mapper
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Posts posted by mapper
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2 hours ago, johnny4ag said:
Setup high low boost with switch, link ecu fury....switch off 1bar switch on 1.8 bar...digital 1 is gp input....multiple boost table ....active tables 2 tables..table2 activation digital 1....need setup high low boost solenoid?
Sorry what? I'm not sure if anyone can understand your question. Please try it once again in other words.
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Just use the LINK 1/8 NPT Sensor calbration you can select in PC Link. It looks like the same sensor as the Link one.
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I know a guy from Dubai has integrated a Furry ECU into a a GT86. He spent arround 3 days to make the CAN work. So it couldn't be too difficult.
If there are to less adresses available in the LINK ECU, you can use a Motec Dash as a Gateway between. Maybe the AIM Link dash could do that,too.
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8 hours ago, Brad Burnett said:
So the 4d table for the mgp vs rpm and then use the 5d for a correction for the ethanol?
The fuel Modell does the main correction for ethanol. You can use the 5d table to correct if on higher boost settings the efficiency on ethanol differs a bit from pump fuel. If 5D is needed, values are usually below 3%.
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20 hours ago, Brad Burnett said:
Have you done this with modelled multi fuel setups? My beams motor with itbs is already set up with tps v rpm modelled multifuel set up and will be adding a turbo soon. With that being said, does 1 4d table for mgp v rpm work for the 2 blended fuel tables?
That's a good point. Yes I have done it in multifuel. And yes it can be a bit of a compromiss with the 4D table, because on ethanol the engine is usually more efficient at higher boost, because egt is lower = backpressure lower = lower pressure Ration = more efficient.
However, you can use the 5D table to correct that.
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I don't agree.
I get better results with tps vs rpm and 4d mgp vs rpm. For sure on turbo and single throttle engine.
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6 hours ago, whittlebeast said:
Here is a simple MLV trace
You should really check out the mixture map function. There is no reason to use an external software. All the pictures you show can easy be done in PC link. In every table a cross is shown to mark which cell is used at.
You just have to set up new layout pages with things you like to use. Check out Layout > and all the bar graph, navigator, x-y plots etc.
Of course Mega log viewer is a good log software, but the PC Link logging capabilities are even stronger.
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Guys relax a bit.
I've mapped and I'm supporting several 600-800hp 2.0 to 2.3l time attack engines/cars with a Link ECU and multimap strategy. Such an engine runs usually for 5000 race track kilometers until a rebuilt is needed. That's a similar distance to a 24h race. I like to answer your question.:
All LINK ECU use the same PC-Software and the same Firmware. The main difference between all LINK G4+ ECU's is only the hardware.
your tuner should tune the main Fuel and ign Maps from the lowest to the highest boost levels. There are 3 main Boost Maps in the LINK ECU. You can additionally span one of the axis of the Boost Wastegate or Target table to a driver Rotary Switch. So it's possible to have up to 33 different boost maps, which all can be switched on the fly.
On top of that, you can activate 4D fuel and ignition tables on one or several of the boost maps. This allows trimming Ignition and Fuel on some maps if you or your tuner like to do that.
The Link Ecu is really flexible. Usually, the only limit what you can do is the creativity of the tuner.
As an example, we installed 3 rotary switches in a Time Attack/ Hillclimb car. One 12-Position Rotary Switch is used to choose between 12 different torque maps (mainly altered by boost strategy). The Launch RPM can be chosen over another 12-Position Switch, depending on whether and Track conditions. And lastly, we have a 3-Position Rotary Switch to choose one of 3 Drive by wire Throttle Maps.
For engine Safety, we set up Limits for too low and to high Coolant temp, Oil temp, Oil press and Fuel press. We are also using full time closed loop lambda and sending a lot of Data over a custom CAN.
As you see, the LINK is a very capable system. But as every ECU, it needs a capable tuner to use it properly.
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The continental Ethanol Content Sensors will read significant lower when low flow goes through the sensor. This means during a WOT run the ethanol content will read significantly lower at high load and rpm than at idle, because the flow in the return line is low.
I attached a Log to show the problem. With more boost, I see values 20% lower at WOT than at idle. This is a well-known problem and other ECU manufacturers have an Ethanol Clamp function for a good while.
The Ethanol content does with activated clamp function only update when the Injector Duty Cycle is below a certain level. Once the INJ Duty Cycle is higher than the threshold the ECU takes the last value read below the threshold and update Ethanol content only when InjDC goes below the threshold. So a quite simple function, but with a big need! Please implement it asap. Thank you.
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Modelled and Multi-Modelled fuel compensats for differential fuel pressure flucation. Use a GP Limiter and spann axis diff fuel press and set rpm limit to a low value or zero if it diff fuel press is 20-50kpa to low.
Use another GP limiter and set axis oil press vs RPM. You can also built strategies with timers, virtual aux etc. And use virtual aux status as axis.
It's completly up to you how you want use GP limits and 3th axis of RPM limiter. You just have to be creative to get what you want.
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Here is another log
first, I experiencing wired ISC CL Trim when AP is pressed 0.2-0.3%. Suddenly about 3-4% ISC Trim is added and idle goes to 3000RPM+. This is well visible in the log.
second. The DBW PID are well tuned and follow very good without overshooting if I apply big target jump. But the controller seams to struggel quite alot during idle to make small adjustments. Even when idle control is turned off. I spent hours with different PID, nothing seams to work well for idle. I tuned the same throttle body on other ECU's without any problems.
