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Old 04-05-2012, 08:31 AM   #15
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Originally Posted by REDNAX View Post
The negative to this controller (which I otherwise desire) is the lack of a direct reading of the brake pressure as with the MAXBRAKE or earlier SMARTBRAKE (and the several decade standard KELSEY-HAYES controller) in favor of some computations; a sort of after-the-fact way versus the more preferable "reading" of the drivers foot, so to speak, as hydraulic brake pressures rise.

I desire the unit as I assume that the TT anti-lock system module compatibility with the TV will give some superior performance. Anti-lock trumps what we have now, on the one hand, but on the other we have taken away a distinct advantage.

Were it not for the anti-lock I wonder how much this controller differs, from, say, a P3. Any thoughts on this Mexray, Bab (or others)?

.
I'll take a stab at this...but...I am sure DirecLink's datastream read and application is proprietary. I'll use my knowledge of GM products only, although otheres are similar, I'm sure. I am making logical educated assumptions here...OK?

Here is a system operation overview for a 2012 Escalade. (All GM products are similar).

ABS Description and Operation
This vehicle is equipped with a Bosch ABS/EBD/TCS/VSES brake system. The electronic brake control module (EBCM) and the brake pressure modulator valve is serviced separately. The brake pressure modulator valve uses a 4 circuit configuration to control hydraulic pressure to each wheel independently.
The following vehicle performance enhancement systems are provided.
Antilock Brake System (ABS)
Electronic Brake Distribution (EBD)
Hill Start Assist
Power Brake Booster Solenoid Vacuum Supply
Traction Control System (TCS)
Vehicle Stability Enhancement System (VSES)
Antilock Brake System







Solid Line – Hard Wire I/O

Dash Line – Serial Data


1


Electronic Brake Control Module (EBCM)


2


Steering Angle Sensor


3


Yaw and Lateral Accelerometer Sensor


4


Brake Booster Vacuum Sensor


5


Instrument Panel Cluster (IPC)


6


Body Control Module


7


Wheel Speed Sensor (WSS)- LF


8


Wheel Speed Sensor (WSS)- RF


9


Wheel Speed Sensor (WSS)- LR


10


Wheel Speed Sensor (WSS)- RR

The following components are involved in the operation of the above systems.
ABS pump motor—The ABS pump motor is part of the brake pressure modulator valve. The ABS pump motor is active during ABS, VSES and base brake power assist functions.
- System relays—There are two system relays internal to the EBCM. The solenoid relay is energized when the ignition is ON. The ABS pump motor relay supplies a ground path to the ABS pump motor when the EBCM commands the ABS pump motor on. The system relays are non serviceable.

- Solenoids—The solenoids are commanded ON and OFF by the EBCM to operate the appropriate valves in the brake pressure modulator valve (BPMV).

Brake booster vacuum sensor—The Brake Booster Vacuum Sensor is a input to EBCM, and operates the ABS pump motor to precharge the brake system.
Brake pressure modulator valve (BPMV)—The BPMV uses a 4-circuit configuration to control hydraulic pressure to each wheel independently.
The BPMV contains the following components:
- ABS pump motor and pump

- Four inlet valves

- Four outlet valves

- Two TC isolation valves

- Two TC supply valves

- A master cylinder pressure sensor

- A front low-pressure accumulator

- A rear low-pressure accumulator

Master cylinder pressure sensor—The master cylinder pressure sensor is located within the BPMV. The master cylinder pressure sensor uses a 5-volt reference and generates an output signal proportionate to the hydraulic fluid pressure which is present in the front brake circuit at the master cylinder.
Steering wheel position sensor—The EBCM receives several inputs from the steering wheel position sensor. Three digital square wave signal inputs and one analog signal input are wired directly to the EBCM harness connector. The EBCM uses the signals A and B for determining position movement and uses the analog and index signals to determine absolute center. All signals are monitored for plausibility to each other. The sensor is provided ground and 5-volt power directly from the EBCM.
Traction control switch—VSES and the engine torque reduction function of TCS are manually disabled or enabled by pressing the traction control switch.
Wheel speed sensors (WSS)—EBCM sends a 12-volt reference voltage signal to each wheel speed sensor. As the wheel spins, the wheel speed sensor produces a square wave DC signal voltage. The wheel speed sensor increases the signal frequency as the wheel speed increases, but does not increase the signal amplitude.
Yaw/lateral accelerometer sensor--The yaw rate, lateral acceleration and longitudinal acceleration sensors are combined into one yaw/lateral accelerometer sensor, external to the EBCM. The EBCM receives serial data message inputs from the yaw rate, lateral acceleration and longitudinal acceleration sensor and activates stability control and hill start assist function depending on multi-axis acceleration sensor input

All of these items communicate on the bus. So, you can see, there are decelerometers, pressure sensors, speed sensors, etc. It is pretty easy to develop an algorythm for the brake controller for it to know very accurately, electronically, what is going on in real time.
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Old 04-05-2012, 09:50 AM   #16
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Excellent!
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Old 04-06-2012, 08:46 AM   #17
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Based upon this thread, I installed a Direclink brake controller in my 2005 Toyota Tacoma, replacing a new Tekonsha P3. Just came back from a camping trip to southern Illinois so it got some use.

The Tekonsha is a nice unit and it worked but there was always had a bit of lag between touching the truck brake and engaging the trailer hydraulic brakes. The lag was irritating, i just did not feel confortable with it. It was not a problem but it just did not feel right.

