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Tesla Teardowns - The "GO" Pedal!
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- čas přidán 16. 11. 2021
- In this video we take a look at the "Go" pedal.
Link to the Renesas inductive sensor IC: www.renesas.co...
If you haven't seen the "Stop" video: • Tesla Autopilot - How ...
Good summary of inductive sensing: www.ti.com/lit...
Part number on ICs used in the pedal:
802V1R2
1007456
1743
Update: Thanks to a viewer @Bill Kerr, we now know the supplier that makes the pedals for 3/Y and the new S/X is KSR International. Their web site: www.ksrint.com/
They also hold a patent covering this inductive sensing:
patentimages.s...
If you'd like to support my channel, I have a donation link here: / ingineerix
I'm enjoying the teardowns. Thanks!
Incidentally, I still call it a gas pedal. For me it's like any other legacy term we still use (eg, dial/hang up a phone, or carbon copy an email to someone).
Kids these days!
That's the Coal pedal...
NOW GET OFF MY LAWN!
Great video. It would be great if you can plot both analog signals against throttle, just to see how they design to prevent unwanted acceleration.
Oui
They are just opposite/inverse. One is 100% when the other is 0% at no throttle. And then it continues all the way to 0% and 100% at 100% throttle. The sum will always be 100%
Looking at this set up it wouldn't be able to invert the signal. Most likely scenario would different voltages.
For instance signal 1 moves from 1v at 0% through 4-4.5v (would need to be below the 5v ref) at 100% and track 2 moves between 0.5v at 0% to like 2_2.5v at 100%.
This would allow consistent monitoring.
@@otsegoamigo9822 no a inverted signal makes it possible to distinguish signal from interference, since any induced interference will affect both lines in the same direction
@@victornpb I understand why an inverted signal is commonly used in accelerator pedal circuits. I'm only pointing out that it appears this type of pedal would not do that. I'd be intrigued to see the oscilloscope readout as I feel both voltages would rise in this case, just to a different value.
Simply amazing how much tech is in the most mundane thing of modern cars.
In the beginning, Tesla used a Ford pedal. When I was at EVTV we used to just go to the local Ford dealership and get a pedal for a Focus for our conversions.
This is an awesome video, man. Thanks so much for the info. I was always curious about those. I rebuild and restore older, carbureted cars. Never messed with an EV.
Potential supplier of the whole accelerator pedal unit: Boge Rubber and Plastics. For Model Y, they do make the brake pedal module with plastic bearing block and steel brake pedal. So, supplying the "go pedal" as well would make some sense. And they are very much into plastic pedals.
KSR International, Inc. sells a variety of electronic position sensors and entire pedal assemblies. That is their part number on the circuit board.
@@Miata822 Nice find! Compare with 9:31 : 1007356A KSR-DL13-25mm-3P .
Love these videos! Nice bite sized content that’s both fun and educational.
I cans see much cost reduction or simplification to do in the design. Very nice review!
Thanks!
I just love learning about my Tesla. Great stuff! Thanks👍
This video was a real gas!
I'll see myself out.
lol! =)
Good, saved us asking 🤣
Go watch some more Scott Prop and Roll videos... Lol
At first pass, I almost didn't watch this -but then looked at the duration and thought, there must be something interesting to see if its 11minutes long. Not disappointed :)
Didn’t Elon say something on twitter after the unintended acceleration FUD, that there were two sensors that had to agree on the TPS
There are two chips in the circuit board. Each one is connected to an independent sensor.
Yep, he did. Might not have been on Twitter but he definitely mentioned the redundancy somewhere
And that standard for every drive by wire car. Not just Teslas.
@@TravisFabel yep since they most likely use close to the same design.
Fantastic technical overview. Now we can appreciate the mechanical engineering and electrical engineering in what seems to be a simple but absolutely critical device!! it’s really beautiful
Dude, you are awesome! This is so hands on! Thank you!
Great information.
Tesla is using a PCB based RVT, RVT have been used in aircraft for decades.
