ISIS

Wow, that looks seriously cool.

Question - can it replace the dodgy fuse board?

If so, amagine running the master multiplex unit in place of the standard fuse board and then linking a single module to the rear of the car to operate the back stuff. The front unit could do all of the dash functions, heater controls etc and the front lights, and the rear could control the engine, fans, pumps and rear lighting.

If all switches in the car became ground loops, it wouldn't be that difficult to rewire the car so that it looked pretty much the same but operated in a modern fool proof manor. Awesome for the custom and hot rod scene.

 

Very slick! Doesn't seem all that expensive either: MasterCell, 2 PowerCells and RF link for < $1,200!! This would be great for building/rebuilding a car.

 

I really don't see any advantage in this set up. Actually it would make it more difficult if you required some service and your mechanic did not know this particular set up. You would then be committed to involving the company that manufacture this unit and there service and tech support. All this looks like to me is replacing let say 40-50 wires in a harness and replacing it with 1. Here are some factors to think about. Why don't they buy there owne Ferrari and install it and use it as a test mule. The application in this video was a joke. A early era hot rod type car that had very little wiring in the car to begin with. If you want to impress me - use this product to run a 2007 Mercedes Benz S class or 7 series BMW controlling all diag control modules, SRS system, as well as ABS. It looks cool and all but I really don't think there is a place for this type of technology in everyday cars at this time - let alone exotic cars. Just some company offering a wire harness solution that will probably give you a major headache in the future. Just my $.02

R

 

It was shown at SEMA on this car. http://www.onelapcamaro.com/isiswiring.html I think it took them about 20 hrs. to install minus brackets and panels.

 

Good day John,

The concept behind ISIS has been used in the Commercial building control industry (and a number of others) for years (basically intelligent controllers connected together by a communication cable), and so the idea is indeed sound. In fact, most of the newer high-end cars use some form of this already (CAN bus for BMWs, etc). The issue I have is what happens in the event that the controller and/or cabling fails (i.e. cable is inadvertantly cut or perhaps the controller dies because of a component failure). You mention that there is a "limp" mode in case of failure, however, I do not see how this is possible unless they have complete redundancy in their system. For example, if one of the remote controllers dies (component failure) and this controller activates outputs (i.e. ignition system, etc) and/or monitors switch inputs, then this entire node is out of commission and all of the inputs/outputs are as well. To minimize this one could architect the system so that there is some form of redundancy and/or backup procedure, however, this would add extra effort, cost, and perhaps wiring.

As for some novel features such as having the fans stay on, etc.... this is interesting, but one has to ask how many circuits would you need this functionality for? I suspect it is a limited number and as such, I would just use a external controller, program in this functionality, and then connect this controller in parallel with the existing circuit. Thus, the existing wiring is maintained and so in the originality of the car. Further, this additional controller could be removed from the car if one wanted to (new owner, etc) without a major undertaking.

As for your relay comment, remember that although relay technology is old the relays can be found everywhere.... so if you have a relay failure when you are out and about, chances are you find one at your local parts store... which I do not think will be possible for this system.

The last issue is longevity of ISIS. Unless there is a large and ongoing market for this product, there is a good probability that the product could be obsoleted sometime in the future... 2 years, 5 years, etc... If that happens what do you do then if you need support, replacement, or additional controllers? This product is still pretty new and as such it is still on the (b)leading edge

Anyway, the decision is ultimately yours and I guess you will need to balance the pros, cons, and cost to determine if this solution is a direction you wish to go.

All the best!

Cheers,

Sam

 

Good day John,

In response to your comments:

This will be totally dependent on the failure. If one of the nodes has a complete device failure and is no longer working (i.e. processor, memory, subsystem failure), then the inputs and output (I/O) attached to this node will be dormant. So any of the outputs will be either in its current state or perhaps a degraded state... which means that if the output controls your ignition system then either your car will stay running or remain off.

As for their comment about "unlikely event of a processor failure", this is hogwash. Although one can statistically calculate the failure of electronics, one cannot remove the probability that they can fail... hence the reason why systems that "must" not fail have complete redundancy (i.e. aircraft, life support, etc).

What is the probability of faliure? I would imagine that it is low, but given the extremes in the auto industry (temp, vibration, voltage, etc) one must acknowledge the probabilty.

