failure using
using representational key industry specific
methods terminology

Task 1 (Unit 84 1.1 Pass, Merit Distinction)

  Explain the operating principles associated with
electronics including the function of semi-conductors.

Electronics within motorsport are nowadays crucial because of a

modern-day race vehicle’s dependence on them to power ancillary
components such as ECU’s fuel pumps starter motors etc, this
wasn’t seen back in the early days of motorsport such as the
1950’s when the first grand prix took place with electronical
components such as starter motor being performed manually with
a hand operated crankshaft rotator.

Modern starter motor

which performs the job
of cranking over the
Crank rotator
engine via electrical
location/connection
current
point
Modern day race vehicles electrical components all operate in a
loom. The electrical/wiring loom runs the length of the car,
supplying connection to all electrical components and is comprised
of appropriately sized (diameter/wall thickness) cables for all
individual components. The loom is affixed to the battery which is
the sole power source for components for when the car is
stationary and not running. This changes when the vehicle is in
motion as now the alternator takes the liberty of powering
components, sharing the load with the battery as large cooling fans
and other electrical components would drain the battery too
quickly.

The founding of semiconductors is deemed as revolutionary within

the areas of electrical components as its founding has resulted in
the decreasing of the size of electrical components.

A semiconductor is a component/material whose conductivity

changes with its environment. A semiconductor is mostly found in
electrical components, acting as its so to speak brain, which
require circuits with semiconductors being perfect for creating
transistors which comprise the main components for computers
(ECUs) which allow them to make calculations and run programs.
Semiconductors make up transistors which further make up logic
elements, communication modules and memory components.
Semiconductors work by changing their state of being an insulator
and semiconductor to a conductor which all help to make programs
run and do calculations. For example, the circuit board of a race
vehicles ECU will have transistors which will allow the ECU to
calculate figures for the drivers dash such as fuel pressure and
engine rpm.

 Evaluate the different operating principles and

characteristics between a Data system and an ECU
ensure you give a detailed explanation.

A motorsport ECU (Electronic Control Unit) is a unit comprised of

various circuits which both control and manage outputs such as
Ignition timing and engine mapping from various signal inputs from
sensors such as inductive flywheel sensors (crankshaft
rotation/piston position) coolant pressure sensors (Pressure of
inside coolant system) or oxygen Lambda sensors (records
amount of oxygen present in exhaust gases to calculate
RICH/LEAN mixture)

A Motorsport data system is a system which can display all types

of information to the team/driver. The data system has the job to
take input from various types of sensors from all over the car and
collectively gather them and display them on hardware be it a dash
screen or monitor inside the garage/pit wall. The data system takes
data inputs from the ECU after the ECU has calculated all
calculations to display a final product.

Task 2 (Unit 84 1.2 Pass, Merit, Distinction and 3.1 Pass)

 Describe what the following sensors are used to measure,
how they work and how the signals are processed by a control
unit:
 Inductive sensor

An inductive sensor is a commonly used sensor which can be

found in all places throughout motorsport on race vehicles. The
inductive sensor is simple in its way of work and can be found
being used in the following applications:
- Crankshaft position sensor (sensor face on flywheel)
- Wheel speed sensor (Sensor face on spur gear/trigger)
- ABS Sensor (Sensor face on spur gear/trigger)
These are just a few common examples of what and where you
may see an inductive sensor measuring or being placed.
The inductive sensor measures the previous measurements stated
via an everchanging magnetic field because of its surroundings in
its environments, more to be explained below.

The inductive sensor can be constructed in numerous ways with

many forms of inductive sensors available for the motorsport
market/sector. The Inductive sensor can come in the form of the
following.

An inductive sensor can be found outputting AC, DC or analogue

readings with these sensors too having the ability to be adapted to
be in rating with industrial, washdown and harsh environment
ratings all whilst maintaining flexibility with shape with inductive
sensors being able to be in shaped in round, square and
rectangular bodies ranging from 3mm to 30mm (round sensors)
HARSH
ENVIRONMENT
SQUARE

RECTANGULAR
WASHDOWN RECTANGULAR
ANALOGUE DC AC

Shieled types of sensor will be better protected against radio

interference as well as any other magnetic fields in the surrounding
environment.
An inductive sensor produces an electromagnetic field that can
detect metal objects within its appropriate ranged field without
derating. The sensing zone of the sensor is relatable to its size as
well as its shielding with shielded sensors having a shorter sensing
range. The construction of a induction sensor and its output signal
can be seen below

