Cloudforce
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« Reply #180 on: November 10, 2015, 05:35:11 AM »
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So, as it seems that not many people are interested, at least i found the confirmation that transmission ratio is handled within the TCU controller/software.
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ddillenger
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« Reply #181 on: November 10, 2015, 03:41:42 PM »
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Gear ratios, or final drive ratio?
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Cloudforce
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« Reply #182 on: November 11, 2015, 02:44:30 AM »
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At least rear axle, as the transmission ratio is the same for all the engines i have access to (straight six from 2.2 to 3.4L displacement)
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mister t
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« Reply #183 on: November 11, 2015, 05:44:37 PM »
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If I remember correctly, TCU sends the shift request to the ECU which then cuts ignition to reduce torque. If the demanded torque is reached, the TCU is shifting the gearbox.
One way to reduce shift-lag would be to increase ramp down and ramp up of the ignition advance before and after the shift. I can´t quantify how much improvement that would be, but having shift times in the range of 0.7s and 1.2s should have some decent improvement left.
Actually, if you check the factory SSP, what they did on the later 6HP gearboxes was to do a 'pre-fill' of the valve body by activating it with a brief square wave pulse before any torque transfer/overlap starts taking place. I believe it would be for the side of the clutch pack that would be receiving the torque load. from there, then the opposing solenoids responsible for the two sides of the clutch pack do the usual simultaneous ramp up and ramp down to overlap for a smooth shift. I'll try and post a pic of the graph when I get a chance. |
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mister t
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« Reply #184 on: November 11, 2015, 05:54:54 PM »
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I would very much love someone to do some testing for me.
PM sent  |
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ddillenger
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« Reply #185 on: December 08, 2015, 11:46:10 PM »
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At least rear axle, as the transmission ratio is the same for all the engines i have access to (straight six from 2.2 to 3.4L displacement)
I found it. You are correct. |
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Cloudforce
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« Reply #186 on: December 09, 2015, 12:06:59 PM »
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So are you willing to modify it?
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ddillenger
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« Reply #187 on: December 09, 2015, 12:10:05 PM »
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Did you post your file? I haven't seen it.
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Cloudforce
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« Reply #188 on: December 09, 2015, 04:11:19 PM »
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This would be the one i would need Diff ratio 3.91:1 on. Should be 3.73:1 right now and is still limiting top speed.
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ddillenger
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« Reply #189 on: December 09, 2015, 04:20:09 PM »
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Your firmware is just so fundamentally different I'd need another example with a different ratio to narrow it down  |
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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 experience!
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Cloudforce
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« Reply #190 on: December 09, 2015, 06:04:26 PM »
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Diff ratio 3.46:1 I messed the diff ratio here! Its 3,46 instead of 3.38 like at my E46 |
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« Last Edit: December 10, 2015, 12:27:15 AM by Cloudforce »
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ddillenger
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« Reply #191 on: December 09, 2015, 07:57:30 PM »
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I looked, and while a few were hopeful, nothing I'd consider definitive. What I will tell you is this:
It is a 16 bit variable, HI/LO (motorola), with a factor of .000977
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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 experience!
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Cloudforce
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« Reply #192 on: December 10, 2015, 12:24:32 AM »
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So, to summarize i´m not doing it wrong:
As i know either diff is 3.46 or 3.73, i´d divide that by 1/1024 which equals either 3543 (DD7h) or 3819/3820 (EEB/EEC)?
Comparing both files in Ols there should be a changed word between both files that has such a value?
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« Last Edit: December 10, 2015, 12:28:58 AM by Cloudforce »
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ddillenger
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« Reply #193 on: December 10, 2015, 08:51:21 AM »
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Yes, BUT you're not going to get an exact value. It's close, but not perfect.
IE, 3.52 when the ratio is 3.55, or 4.31 when the ratio is 4:33. It doesn't appear to require much precision.
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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 experience!
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Tb205gti
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« Reply #194 on: December 12, 2015, 12:51:56 PM »
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ZF6HP and up is OBD flash.
All BMW trans can be flashed using the factory tools if you can correct the checksum.
I'm not sure if ZF8HP boxes have an RSA check or not. The 6HP ones did not. Decode 0da, modify in OLS, correct checksum, re-encode 0da, flash with WINKFP.
This is quite interesting. I have the 0da file for my gearbox (ZF6HP19TU) _ have removed the WinKFP tags, so I have a HEX file. I have imported it into WinOLS using IntelHex. Apart from a warning (unexpected end of file IIRC) it imports it just fine. Now let's assume I change WOT shiftpoints, what will recalculate the checksum? (I assume it is stoed in the file, just like any other ECU binary). Now again, lets assume I manage to recalculate the checksum - I then export it in hex format again, add the WinKfp tags - recalculate the WinKFP checksum - and finally save as *.0da file. WinKFP *should* then be able to write the file to the TCU successfully? ..Now if this is the case, the biggest issue right now is how to re-calculate the checksum. Does EVC make a ZF6HP cheksum dll? The factory development toolset allows you to flash anything you like into any ECU. If the bootloader has RSA then it's more difficult though (needs to be patched first).
You can do a full or partial write always as well.
If you are going to be flashing stuff I recommend a BMW ICOM, as the D-CAN cables are flakey as hell.
Do you know is the ZF6HP19TU uses an RS bootloader? The reasons for my questions, my transmission is limiting the torque to 500Nm. I'm running an Alpina TCU file right now, that has raised Torquelimit, but it will not change gears @ WOT. (The alpina is for a ptrol, I'm driving a diesel). I'd like to raise the Torque limit to 600Nm. |
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