I was surprised to see the Dutch user interface in my Model 3 using the word ‘gaspedaal’, but if it’s good enough for Tesla it’s good enough for me.
I'd assume that makes it easier for some people to change if at least some of the terminology stays the same initially
The SAE OBD Standard terminology is Accelerator Pedal Position Sensor (APP) - Thanks for the awesome breakdown!
Interesting, thanks for letting me know! Though EVs are exempt from OBD standards. (so far)
"through the magic of buying two" lol
I saw a few 90s-2000s cars that used a cable but had a throttle position sensor on the throttle body. Well it is 2021 so I guess “the last 20 years” is mostly true. Time flies
Yeah, I think they did that in the early days so they could keep the cable. For instance, they might have some engine options that needed a cable.
Throttle by wire didn't spread that rapidly; most cars well into the 2000s still had throttle cables and pretty much everything since before 1990 had fuel injection. My 05 Taurus has a cable and my 08 Chrysler minivan has wire.
@@Ingineerix From the 1980's through the 2000's most vehicles were fuel injected and had cable driven throttles. The first 30 years or so of electronic fuel injection used cables. That required other hardware as well, like wax pellet or electronic idle air control valves, throttle position sensing at both ends of the cable, etc. Throttle by wire is much simpler.
A snap together design Sandy would be proud Great vid as always ☝🏻
Really cool design. Sandy Monroe would be happy that it snaps together. He hates fasteners LOL.
I did want to mention that fuel injected cars were around long before drive by wire. Port fuel injection actually showed up in the mid late 1980s in Chrysler products. But they had mechanically operated throttle plates with a throttle position sensor on the throttle to tell the computer desired input.
But that continued pretty long. I own a 2006 Toyota. Has a 1.5 L engine in it and that car also has mechanical throttle plate with a cable into the cabin. Even though it has port fuel injection and variable valve timing. I think it depended upon what engine happened to be in whatever car. That particular 1.5 L engine is a relatively old Power plant...
But the basic engine block continued all the way until 2009 even in the Toyota Prius it's the same engine. But the head and valve train are completely different and obviously it's throttle by wire.
Pretty interesting stuff though,..
Absolutely love the presentation incl. a bit of pedal history. Amazing and innovative tech and cost saving at the same time. Mass produced probably well below $50. Wonder how much they sell for as a spare....hmmmmm.
A Toyota Prius accelerator pedal costs about $200 new. The price varies a lot depending on where you're buying.
I can watch these videos all day.
A difference that I could spot: The IC on the board "802V1R2
1007456 1743" has 16 pins (8 pins on each side). The data sheet from Renesas ZMID5201 only lists 14 pins though in a 14-TSSOP package. Would be interesting then to go into the details of the circuit and the actual pin designations. You did say, this was a similar design and I believe that, but obvious properties like the pin count may likely lead to the actual manufacturer of the IC. I found Renesas IPS2200 and Renesas IPS2250 in a 16-TSSOP package. They are rated for high rotational speeds however like in electric motors. They also have an analog signal output and accept 5V power supply. They also have an I2C interface for diagnostics and programming.
Maybe just compare to the ICs that Tesla uses in its motor rotation sensors, whether you can find the same house part number again.
I could not locate the datasheet for the actual part used, the ZMID5201 is "similar" as I stated in my video, it's definitely not the same, nor is it pin compatible, it just has a similar function.
I was the designer of the chip as well as the coil back to 10 years ago. This is a customized chip with code name AA800. The general purpose chip should be LX3302.
@@AlanSmith-yn9yt Thank you. Microsemi LX3302 (inductive position sensor IC), also in a 14-TSSOP package. So something has been added on two extra pins. Can you share, what has been added and why? And regarding the application on this board: can you share, why Tesla choose to use analog outputs, when actually there are several digital protocols like PWM, PSI5 and SENT available as output? These would enable diagnostics as well.
You are a goldmine of information. Thanks for sharing these!