1- Sensor housing
2- Output signal wires
3- Wire coaxial protection.
4- Magnet
5- Inductive coil
6- Pole pin
7- Trigger wheel
G- Air gap

An inductive sensor works via having a metal object (Iron, Brass,

Aluminium, Copper, and stainless steel) moving into and out of
range with the sensors range of its magnetic field. The sensor has
a permanent magnet and a soft iron core within its housing. The
permanent magnet projects its own magnetic field like the image
below.
The magnet within the sensor housing however has a coil wound
around it is meaning the magnetic field will look to the following.

*Notice coil takes role of routing voltage/current around magnet.

This magnet has a coil wound around it from north to south which
creates the path for the voltage. Now if any object such as teeth on
a gear, as shown above, moves into the magnetic field (Produced
via the magnet) the path of coil linking north to south changes
which creates an induction/change in the voltage induced around
the coil. This tells us that the sensor works off objects coming in
and out of contact with the sensor range with the sensor relaying
this in the form of an inducing/repeating differing voltage
measurement every time an object enters the magnetic field
furthermore creating a reluctance with the voltage which is sent to
the data system/ECU.

An example of an induction sensor being used could be the

example of an induction sensor being used on the flywheel to
calculate crankshaft RPM. The induction sensors would be placed
in a manor where it sensor face can be closest 1mm away from the
flywheel teeth on the flywheel. As the flywheel spins the geared
teeth on the outer edge of the flywheel create an differing airgap
between the sensor face and flywheel edge. This change in air gap
is the cause of the changing voltage. When a gear tooth is beneath
the sensors face a voltage will be induced and then read by the
sensor to be further passed on as information to the ECU/Data
system. The differing air gap can be seen/recorded in an
output/input graph like the ones below.

Flywheel tooth within

sensing range

Flywheels tooth out of

sensing range.

The sensor is powered by the ECU which supplies a small amount

of current in the common form of 7 mA (Milliamps) and the wheel if
used within a wheel speed sensor sense must be traveling at least
2/3 MPH in order for the sensor to work whereas a hall sensor
(alternative to a inductive sensor) will work precisely to 0MPH The
hall sensor too has the advantage of it sensitivity with the halls
sensors sensitivity to change of the airgap being lower making
them a better fit for harsh environments too making chance of
errors being read minimal.

 Temperature sensor
Temperature sensors measure temperature through, contact or
non-contact mediums. Non-contact temperature sensors work
through measuring temperature without having to come into
contact with the heat medium that needs measuring such as brake
discs or tyre temperatures. They do this through infrared sensors.
Contact temperatures sensors are required to come into contact
with the heat medium such as hot liquid (coolant/oil) or gas for
example exhaust gasses.

Sensor type Sensor Mediums measured

contact Thermocouple, Oil/coolant/air temps
RTD’S resistive
temperature
device
Non-contact IR sensors Trye/brake disc
(Infrared ) temperatures

Now with the type of sensors outlined with what mediums they
measure we can now investigate the inner workings of the
sensors.

Thermocouple temperature sensors can be used to measure a

heat medium for example, air temperature. Thermocouples come
in various types within motorsport with the following various types
of thermocouples. Thermocouples work on the basis of welding
together two wires of a differing material into a junction within the
sensor housing. This is called the reference junction. The other
end of the differing wires is another junction called the
measurement junction which initially detects a change in
temperature. The thermocouples work via the measurement and
reference junction working together with the measurement junction
creating a current within the wires which is proportional to the
temperature change. This allows us to gather a temperature
reading although this example all depends on the type of
thermocouple used (commonly J,K,E,T) temperature at the
reference junction or magnitude of the millivolt potential within the
wires.

Here is a table I have constructed showing the type of

thermocouple allowing with materials used as well as voltage and
temperature range.