Again simple to implement with an embedded system. This is done all the time in the electronics, controls, HVAC, industries... although by skilled people and/or dedicated enthusiasts.

Relays are mechanical and are subject to failures, however, if the system is designed properly relays are highly reliable. I have a design that encompasses approximately 360 relays in a commercial office building(elevator security floor interface that connects to the elevator control system). This system operates 24/7/365 since 1996 and to date I have had 0, yes zero, relay failures (these relays were not military grade or something overly special, just industrial rated relays). This would approximate to 3.5 million relay change of states in the last 12 years without one single issue. Proper design of relay controlled circuits (i.e. snubber circuits, etc), high quality relays, prolong the life of relays substantially.

Why are you and others seeing problems with your relay circuits? Hard to say, as I have not analyzed these failures to determine its cause. In my case my BB (512BB) relays were fine, it was the fuse panel and its inherent design flaws that caused some issues.

I am not saying that Relays are the best technology and should always be used, but I am saying that they are not always the root cause of all the problems. I am also saying that because they are a very simple technology, they are easier to troubleshoot, replace, and to work with.

I agree and I think you have a good plan to wait and see how it goes. Even though ISIS is backed by a very large firm, there is no certainty that the technology may always be around. Sales and profit tend to influence these decisions... although not always. If there was a large customer (i.e. large automaker) actively purchasing the product then that would be good for the long term. As you implied, time will tell.

Cheers,

Sam

 

Some have asked if this is a "flash in the pan" from the aftermarket. It is certainly better than problematic junk designed and installed in the TR and Mondial. GM who is on the verge of bankruptcy, never had the electrical issues that the F-cars have had. This from another forum

John, I'm looking forward to seeing your install...

 

This has been a marvelous discussion, especially in light of recent political/economic seismic events in Detroit and Washington. For years I have anticipated that an entrepreneurial startup would develop a distributed activation system for automobiles. The system described here, ISIS, is a very good start, likely to undergo improvement and cost reduction in the future.

Taken one step further, one could simply wire the car with a single, large gauge conductor. Each of the loads (lights, fans, horns, computers, etc.) would be plugged into this single conductor bus with an “activation” unit the size of a key-fob that would decode a signal modulated on the electrical bus and turn itself on. Each time you press the horn, or turn on the A/C, a digital code is modulated on top of the D/C power bus, and the appropriate activation unit would turn on and do as programmed. The signal could be Radio Frequency rather than on hard line, but this offers little advantage and introduces potential for interference.

I envision these activation units somewhat similar to the base of the headlight 3-prong connector. Each load will plug first into the unit and the unit clips onto the electrical bus. Carry a few spares in the glove box. Should one fail, simply plug in a replacement as one would plug in a fuse.

In light of a rebirth of Detroit, and pressure for lighter, fuel efficient vehicles, transistors, CMOS, and microcontrollers are known to be less expensive than wiring looms, and much lighter in weight.

Jim S.

 

Good day John,

You are most welcome for my comments. Indeed, I was just adding some food for thought. Obviously you are a very learned fellow and consequently you will make a well thought out decision!

Have fun and please keep us informed!

Cheers,

Sam

 

Good day,

Indeed Littelfuse and been around for some time and make a number of great products! As for their partnership with I Squared, well, that does bode well for the product. Three points though... The first is that 1500 installed systems is not a lot over 4 years and given that rate of growth it may be difficult to sustain such a product. Given Littelfuse's backing, obviously they will have the financial resources if they need it and if Littelfuse continues to partner with them.

The second point is that new installs (i.e. kit cars, etc) is different than a retrofit. New installs would be easier, as the builder has complete design freedom with installation and location of the various nodes, wires, and switches, etc. Retrofit installs are bit more challenging, as the current electrical system (relays, switches, etc) already exists.

The third point is that retrofit installs will affect the originality of the car given the magnitude of the change... so no concour events, etc and potentially may change the sale-ability of the car... Some may perceive value in the new equipment and others may not.

Again, just food for thought.

Cheers,

Sam

 

Good day Jim,

I agree with everything you said.

As for your "ISIS" type design, I like it!

Indeed, all of the new vehicles are certainly migrating towards this type of approach of distributed control. I would imagine the auto industry might ratify or develop such a specification of the system/network. The benefit here is that this published or common specification would stimulate other firms to get on the bandwagon... more users, mean more products available, mean longevity of the system.

Cheers,

Sam