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nyet
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« Reply #60 on: August 08, 2017, 08:35:13 PM »
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Why do I need to change a map which contains the battery voltage? Isn't this unnecessary for a rev limiter?  Read the FR. |
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your ex
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nyet
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« Reply #61 on: August 09, 2017, 10:49:48 AM »
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NMAX is the soft limiter (fuel cut).
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your ex
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adam-
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« Reply #62 on: August 10, 2017, 04:17:03 AM »
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The concept is entirely based around that. Cut spark before fuel.
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RBPE
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« Reply #64 on: August 11, 2017, 07:27:30 AM »
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ZUESZ in the Function Sheet ME7.3 as an idea;
1. Introduction:
Sufficient ignition energy must be made available in order that the sparking plug can ignite the mixture. This is realized by
closing the primary circuit of the ignition coil in good time so that the coil can charge up sufficiently.
On the other hand, the closing time shall not be too long as this can otherwise lead to the ignition output stage overheating
(particularly critical for internal output stages).
After closing, the primary current i increases exponentially with time. The period of time from the primary circuit closing to
opening again (sparking) is referred to as the dwell time.
The energy stored in the magnetic field is given by :
W = 1/2 * L * iˆ2 (L: inductance, i: current flowing at the point in time that the primary circuit opens)
2. Calculation of the dwell time:
The dwell time szout is calculated from a map that depends on the speed and battery voltage, corrected by a factor depending on the
engine temperature (from characteristic FSZTM).
3. Dependency of the dwell time:
ub: The primary current i flows through the primary winding of the ignition coil. This is determined by the battery voltage ub
and the resistance of the coil.
nmot: Above an engine-speed threshold, the dwell time is computed as a dwell angle and output at an angle level.
Thus a speed-dependent lead by the dynamics is required here so that a sufficiently long dwell time is still given even
in the event of maximum speed dynamics. The dynamics lead is taken into account in the map KFSZT.
The dynamics lead required is lower at higher engine speeds.
No dynamics lead is necessary in the lower engine-speed range (dwell time output).
It can also be meaningful to have a shorter dwell time at higher speeds for thermal reasons.
tmot: The ignition coil temperature changes with the engine temperature.
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4ringpieces
Full Member
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Posts: 232
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« Reply #66 on: August 11, 2017, 07:59:42 AM »
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In kfszt.
Make rpm axis 7000, 7050(change depending on your limiters etc)
Put 0 dwell in 7050rpm row
Works in older me
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adam-
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« Reply #67 on: August 12, 2017, 10:44:47 AM »
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Mhmmmmm.
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RBPE
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« Reply #68 on: September 05, 2017, 12:54:58 PM »
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Thanks RBPE! This makes sense.  => But why is the closing time not 0 by default? I thought a good spark is good for the engine? => Why would a long closing time overheat the ignition coil? Longer time => Coil doesn't need to hold that much power => colder coil and a lighter spark?? => Editing the "closing time"-maps lead to a faster ignition cut, am I right? If not editing them, the ignition cut would be a "long/slow bounce", am I right? => What map/value defines the ignition cut? Thanks for the recommendation, but I know how it works. I repaired oldtimer motorcycles (mostly 2 strokes) for a few years. It's all just relative - if Bosch have a known quantity, for example the bit at the beginning here that states 2ms, then you have a set known quantity, you can then work from that with various offsets and variables based on this known figure and elaborate on the variables to your hearts content and that's all Bosch do, continue to break it down and as such evolve the systems as a further breakdown of known/set figures. It's just maths and logic, that's all an ecu can do, I've highlighted some bits in the download file to give you an idea in red; the "offset", "function off", "gradient" type of bits; http://nefariousmotorsports.com/forum/index.php?topic=10419.0title= |
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« Last Edit: September 05, 2017, 12:59:14 PM by RBPE »
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4ringpieces
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« Reply #69 on: September 05, 2017, 02:04:35 PM »
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No charge time No spark. Works amazing on old z20lets  |
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HelperD
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« Reply #70 on: September 06, 2017, 07:06:51 AM »
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I have had good luck with just using KFTSRL. Never had to touch KFSZT but I suppose I will give it a try now after reading up on it.
D
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KasperH
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« Reply #71 on: September 16, 2017, 05:11:07 AM »
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This is my 1.8T now, still with original DP and Cat.  https://www.youtube.com/watch?v=cND_j_2ihNQChanges: KFSZT => 0'ed the last row (6000 rpm, I think it's enought) => Set next-to-last row to 5960 KFTSRL => 0'ed the last row (6000 rpm => Set next-to-last row to 5960 NMAX + NMAXOG => 6200 rpm FTOMN => 0 Exactly what I did, and it's fun as hell But with cat in place it'll take some serious damage. Decat and you'll be spitting flames all day and won't have to worry about the cat melting and plugging up the exhaust |
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RBPE
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« Reply #72 on: September 18, 2017, 01:25:04 PM »
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KasperH
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« Reply #73 on: September 20, 2017, 04:17:21 AM »
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Small question here.
My Golf 4 accelerates like shit with this changes (small stuttering).
But why?
=> Maybe a ignition coil is half-blown?
=> Maybe it's because FTOMN = 0 ?
When flashing the stock maps the car runs fine.
My spark plugs are brand new.
By the way:
My remap contains some other small changes, but not much (a little bit KFZW(2), KFMIRL, LDRXN, KFLDHBN, KFMIOP, LAMFA). For safety I use 98oz fuel.
On wot acceleration or part throttle? Could be coils, could also be plugs themselves. Do you have any logs of it happening? |
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KasperH
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« Reply #74 on: September 20, 2017, 04:56:53 AM »
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You can feel it the most at part throttle (3rd gear, 3200 rpm). I can feel it at wot too, but not much. I will make a log this afternoon and attach it. Error memory is empty. I think FTOMN = 0 is the fault, what do you think? Edit: I even found out (thanks to boost gauge), that the boost "bounces" hardly at low rpm (maybe because a faulty combustion?), full throttle works fine. I don't think that 0 dwell time is the culprit. Sounds more like misfire. Anyway it's easier to pinpoint with logs |
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