I am still wondering why they haven't used CAN or some other digital communication for something this critical.
Another comment mentions the cost and safety.
That would be exactly for that reason - safety. Keep it as simple as possible and add in safeguards and redundancy. The signal ultimately makes it to CAN but not in the pedal itself.
@@0xbenedikt The longer the information is maintained in 2 separate analog circuits, the more opportunity there is to weed out any discrepency. So, keep the CAN conversion as close as possble to the decision point.
I never thought potentiometers were actually used on throttle units. There could be some sort of redundancy in case the tap winds up in a temporary open-circuit. But it still sends chills down my spine picturing my car accelerating without my foot on the pedal. Inductive sensing is the right way to go. Fighter jets also incorporate a ton of inductive sensors, ranging from synchros to resolvers and LVDT's. Everything from flight stick, throttle control to rudder pedals may be fitted with up to 3 or 4 independent LVDT transducers per channel to keep the pilot in absolute authority over the aircraft's essential systems.
Good one! Very interesting!
I call it the Lightning 🌩 pedal!
In german there is a precise word for the accelerator pedal in an EV :
"Spasspedal" in relation to the "Gaspedal" in a fossil vehicle.
It basically and very appropriately means "Fun pedal" :)
Perhaps one good german term to take over in English ?
@1:00 my Daihatsu has injection but still has a metal wire that moves a buterfly
Nice video. That's a very cool device
That is called a LVDT. Is an acronym for Linear Variable Differential Transformer. There is an entire chapter in electronic textbooks. They are used in precision scales.
I didn't see one since my greener years...
It's actually a throttle pedal since it also slows the vehicle via regen braking. So it's a "go-stop" pedal when you do one-pedal driving. :)
in ICE cars (manual gearbox) when a pedal fault is detected, ECU will rev the engine to default RPMs (3000 RPMs for example). Thanks to this you can still move the vehicle (while burning the clutch). It's a failsafe in case it would fail at a railroad crossing. Not sure about auto but I guess it could be similar, so you could safely pull over.
Despite 9 years in vehicle design, I've learned from each of your video. Thanks!
Interesting, this could explain the reason for when you press both the accelerator pedal and the break the ecu cuts power after a couple seconds
are digital calipers also inductive or are they capacitive?
Usually Capacitive. Much more suited for very low power. (make the tiny battery last)
I was in this chip and board development. It is AA800 chip which is a customized ASIC from ASIC advantage (arquired by microsemi then by microchip), very similar hardware compared with LX3301.
Cool! Very nice work!
BMW has a failsafe - if one signal is bad maximum 20% of throttle allowed for ICE. If both are bad then no additional power is allowed (idle only). So it is possible to drive in both cases.
I would recommend EV manufacturers this logic - one failed signal maximum power ~20kW - this will limit top speed as well. Both failed - "strong" creep mode activated by default, hazards activated by default and maximum speed 30km/h. Tesla as a special case might allow AP driving.
That latest Tesla go pedal can't fail internally. Only wiring can fail.
Being that guy, without even reading the datasheet, but it sounds like sine/cosine resolver, a kind of variable transformer. Any eddy current is incidental to the operation. Back in the day these were only used for high reliability aerospace stuff because of the need to generate AC excitation and do signal processing to decode.
I agree with changing the name of the pedal. I prefer to call it the Speed Pedal as it does more than make the car Go. If you want to increase Speed., Press on it. If you want to go slower, let up on it. How about trying to see if we can move the EV community to using this term. It would be nice to get some acknowledgement for bringing up this term. Best Regards, Frank Tesla M3 LR driver for 5 years. I have watched a few of your videos. Frank
Loving the content. And hope my donation helps you build your channel. These videos go into the weeds like no one else and it has become clear from watching a few videos that you know your stuff! I believe you could build your channel by speaking yourself during your videos (Show your face at the start/end). Please dont take offence but you have a soft voice which made me think you were an enthusiastic teenager! When I recognized your voice in one of Rich Rebuilds video I realized you were not a teenager and it helped my perception of you through seeing your age (Not a teenager) and the whole age/wisdom vibe. I hope this is helpful but either way ill still continue to be a supporter and cant wait for more videos. Regards, Danny.
