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GRS

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  1. Thanks for the advice. I will make sure the bit rate is the same and install it.
  2. Hello. Is it possible to have LINK's CAN lambda and CAN gauge coexist on one CAN BUS system? I think it is possible with this setup, but I don't have the hardware at hand and don't have the environment to actually try it out, so I would like to study it beforehand. Thank you in advance.
  3. Hello. I checked and could not see any extreme differences. I have never seen the log item "flywheel supply voltage" before, what is the voltage of this part? Please enlighten us. I understand that the VVT in the NB2 plug-in is a high-side drive circuit, but is the flywheel diode properly installed (in parallel with the OCV solenoid) in the circuit?
  4. Hello. This is the waveform when I ran it with the PI you indicated. I had disassembled and inspected the OCV, cam actuator, and hydraulic path and confirmed that there were no abnormalities, so I connected a flywheel diode between the OCV control lines to try it out and took this log. It appears that the control is working normally. Based on the above results, we are communicating with the technical department of LINK through a request. We would appreciate your confirmation.
  5. We will follow your advice and get the LOG as soon as possible. Should I limit the Duty in the Max DC Clamp Table then?
  6. Hello. I still have not been able to get a log with the PID setup you advised. However, I have logs taken with VVT PID Setup at Default. I do not have access to the Default settings, but I suspect they are close to the values you advised. I would be happy to receive your comments.
  7. Thank you for taking the time to contact us. Could you please review the file we sent you again?
  8. That's strange. Here's a screenshot of the file I sent you.
  9. Hello. I have checked the following points. Cam trigger position -> No deviation. OCV -> No abnormality as VVT advanced the most at 12V (duty=100%). Resistance value is also normal. VVT actuator→No foreign matter or damage. Oil pressure→430(kPa)@4000r.p.m. There seems to be no problem with the VVT mechanism. I have a question after logging, Even if I increase the PID P value (30-100) it does not overshoot the VVT target. The most puzzling thing is that the advance stops at a small angle to the target. The attached logs are for PID=30,5,10. The log above the oil pressure is the current (A) flowing through the OCV solenoid. Any hints on how to solve this? 30_5_10_PCデータログ - 2023-07-15 11;46;30 am.llgx Mazda MX5 NB2_20230715.pclx
  10. Thank you very much. I will check the points you pointed out.
  11. Thank you! I have confirmed that the harness on one side of the solenoid terminal is down to ground. Does this mean that we can determine that the solenoid itself is defective?
  12. Not quite sure what you mean by this, all cam control functionality is adjustable including target, PID, solenoid control, trigger patterns etc. This is because I wanted to make sure that selecting the default was the right thing to do for the VVT PID setup. I had experienced cases in the past where the default was selected and everything was fine, so I could not understand why it did not work this time. Due to the large log data, I am attaching an image for now.
  13. Hello, I have a question about the VVT setting of the MX5X NB2 plugin. Is the VVT setting of the MX5X NB2 plugin uncontrollable by default? Also, is it correct that AUX1 is LOW SIDE? I am having trouble advancing to the target angle.
  14. I was able to understand about equation load sources. I was also able to confirm that I am not doing anything wrong. Thanks to both of you.
  15. Thank you very much. Why is it mandatory that the load axis in the equation be MAP if there is an idle valve? If the load axis of the main map is TP, does this affect the fuel injection at idle? Or is it because MAP is used as one of the flags for idle on?
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