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Rick
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« on: December 19, 2010, 04:20:25 AM »
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As I run KO4's i thought i'd copy across the RS4 boost PID calibration onto my ECU. The weather is atrocious so didn't really get a chance to fully test but the two pulls in 2nd i did it hit the boost cut pretty much straight away.
Does anyone have experience tuning the PID, what works, what doesn't etc?
Rick
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nokiafix
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« Reply #1 on: December 21, 2010, 01:09:02 PM »
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I would like to fully understand the me7 boost pids aswell, I am running a K04 hybrid on a S3 1.8T me7.5 512k file.
The turbo is running a uprated 20psi 34 actuator, I have spent around 10hours on the rolling road dialing in the N75 map table and have got the car to run a perfect 21psi flat line to the red line in every gear and pulling around 305bhp at 250g/s, but my problem is when over 4000rpm I lift off the gas from WOT and then straight away return toWOT the boost will surge to 24-26psi and it seems the n75 is not responding for a few seconds?. Would this be down to the PIDs and which one? I am making a map pack for the map which will include the PIDs. I am going to flat line them all and start from scratch to see what they do and how the values change the boost control.
So any input at this point would be help full to me.
Cheers
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tobz
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« Reply #2 on: December 21, 2010, 01:42:38 PM »
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A good reference is http://en.wikipedia.org/wiki/PID_controller. If you're overshooting after a load change (disturbance in steady state), then you're probably looking to adjust the proportional value, since that deals with current error. (the error being the change from WOT to not WOT to back to WOT, which is where you're overshooting as boost is allowed to rebuild uninhibited) |
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hammersword
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Revlimit ECU tuning
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« Reply #3 on: December 22, 2010, 09:06:36 PM »
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nokiafix mail me your files to help you
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nokiafix
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« Reply #4 on: December 23, 2010, 03:08:47 PM »
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nokiafix mail me your files to help you
Just putting a pid map pack together for the file in question, just need to find the correct axis scale positions then I will drop you an email when I am ready to go. Most other tuners tend to put a mbc in line which I dont like. If a jobs worth doing its worth doing right. |
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nokiafix
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« Reply #5 on: December 28, 2010, 01:12:01 PM »
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I have took another look at my options and have found the best way to run this -34 actuator is via the KFLDRAPP and fully go open loop with just TPS with the car running CWMDAPP = 1 I just need to find out how running CWMDAPP swithed on with the torque base off effects the lambda and ignition areas. The theory is that running all the boost control from KFLDRAPP is the best solution for big turbo setups?
Anyone know what the % of LDRAPP relates to? Its a switch from signal B_ldsafw and is a post control to KFLDRAPP.
Cheers
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nokiafix
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« Reply #6 on: January 01, 2011, 10:49:06 AM »
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Bump for APP mapping?
I am going to give it a try on a stock 1.8T, I will log the WOT N75dc% via the stock map using the torque structure then the just implant the vcds readings in to the open loop n75% vs throttle map and switch to development mode and in theory it should kick out simlar power only IF the fuel and timing still scale with RL v RPM.
I managed to sort out the inital boost issues I have via the post n75 linear control, the stock map was NOT linear it seem some one at VW got it wrong in the stock map, but now its fully inear it works a treat.
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elRey
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« Reply #7 on: February 18, 2011, 02:13:39 PM »
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I have spent around 10hours on the rolling road dialing in the N75 map table and have got the car to run a perfect 21psi flat line to the red line in every gear and pulling around 305bhp at 250g/s Which map/s did you fine tune? |
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elRey
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« Reply #8 on: February 22, 2011, 12:13:13 AM »
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OK. I have boost fluctuations under control except for the initial onset over shoot and then the one following under shoot. Then it levels out flat.
So question is.... what to do for that initial overshoot? KFLDRQ0? (increase D in the PID?)
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« Last Edit: February 22, 2011, 12:22:20 AM by elRey »
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Rick
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« Reply #9 on: March 16, 2011, 05:05:03 PM »
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KFLDIMX - have you tried reducing slightly?
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Rick
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« Reply #10 on: March 17, 2011, 07:33:39 AM »
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also, need to check but I think LDRQ0 is a P term.
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TTQS
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« Reply #11 on: March 17, 2011, 07:57:22 AM »
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also, need to check but I think LDRQ0 is a P term.
I believe that to be the case too Rick. Q0 = P, Q1 = I & Q2 = D. Funktionsrahmen page 873: Control algorithms are defined thus: Proportional component ldptv = (LDRQ0DY (or LDRQ0S) - KFLDRQ2 (or 0)) x lde Integral component lditv = lditv(i-1) + KFLDRQ1 (or LDRQ1ST) x lde(i-1) Derivative component ldrdtv = (lde - lde(i-1)) x KFLDRQ2 (or 0) where lde is the charge pressure control error, i.e. (set point - process value) or (DV - MV) |
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« Last Edit: March 19, 2011, 06:43:08 AM by TTQS »
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Tony@NefMoto
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2001.5 Audi S4 Stage 3
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« Reply #12 on: March 18, 2011, 03:43:58 PM »
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I believe that to be the case too Rick. Q0 = P, Q1 = I & Q2 = D.
That is correct. Each of the terms also have multiple limits applied to them as well. |
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elRey
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« Reply #13 on: April 08, 2011, 09:24:02 AM »
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OK. What now?
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judeisnotobscure
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« Reply #14 on: April 08, 2011, 01:31:07 PM »
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I think we just need to take this info and experiment with it. Use an mbc for safety. I just tuned an rs6'ed s4 today, 24 psi, Ev14 injectors, 90 mm maf.... the base file pulls like crazy, I can't wait to dial it in.
I'm really starting to get a feel for this stuff.
Many Thanks to those who guide us newbies in the right direction.
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I have a b5 s4
but i just want to dance.
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