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Thread: M2-ATX(-HV) 160 watt Intelligent DC-DC PSU

  1. #101
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    Reset of power supply

    Hi,

    whenever the engine cranks the M2-ATX resets(i.e. the power is gone for about a second and its back) hence the car pc boots again after the crank of the engine. is there any way to not make the power supply reset itself while cranking??? or will a 12v regulator to the power supply help????

  2. #102
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    Quote Originally Posted by benjadeed View Post
    whenever the engine cranks the M2-ATX resets(i.e. the power is gone for about a second and its back) hence the car pc boots again after the crank of the engine.
    Just read several posts above - I had the same problem. In my case it seemed to be the ignition.
    M2-ATX design is really not that good.
    D945GCLF2, Atom 330, M2-ATX, EBY-701, Pharos GPS-500... - Assembled & Installed!

  3. #103
    Raw Wave tbird2340's Avatar
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    Quote Originally Posted by alpax View Post
    Yes - that's how it's supposed to be. In my case any disconnection of the ignition line - when I was turning the key to OFF or starting the engine - caused some impulse from the PSU, which instantly powered off my computer without shutting the OS down, and eventually it died so could not boot up. My fix with adding a filter on the ignition line made it work as it should. Now I can start the engine with the computer running, can turn the ignition off, then back on - it's working. Only after 5s delay (I use P1 mode) it starts shutting down.

    Mine is the regular M2 as well, and it seems to be real - I bought it for ~$75 from mo-co-so.com.
    I'm having this same exact issue. M2 works fine in bench but when I put it in car it cuts power hard when the ignition turns off..

    I have the M2's constant connected directly to the battery, the switched connected directly to an ignition wire at the ignition harness, and the ground to ground..

    It powers up correctly (5 seconds after IGN wire is powered).. It gets into Windows fine and runs fine.. However, the second I turn the vehicle off power is instantly cut and the computer shuts off..

    I metered my constant during the whole process and it never dips under 12V (unless my meter isn't fast enough to catch it)..

    So WTF could be wrong?

    I have the jumper on B but it does the same thing on A as well..

    Thanks
    Current Vehicle: 2007 Dodge Nitro

    Second Vehicle: Sold it :( 2005 Dodge Ram 1500 Quad Cab

    First Vehicle: 2003 Ford Ranger

  4. #104
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    Quote Originally Posted by tbird2340 View Post
    I'm having this same exact issue. M2 works fine in bench but when I put it in car it cuts power hard when the ignition turns off..
    Yep, everything exactly like mine. I also metered the voltage - it was fine.

    So WTF could be wrong?
    My guess is that M2-ATX controller doesn't like the shape of the ignition signal when the ignition turns off/on, goes crazy and cuts the power for a moment.
    I could be wrong - just guessing, but I solved the problem by adding a filter to the ignition line.
    D945GCLF2, Atom 330, M2-ATX, EBY-701, Pharos GPS-500... - Assembled & Installed!

  5. #105
    Raw Wave tbird2340's Avatar
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    Doesn't like the "shape"? What does that mean?

    I don't get it.. If the hot line is getting a constant 12V then how can it totally cut power when the IGN line loses power?

    And it doesn't power back on after that like some have said.. It totally cuts power.
    Current Vehicle: 2007 Dodge Nitro

    Second Vehicle: Sold it :( 2005 Dodge Ram 1500 Quad Cab

    First Vehicle: 2003 Ford Ranger

  6. #106
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    Quote Originally Posted by tbird2340 View Post
    Doesn't like the "shape"? What does that mean?
    The shape of the line on a graph of voltage, for example. If the ignition signal does not slowly and constantly fading when turned off, but fluctuates up and down a bit with reducing amplitude. But again - it's just a guess.

    I don't get it.. If the hot line is getting a constant 12V then how can it totally cut power when the IGN line loses power?
    There is some switch logic and a microcontroller on that board, which gets ignition signal, interprets it and controls the output power. I guess it does not interpret the fluctuating ignition signal properly - maybe due to some error in a microprogram, and cuts the power at a wrong moment.

    And it doesn't power back on after that like some have said.. It totally cuts power.
    Well, it could be something else then. But still, sounds similar to other reports.
    D945GCLF2, Atom 330, M2-ATX, EBY-701, Pharos GPS-500... - Assembled & Installed!

  7. #107
    Maximum Bitrate Mickz's Avatar
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    Just a thought as to with what MAY be happening on the 12v line. It sounds like you are getting a pulse on the 12v line. You cannot see this with a meter, you need an oscilloscope.

    Microprocessors and electronics are very sensitive to a fast rising short pulse.

    This pulse may be injected directly into or coupled into the 12 volt line or other cable going to the supply. The fact that a filter fixed the problem indicates that this is a very fast rising short spike on the line.

    It is obviously being coupled into the ATX supply and due to the nature of this pulse it is getting past the filtering circuitry and tripping the controller.

  8. #108
    Raw Wave tbird2340's Avatar
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    Quote Originally Posted by Mickz View Post
    Just a thought as to with what MAY be happening on the 12v line. It sounds like you are getting a pulse on the 12v line. You cannot see this with a meter, you need an oscilloscope.

    Microprocessors and electronics are very sensitive to a fast rising short pulse.

    This pulse may be injected directly into or coupled into the 12 volt line or other cable going to the supply. The fact that a filter fixed the problem indicates that this is a very fast rising short spike on the line.

    It is obviously being coupled into the ATX supply and due to the nature of this pulse it is getting past the filtering circuitry and tripping the controller.
    If that was the case you would think I would get that during crank, not simply turning the vehicle off, no?

    It survives fine past the crank and works great up until turning the IGN off..

    First thing I'm going to try is connecting the switched wire to an accessory wire instead of the ignition wire.. If that don't work.. How do I fix it? I have that same liliput thing that was mentioned but where do I hook it up?

    Thanks
    Current Vehicle: 2007 Dodge Nitro

    Second Vehicle: Sold it :( 2005 Dodge Ram 1500 Quad Cab

    First Vehicle: 2003 Ford Ranger

  9. #109
    Maximum Bitrate Mickz's Avatar
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    Quote Originally Posted by tbird2340 View Post
    If that was the case you would think I would get that during crank, not simply turning the vehicle off, no?

    It survives fine past the crank and works great up until turning the IGN off..
    Thanks
    Well thatís the $@#!* thing with electronics, starting pulls 100+ amps and drops the voltage, however, because of the way itís connected, the battery sinks this pretty effectively and your left to contend mostly with a low voltage running condition, which the PSU seems to handle ok.

    If it is indeed a pulse causing the problem when shutting down the ignition then it could be generated by back EMF from some other inductive device in the car.

    I assume that that PSU is not worried about its control line going hi/lo a few times in succession as the ignition is turned off. This often occurs because of switch bounce, which is why all good electronic gear has de-bounce circuitry on all control lines.

    Itís a shame you donít know someone with CRO (and who also know how to use it correctly) as it would take a few minutes to either eliminate or pinpoint the problem.

    Not being familiar with that DC-DC PSU Iím sorry that I canít be much help.

  10. #110
    Raw Wave tbird2340's Avatar
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    Well I was going to try hooking up to an accessory line but my vehicle doesn't have a regular accessory line it's a "mux" line so it won't work..

    What can I do now!? How can I get this to work!?
    Current Vehicle: 2007 Dodge Nitro

    Second Vehicle: Sold it :( 2005 Dodge Ram 1500 Quad Cab

    First Vehicle: 2003 Ford Ranger

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