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Carsinc
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« Reply #45 on: August 10, 2016, 07:21:42 PM »
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Guys if PRJ offers to tune your car, you pay PRJ to tune your car...
I was once told by my favorite tuner that PRJ was his favorite tuner.
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Mikhail
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« Reply #46 on: August 10, 2016, 09:23:58 PM »
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I am not entirely sure what you are after. But if you want to experiment, here is my breakdown of the CAN command:
outgoing.data.bytes[0] // throttle pedal status (idle / depressed)
outgoing.data.bytes[1] // Engine torque 0 to 410NM (as reported in VCDS)
outgoing.data.bytes[2] // rpm LSB
outgoing.data.bytes[3] // rpm MSB
outgoing.data.bytes[4] // unknown
outgoing.data.bytes[5] // accelerator pedal % 0-100
outgoing.data.bytes[6] // engine torque (loss) 0-416NM
outgoing.data.bytes[7] // unknown
Also bear in mind the DSG is more complex than set and forget. It replies to the ECU. For example it tells the engine to reduce torque so that it can change gear. You can prove this because it will refuse to upshift if you hold the torque at 100%, for example.
There are various behaviors like this, that you sort of get a feel for during experimentation.
Despite my analysis, I failed to achieve what I wanted to and have now chosen to investigate the situation from the ECU side.
This was excellent info. This 0xFF is 410Nm resolution might be part of the PRJ hinted "same person should map ecu and dsg" thing -> resolution should be changed at both ends to allow larger numbers to be transmitted OR does the dsg use max pressures at 410Nm? Guys if PRJ offers to tune your car, you pay PRJ to tune your car...
I was once told by my favorite tuner that PRJ was his favorite tuner.
Yes it is likely that some day I'm again asking PRJ to tune my car, and well see how discussion ends that time. But now my car is far for ready to take to PRJ and I have to do mapping my self to keep the car moving as mods takes place. |
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nubcake
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« Reply #47 on: August 11, 2016, 02:31:38 AM »
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This was excellent info. ME7 funktionsrahmen, page 1635 contains exactly the same info, I believe. Why waste time reverse engineering something that is documented? |
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prj
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« Reply #48 on: August 11, 2016, 04:23:05 AM »
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DSG pressure control is closed loop PI with torque driving I based on measured and target slip. Of course there are pressure and current limiters, but apart from that if you feed it the right torque it will just work most of the time.
It is not like GS19 ZF6HP where you have maps of Revs x Torque with pre-set pressure values.
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jameswalker
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« Reply #49 on: August 15, 2016, 01:10:08 AM »
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DSG pressure control is closed loop PI with torque driving I based on measured and target slip. Of course there are pressure and current limiters, but apart from that if you feed it the right torque it will just work most of the time.
It is not like GS19 ZF6HP where you have maps of Revs x Torque with pre-set pressure values.
That is exactly what I found out by reverse engineering. I searched extensively (before I found this forum) and didn't find any answers, that is why I reverse engineered. |
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Jim_Coupe
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« Reply #50 on: September 21, 2016, 04:53:46 AM »
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Im running my LSUs pre-Turbo still works after 2yrs.. but for how long? Who knows.. I havent managed to patch my ECU to single LSU "yet" as my setup works for me... The 100% patch is done via the code in the MCU... There is a Max limit for the load axis.. Take the ign or KFMIOP table for example... The are max 100%.. and you want to be able to have more.. Open an Porsche 997T ols file if you have and study how its made. In a Porsche 977T the LOAD (relatives Luftfullning) is max 198%. Correct me if im wrong but this is what i have learned. And I have to reverse engineer everything. To patch the ECU u need to disassemble the code to be able to read whats in there. IF you want we can work this trough together... just send me a PM
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E85oholic
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Mikhail
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« Reply #51 on: September 21, 2016, 11:55:21 PM »
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Im running my LSUs pre-Turbo still works after 2yrs.. but for how long? Who knows.. I havent managed to patch my ECU to single LSU "yet" as my setup works for me... The 100% patch is done via the code in the MCU... There is a Max limit for the load axis.. Take the ign or KFMIOP table for example... The are max 100%.. and you want to be able to have more.. Open an Porsche 997T ols file if you have and study how its made. In a Porsche 977T the LOAD (relatives Luftfullning) is max 198%. Correct me if im wrong but this is what i have learned. And I have to reverse engineer everything. To patch the ECU u need to disassemble the code to be able to read whats in there. IF you want we can work this trough together... just send me a PM
