k fuku

Absolute load is a standard SAE J1979 diagnostic variable.  Roughly speaking it is the engine air mass flow relative to the max possible mass flow based on swept volume at standard atmospheric conditions.   So an NA engine with a VE of 100% would have an absolute load of 100% at WOT.  The same engine at 1bar boost and 100% VE would have an absolute load of 200%.  
Absolute load is directly proportional to the maximum flywheel torque available. 
By default in the Link ECU the absolute load runtime is only used for the torque estimation calculation.   You can however use it for the load axis of your ignition table or some other function that is influenced by torque such as power management or diff control etc if you wish. 

 

I was able to solve the problem successfully, thank you.
https://drive.google.com/file/d/18lQPG4fYtax7UEQhzrjZpy0ECzSmrAUo/view?usp=drivesdk

Has been fixed and there should be a new PCLink installer on the website within the next few hours.

I can actually replicate it on an Xtreme on the desk after initially not being able to replicate it on a plugin, will get that sorted.

Those two refer to your Trigger arming voltages, what trigger pattern are you using and what do your trigger arming voltage tables look like?
 

Normal scheduled fuel injection is synchronous - that is it only gets injected once at a fixed point in the engine cycle (usually finishing around 400deg BTDC, so a long time before combustion).  So if you only have synchronous injection (like most ecus) and you suddenly stand on the throttle after the injection event has already finished, then the next combustion event will be lean because you only originally added enough fuel for the amount of air that was flowing at the time of injection.  
With Asynchrous injection the ecu is always watching the fuel calculation even after the injection event, so if there is a sudden change in airflow after the main injection has finished, then ecu will add extra injection events to "top up" the fuel that is already sitting in the port waiting to be inhaled.
The minimum async injection setting is only used to prevent the async from reactivating too often when there is only a small amount of extra fuel calculated.  I suspect the main thing that influences what is a good minimum setting is your injector size.  Probably around 1.0ms would be suitable for typical ~500cc injectors, and maybe 0.5ms for ~1000cc injectors.  All my cars started with 0.5ms in there and it seems to work good so I havent experimented with it much further.
Your little lean spike could be not ernough accel fuel or the min async is too big.  You really need to look at what was happening to accel fuel at the same time.  Also, dont be too concerned about getting a dead flat lambda, there are all sorts of interactions going on during heavy transients and measured lambda is not always a good indication of how well it is all working.  Aim for best response rather than flatest lambda.  
  
  
 

i don't fully understand the logic of this setting.
for example in this log, in the latter part of the log starting around 3:10
when there's a sudden throttle change, lambda goes way too lean. 
Is this due to lag of the lambda sensor, or should i increase the async injection time? 

Your general ecu setup looks ok, I would suggest copying the charge temp approximation table from our V11 base map, but be aware the fuel map will need to be redone after that.  
Your fuel map doesnt look too bad to me, subaru's tend to have quite a bit of fuel pressure resonance in the rails that get worse with larger injectors and this often causes ridges in the fuel map.  
Also be aware the surface view scales the Z axis range to span the full height which tends to exaggerate a VE table that has a relatively small range of values.  The smallest value in your table is about 62 and the largest is about 110 so it is quite exaggerated by this effect.  If you temporarily enter 0 in one corner of your table and 150 in another corner you will see that the spikes and ridges dont look so bad.  
Original table left Vs the same table spanned full range on the right:
  

Am I right to assume these two settings will interact with each other?

So if your Charge Temp Approximation Table is way out, changing the Fuel Charge Cooling Coeff will give you poor results, and vice versa?
What's the best method for tuning these? The helpfile says a typical value for petrol is a Fuel Charge Cooling Coeff of "10".
Should I just leave it at 10 and attempt to get the Charge Temp Approximation Table correct first?
Currently changing the Fuel Charge Cooling Coeff doesn't appear to have any effect for me unless I set it to 0, which turns it off?
Tuning for a steady Lambda of 1.000 with a Target of 1.000 currently drops me down to 0.850 when I target 0.900, but if I set it to 0 it will achieve the 0.900 target.
I'm confident all my Injector settings are correct. So that just makes me think my Charge Temp Approximation Table is way out and I need it to be influenced by ECT more than IAT in this region.
But wouldn't changing the Fuel Charge Cooling Coeff after getting the Charge Temp Approximation Table roughed in throw all out again? Is changing the Fuel Charge Cooling Coeff from the default of "10" when using pump U98 even necessary?

