Ken-1
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« on: May 21, 2014, 11:03:18 PM »
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Hello,
The victim is a A4 1.8t -03, wideband. Trying at the moment to get some of the potential power out of the engine, but the success is limited.
Attached is a log over a 1500 - 6800 rpm pull in 3rd gear. As you can se the requested load peaks at 168 at around 5500 rpm, after that it starts to decrease.
Also the WG duty cycle is not at all doing what I would like it to do, makes for really slow spool when it starts at ~50 %. Attached is also my LDRXN and the KFLDIMX table, am I doing something wrong with the boost PID?
Grateful for any input.
BR. Kenneth
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nyet
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« Reply #1 on: May 21, 2014, 11:07:25 PM »
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Please post original csv.
also consider using ecuxplot
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nyet
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« Reply #2 on: May 21, 2014, 11:09:47 PM »
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1) 95% I max everywhere is not good.
2) what is KFLDRL?
3) when tuning the PID you should be paying attention to lde, not load
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Ken-1
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« Reply #3 on: May 21, 2014, 11:39:55 PM »
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1) 95% I max everywhere is not good.
2) what is KFLDRL?
3) when tuning the PID you should be paying attention to lde, not load
Hello, Thank you for the fast reply! Attached is the KFLDRL. Plese dont be afraid to hurt my feelings with input, could be that these maps are WAY off. And needs lots of correction. The TC hardware is twinentry Borg Warner S200 with Tial 38 mm wastegate on tubular manifold, as you see it spools at ~3500 rpm, before that...dead. Regarding the log, it is quite long, but attached. Sorry for the length. |
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julex
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« Reply #4 on: May 22, 2014, 07:20:57 AM »
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This KFLDRL looks like a complete reverse of what it should be... At high RPMs you translate anything below 50% duty into ZERO WGDC. 70% outputs 26%... no wonder you never get up to the proper boost level.
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nyet
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« Reply #5 on: May 22, 2014, 09:44:07 AM »
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Agreed. Also, when tuning the PID you need to be logging a few more things ldimn_w , {BoostPID-I-Min}
ldimx_w , {BoostPID-I-Max}
ldimxak_w , {ChargeLimitPID-I}
lditv_w , {BoostPID-I-Result}
ldptv , {BoostPID-P-Result}
ldrdtv , {BoostPID-D-Result}
ldtv , {WastegateDutyCycleAfterLin}
ldtvr_w , {WastegateDutyCycleBeforeLin}
Your wgdc should be 95% until just before boost meets req. then it should drop, then come back up a bit and stabilize. |
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Ken-1
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« Reply #6 on: May 22, 2014, 10:36:30 AM »
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Agreed. Also, when tuning the PID you need to be logging a few more things ldimn_w , {BoostPID-I-Min}
ldimx_w , {BoostPID-I-Max}
ldimxak_w , {ChargeLimitPID-I}
lditv_w , {BoostPID-I-Result}
ldptv , {BoostPID-P-Result}
ldrdtv , {BoostPID-D-Result}
ldtv , {WastegateDutyCycleAfterLin}
ldtvr_w , {WastegateDutyCycleBeforeLin}
Your wgdc should be 95% until just before boost meets req. then it should drop, then come back up a bit and stabilize. Thank you for the input, I will add those symbols to the log. I fully agree regarding how the DC should behave, It´s getting it to do that causes some problems. The ME7.5 boost PID is quite different from other brand ECUs I have looked at. But maybe it´s good and logical, I just havent gotten a grip of it yet =) BR. Kenneth |
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nyet
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« Reply #7 on: May 22, 2014, 10:46:29 AM »
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If you aren't going to calibrate KFLDLR, recommend setting it to 1:1 everywhere for now.
0 0 0 0 0
10 10 10 10
20 20 20 20
etc.
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Ken-1
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« Reply #8 on: May 22, 2014, 11:59:09 AM »
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Hello,
Made a new log with the values added, modified the KFLDLR according to the suggestion with and took the KFLDIMX from a 225 hp TT bin, thought it could be better than the one i had at the moment?
Took a log of a 3rd gear pull, it is attached if someone has a interest in looking at it.
Also should be mentioned that the MAP sensor is exhanged for a 3.5 bar one, this could of course affect a thing or two...
BR. Kenneth
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nyet
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« Reply #9 on: May 22, 2014, 12:01:03 PM »
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Also should be mentioned that the MAP sensor is exhanged for a 3.5 bar one, this could of course affect a thing or two...
Err, you did change the transfer function maps in the ECU for that, right? |
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nyet
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« Reply #10 on: May 22, 2014, 12:04:25 PM »
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Something very very wrong here
Did you log lditv_w, ldptv, ldrdtv?
Also, i don't know what base boost is in that file, but you might want put KFLDIMX axis back to stock.
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« Last Edit: May 22, 2014, 12:06:35 PM by nyet »
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Ken-1
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« Reply #11 on: May 22, 2014, 12:12:08 PM »
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Err, you did change the transfer function maps in the ECU for that, right?
Hehe, I dont know if there is a good way of saying this so I´ll just say it. No, I dont think the transfer function has been changed... Is there any point with a larger map? Can ME internally handle higher values than 2550 mbar absolute? |
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nyet
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« Reply #12 on: May 22, 2014, 12:14:39 PM »
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Is there any point with a larger map? Can ME internally handle higher values than 2550 mbar absolute?
ME7.1.x can't I assume 7.5 can't either without the 5120 hack. |
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Ken-1
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« Reply #13 on: May 23, 2014, 01:43:10 AM »
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Hello,
Ok, I found the Gradient für Drucksensor Ladedruck - DSLGRAD at 15A16 and maybe also the offset should be modified? Offset Drucksensor Ladedruck - DSLOFS was at 15A18 right after...hopefully...
I´ll scale DSLGRAD by 3500/2500 and hope that it improves, the 5120 hack seems like a awful amount of work I must say. I would rather just rely on the MAF if this is the case? Quite a limitation this 1.55 bar max boost for a small engine like 1.8t =(
BR. Kenneth
Edit: Sorry for the many questions, but the bin and car i have are made for returnless system, this system does not take manifold pressure in to account? This has now been changed so that the fuel pressure is 3.5 bar above manifold, should i put FRLFSDP to 1?
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« Last Edit: May 23, 2014, 04:22:46 AM by Ken-1 »
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ddillenger
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« Reply #14 on: May 23, 2014, 07:12:17 AM »
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You cannot just scale the values by a set factor. You need to use the values for your specific sensor. In any even, you still have the 1.55 bar limitation, so you might as well use the stock MAP.
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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!
Email/Google chat:
DDillenger84(at)gmail(dot)com
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