THERMOCOUPL CONSTRUCTION TEMP OUTPUT

E TYPE RANGE 0°≤
 J IRON + 0-70
COPPER- MILLIVOLTS
NICKLE - 210°→760°

K NICKLE- -270°→1,260° 0-34

CHROMIUM + MILLIVOLTS
NICKEL-
ALUMINIUM
E NICKEL- -200°→900° 0-76
CHROMIUM + MILLIVOLTS
COPPER
NICKEL
T COPPER + -200°→350° 0-21
COPPER- MILLIVOLTS
NICKEL
Motorsport thermocouples
Charts which display entire current outputs (SOURCE)
Type J Thermocouple Reference Tables (thermometricscorp.com)
Type K Thermocouple Chart (thermometricscorp.com)
Thermocouple Reference Tables Type E (thermometricscorp.com)
Thermocouple Reference Tables Type T (thermometricscorp.com)

A thermocouple can measure the heat medium of various things

from gas/exhaust temperatures, under sparkplug temperatures and
oil/water temps. These create the need for variously housed
thermocouples making them applicable and survive their areas of
use, bellow we can see the various types:

EXHUAST UNDERPLUG OIL/WATER

 Potentiometer
A rotary potentiometer will commonly look like this.

It will have three pins which will be connected via a circular

conductive material found within the sensor housing. The sensor
will allow electricity to be inputted via one of the pins and will send
an electrical current along a sliding/moving connector. The
connectors/wipers mechanical connection to the potentiometers
spinning external spindle creates a connection to the outside
spindle and the internal sliding/rotating connector. The
connector/wiper will be moved in relation to the sensors movement
inputs and will be in constant contact with the conductive circular
wires within the sensor. The rotation of the connector/wiper will
create a differing point of contact around the circular conductive
wires which further creates a differing output voltage. This differing
output voltage seen as a result of rotation being input into the
external spindle is the reason for an ECU reading a change in
rotational movement. Here we can see all the internal components.

Potentiometers can also be linear. Below is an example used in a

suspension travel manor
A linear potentiometer measures linear movement. They’re small,
easily applicable and low maintenance. Working in a smililar manor
to a rotary potentiometer, the linear potentiometer works via an
internal lining of conductive filament which remains in continuous
connection to a conductive wiper which moves up and down the
linear potentiometer internally. The differing position of the wiper
on the conductive material creates a differing voltage output which
creates an output which can be converted to a figure of an amount
of distanced moved via the cars ECU. Here is the inside workings
of a potentiometer

conductive wiper
  Pressure sensor

Pressure sensors within motorsport are used to collect information

on the pressures within the race vehicles, engine cooling/oil or fuel
environments (liquid pressure)

Most motorsport pressure sensors work using a flexible silicone

conductive circuit based inside the sensor housing in a chamber
surrounded by an incompressible oil. The sensor is placed in a
pressurised environment anywhere from 1-600 bar of pressure
dependant on sensor model and is forced to have its oil inside
compressed further bending the conductive silicone circuit. The
bending of this silicone circuit is the cause of a differing in voltage
output. So, it can be said that the differing size of diaphragm of the
internal silicone chip created a differing output voltage. This
information (voltage level) can then be sent to the corresponding
ECU or dash display. Common Voltage outputs of motorsport
pressure sensors range from 0 – 5V.
  Lambda Sensor

Lambda sensors are used to sense how much oxygen is

present within a gas atmosphere/environment. Below we
can see an example of an Lambda sensor.

The Lambda sensors sole job is to detect the amount of

oxygen present within a race vehicles exhaust system at
any time. Its findings are then passed on to the race
vehicles ECU to further calculate whether the race
vehicle is using the correct air/fuel mixture (Too rich or
too lean) The sensor can display its measurements in
the form of a voltage (millivolts) in relation to the amount
of oxygen found within the exhaust gasses. There are
two main construction types of lambda sensors that
being a thimble shaped core element commonly known
as a finger type (picture above) or a planar type which
has a plated element. Either construction/type of lambda
 sensor core is made from the same Zirconia Dioxide
material and has porous platinum layers.
Here we can see a construction of a lambda sensor.

