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airtite
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« on: August 21, 2012, 11:34:31 AM »
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could someone explain why the KFLDRL map on the 1.8T S3 has 95% values for low rpm then goes back down. I have looked at a couple of other 1.8T files now and none of them do that?
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Gizmo20VT
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« Reply #1 on: August 21, 2012, 11:42:41 PM »
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I've check 2 bin's from another S3 8L and a TT mk1 and they do it as well, unless im looking wrong  |
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Gizmo20VT
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« Reply #2 on: August 21, 2012, 11:54:48 PM »
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My apology, now understand where your looking!
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ibizacupra
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« Reply #3 on: August 22, 2012, 02:43:15 AM »
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could someone explain why the KFLDRL map on the 1.8T S3 has 95% values for low rpm then goes back down. I have looked at a couple of other 1.8T files now and none of them do that?
k04 cars spike boost more easily so their control would be different to a k03s |
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airtite
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« Reply #4 on: August 22, 2012, 03:38:42 AM »
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fair enouhg but why the 95% at 760rpm
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lulu2003
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« Reply #5 on: August 22, 2012, 04:13:49 AM »
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 because it doesn't matter and the WG would physically stay at 95% because no boost?
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Gizmo20VT
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« Reply #6 on: August 22, 2012, 04:38:16 AM »
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Just nice to understand why they would code it like that.  |
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lulu2003
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« Reply #7 on: August 22, 2012, 07:16:13 AM »
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sort of pre-control and disabling PID in that range of revs??
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nyet
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« Reply #8 on: August 22, 2012, 09:26:36 AM »
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I am still unsure how the DC linearization table is calculated.
For most files, it seems to be tuned to the effectiveness of the WGDC at various RPM levels... but sometimes it is also used to numb the PID at certain operating points.
The thing that I dont get is why it is RPM related, and not, say, load or airflow or boost related.
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prj
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« Reply #9 on: August 22, 2012, 12:09:33 PM »
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I am still unsure how the DC linearization table is calculated.
For most files, it seems to be tuned to the effectiveness of the WGDC at various RPM levels... but sometimes it is also used to numb the PID at certain operating points.
The thing that I dont get is why it is RPM related, and not, say, load or airflow or boost related.
Because it tells the ECU how much base WGDC to request to reach target... And this is defined by throttle plate angle and RPM. It has been this way for over 15 years in Bosch engine management as well  |
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nyet
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« Reply #10 on: August 22, 2012, 12:28:46 PM »
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But it isn't base DC!
It happens at the very end as a "correction" to the final output of the PID controller... and the "correction" is only RPM based...
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lulu2003
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« Reply #11 on: August 23, 2012, 01:37:49 AM »
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you find it here in the forum.
one user calculated that linearisation table completely by testing his Wastegate behaviour.
great work.
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prj
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« Reply #12 on: August 23, 2012, 02:45:42 AM »
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But it isn't base DC!
It happens at the very end as a "correction" to the final output of the PID controller... and the "correction" is only RPM based...
It is basically base DC, because it linearizes the wastegate behaviour for the PID controller. And wastegate behaviour is more or less a function of RPM and Throttle... |
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lulu2003
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« Reply #13 on: August 23, 2012, 06:58:56 AM »
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I disagree.
WG behavior is a function of the actuator spring and exhaust backpressure.
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prj
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« Reply #14 on: August 23, 2012, 08:18:24 AM »
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I disagree.
WG behavior is a function of the actuator spring and exhaust backpressure.
You are nitpicking. This is a waste of time. The ECU needs to know how much WGDC it needs for a certain boost pressure level. This boost pressure level WGDC in steady state can be mapped based on RPM and TPS, and then looked up. This is what the map is for - simple. The fact that there is a PID controller running, and that this map linearizes the wastegate duty for the pid is just a question of interpretation. |
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