From memory the gain and update rate table examples given by me above are from my Evo road car (pretty much dead stock evo 7) the lambda probe is very close to the turbine outlet probably at the most 500mm from the exhaust port, in this car I have the reactivation delay set to 3 samples.  In our WRX11 test car which also has the probe right after the turbine - but has much longer manifold primaries etc (probably more like 1500mm from port to probe) I have reactivation delay set to 5 samples.  The update rate table is similar in both cars, the subaru could actually do with less than 1Hz at idle as it takes about 3 secs to respond to a change of PW but 1Hz is currently the lowest it can do. 
So what this means is in my evo with the reactivation delay set to 3 samples, if CLL was temporarily disabled due to over-run fuel cut or similar around idle where my update rate is 1Hz (1 sample per second), then CLL would be re-enabled 3 secs later.  To give an example at the other end of the table, if I hit the RPM limit at 7000RPM where my update rate was 10Hz, then CLL would be disabled for only 0.3s.    

For the blip in a road car application you are best to use a 2nd throttle target table so you can command a different amout of blip based on RPM or speed or both - so you get a less agressive blip (or non blip) when driving slow.  The gear shift function only gives you the ability to vary blip with gear pos.  Activate the 2nd E-throttle table using a GP output based on clutch and brake status or whatever else you want to lockout.  
Something like below.

For a true "rev match" you would have to use the motorsport gear shift function which is over the top for what you want I think.  
To use the gear shift function to achieve a rev match it would be done something like this:
In road car with an H pattern shift and no strain gauge or similar on the lever then really the only thing you have to indicate to the ecu that you want to initiate a gear shift is a switch on the clutch pedal.  But that alone doesnt tell the ecu whether you want to do an upshift or downshift.  So you use a GP output to asses a whole lot of conditions that you think would be present for a down shift but not an upshift.  This, for example, could be something like Throttle pedal is not pressed, clutch and brake pedal are both pressed and the speed is above 30kmh.  Whenever the ecu see's all of those conditions true then it will initiate a downshift sequence.   
Next, for the ecu to be able to rev match, it needs to know what gear you are in and the ratio of the current gear and the ratio of the next gear that you want to engage.  Since you dont have a gear position sensor, you will need a working speed sensor so the ecu can then determine which gear you are in by using speed, RPM and gear ratios. 
With all of that the ecu would then have enough info to generate an RPM target that it needs to hit with the blip based to achieve matched input and output shaft speeds during the shift.  This RPM target can be met in 3 different ways.  1). You can use a speed match limiter - this is where the ecu blips the throttle a little more than is required and introduces a rev limiter to control the RPM at the desired target.  This is the most accurate and fastest blip. But you dont really want to be bouncing on a limiter on every shift when driving around town etc. 2). You can use what we call an RPM target blip. This is where the ecu performs a blip then removes the blip once the target RPM is reached. Since the throttle doesnt close until you are already at target you will get quite a bit of overshoot with this method.  3). A predictive blip, this is where the ecu looks at the rate the engine is accelerating during the blip to predict how long it will take to reach the correct RPM, it can then close the throttle early so you dont get as much overshoot as method 2.  
Having said all that, it is rare to do a proper RPM match for a road car with a synchro gearbox, the normal technique is just to switch to a 2nd e-throttle target table when your downshift conditions are met.  That table can have RPM Vs gear or Speed Vs gear on it so you can command more blip for high speed gear changes and less or none for low RPM/speed shifts.  
 

Assuming it is an EJ engine (not the FA) then the existing WRX 11 ecu will do this model.  So far I dont think we have tested in a UK car but have several AUDM & JDM cars from 2015-2019 running it successfully.  The 2015+ CAN modes will be available in the next software release, but I can give you a beta version if needed before then.  