The lambda sensor works via oxygen ions (electronically

charged particles.) diffusing through the holes found
within the tip/nose of the sensor. This can only be
achieved once the sensor is heated to around 30/400
degrees. To stop the sensor taking an age to heat up via
the exhaust gasses themselves the sensor usually has
an internal heater as shown in the image. The lambda
sensor commonly has high temperature resistant wires
which are laser welded in place inside the sensor
making lambda sensors low maintenance and reliable.
The sensor too has a external membrane. The external
membrane is there to allow outside air to flow inside the
sensing element. This is to allow the outside air to flow
into the internal sensor element where oxygen
molecules will be of a lower concentration having been
burnt in the combustion process. This is where the
diffusion of the electronically charged oxygen ions create
a small voltage. The voltage can be read to be anywhere
from 0.1 to 1 Volt on a standard Lambda sensor. So in
conclusion the lamda sensor works via allowing
electronically charged oxygen ions to diffuse through
creating a differing voltage dependant on the oxygen
content within the exhaust gasses. Too leaner mixtures
result in large amounts of oxygen in the exhaust gasses
therefore lowering the amount of diffusion of oxygen
molecules across the internal and external sides of the
sensor. This creates little to no voltage of around 0.1
Volts. If a rich mixture was to be used the sensor would
be needing to allow a large amount of external oxygen
ions to diffuse into the internal elements of the sensor
due to the differing concentration therefore creating a
larger voltage of around 1 Volt. This can be seen as
information to the ECU which can interpret this
information and then make changes in the air fuel ratio
via changing fuel injection or air inlets.
 Task 3 (Unit 84 1.2 & 2.1 Pass, Merit, Distinction)
Explain in detail the function of the Engine management
system and how it controls:
 The ignition system
 The fuel injection system
 The fly by wire throttle

An ECU (engine control unit) Is an electronic computer like

component used in modern day motorsport whos job is ot manage
and control the race vehicles engine. Various ECU manufacturers
such as Motec, Cosworth, Link or all produce ECU’s however they
all work with the same following basic principles.

The first basic principle of understanding how an ecu works is

acknowledging all the various inputs the ECU gathers from various
types of sensors around the race vehicle. From crank position
sensors (Hall effect/inductive sensors) measuring the rotation
speed and current position of the crank shaft, Camshaft position
sensors (Hall effect/inductive sensors) measuring the rotation
speed and current position of the cam shafts, Throttle position
sensor which measures position of the throttle body (linear pot
sensors)

The engine management system controls the ignition system

through receiving information about the crankshaft position.
Hall/inductive sensors based on the flywheel will coordinate with
the Engine management system where the crankshaft is
positioned at all times. With the engine management system
knowing the crank position, it will accordingly send electrical
signals to the coil packs above the sparkplugs allowing then to
combust the air/fuel mixture.

The fuel injection system works of information fed from the engine
management system. The engine management system will be fed
in information such as air induction levels from the air intake and
will be able to then calculate a correct air/fuel ratio all in
accordance to an engine map either pre-set or tuned via a dial in
the cockpit. Once an air to fuel ratio has been calculated and
correct information of air intake volume has been received the
engine management system will send the correct corresponding
signals to allow the correct amount of fuel to be injected into either
the airflow or directly into the cylinder dependant on injection type.
The engine control unit will actuate the air inlet/butterfly via
actuators having been fed information on the actuation of the
throttle pedal because of the driver putting in throttle inputs. The
throttle pedal will have a sensor most commonly a linier
potentiometer or rotary potentiometer which will accordingly read
the throttle inputs and feed the throttle position to the engine
management unit. The engine management unit will take in the
information from the throttle position sensor and will
correspondingly actuate the air inlet/butterfly.
 Explain in detail the function of a semi-automatic gear shift
system and how it controls:
 Up shifts
 Down shifts
 Neutral and reverse selection

Upshifts are performed in a semi automatic gearbox via various

electronic components. The process starts when the driver
actuates a steering wheel mounted paddle or a gear lever. This is
usually the right-side paddle and a pulling action on a gear lever
(to work with the g forces) The movement/actuation of the lever or
paddle sends an electronic signal to the gearbox control unit which
will process that the gearchange has been requested and will act
accordingly. The gearbox control unit can work in conjunction with
the engine control unit and will firstly check the gearchange to see
whether it can be taken on by the engine however this is usually
not a problem as engine RPM’s drop when changing up gears. The
next electrical process is now the gearbox control unit sending a
signal to the gearbox’s actuator. This is now where the process
changes to mechanical. The gearbox actuator receives the signal
from the gearbox control unit and responds accordingly proceeding
to rotate the selector barrel through the gearboxes ratcheting
selector barrel system. This then proceeds to slide across the
appropriate gear fork into place further meshing the required
gears.