With the Direclink there is no lag, the Tacoma and the trailer work in tandem. Much better, solid feel, big improvement.

Minor point, the Direclink site says it's good for Toyota 2010 and later but the 2005 Tacoma uses a CAN1 network which works with the Direclink controller. Only missing item is the transmission temp, that does not get reported.

I tow a '78 25 ft. Tradewind with hydraulic brakes, Dexter actuator pump. Direclinkhas no selection for electric or hydraulic, it automatically sensed the hydraluic and functioned correctly. I did turn the initial setting up to +15 from the default +5. Works great.

John H
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Old 04-06-2012, 07:16 PM   #18
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I received mine yesterday. Very easy install. I haven't towed with it yet . I'll let you know after I do.
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Old 04-10-2012, 12:34 AM   #19
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Just got back from a two week outing with the new DL installed (2001, V-10 Ford Excursion 4x4) and ready for action...

We made a 400 mile 'loop' from the flat north-central area of Calif - West through the SF Bay area and over the hills to the coast - South along the coast to the Santa Cruz/Monterey Bay area - East up into the Santa Cruz mountains, down the steep two-lane Hwy-17 to San Jose, and back home to the 'flat lands'...

We got a full selection of roads - freeway/interstate; two-lane winding roadway; wet surfaces; dry roadways; heavy traffic and some beloved open roads on coast Hwy-1...!

After initial break in of the new brake shoes, I reduced the hi-speed setting of the DL to 16, and the low-speed setting to -3 for normal dry roads - I set the low-speed to -5 for some low speed wet road running...

I'm quite happy with the DL's ease of adjusting on the 'fly' for the Hi & Low speed settings - just push a button w/o going to any kind of 'menu' format to change the braking effort - GREAT!

I think the DL allows you to get the most effort in a usable format from your electric brakes...The added performance of disc brakes will benefit from the additional of a DL unit for maximum braking effort on long down hill runs...As mentioned above, the DL will 'detect' the hyd/disc system for ease of control, right out of the box...

I'd venture to say that the heavier the trailer, the more you're going to enjoy the use/function of the DirecLink unit...Still looking in the mailbox for my endorsement 'check' for all the good words about the DL...I guess they've misplaced my address...
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Old 04-10-2012, 05:09 AM   #20
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With all the good feedback, I am putting this brake controller on my Airstream Wish list after I install new axles with disc brakes on my 66 Tradewind.

Dan
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Old 04-10-2012, 07:16 AM   #21
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Thanks, Ray.
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Old 05-01-2012, 04:31 PM   #22
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@johnhh: Brake controllers like the P3 all pretty much work the same way. When you push the brake pedal they do a short "time based braking" where they send some blue wire pulses to cause some initial decel, then the accelerometer in the brake controller monitors decel and applies blue wire pulses accordingly. In effect, you need deceleration sufficient to be sensed by the accelerometer to work, and thus the leveling and all that garbage. The DirecLink uses vehicle data and pretty much knows how much to brake before you even press the brake pedal. I can't disclose details but there are definite reasons for the improved braking.
@TouringDan: When you put on the hydraulics you will clearly improve braking, and if you bought ABS you will REALLY like the braking, and no tire flat spots! I don't know if Tuson will say this, but at certain trailer weight and greater, with ABS, I believe you will stop faster than your tow vehicle stops by itself! It has to do with weight and traction of tires. If you watch any test videos on line you will see those tires slow down and before stopping release and repeat. Again, you will be amazed at the stopping power but I can't tell you the trailer weights/number of axles where the combined trailer and vehicle actual stop quicker. Again, don't take this as 100% accurate, but I personally believe this to be true.
Regards,
Don
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Old 05-05-2012, 03:43 PM   #23
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what happened to this controller?

it's no longer on Amazon, and a G**gle search brings back nothing but Valley brand wiring harnesses...
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Old 05-05-2012, 03:52 PM   #24
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Quote:
Originally Posted by finalcutjoe View Post
what happened to this controller?

it's no longer on Amazon, and a G**gle search brings back nothing but Valley brand wiring harnesses...
DirecLink

Are you spelling it correctly...no "t" ? See link above.
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Old 05-05-2012, 04:07 PM   #25
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don't I feel sheepish... thanks dzn'
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Old 05-07-2012, 04:48 PM   #26
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In all these posts I'm not reading anywhere that the DirecLink achieves proportional braking. That is, increased braking with increased pedal pressure. This is also not covered on their website and a phone call to DirecLink about this resulted in a very evasive answer.
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Old 05-07-2012, 05:06 PM   #27
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Yeah, we'll have to sort that out by the seat of our pants and the % apply figure on the screen. The datastream, as noted above does contain "proportional" data, based upon a master cylinder pressure sensor "The master cylinder pressure sensor is located within the BPMV. The master cylinder pressure sensor uses a 5-volt reference and generates an output signal proportionate to the hydraulic fluid pressure which is present in the front brake circuit at the master cylinder."

There are other sensors in the datastream, such as decelerometers, wheel speed sensors, etc.

Direclink is going to be coy about how they use this information because their algorythms derived from these inputs are the heart of their proprietary product.

BUT THE INFORMATION IS THERE FOR A TRULY PROPORTIONAL SYSTEM. I don't have any study time behind the wheel yet to make any conclusions on its performance. Stay tuned.
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Old 05-07-2012, 05:38 PM   #28
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If it isn't proportional then I don't see how it's any better than MaxBrake, except that it is easier to install. But it looks like MaxBrake would stop better.
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