Thanks Danny! Yeah, I'm over 50, definitely not a teenager! Thanks for the perspective, I'll consider it. I do have videos that show my face, such as this live one: czcams.com/video/lDJEGJhiVVE/video.html
The cable and carburetor part is not entirely true, there are many fuel injected vehicles that use cable driven throttle body. My BMW for instance has a hybrid link where the throttle body has both a cable and a servo. If electronic part fails, the car still works :)
The first Mercedes cars with ASR were similar. The throttle linkage (Cable? That's too simple.) runs up to the throttle, which has a position sensor. That goes back to the cruise control / ASR computer, and then the cruise control actuator operates the throttle. If that fails, you can keep pressing the go pedal and you can get like 1/2 throttle mechanically.
Anohter gem. Thanks.
Technically it should never be called the "gas" peddle, when you press the accelerator in an ICE car you are controlling how much air is being sucked into the engine and the car's computer decided how much gas to inject
Unless it's carbureted.
Ok but on (maybe some) diesel's it would be a "Fuel" pedal..?
It should never have been called gas, it's a liquid, that's why we call it petrol or fuel in the UK
@@geoffcarlton4047 "Gas" is just a shortform of Gasoline, so in that context, it's perfectly correct.
@@awebuser5914 that's a very good point. Can't believe I missed that.
Coming from the VW TDI Diesel world, I've been using the term "Go pedal" for some time :)
On those cars, if the 2 sensors in the go pedal ever disagree the pedal is disabled and you only get a 1200 rpm high idle. VW was very sensitive to this after the Audi 5000 nonsense.
The electronic pedal on that 99 Jetta was just a dual potentiometer. One time it got wet when I drove through a huge puddle and a missing plug in the firewall let water get in. Immediate flashing glow plug light and the pedal was disabled.
The modern non contact design seems much much better - nothing really to wear out!
Didn't Tesla initially use a Ford go pedal? Do you know when they switched to their "own" part?
None of these parts are made directly by Tesla, Ford, or any other OEM. They are made by an automotive supplier, I'm not sure which one.
The brake pedal position sensor, pedal top switch or hydraulic pressure sensor can also be used as an temporary inverse pedal demand and allow the car still to be driven
The accelerator peddle in the first generation Model S were from Ford. Not a special custom made part for Tesla. A straight off the shelf Ford part with the original Ford part number on the side.
Ford does not make their own pedals, Tesla just happened to buy one from the same supplier that makes them for Ford, and didn't (at the time) have the clout to get their own markings.
Seems as if the mechanical components (spring, friction system) are not only important for quality "feel" but also for ease of use, since the pedal needs to be able to finely and consistently modulate position not only for acceleration but also for braking.
Exactly! The "stiction" element is also important for efficiency to stop accidental pedal movement and oscillation, such as could occur when driving over bumps, etc.
Your thoughts from the EE perspective on general component reliability from your tear downs, etc. Fuzz commentary from Consumer Reports, Edmunds, etc. seem to imply that frequent changes in electrical system suppliers and continuous design changes has resulted in reliability issues in air conditioning, heat pump, center screen, door locking... any relevance to electrical components or software engineering? Thx.
All the core powertrain stuff is long-lived, definitely does not change often, and is engineered by Tesla in-house. Suppliers make a lot of ancillary things, and those may be subject to change in design or suppliers more often. Most of what you are quoting is from the original Model S which was Tesla's first real production car (I don't consider the roadster to be "production" really). They definitely had a lot of growing pains with the early Model S. Most of what I am tearing down here began with the Model 3, which is night and day compared to the original Model S. I think even despite Teslas overall poor quality control, the Model 3, Y, and the new Palladium/Plaid S are very reliable cars, especially the parts that count.