Downshifts work in the same manor as upshifts, initially requiring

an actuation from a paddle (left) or lever (pushed forward to work
with braking forces) The actuation then sends an electronic signal
to the gearbox control unit which will then further send an electrical
signal to the gearbox actuator. This gearchange will be performed
in accordance with the engine control unit to calculate weather the
shift will be possible without the gearchange causing resulting in
over excessive RPM’s on the engine (buzzing) If the gearchange
can be completed safely then the process is passed on to the
actuator to perform the same task as when doing an upshift.
Actuate/rotate the selector barrel which in turn changed the
meshed gearset through sliding a selector fork.

The selection of neutral or revers will have to be done by a

differing actuation of the gear paddle or lever for example, pressing
both paddles in for x seconds or sliding up a neutral selector and
pushing forward on the gear-lever. There may also be a neutral
button. These gear changes work in the same mechanical manor
of actuator moving the selector barrel to further slide gearsets into
mesh via selector forks. However, the gearbox control unit will
work in connection with the engine management system and will
ensure the car is both stationary and at a suitable RPM (Engine) to
perform the gear change. This is to limit the risk of accidental
selection whilst driving.

Neutral and reverse can be selected by lifting up the red ring and
pushing the gear lever once forward for neutral or twice for reverse
in this Gin0etta GT5/Junior
 (Unit 84 2.1 Distinction)
What would be the consequence if the following systems had
a fault?
 Engine management system
 Gear shift system

If the engine management system was to have an error, the team’s

engineers or person in command of engine management can
suggest changes to make remotely or via a dial/switch in or on the
car steering wheel/centre console. This is to cancel out or re
calibrate sensors, further controlling the failing engine
management due to a faulty sensor. If this switch or change of dial
can not fix the engine management system, then the car may but
itself into a ‘limp’ shutdown mode disabling all the cars power to
save crucial engine components and to eliminate risks of fire or an
explosion of components. The engine would be shut down and
would not run therefore stopping further damage to the engine.
The engine would do this because of a pre-set command set by
the engineers or can be achieved via pulling the electrical cord on
the race vehicle which is mandatory in all motorsports.

INBOARD ELECTRICAL
CUT OFF SWITCH

OUTBOARD
ELECTRICAL CUT OFF
PULL CORD

If the gear shift system occurs a fault the cars transmission

elements including the engine, gearbox, differential (if transverse)
the gearbox will either self-destruct having a serious fault if no
action is taken immediately. Alternatively, if a fault in the gearshift
system is a sensor issue such as a potentiometer miss reading
gear selector barrel position then the car may lock into its current
gear and not allow changes to limit the chance of the driver
changing gear and over revving the gearbox (Buzzing) or changing
to a faulty gear set. This could only be an occasion within a
sequential gear boxed race vehicle due to manual transmissions
not having gear reading potentiometers.
 Task 4 (Unit 84 2.2 Pass, Merit)
Explain in detail the function of:
 Data logging system
 Telemetry system
 Multi-function Dash display

The data logging system on a motorsport vehicle is there to collect

and gather information from various measurable medium’s
throughout a race vehicle and allow them a way to be interpreted
by the race vehicles corresponding engine/gearbox management
systems. Below we can see a Bosch data logger. (C60)

The data logger connects mediums such as rotational speeds to

heat all measured through there appropriate sensors and sent to
the data logger via there cabling in the form of CAN buses . The
data logger logs data sent from sensors all over the race vehicle
and allows the recorded measurements to be fed onto the correct
component management systems (ECU’s) such as engine or
gearbox.

The telemetry system onboard a race vehicle Is used heavily by

race engineers and drivers as it shows how a driver is driving the
car having recorded inputs such as throttle, brake or steering
inputs throughout a session. The telemetry also uses GPS and
allows for drivers to compare there speeds throughout a lap
allowing drivers and race engineers seek out missing tenths of a
second around a lap. Below we can see a telemetry system.

Like the motorsport data logger, the telemetry system also uses
CAN buses to communicate data. Can Buses are CONTROL
AREA NETWORK bus’ and is a design to allow a race vehicles
micro controller and other devices to communicate with alternative
applications without the need for a host computer system.

