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gisqc

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  1. gisqc

    Paddle shift

    I spent a good couple of hours on the subject trying to see how I could set up a pneumatic shift system and found 2 options. One that I'm not sure can work depending on the GP PWM function. It also requires a cheat signal to combine a clutch switch to an analog gear detection. The other seems OK but uses (wastes) ALOT of ressources (Inputs, Outputs, Timers). Here are the objectives I had in mind when working on the logic : Minimum activation time, Up and down shift conditions (When to allow and when not to), Use of a clutch switch for Neutral Reverse and low speed/RPM operation, Closed loop sequence (using part of the existing gear shift sequence), Time out if shift never happens, Double shift (Up or Down) protection, Unable to use both paddle at the same time (first one to be activated wins). I think they are all covered in the logic. Option 1 : Variables : Di2 : Up shift request (paddle) Di3 : Down shift request (paddle) Di4 : End of up shift sensor (Reed switch on the cylinder in this application maybe?) Di5 : End of up shift sensor (Reed switch on the cylinder in this application maybe?) An11 : Cheat signal of analog gear detection (leave one intact signal to another input) and a clutch switch. (Make it add .25V to normal signal when clutch is used to be able to have two voltage for every gear, one without and one with clutch? Something like this) Aux5 : Up shift condition table (Use PWM table) Aux6 : Up shift solenoid activation Aux7 : Down shift condition table (Use PWM table) Aux8 : Down shift solenoid activation VirtAux1 : Up shift request validation VirtAux2 : Down shift request validation VirtAux3 : Double shift protection Inj7 : End of up shift condition Inj8 : End of down shift condition Timer1 : Up shift minimum activation time Timer2: Down shift minimum activation time Timer3 : End of shift timeout condition Timer4 : Double shift protection timer Logic : VirtAux1 : If Di2 = ON, Di3 = Off, Timer3 > 0.500s (Start shift validation only if one paddle is active and we are not already in a shift sequence and double shift timer is past the set wait time) Timer1 : VirtAux1 (Start validation timer) Aux5: 0,020s (or min activation time) < Timer1 <= 0,070s (or any interval long enough to get the sequence started). Set the PWM table with An11 on X and RPM on Y axis. Fill out the table with 0 and 100. Every gear/rpm point where you want to block a shift from happening goes to 0. The cheat signal from An11 let's you break the X axis with enough voltage to have each gear twice, one with and one without clutch activated. This let us set shift conditions according to the clutch also. Only point I am unsure here (and didn't find answer in the help) is if the software interpolates between the cells at 100 or 0, or if they round up the voltage input and goes to the closest column instead. If it interpolates the duty cycle this gives some problems as to break the input signal correctly and still maintain 0's in the unwanted conditions. Aux6 : Aux5 = ON Or ( Aux6 = ON And Inj7 = OFF) VirtAux3 : Aux6 = ON OR Aux8 = ON Timer3 : VirtAux3 = ON Inj7 : Timer3 > 0.5sec (Or desired shift timeout) OR Di4 = ON (Cylinder reached end of stroke, shift is completed) At this point the solenoid should be activated following all conditions we checked and should stay on until the shift is completed. Now I'd set up the shift sequence from a load cell sensor on the air cylinder to reach full closed loop sequence regardless of the pneumatic reaction time. Down shift sequence is essentially the same, add a TPS under x% condition on the PWM output condition (for table). Option 2 is similar but instead of using a cheated signal for the PWM table, I would keep the table Gear by RPM and add a Aux Output for Up AND Down shift (eating two more outputs) with a condition like : RPM > 4000 or Clutch switch (upshift) or (RPM > 2500 Or Clutch Switch) AND TPS < 30% (Down shift), and add these output status into the PWM output conditions. This way when filling the PWM table any critical spot (neutral reverse low rpm conditions) even if you do not have clutch feedback you know it is active and therefore can allow to shift in those conditions. I prefer option 2 to set conditions of shift, but it takes way to many output to be practical unless we have more Virtual Aux ouputs available someday. A quick conclusion is we are somewhat limited to what we can do, more VirtAux output or/and more conditions per output would make a good difference, in the process I spent most of my time restarting to try and save more output or work around the fact Inj and Ign outputs only have 2 conditions and that the Virtual Aux doesn't have the SwoffTimer option. Here are