Hello Any update on when this version will be released for subaru 2015 wrx sti version uk. Cheers

Yes you should be able to do something to hold the valves open.  
The factory strategy only gives a short burst to open them at startup, then a continuous but low duty cycle signal to hold them open anytime the RPM goes above 4000RPM.  I suspect if you power them all the time the motors will overheat.  
Set up like below should work.  Aux 7 set to high side, on all the time so the motors have a 12V supply whenever ign is on.  Aux 8 set to lowside drive, GP PWM.  When ignition is first turned on we give it 14% DC for 7 seconds.  Whenever RPM goes above 4000 we give it constant 14%DC.  This is similar to how the factory system works when the engine is warm (the y axis on the GP PWM table is Engine running time).

Just an update. I've reverted the idle base position table to span a single axis. and i have reverted to open loop idle. Was stuck in a 2 hour traffic jam yesterday with IAT hitting 69degC (kinda hot because i'm running an open pod). Seems to be running pretty good with barely noticeable undershoots or overshoots during AC operations. Only the neutral decel overhangs. But i did managed to max out the speed lockout. Open loop seems to run better, but I dont have a log for this. Will take one with i've got the time. 

Yeah sorry I still havent had time to set this up and test properly yet.  Its still on my todo list so not forgotten.  For closed loop I think if you make the AC offset 100rpm instead of 50 this should ensure that the deadband never overrides it and will probably make it more repeatable.  And as KO suggested I think the AC clutch delay actually needs to be shorter so CL doesnt pull it back out before the clutch kicks in, it looks like it wants something more like 0.2/0.3s.  

Thanks @koracing. I'll definitely have a go at that. Previously I did bring the timing in the region below 2000 down, it's roughly around 14-11degs now. My target idle ign is set at 10deg. I could try running a lower timing. But during neutral decel will in fall into idle control mode as i believe speed lockout is still activated. i've set my lockout to be at 20kmh if i recall correctly. unfortunately reducing clutch delay did not do anything. Maybe as another workaround i'd revert back to open loop idle for the time being. the issue is just prominent during hot conditions like traffic and such. or idle stationary when ect is around 80deg. i'm not sure if this is related to other tuning matters like fueling etc.

If idle "hangs" in neutral decel, it's likely it's not entering the idle control range very quickly - you can help this by setting the timing table values a bit low in the region it's hanging in as that should help drop the idle quicker into the proper range for control.
Did reducing the clutch delay not do anything?

The firmware side may be the best solution, but my advice is more of a work around/make it work how it is set of advice.

Hi @koracing, appreciate the input. I've tried messing about with the idle actuator integral gain but seems to not getting any changes. i've also tried messing about with increasing base positions. it reduces undershoots but still slow to respond and gets high overshoots during neutral decel. Spoken to @Adamw offline and he believes it could be firmware related. Thanks Adam for looking into this. 

You can just put zeros in your 3D trim limit tables where you dont want CLL to operate.  
Not possible as the LTFT table uses a GP table which has a max cell count of 16 x 11, whereas the main fuel table cell count is 22 x 20.  If your Fuel table is 16 x 11 or less then you can use the import/export tool to copy it to the LTFT to get the same axes.

I should probably add I didn't have the stock idle up valve which was probably causing the issues. 
From what I can tell the Link doesn't get the "AC Activate" signal from the AC button when you push it.  It get the signal from the the feed leaving the AC amplifier that activates the clutch.  
If you've got the stock Idle up valve then there is no issue as the AC button Activates the Idle up valve, rev's increase, clutch engages the same time as the Link get the AC signal.
If the idle up valve isn't there, the Link doesn't get the signal until the clutch engages so it has no time to stop the engine stumbling.
 
 

I don't typically have a problem even without the factory idle up solenoid.  You could theoretically wire up the factory idle up to be triggered by an output on the link.  Increase base idle air bypass to about the idle speed you want warm with the idle control motor fully closed or plugged and then you shouldn't have stumbling even with some delay in engagement.

Hey, I finally got around to looking at this car again. See attached the pc log for the session with the ac being tuned on and off. Also see the current setup of the parameters. Sorry for being so tardy with responses.
I didn't do the setup myself so possibly you could walk me through the idle settings to initially use.
 
ac log file.llgx current setup.pclx

First: why is there no lambda?  Hard to say if your fuel is tuned properly in the idle region without any lambda data.

Second: Your continuously hitting the idle MAP lockout - so you need to raise that from 50kpa to something like 75kpa. 
At no point in your log are you getting the AC request either.  Is the AC actually engaging?  Idle ignition control would probably help stabilize idle as well but it is disabled.