In single motor cars, these analog signals must go the rear inverter ECU obviously.
But in dual motor cars, which inverter do the "go pedal" signals go to? Stick to the rear inverter ECU (keeps common parts with RWD) or front inverter (saves some wire length)?
And how is the signal routed in three inverter ECU cars like Model S Plaid (1 front inverter ECU, 2 rear inverter ECUs)? Most likely, the analog signal is wired to only one of the inverter ECUs and is then distributed via CAN bus to the other ones? Or is it wired in parallel with the analog signal going to all the other inverter ECUs? Would be interesting for FMEA considerations. Especially, as in two-motor e-axles (Model S Plaid rear axle) the whole e-axle should either work or not work at all.
It would be more likely that the pedal position goes to a main ECU and that ECU then directs the inverters. There are many other signals that need to be correlated and sanity-checked for forward (or reverse) motion.
@@awebuser5914 Remember, there is no "main ECU" (you would probably mean VC Front). And Phil said at 2:20 specifically, the analog signals would go to a thing called the "pedal monitor, which is running in the second core of the TI TMS320 DSP, that is in the Drive Unit. And its job is to ensure that this pedal signal is authentic. They cross check it with the inverter, which is also monitoring that signal". As this is a DSP, it probably contains the necessary 2 ADC inputs as well, see "TMS320 VC5507/5509 DSP Analog-to-Digital Converter (ADC) Reference Guide". What he did not say: which of the drive units receive the analog signals. :-D
And what parts are analog, what are digital (CAN) messages. What is clear though: once this dual analog signal is converted to some digital representation of the pedal position value (like in CAN frames), the opportunites for cross checking both analog waveforms are gone. Then only time-series analysis of the digital signal and stuff like range remain to check. So, the pedal monitor MUST receive the analog waveforms to do its job properly.
Yes, you are right, that there are many other signals that need to be correlated and sanity-checked for forward or reverse motion. But it is the Drive Unit ECU that could handle that. In a system that would be too centralized (like a single central instance for all two or three drive units), then all drive units would fail if the central instance would fail. Actually, this is an interesting engineering problem and Teslas solution to that would be interesting.
It is also relevant for Phil for the conversion projects as the conversion vans likely only contain a single drive unit in the front axle with FWD. But as we see: he also sources from dual motor vehicles like the crashed Model 3 Dual Motor.
I looked it up in the Model 3 (MY2018 and MY2019) wiring diagram: analog accelerator signal (2x 3 wires) is always routed to the rear drive unit inverter ECU ("Drive Inverter Rear & Resolver"). So from there, some signal is distributed via CAN bus, at least for diagnostics.
@@koeniglicher I guess the question is where is the "control unit" that actually tells the inverters to apply power to the motor(s)? Is that in the rear inverter, or a separate computer, in the cabin? For production flexibility, you would think that the computer that determines all the drive parameters is independent of the inverter/motor installations.
@@awebuser5914 For the rear inverter, the control logic (ECU) of the rear motor and inverter electronics (handling DC => AC) are in the same inverter housing on 2 PCBs. What you are thinking of are the control overlays: the accelerator pedal as one major influencing factor, then inputs from brake ECU (traction control (probably limiting the slip), stability control (less power when cornering)) , electronic differential, ACC (adaptive cruise control from Autopilot) and overlay with regen braking and friction braking (from braking ECU) and gear selector (P, N, D, R) and BMS (for powering down due to low battery state of charge). In a decentralized, distributed system, like in most cars, there is no central master controller and no "separate computer in the cabin". Instead the rear drive inverter ECU receives many signals from many sources like these other ECUs over a bus network and then decides locally how actually to apply voltages to the stator coils to control the rear motor.
Have Model Y. One of my family member can not drive car with hanging gas pedal. Can the hanging gas pedal in Model Y be repalce with the floor mounted gas pedal that is in Cyber Truck. Can reach you to discuss this. Thanks.