Yes I think with the e85 the temperatures are that low that LSUs do last (pre turbo over year now). Some guru would advice, that is it necessary to scale every LOAD axis map 100%->current luftfullning to achieve the throttle control via throttle plate and boost. Would it be done (at first) by changing the throttle plate actuator code so, that say 50% LOAD would cause 100% plate opening and 50-100% would control the boost? No? Yes the current throttle actuator code needs to be changed to throttle plate actuator and boost actuator code. Do this ecu have a fet to feed the boost actuator? What's the address of it's control variable? Should have a program with what could turn the bin to a asm code. Then found a map which tells the throttle plate angle at LOAD, then search which subroutines uses that maps address... Yes should start to look at the tuning. I paid a spare ecu but did not arrive, got money back. Have to use the current ecu, and hope it won't brick. |
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prj
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« Reply #52 on: September 22, 2016, 05:42:22 AM »
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Most of your questions do not make any sense, because they are based on false pretenses.
You have no idea how the ECU works at all. To ask valid questions you must learn some basics, until then you are wasting time.
For boost control I used the intake flap driver.
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Mikhail
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« Reply #53 on: September 22, 2016, 09:53:15 AM »
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Most of your questions do not make any sense, because they are based on false pretenses.
You have no idea how the ECU works at all. To ask valid questions you must learn some basics, until then you are wasting time.
For boost control I used the intake flap driver.
Driver torque demand -> needed air mass -> needed load (cylinder charge) -> throttle plate if below 100 (atmospheric pressure) and boost if above? So only way is to change all load axis maps when change wanted load (~boost)? |
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nyet
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« Reply #54 on: September 22, 2016, 10:30:17 AM »
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throttle plate if below 100 (atmospheric pressure) and boost if above?
throttle plate if req P/R is below wg cracking pressure  |
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! 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 ex
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prj
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« Reply #55 on: September 22, 2016, 01:14:33 PM »
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throttle plate if req P/R is below wg cracking pressure This does not exist in this ECU. It is N/A. There is no concept of boost. The ECU will limit with the throttle all the time and the throttle control will be all over the place because it does not consider pre-throttle pressure. To do all of this right needs custom code. You guys really don't have any clue what is involved to make a NA ME7 to handle boost properly. It's not something 90% of you will be ever able to accomplish. No offence... I've spent months on this stuff, it's really really hard even if you tune these things every day. At the very least start with looking up the SY_TURBO constant in the FR and you will see why it is FUBAR. |
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« Last Edit: September 22, 2016, 01:17:44 PM by prj »
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nyet
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« Reply #56 on: September 22, 2016, 01:42:25 PM »
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This does not exist in this ECU. It is N/A. There is no concept of boost.
That was kinda my point  But you knew that. |
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! 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 ex
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Mikhail
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« Reply #57 on: November 18, 2016, 11:49:46 AM »
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Finally started to try flash but likely erased flash and mpps does not see the ecu no longer. Eeprom programmer still works with boot mode (ch340 kkl). Ordered FTDI FT232RL cable, could it be, that with galletto the ecu could bring life at boot mode?
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Mikhail
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« Reply #58 on: November 18, 2016, 11:21:09 PM »
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You can all relax now folks, I learned (thanks youtube) how to use mpps boot mode and got the car running. But could not save the clever Swedish tune which I paid several hundreds of €. I made the PRJ:s no crc patch and got it working, next do ignition retard and lambda rich at higher load to be safe to run the engine.
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Mikhail
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« Reply #59 on: November 20, 2016, 09:58:21 AM »
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Logged dsg and showed 440Nm and 11bar. Can I get more only by ecu changes?
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