Hello after a long time.

I'm now a 1p cupra happy owner. I read its flash with MPPS some days ago and was preparing my definition (1P0907115C) from a well defined 1K0907115S from this forum. I'm totally open to share it once it's more or less ok.

Good. I come from me7 and I know pretty well the algorythm from the title. However, in MED9 it's more different than I would've expected... I guess it follows the same principle though:



At first sight, as LDORXN is lower than LDRXN (from rlmx_w), both go to the minimum selector and LDORXN (Absurdly low in my opinion, something like load 30) becomes plxs_w (by pressure transformation).

Obviously, this is not what happens without E_lde (overboost error).

So I assume the explanation is in the [IF] block working mode. For sure it has something to do with the arrow numeration, but I don't understand it's behaviour. I even tried to look at the begining of FR but nah... not clear enough.

Could someone explain to me how/why this works and wtf is LDORXN so stupid low?

Thanks a lot for your time mates

Ps: My presumption is that the latest option from the active [IF] becomes directly the last variable affected by any present [IF], no matter what's up/downwards. But even so, I couldn't find E_tnl so I don't know what it means. What's more, what should happen in the event of no E_xxx, aka, no errors? The [ELSE] from the only [IF] that has one? (then, ignoring LDPNB)

Not quite sure but this is my guess:

lets ignore E_tnl for the moment:

call the minimum of rlmx_w (corrected), ldrlts_w, ldrlms_w, and LDORXN some variable "foo"

Now, the purpose of that flip flop is to inhibit updating plxs_w from foo while B_ll

As long as B_ll is false or E_lde is true, plxs_w is updated by "foo" on the 50ms raster

As soon as B_ll goes true and E_lde goes false, the flip flop resets to false, NOT IF is triggered and plxs_w stops being updated by "foo", until E_lde becomes true again, and plxs_w starts getting updated by "foo" again.

Do the same for E_tnl, roughly, to add it back in with respect to the raster update.

I could be wrong, of course.

I think we understand more or less the same from the diagram...

This would've been a lot clearer if bosch used triggerable selectors (in my humble opinion) as they usually do in many other algorythms

And regarding LDORXN, from what I remember from me7, it is much higher there... Isn't it? But well, that's secondary

Thank you both guys

The description is in fact the same, but values are much lower:

So they just limited it harder.
What's so special? Nothing

The ECU can already limit torque by gear with stock maps.
There are different maps. One of them is for "load path", which does not cause any timing intervention and is also used by OEM's.

That said, I don't see what is bad about timing intervention when you are limiting the torque. If you want precise torque then you are going to need some timing intervention to keep it there.
It's only active at WOT, and only in the gears you are limiting, not like you get bad timing all the time.

But as I said, you can just limit the load path as well. No need for IDA or any other shenanigans.

Why do you think it will reduce it by timing alone? It won't.
It just uses fast path intervention to do the last part for which the slow path intervention does not kick in soon enough.

If you base everything you know just on reading a forum, then most likely you will have a very skewed view of things which is far out of touch with reality.

Just try setting it and log the car...
As I said there's another map that does it on slow path only IIRC gangi x tmot. Don't remember the name without looking it up.

I think this is what you explained before prj:

Die Funktion %MDBGRFZG berechnet eine reduzierende Momentenanforderung des Fahrzeugs, die in der Funktion %MDBGRMOT mit reduzierenden Momentenanforderungen des Motors zu einer begrenzenden Gesamtanforderung koordiniert wird.
Die reduzierende Gesamtanforderung aus der Funktion %MDBGRMOT wird in der Koordination der Momente (%MDKOL, %MDKOG) berÜcksichtigt. Die AusgangsgrÖße mibgrfzl_w wirkt auf den ’langsamen’ Luftpfad, wÄhrend mibgrfz_w den ’schnellen’ kurbelwinkelsynchronen Pfad begrenzt.

The% MDBGRFZG function calculates a reducing torque request from the vehicle, which is coordinated in the% MDBGRMOT function with reducing torque requests from the engine to form a limiting overall request.
The reducing overall requirement from the% MDBGRMOT function is taken into account in the coordination of the moments (% MDKOL,% MDKOG). The output variable mibgrfzl_w acts on the ’slow’ air path, while mibgrfz_w limits the ’fast’ crank angle-synchronous path.