Unknown, I haven't examined a Cybertruck pedal yet. It appears it's part # 1250695-01-B and costs $200 at Tesla. If you wanted to send me one, I could test this. My contact information is available in my Channel's "about" page.
Have you used some wago blocks? 😜 I am happy to send you some.
Yeah, I have them, they don't work well on small wires, especially solid conductors like the legs of the LED.
There are different wagos.. for flexible wires there are some with spring clamps... They really work well
@@Mrfoobaer If you find ones that will allow small components, such as a T 1-3/4 LED or a standard axial 1/4w resistor, to connect reliably and without damage, LMK.
Great video, learning a lot here. It always drives me crazy when I see drivers online smashing that go petal when they want to accelerate. You really don’t need to smash it seeing the engineering schematic. Am I correct, or does it not matter? Can the petal take a beating in your opinion?
Yeah, I think you could probably smash this pedal with a sledgehammer and it would survive! The fiber-reinforced plastic is well designed and will literally just bounce back from that kind of abuse. Also: You definitely don't need to do it in a Tesla! =)
Great video sir! V informative 👍
Great info! Does anyone make heavier/stronger springs for the accelerator? I prefer more resistance.
Not that I am aware of. You could try to retrofit, but I recommend you just re-train yourself and not mess with it.
would be nice to know what the voltage range is on the sensors of that tesla pedal . Put a volt meter on the 2 outputs not an LED :P
0-5v max. The slopes are each unique, so if you were going to use it, you'd need to map it anyway.
Early Model S; was it the same pedal the Prius used?
No, was the same one as some Fords used though.
Thank you!
Great video!
Glad you enjoyed it!
Yup , get your gas pedal, Roll coal, Excelerator pedal correct. Also keep your magazines and clips correct.
Another great teardown video. I'm curious to know at what point the brakes take over from regen to fully stop the car during one pedal driving if the driver doesn't touch the brake pedal.
About walking speed. Watch your brake pedal carefully, it will move a bit when the iBooster applies the brakes.
holy crap that is pretty darn cool... Do you think this is cheaper than the circuit in an optical mouse? I guess that could eventually get dust in it so not as reliable as this.
I’m curious why optical isn’t used, maybe safety issue with dust?
Expense mainly.
Unfortunately, the suggestion that electronic pedals coincided with fuel injection is utterly and completely wrong. Most cars with EFI, from the early 1970's to the mid 2000's still used mechanical "gas" pedals, connected to a throttle body. They had position encoders in the mechanism, but it was still a mechanical connection; pedal to throttle body (and butterfly, after the MAF sensor).
Don't know how it played out in detail, but our Toyota from ~2000 has the mechanical throttle plate, position sensor, and then a separate electronically actuated valve more or less in parallel with the mechanical. I've never owned a car with an electronic pedal.
@@robmacl7 Yep, in the Corolla, etc. with the 1ZZ-FE, 2007 was the switchover to "fly-by-wire". I have a 2004 Celica and it's a PITA to try to upgrade with cruise control, where a 2007+ Corolla/Matrix, etc. is little more than the steering wheel stalk!
I have even had a car which had a mechanical pedal with a cable going under the hood. There it was connected to an encoder. So it was a bit of a hybrid pedal, a traditional pedal combined with a fully electronically controlled fuel system.
The move to electronic engine throttling was to support "torque based" engine management systems that appeared in the late 1990's, with Bosch leading the way with its EDC controllers. Here, the driver demand is encoded by the accelerator pedal input, but the engines throttle plate position is actually the result of the forwards torque mapping, and that mapping and functionality allows for repeatable torque output during things like cruise control, DSC intervention, emissions optimisation (igntiion retard for catalyst light off), transmission integration and lots of other things.
is it possible to make go pedal a bit softer ? for me it feels harder to push, would be nice if it was like nissan altima
Yeah, you could remove one of those springs, and/or replace it with another, but I wouldn't advise it. A Tesla is a much more powerful car than an Altima.