questions regarding the setup : -Any general inputs on the logic? -General Purpose PWM outputs : If I have a RPM breakout at 0 (0%) and 1000 (100%) what would happen if rpm is at 750. Will it round up and pick the 1000rpm column at 100% or interpolate and use 75% duty cycle? This is critical to making the first option PWM table work. -If we had access to a end of shift status from the gear shift logic, that it gets on when it is completed for a scan (or maybe a small timed delay?) then we could easily get rid of the Inj7 and Inj8 output and the Timer3 along with both end of stroke sensor DI4 and DI5. Hopefully this would not be to hard to add in the near future while we wait for a complete paddle shift logic which would be alot simplier if all programmed in the shift module? -It would be nice to have the swofftime option on the Virtual output just like the regular outputs to. -It would also be nice to be able to start a Timer off an Ignition or Injection output status. In this logic I had to "waste" a 3 condition output while only needing 2, only because I needed that output to start a Timer. -Am I right to think when using Neutral and Reverse gear in a table Axis I need to use the number in () next to the description from the gear detection module being 10 for reverse and 11 for neutral? Gislain
  2. I am in support for more Virtual Aux, Also it would be nice to have more parameters as conditions, for example to have a paramater active during the shift sequence (from "Start of shift" to "End of shift")
  3. Just wondering, how did you come up with the .05 sec resolution? In PCLink it lets me enter up to 0.01 seconds increment in gear cut. Or is it limited to a lower resolution when in actual application?
  4. Seems like the G4+ has a few things on the wish list taken care of. The question I have is for the people who already have a G4, can we upgrade the firmware and get most of the G4+ features or none of these apply to us? Thanks
  5. Thanks that should do it. I have a 323i idle valve but it looks about the same as the M3 one (my engine came with none) so I Â will try to use it with the mod shown there!
  6. Hi guys, I am wondering how one controls the S54 idle on a Link G4 (Storm here). It uses a 3 wire solenoid actuator which in the documentation says to wire ONLY to aux. 1 and aux. 2. My aux 1-4 are dedicated for VVT so that is not an option. In PCLink it lets me set ISC solenoid output to all the other outputs to. In the idle control speed menu if I select Open(or closed) loop ISC/Stepper it let's you choose 4 or 6 terminal stepper but no other options (as to precise it's a solenoid and not a stepper). Is it possible to wire a 3 wire solenoid to any aux 5-8 outputs or should I look into a different idle control valve (2 wire solenoid or stepper motor one instead of the OEM one). Gislain
  7. This would be a great feature!
  8. "-Activate throttle opening for "Y" second, based on map <- I still didn't figure out a way to make that happen, other than having the same opening time for every possibility.. or using different output again for every possibility..."  Ok I did figured that one out with what's available : GP PWM output, 10Hz frequency (only because it's the minimum...) with a map with Gear and RPM, dutycycle % = number of .001 seconds (to make everything work nice it would mean it has to be within 0.1 second or it gets complicated...).  What would be even better is to be able to activate output until the calculated rpm (from ratio and gear change) is meet with a possibility to add an offset (ex : +50rpm) to account for delays in the system... but this one might start to get a little tricky!  "Also on the gear cut mode, having the choice to end the cut mode with an input turning on would be great. Like in the not timed mode, but instead of it being linked to the actual "request input" it could be linked on an other input that ends the mode as soon as seen on. <- Don't think it could be done as of right now, maybe it could be tweaked out outside the PLC so it fakes the right conditions in the current "non-timed" mode to make it happen."  This one would be easy to tweak outside the PLC (if I understand well how the not-timed work), with an upshift request, keep the input powered and reset it with the signal you need. It would still be great to be done internaly since it's very basic programming.  Then the rest of the shifting logic and general safeties (cancel shift request if cylinders aren't at proper position) could be wired outside the PLC to make everything worth without consumming I/O for nothing, even tho it would again be great to be able to code it directly inside since it's a basic ladder logic. I think I can order my Link now since I can make everything I need work! Hopefully it can only get easier for anyone else who wants to do this!
