head – Experimental Engineering

Posted on April 4, 2018 by The Engineer — Leave a comment

Is SMART Really Useful?

Being in technology for a long time, I have seen my fair share of disk failures. However I have never seen a single instance where SMART has issued a sufficient warning to backup any data on a failing disk. The following is an example of this in action.

Here is a 2.5″ Toshiba MQ01ABD050 500GB disk drive. This unit was made in 2014, but has a very low hour count of ~8 months, with only ~5 months of the heads being loaded onto the platters, since it has been used to store offline files. This disk was working perfectly the last time it was plugged in a few weeks ago, but today within seconds of starting to transfer data, it began slowing down, then stopped entirely. A quick look at the SMART stats showed over 4000 reallocated sectors, so a full scan was initiated.

After the couple of hours an extended test takes, the firmware managed to find a total of 16,376 bad sectors, of which 10K+ were still pending reallocation. Just after the test finished, the disk began making the usual clicking sound of the head actuator losing lock on the servo tracks. Yet SMART was still insisting that the disk was OK! In total about 3 hours between first power up & the disk failing entirely. This is possibly the most sudden failure of a disk I’ve seen so far, but SMART didn’t even twig from the huge number of sector reallocations that something was amiss. I don’t believe the platters are at fault here, it’s most likely to be either a head fault or preamp failure, as I don’t think platters can catastrophically fail this quickly. I expected SMART to at least flag that the drive was in a bad state once it’s self-test completed, but nope.

After pulling the lid on this disk, to see if there’s any evidence of a head crashing into a platter, there’s nothing – at least on a macroscopic scale, the single platter is pristine. I’ve seen disks crash to the point where the coating has been scrubbed from the platters so thoroughly that they’ve been returned to the glass discs they started off as, with the enclosure packed full of fine black powder that used to be data layer, but there’s no indication of mechanical failure here. Electronic failure is looking very likely.

Clearly, relying on SMART to alert when a disk is about to take a dive is an unwise idea, replacing drives after a set period is much better insurance if they are used for critical applications. Of course, current backups is always a good idea, no matter the age of drive.

Posted on January 5, 2017 by The Engineer — Leave a comment

nb Tanya Louise Heating Upgrades – Saloon Heating

With the installation of the new diesel fired heater we’ve noticed a small problem – since the only heat source in the saloon is the stove, even with the diesel heater fired up the temperature doesn’t really change much, as the heat from the radiators in the both the cabins & the head isn’t spreading far enough.

The solution to this problem is obviously an extra radiator in the saloon, however there isn’t the space to fit even a small domestic-style radiator. eBay turned up some heater matrix units designed for kit cars & the like:

These small heater matrix units are nice & compact, so will fit into the back of a storage cupboard next to the saloon. Rated at a max heat output of 3.8kW, just shy of the stove’s rated 4kW output power, this should provide plenty of heating when we’re running the diesel heater rather than the fire.

The blower motor has a resistor network to provide 3 speeds, but this probably won’t be used in this install, water connections are via 15mm copper tails. The current plan is to use a pipe thermostat on the flow from the boiler to switch on the blower when the water temperature reaches about 40°C.

The hot air emerges from the matrix via 4 55mm duct sockets. This gives enough outlets to cover both the saloon & the corridor down to the cabins.

Standard 60mm Eberspacher style vents will be used to point the warmth where it’s needed.

More to come soon with the install!

Posted on January 2, 2017 by The Engineer — 2 Comments

nb Tanya Louise Heating Upgrades – The Pumps

With some recent upgrades to the boat’s heating system, the hot water circulation pumps we’ve been using are becoming far too small for the job. After the original Johnson Marine circulation pump died of old age (the brushes wore down so far the springs ate the commutator) some time ago, it was replaced with a Pierburg WUP1 circulation pump from a BMW. (As we’re moored next to a BMW garage, these are easily obtainable & much cheaper than the marine pumps).

These are also brushless, where as the standard Johnson ones are brushed PM motors – the result here is a much longer working life, due to fewer moving parts.

The rated flow & pressure on these pumps is pretty pathetic, at 13L/min at 0.1bar head pressure. As the boat’s heating system is plumbed in 15mm pipe instead of 22mm this low pressure doesn’t translate to a decent flow rate. Turns out it’s pretty difficult to shove lots of water through ~110ft of 15mm pipe ;). Oddly enough, the very low flow rate of the system was never a problem for the “high output” back boiler on the stove – I suspect the “high output” specification is a bit optimistic.
This issue was recently made worse with the addition of a Webasto Thermo Top C 5kW diesel-fired water heater, which does have it’s own circulation pump but the system flow rate was still far too low to allow the heater to operate properly. The result was a rapidly cycling heater as it couldn’t dump the generated hot water into the rest of the system fast enough.

The easiest solution to the problem here is a larger pump with a higher head pressure capability. (The more difficult route would be completely re-piping the system in 22mm to lower the flow resistance). Luckily Pierburg produce a few pumps in the range that would fit the job.

Here’s the next size up from the original WUP1 pump, the CWA50. These are rated at a much more sensible 25L/min at 0.6bar head pressure. It’s physically a bit larger, but the connector sizes are the same, which makes the install onto the existing hoses easier. (For those that are interested, the hose connectors used on BMW vehicles for the cooling system components are NormaQuick PS3 type. These snap into place with an O-Ring & are retained by a spring clip).
The CWA50 draws considerably more power than the WUP1 (4.5A vs 1.5A), and are controllable with a PWM signal on the connector, but I haven’t used this feature. The PWM pin is simply tied to the positive supply to keep the pump running at maximum speed.

Once this pump was installed the head pressure immediately increased on the gauge from the 1 bar static pressure to 1.5 bar, indicating the pump is running at about it’s highest efficiency point. The higher water flow has so far kept the Webasto happy, there will be more to come with further improvements!

CWA-50 Pump Teardown

Above is a cutaway drawing of the new pump. These have a drilling through the shaft allows water to pass from the high pressure outlet fitting, through the internals of the pump & returns through the shaft to the inlet. This keeps the bearings cool & lubricated. The control & power drive circuitry for the 3-phase brushless motor is attached to the back & uses the water flowing through the rotor chamber as a heatsink. Overall these are very well made pumps.

Here’s the impeller of the pump, which is very small considering the amount of power this unit has. The return port for the lubricating water can be seen in the centre of the impeller face.

Inside the back of the pump is the control module. The main microcontroller is hiding under the plastic frame which holds the large power chokes & the main filter electrolytic.