NefMoto

Was wondering if anyone has had the need to change the parameters of this function for new gear ratios. I have built a custom gear box with a 4.23/1 final and "closer than stock" ratio gear set. I am a bit confused on what to do here because my def file has 8 values per gear instead of 2 like the FR explains.
I'm thinking most of them are not correctly defined but I'm completely unsure. Thanks for any insight on the matter.

What problem you are facing?

BBGANG is ratio of : engine rpm/vehicle speed.

By chnagine gear ratio, see how vehicle speed changes for same engine rpm for each gear.

I understand what I need to do, I'm just not sure where. For each gear in my def file there are 8 (1x1) values per gear. only 2 are the required ones..?

each one of those 8 per gear have different values in them, 4 low and 4 high. we only need 2 per gear 1 low value and 1 hi value

Are you sure some of those aren't for variant coding?

here are the IDs for 1st gear, the rest of the gears are similar

NVQUOT1O_0_A
NVQUOT1O_1_A
NVQUOT1O_2_A
NVQUOT1O_3_A

NVQUOT1U_0_A
NVQUOT1U_1_A
NVQUOT1U_2_A
NVQUOT1U_3_A

Are you talking about soft coding for different transmissions? If so, I get what you are implying here but the FR only talks about 3 different types of trans and one doesn't have gears per say because its a CVT. So the question is still unanswered as far as what the rest of these values are for. So we have manual and automatic but which are which? "ABC" order? And then the CVT, but probably doesn't use the different gear values in BBGANG I assume also. saying it does, there is still one set of hi and low values unaccounted for per gear.

I have changed the BBGANG values for switching allroad/S4 gear ratios. The values that I changed were the NVQUOTxO [x being the gear] and NVQUOTxU, like you are saying, and also AIMVM. I'm not sure which of those 4 values per gear is supposed to be changed, but if they are indeed just variant coding, it wouldn't hurt anything to code them all the same to your new gear ratios.

lol I also have 4 AIMVM's. They have the same value though. (3.50070)

Thanks for sharing jibberjive!  Have you logged to see if gangi is showing what you expect?

Yup, logging shows the correct gear and speed whereas before it was incorrect.

I'm assuming I'm supposed to use the rpm value in NGANGMIN for the formula to figure out NVQUOTxU_0_A. In my case, 400 rpm, unless I change it. doing the math: 400rpm)/(5km/h = 80, which is the stock value for NVQUOT1U_0_A in my ori file So I assume for all the NVQUOTxU_0_A parameters, the rpm value in the formula should be 400rpm.(or specifically whatever the value NGANGMIN is)

As for the NVQUOTxO_0_A values, what rpm did you use for the formula? I looked over the FR again and again. I don't see where to look to figure this out.

I guess I could take the values from the five gears and "trial and error" my way into figuring the rpm to use, again assuming they all use the same value. 


 

My situation was a little bit different, as my gears weren't custom.  I basically just took the values from a different file that had the correct values for my transmission etc.  It's been a while since I looked at the function it in depth, but I'll take a look a little later to see if it sparks any thoughts.

Hey Jib,care to send me a stock M-box with the allroad specific gearing changes? Save me some hassle digging for them. You have my email.

For the stock 6-speed allroad 01E? Or are you dealing with a 6-speed swapped allroad that has an S4/A6 tranny?

M-box with allroad gearing.

As in, a stock allroad running an M-box.

6-speed or auto?

6 speed.

After glancing through the VAR module in the FR, it is confirmed the extra values are indeed for variant coding. Good call ddillenger!

I am going to translate and post BBGANG. Should I post it here?

FB BBGANG 14:50 functional description:


The function represents the transition information (gangi) available, among other things, for a parameter change in the drivability functions and cruise control (FGR) is required. For the three transmission variants, manual, switch-stage automatic and CVT, comes to each of a different method to use.