  9. Hi guys,  It would be nice to have a table similar to the gear cut feature for a throttle blip on downshifts. Or simply allowing a GP output to have the swOff Timer value linked to a table. It could be a 2D table with RPM and Gear as axis to determine "blip" time. (With some device wired in an Output that allows throttle to open when switched on). It could also have a maximum RPM limit determine per gear to avoid overreving on downshift (when at this rpm, downshift is impossible without overring)  Application I'm thinking of would imply a power actuated sequential shifter and simpliest logic I could think of would go as follow : -Downshift request input <- easily done as is -Make sure downshift is safe thru rpm limit <- could be done using an output for everygear with right conditions, would be better if you could save those outputs tho -Activate output X (goes from gear to neutral in transmission) <- easily done as is -Activate throttle opening for "Y" second, based on map <- I still didn't figure out a way to make that happen, other than having the same opening time for every possibility.. or using different output again for every possibility... -Activate ouput Z (goes from neutral to next lower gear in transmission), could be after the blip, somewhere in the middle of it or at the same time, whatever would work the best <- easily done for after or at the same time, somewhere in the middle of it could be a problem as of right now, didn't look into it that much.  Also on the gear cut mode, having the choice to end the cut mode with an input turning on would be great. Like in the not timed mode, but instead of it being linked to the actual "request input" it could be linked on an other input that ends the mode as soon as seen on. <- Don't think it could be done as of right now, maybe it could be tweaked out outside the PLC so it fakes the right conditions in the current "non-timed" mode to make it happen.
  10. Hi guys, First off I will say I understand how industrial PLC works and without going into extensive stuff I know what can be done with them, roughly. I don't have much (if any) experience with engine management stuff or how Link ECU's are programmed tho. Â I was looking at how it would be possible to run the S54 with vanos and dbw, it seemd quite easy until I found out the 'silver case' was a thing of the past. Even with the new G4, as I understand it, you are lacking a PWM output to run the E-throttle module. My first idea on how to get around this brings up two 'problems' which I have no idea if they can be solved or not : 1) The solution would be to run one of the cam (two controls) on one PWM output and use another output to activate a relay/solidstate between both solenoid. Common sense would say you wouldn't be activating both at the same time (one working against another...). On this situation it could be done only to the exhaust cam and keep the intake cam with two output, if it can help get better management... I think the intake cam is the most important on this. Problem : I don't know how the mapping is programmed. The ecu probably have a feature to control all this from two inputs, would it be possible to use one input with 2 maps (if that's what needed or one map take care of both retard and advance...) and activate the other input to activate the right solenoid for advance or retard? That's probably more how you would do stuff in the industrial programming, saving your 'important' output and using the common ones for stuff like reversing a rotation. Â 2) Use the remaining PWM output for dbw. You could then use the E-Throttle module and wire it correctly. My question tho is what is different in throttle management versus other PWM features so it needs it's own module? Couldn't you just use tables for it and once again use a regular output and a relay/solidstate to reverse rotation (From the diagram I'm guessing that's how it works mostly). Â I don't know how hard it would be to implement those things or if it's possible... (but then again common sense would say it's certainly doable) but it would be quite awesome to run all these features on limited outputs. If it really works well you could save an extra one by combining the intake cam to. I saw the post about a guy asking for a S62 and it wouldn't work (needed 8 outputs). Maybe that would be a solution to it to.
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