_wired_idle_control_DBW_ISC_CL_Trim_added_randomly_Log 2018-07-31 5;49;20 pm.llg
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Ah thats great! Haven't know that. You should at that to Website and help fault fault code list.
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I would really like to use gp tables. We have more than enough spare aux on an Evo I'm developping, but unfortunately there are juat too less MAP Slots available. I know 30 table slots sound like many, but we already run out off slots on the 4 cyl. Ind. Cyl trim, knock control, cl boost with, DBW, Launch, all need tables.
Is there no possibility to increase the table number in the firmware, so we can use Aux tables for ACD control?
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I contacted Aim direct in Italy yesdarday and they infomed me that Link support is already testing revised firmware.
Good job guys! Hopefully Aim does release it soon.
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Hi Adam
I just expierienced the same problem this week, after firmware update fuel press, oil press etc. Is no shown correct.
I loaded the generic dash stream into the User Transmit Stream 1 and adjusted the multiplier. For IAT and Oil press it worked, but fuel press is something messed up on the AIM. Parametet is unsigned, but aim shows negativ values...
Consequently i tried to set up a customs stream, where ai try to duplicate the genetic dash stream on the AIM as receiver. The First 3 parameters do function, but the second line wont. I know it's not a link product, but could you please elaborate what the the row counter is for? And how must the receive mask been set if i want receive meddage in the AIM only for ID 1000 for example.
Thank you in advance.
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are the IAT, Warm up table and charge temp table correctly set? Have you checked PWInjectorActual or just InjbasePW? stays the battery voltage, MAP, RPM constant?
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Hi Adam
You're right I missed to think about it's a singel spool DC Motor. This strategy needs two coils or a stepper motor.
But the small moving strategy is not the same as just zero deadthband. Zero deathband makes the control always work, but doesn't change the target signal. The strategy i was talking about does apply a small oscillation to the target, so to the controler input.
I expierenced the same problem with hold step as A5_quattro. I will check if i find a log.
Not right sized dbw to engine size is relativ. We run 800hp+ on a 2,2l engine. This is calling for a 76mm+ throttle body. I agree that this makes it much more difficult to control, but somehow we need to find a strategy in aftermarket to control it.
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4 hours ago, Steve said:
You can also try to lower the frequency the dbw works at to help reduce "sticking".
Syvecs have a nice strategy where it gives the tb a little "kick" to get it moving
I have the factory DBW Throttle body manual from Bosch. 500HZ is the lowest recommendet frequency. Most OEM system work a higher frequencys.
Lower frequency means also slower control, which we doesn't want.
Syvecs strategy sound similary to the small oscillation strategy i mentioned.
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26 minutes ago, a6_quattro said:
Should you interpret the silence from Link as "buy another ecu"?
No really not, I'm sure Link will do something. Every ECU manufacturer has some problems. Except this problem the LINK G4+ platform runs very stable, and reliable. Overall the ECU's are still absolute great! DBW idle control is the only thing which is not ideal atmo. Think it even work ok on small throttles. From a control aspect a big DBW throttle compiend with a small engine is the most difficult thing to control.
I just asked my system control engineer docent (worked for 20years+ for OEM's). The main problem ist the friction. I will explain it on a example. Target TP = 2.0 %
Actual TP= 1,7%
The PID controler increase the Output DC%, but the TP stays on 1,7% until the static friction is overcome. Now the dynamic friction is much lower, which means the TP jumps to a much higher value like 2,7% and consequently overshots the target. Now the same process starts to the other side. This is called stick-slip effect.
I'm aware off two strategy which could be applied.
- Target signal must be be moved always by a small amount so TP does allways a small oscillation arround Target. Consequently there is only dynamic friction and no stick friction. The disatvantage of this methode is higher mechanical wear.
- second strategy is to use push and pull driver at the same time. They work agains each other, so force is applied to both sides of the throttle. So the throttle is active hold in position from both sides and not just spring against one side motor force. With this methode the stick friction force is much smaller in proportion to the close and open force applied by the motor. Disadvantage, it's quite complex to engineer the control algorithm.
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I've expierienced the same problem. Besides it seams no possible to find good PID Settings which control idle very precise and makes the throttle enough fast with less overshoout at big changes.
I use a 82mm throttle on 2,2 liter engine, means idle is controlled within 1-1,5%. Even with idle control turned off, the PiD controller oscillate slowly arround target especially when in gear, because TP seams to jump once integral has summed up enough to overcome friction. Think the push-pull driver must apply current from both sides to control and hold the throttle with more force arround idle.
I've used Nichols Ziegler methode, measured step response, phase margin etc. to adjust PID's. I also tried Link VDO PID (which oscillate heavy after a step btw!) and spent a lot of time to find sensible PID empirically. Unfortunatelly nothing seams to work well for idle.
Bad E-thrrottle idle control was discussed a lot over past years. Think it's really time that link engineers investigate into this Problem.
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On 2/23/2018 at 9:58 PM, Stevieturbo said:
There are definitely a few variations of pedal pinout depending on which pedal and model.
When i did mine I found a few online and none matched the STI Pedal I used ( same main plastic body but with a steel arm for the pedal ). And my pinout is different than listed above.
Best way to find out is to get a power supply or battery or similar and test it before hooking up to the ecu
Can you please send me your Pinout. I have a same steel arm pedal.
Thank you in advance.
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well no it's clear, thank you Adam.
Gear Calibration
in G4+
Posted
Yes