GRS Posted June 11, 2023 Report Share Posted June 11, 2023 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. Quote Link to comment Share on other sites More sharing options...
Adamw Posted June 11, 2023 Report Share Posted June 11, 2023 7 hours ago, GRS said: Is the VVT setting of the MX5X NB2 plugin uncontrollable by default? Not quite sure what you mean by this, all cam control functionality is adjustable including target, PID, solenoid control, trigger patterns etc. 7 hours ago, GRS said: Also, is it correct that AUX1 is LOW SIDE? Aux 1 is a high side drive output on this ecu, there is a driver on the adapter board that converts the native lowside drive to high side. the aux 1 active state setting in the software should be set to low as per the base map. 7 hours ago, GRS said: I am having trouble advancing to the target angle. Attach a short log and a copy of your map. Quote Link to comment Share on other sites More sharing options...
GRS Posted June 12, 2023 Author Report Share Posted June 12, 2023 2 hours ago, Adamw said: 9 hours ago, GRS said: Is the VVT setting of the MX5X NB2 plugin uncontrollable by default? 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. Quote Link to comment Share on other sites More sharing options...
Adamw Posted June 12, 2023 Report Share Posted June 12, 2023 It appears there is some mechanical issue since you need 90% duty cycle on the solenoid to achieve any cam movement. That is assuming the ground is ok. These would typically only need about 40% duty for cam control. Quote Link to comment Share on other sites More sharing options...
GRS Posted June 12, 2023 Author Report Share Posted June 12, 2023 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? Quote Link to comment Share on other sites More sharing options...
Adamw Posted June 12, 2023 Report Share Posted June 12, 2023 4 hours ago, GRS said: Does this mean that we can determine that the solenoid itself is defective? Not necessarily the solenoid, it could be the actuator, a blockage, no oil pressure, etc. Quote Link to comment Share on other sites More sharing options...
GRS Posted June 12, 2023 Author Report Share Posted June 12, 2023 1 hour ago, Adamw said: Not necessarily the solenoid, it could be the actuator, a blockage, no oil pressure, etc. Thank you very much. I will check the points you pointed out. Quote Link to comment Share on other sites More sharing options...
GRS Posted July 15, 2023 Author Report Share Posted July 15, 2023 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 Quote Link to comment Share on other sites More sharing options...
Adamw Posted July 15, 2023 Report Share Posted July 15, 2023 I dont understand your question, the VVT control looks quite acceptable in this log, you are within <1° of target in most conditions. What problem are you trying to solve? Quote Link to comment Share on other sites More sharing options...
GRS Posted July 15, 2023 Author Report Share Posted July 15, 2023 That's strange. Here's a screenshot of the file I sent you. Quote Link to comment Share on other sites More sharing options...
GRS Posted July 15, 2023 Author Report Share Posted July 15, 2023 Thank you for taking the time to contact us. Could you please review the file we sent you again? Quote Link to comment Share on other sites More sharing options...
Adamw Posted July 15, 2023 Report Share Posted July 15, 2023 Sorry I must have opened the wrong file. It still appears to be a mechanical issue to need this much duty cycle, it would be rare to ever see more than 60% DC on this engine. Can you do another short log with proportional gain at 5.00, integral gain at 0.50 and base duty at 55%. Quote Link to comment Share on other sites More sharing options...
GRS Posted July 23, 2023 Author Report Share Posted July 23, 2023 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. Quote Link to comment Share on other sites More sharing options...
Adamw Posted July 23, 2023 Report Share Posted July 23, 2023 On 7/16/2023 at 1:04 AM, Adamw said: Can you do another short log with proportional gain at 5.00, integral gain at 0.50 and base duty at 55%. Quote Link to comment Share on other sites More sharing options...
GRS Posted July 27, 2023 Author Report Share Posted July 27, 2023 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? Quote Link to comment Share on other sites More sharing options...
Adamw Posted July 27, 2023 Report Share Posted July 27, 2023 No, just make the changes I suggested. Quote Link to comment Share on other sites More sharing options...
GRS Posted August 18, 2023 Author Report Share Posted August 18, 2023 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. Quote Link to comment Share on other sites More sharing options...
Adamw Posted August 18, 2023 Report Share Posted August 18, 2023 The ECU already has freewheeling diodes built-in on aux 1-8. It possibly could be damaged, but that is not common. I wonder if the main power supply to the ecu is missing? Can you check these runtimes in your log to see if either is abnormally high: Quote Link to comment Share on other sites More sharing options...
GRS Posted August 19, 2023 Author Report Share Posted August 19, 2023 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? Quote Link to comment Share on other sites More sharing options...
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