The multi-function dash display is intended to be a display of

information to the driver of the race vehicle. Offering in time live
data of mediums such as wheel speed, engine RPM, suspension
travel, tyre temperatures, lap times, relatives and brake
temperatures. Below we can see an example of an motorsport
electronic dash display system.

The data dash gathers information form the cars inboard data
logging systems and can too be remotely controlled to display
messages to drivers in case of there being a radio issue.
 (Unit 84 2.2 Distinction)
What would be the consequence if the following systems had
a fault?
 Multi-Function Dash display
 Data logging system

If there was a fault within the dash display it could be found to read
false information to the driver which could result in minor
inconvenience or severe damage. For example, a fault in the cars
GPS could see the driver displayed to himself at a different
position on track, this is a minor fault. An alternative more serious
fault could be a miss displaying or incorrect displaying of engine
RPM or break temperature. The miss reading of these data could
see the driver wear the engine and risk buzzing it or the breaks be
warmed too hot and then not work going into a corner which could
result in a crash.

If there was a fault in the data logging system, there could be a fix
possible by changing a dial or switch on the steering wheel to
cancel out a faulty sensor possibly causing the fault. This can also
be done remotely. The fault within the data logging system could
lead to the shutdown of components such as the engine and
gearbox as a result of a failing data logger. This is as response to
the engine/gearbox not being able to operate correctly because of
the miss reading/faulty data logger.
Task 5 (Unit 84 3.2 Pass, Merit, Distinction)
Explain how the different electronic control/information
systems can pass information between each other using a
CAN bus system.

Differing ECU’s for numerous components such as data

loggers, engine management systems or gearbox systems
communicate to each other via CAN busses. Can Bus stands
for control area network. Here with this now understood we
can understand that CAN bus systems allow differing
electronic control units to communicate and pass information
to one another directly without the risk of miss
communication as a result of undirect passing of information.
Below is a picture displaying the lesser restricted information
passing routes of a CAN bus system compared to a standard
peer to peer system.

CAN buses are advantageous within the motorsport sector

as in the result of a damaged electronic route for information
which needs to be communicated, the CAN bus system
allows for information to take numerous routes to
communicate data making data less likely to not be
communicated or not communicated correctly. This makes
CAN bus systems reliable. Information is passed between
ECU’s via the following flow chart.
Here we can see that the various ECU’s (Nodes) send
messages of information to one another allowing
communication. In the event that two nodes sends data at
the same time, there will be a priority ID system in place
giving a passing to more important information over lesser
important. The can is used within motorsport to also simplify
the wiring harness needed throughout the race vehicle as
less wiring is needed from electrical components.
 Task 6 (Unit 84 3.3 Pass)
How can the driver/team interact with the:
 Engine management system
 Data Logging System

The driver can interact with the engine management by using

switches/rotary dials or buttons on a steering wheel or centre
console. Example of theses can be seen below all on a single
steering wheel of the w11 Mercedes AMG – Petronas formula one
team’s car raced in 2020.

Here we can see various dials/switches and buttons

which can allow the driver to interact with engine
management in various ways.
STRAT is said to be the strategy mode dial which allows
the driver to change engine mapping during a session
at any point. The differing engine maps may see engine
produce less power to save fuel or be switched to a
higher richer mode using more fuel but producing more
power. Therefore, it is called the strategy switch as it
allows driver to access the engine management to plan
a strategy of the race or current session. Too the HPP
dial is said to mean High Performance Power. This is
said to have controlled the engine management system
including the cars alternative energy sources for
example the MGU KM, MGU H and all battery ERS
power. Other dials can include differential (entry and
highspeed) dials which control the diff locking entering
 and mid corner. Too buttons such as pit and talk allow
drivers to limit speed and communicate to the team.
Any changed to the cars engine management system
will show on the drivers steering wheel display allowing
the driver to get further feedback as to what engine
mode the car is in or has just been changed too. The
team can alter the car from a pit wall or garage
however main changes within the engine management
can only be change via these switches and dials on the
steering wheel. To complicate things further some
series do not allow team personal to coach the driver
on how to drive making them only allowed to suggest
switches or dial changes making the team’s
ability/access to the engine management limited to
when the car is in the garage.

The data logging system is mainly interacted via the team

with entire garages within formula one setup to gather
maximum data and information on how the car is
behaving. An example of a f1 garage can be seen here
as well as an example of a team’s pit wall gantry.