CR22 naming for the shift solenoid.
See the Shifting Solenoid entry.
No part-specific design process is documented. The Shifting subsystem design process applies: 1. Route every line and fitting in SolidWorks. Lines cannot be within 1 in of the engine casing or 3 in of the exhaust; bend radius is 4 in. 2. Size the cylinder bore and line inner diameter with full calculations rather than by picking a catalogue part. 3. Fit the linear potentiometer and set the position bounds that define a completed shift. 4. Tune the preload duration and the torque reduction window on track. 5. Measure the result. CR26I averaged 65 ms cut time across endurance closed loop against 85 ms open loop; across 180 upshifts that is 9 seconds under power cut instead of 15.3 seconds.
Purchased.
Purchased pneumatic component.
None recorded. This part has no entry in Knowledge_Transfer/Issue Logging/Fault Vault.xlsx, in either Issue Log.xlsx, in CR22/Issue Tracking/Shakedown 7-15-23.xlsx, or in any design review issue list found in CrimsonStorage or Box.
Dimensions called out on the cost report drawings. These are the figures printed on the drawing, not a labelled specification; open the drawing itself for what each one refers to. Shifter Solenoid P251SS-012-D (as drawn): 3.36, 3.18, 1.67 0.71, 0.25, 2.46, 6.16, 0.95, 1.56, 1.91, 4.78 Source: Cost report drawings: CR25/Powertrain/Design/Y - Cost Report Drawings/Shifting/Shifter Solenoid P251SS-012-D.pdf; CR26i/Powertrain - IC/Design/Y - Cost Report Drawings/Shifting/Shifter Solenoid P251SS-012-D.pdf; CR27i/.Powertrain/Design/Y - Cost Report Drawings/Shifting/Archive/Shifter Solenoid P251SS-012-D.pdf Quantity per car, as costed: 2
Nothing in CrimsonStorage covers these yet.