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Because we are looking to quote a flat rate, we are offering a flat rate per course hour, (per hour or recording, on your part,) which would include any re-edits (re-recording) up to 6 times. Talent would not be paid extra for these subsequent recording sessions, unless specifically arranged.
Due to the technical terms and expected length of recording sessions, we have a fairly long audition script. Please send it in one MP3 file. 2010-07-02 09:42:18 GMT 2010-07-06 23:00:00 (GMT -05:00) Eastern Time (US & Canada) Yes (click here to learn more about ) Closed 0 0 0 direct invitation(s) have been sent by the voice seeker resulting in 0 audition(s) and/or proposal(s) so far. Voice123 SmartCast is seeking 50 auditions and/or proposals for this project (approx.) Invitations sent by SmartCast have resulted in 0 audition(s) and/or proposal(s) so far.
United States, Michigan,
***We are seeking both male and female LOCAL talent to be available to record narration sessions for online-based training videos. Anyone not within driving distance of Troy, Michigan, Clarkston, Michigan, or the Metro Detroit area need not apply! We prefer talent that is familiar with automotive technical terms, and can narrate smoothly for longer periods of time. Sessions will run anywhere from an hour to 3 hours at a time. You are about to take the *************************************. To receive credit for this course, you must also complete the *****************************************************.
To ensure that you are taking these components in the proper sequence, please refer to your ************************ at ******************************, as well as the course prerequisites outlined in the ************************.
The purpose of this training course is to provide you with information about ignition system components and their relation to ignition system operation.
In this course, you will learn how to identify the basic operation and fundamentals of ignition systems. These fundamentals include the Coil‑at‑Plug Ignition System, Gen‑three and Gen-four Coil-Near-Plug Ignition System, as well as Feature G-M Ignition Systems.
In this module, we will review some of the various ignition systems used by General Motors. We'll look at the basic components used in each system and how each system operates.
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All ignition systems are made up of three sections or sub-groups: primary, triggering, and secondary.
The primary section of the ignition system includes all of the components and wires operating on twelve volts, or system voltage.
The primary circuit includes the ignition switch, coil primary windings, a switching device ignition module, and all associated wires and connectors.
All ignition systems require a circuit to turn the current flow on and off in the primary winding of the ignition coil. The triggering section is considered to be any form of signal that will provide an input to the ignition module or P-C-M for switching of the coil.
Examples of triggering signals are pickup coil signals, Crankshaft Position, or C-K-P, sensor signals, and ignition module signals to and from the P-C-M, such as reference high and Ignition Control I-C.
The Permanent Magnet, or P-M, Generator, also known as a variable reluctant sensor, uses the principle of induction to develop an A-C signal.
In the sensor, a wire is coiled around a permanent magnet. By rotating a reluctor, which has notches cut into it at precise locations, the magnetic field moves back and forth across the wire winding. This produces an A-C voltage signal in the wire.
The ends of the wires are connected to either the Ignition Control Module, or I-C-M, or to the P-C-M.
The signal is converted to the ON/OFF reference and used as the base triggering for the primary circuit.
For the Crankshaft Position Sensor to work, it must have a fifty-thousandths of an inch, plus or minus twenty thousandths, of an air gap between the sensor and the reluctor.
On Electronic Ignition, or E-I, systems, the sensor is mounted in the block or front cover and is non-adjustable. On a Distributor Ignition, or D-I, system, the pickup coil operates similarly. A magnetic field increases and decreases as the teeth of the timer core and pole piece move in and out of alignment. This induces an A-C flow through the pickup coil, which is the triggering signal to the I-C-M.
E-I Systems use a P-M Generator and a reluctor that are part of the Crankshaft. The design of the Crankshaft reluctor is an important consideration when diagnosing these systems. Crankshaft reluctors on most four and six-cylinder engines have seven notches. Each sends voltage signals to the ignition module for every revolution of the Crankshaft.
Six of the notches are equally spaced at sixty-degree intervals around the Crankshaft. The seventh is positioned ten degrees from the sixth notch. The signal from the seventh or “sink” notch synchronizes the coil firing sequence with Crankshaft position. On four-cylinder engines, the ignition module is programmed to recognize the “sink” notch, count notch number one, and accept notch number two as the signal to fire the two-three companion cylinders. Next, the module counts notches three and four, then accepts the number five notch signal as the signal to fire the one-four cylinder pair. The sixth and seventh notches are then counted and the process begins again.
Note that the coil pack for the second cylinder in the firing order always fires first during start up.
On sixty-degree V‑6 engines, the module skips the number one notch after the sync signal and fires the two-five cylinders on the signal from notch two. Notch three is skipped and notch four fires the three-six cylinder pair. Finally, notch six is used to fire the one-four pair.
P-M Generator output voltage varies with engine speed. Typical values range from approximately five hundred millivolts at cranking speeds to one hundred volts at high R-P-M, depending on the application. When measuring the output from a magnetic crank sensor, the voltmeter should be set on an appropriate A-C scale.
The output from a P-M Generator and a given engine will vary, based upon:
The air gap of the sensor to the reluctor,
The resistance of the sensor windings,
The temperature of the sensor, and
The strength of the magnet.
It is important to know if the circuit you are diagnosing is a Pull-Up circuit or a Pull-Down circuit, especially in an ignition system.
Always refer to the appropriate service information electrical schematics when performing diagnosis on ignition systems.
A Pull-Up circuit has a power source outside the P-C-M. The P-C-M does not provide the reference voltage signal. When the switch is closed, external source voltage provides a high reference signal to the P-C-M. An open switch, on the other hand, provides a low reference signal.
A Pull-Down circuit is provided with a reference voltage signal from the P-C-M. The power source for the circuit is internal to the P-C-M.
When the switch is closed, source voltage is pulled low to an external ground. The P-C-M registers a low voltage reference signal.
When the switch is open, the P-C-M registers a high reference signal.
When a magnetic field is introduced perpendicular to a current flowing through a semiconductor, a measurable voltage is induced at the sides of the semiconductor, at right angles to the main current flow. This is known as the Hall Effect.
The Hall-Effect Switch is an electronic device that produces a voltage signal controlled by the presence or absence of magnetic field in an electronic circuit.
The Hall-Effect Switch is used on several E-I applications.
A regulated signal voltage from the ignition module is passed through a semiconductor wafer in the Hall Switch. A permanent magnet mounted beside the semiconductor induces Hall voltage across the semiconductor. The crank sensor is positioned so that metal blades, or “vanes”, of an interrupter ring mounted on the crankshaft harmonic balancer damper pass between the semiconductor and the permanent magnet.
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