Gear detection during manual switch:
The ratio of engine speed to vehicle speed (n / v-money ratio) is stationary in the manual transmission approximately proportional of the overall translation and can therefore be used to identify the selected gear. Due to torsion in the driveline and tolerances in the signal detection, this ratio differs more or less of the theoretical expected value in practice however. Depending on the nature of the powertrain, the adjacent areas of transitions can also overlap.

It is therefore for each gear (1-6), upper and lower threshold provided that narrow the plausible n / v-money value range. As long as the n / v-money ratio is within the boundaries of the last recognized gear, this course is maintained. Otherwise, it is checked in ascending order for each gear, if the n / v-money ratio is in the appropriate range. With the vehicle stopped or in case of implausible ratio, gangi is set to 0. On the evaluation of the clutch switch is dispensed, because it is often already activated when pressing the clutch pedal, without the frictional connection is interrupted. The detection of the reverse gear is not provided because the gear ratio is usually only slightly from that of first. Gear differs and the speed signal take only positive values.

Transitional stage automatic recognition:
The received CAN transition information from the transmission control is used. It is in driving position P or N to 0 and the Reverse gear 7.

Transition detection in CVT:
In driving position P or N, in reverse and in tip-alley, the received CAN transition information from the transmission control used. In position D, the transition information is also calculated at the CVT transmission like a manual transmission from the n / v ratio. However, the response in case of implausible values that can be assigned to a field, or when the vehicle is set to 1 instead of 0.

Extension for SUVs:
So that the transition detection range (with NSHAPE intermediate clutch) works properly also when in the low road vehicle, which is n/v-Ratio divided by the translation of the intermediate wheel. In this way, the same as in normal operation range limits is used.

I don't speak German. I used Google translate and tried to make sense of what came out with it. It's not perfect. I will revise it for proper English after people have their say with it. If something needs to be changed don't hesitate to let me know. I would like it to be as accurate as possible. I believe this translation is more accurate than in both the fully translated FR versions. I made sure all the accented letters were used properly in the translator which made a big difference in sentence structure and meaning it seams. I guess they are there for a reason.. again I don't know German so I don't know what they are supposed to do even but I used them how they look in the ori FR.

I'm trying to help a friend with a problem fitting a six speed in-to a five speed car.

The car originally was never fitted with a six speed and as far as I can tell, none of it's variants were either.

NVQUOT6 are both set to zero and the car, when in fifth and sixth exhibits torque limiting type issues, opening and closing of throttle etc.

So, thinking out-loud I'm thinking of setting the NVQUOT maps up for the six speed AND making a code change in BBGang.

movb    rl6, #6 will become movb    rl6, #5.

I need to go through the FR more, but does anyone have any wisdom to input in-to this?  I can't help thinking that spoofing sixth might have a domino effect elsewhere.

What kind of car is it? I would expect the gear ratio for the last gear to be the same on the five and six speed transmissions (many are). The ECU would never detect that it's in a gear higher than 5.

Volvo P80 chassis.

The M66 has a longer final drive I think?

Really depends on the previous tranny model. Some are the same, some are different. I think M56L had the same final drive?

Short term, have you tried just lowering the value of NVQUOT5U? That should at least keep it thinking it's in 5th gear until we figure out BBGANG more on these files.

No not tried anything yet, just at the theory stage.

I think the BBGANG setup from my caR and a patch would work nice but maybe I'm over thinking it.

I would say, in theory, that if you copied over the NVQUOT constants from the R (or the equivalent, I haven't looked at BBGANG yet), it should work without mods to the subroutine. If the P80 bin has a constant for 6th gear, I would expect the function to support it.

I'd expect it to send the torque model nuts!?!

I've also had it on good authority that it doesn't work.

You'll have to let me know. I got ahold of a 2000 V70R for dirt cheap with a broken auto and I'm going to swap in an M66. I plan on rebuilding the a2l bin to run the different engine and to have 6 speed gear detection, so keep me posted! :)