@@Ingineerix thank you for your replay. i will check on it. the issue is that my car (model y) not regular commute car it is limousine car. so when u stop 15 times and drive, keep 70-75 mph on highway everyday. my leg hurts. feels like leg day everyday after gym lol
Cool, where can I buy the pedal?
Check Ebay or epc.tesla.com/ to see if Tesla will sell it directly. Might also find it from a Tesla dismantler, such as Calimotive.
I thought it was controlled by a duty cycle rather than an analog voltage signal.
No, it's analog.
@@Ingineerix Quite surprising. Wouldn't a digital output be more immune to noise and also not require analog input conditioning before being read by an ADC?
@@0xbenedikt Yeah, that would make sense, but you are likely dealing with "supplier inertia". This is how it's been done for awhile, so there's a chicken-egg problem with changing it. You see this a lot in automotive. Maybe at some point Tesla will build their own. A more elegant solution would be to put it on the CAN bus, but then if the bus fails you lose drive, so having the dual-redundant analog is probably more reliable.
👍👍
My pedal will last forever I like the lever on the model x
I thought everyone called it the exhilarator.
Made by KSR International, Inc.
Thanks Bill! You are correct, You can see "KSR" printed on the PCB. I also found this patent which they issued: patentimages.storage.googleapis.com/4a/a5/ac/f2b0e4f58bdcea/CA2559784A1.pdf
I updated the description with this nice find, Thanks!
Why isn't the data being encoded on to a CAN bus?
It is being encoded to some CAN bus by the first ECU that receives the analog signal, so likely the Inverter Rear. This way they run wires carrying analog voltages from the pedal to the inverter, which then does the signal processing of the analog signal. This way, Tesla saves a CAN bus transmitter IC on the pedal itself. The dedicated wiring can function even if the potential powertrain CAN bus would be distorted, overloaded, ill-terminated or whatever other failure there may be.
No seal or similar?! That will look, really really bad after several years in Sweden.
The electronics are sealed.
@@Ingineerix Is the lid glued on? Or seal of some sort?
Really nice explanation. I guess they use complexity for 2 reasons:
1 Safety.
2 possible mitigation for hack attacks in the tuning scene. Volkswagen had floods of warranty claims as hackers get so many horsepower extra to blow their gear boxes apart.
What complexity? You can't mitigate the tuning scene with these two analog voltages, just like you could not mitigate with a PWM signal nor a SENT bus signal.
👍👍👍👍
Great video! Is this something that tesla design and/or produces or is this designed and produced by a sub supplier?
It was supplied by KSR International, likely 100% their design. (See video description for more information)
Looks good to me. Honestly if it works, and is safe enough for the acceleration pedal, I don't see how it wouldn't work for steering or braking.
This is "Fail safe", meaning it can fail, but the outcome is "safe". If it does, your car will just slowly drift to a stop. If steering or brakes fail at speed, then what?
The signal is just an input into something that must do the right thing. Honestly I feel safer driving a model 3 knowing that the car can fail in any electronic way whatsoever and I can still steer and brake. An EMP bomb could go off and I can still steer to a stop.
@@Ingineerix Like you show in the video, there is enough redundancy to keep it safe enough. They have every signal wire twice, and I assume for braking there are also 4 brakes, plus the motor braking, which would almost never fail at the same time.
seasong The brakes needed to be redesigned so that it will auto engaged when electronics fail. The steering wheel is a lot harder since it has no safe default mode.
Air breaks do fail safe, but steering may not have a solution.
Thx, it was gay de fou mon reuf
If I can press the "gas[oline] pedal" on a diesel car, I can press a "gas pedal" in an electric car.
this channel deserves the Munro subs. unsub their channel a few weeks ago, I just can't stand the poor content anymore.
Ya, the Munro teardowns themselves are interesting, but the arrogance and too-often common stupidity gets painful!
Can't be a go pedal, that's a Boolean.
Juice pedal.
Combustion engines do not use "gas" and yet it is called a gas pedal...