Any known of any succesful setups for a flywheel based Bosch trigger setup.
Such as Porches and early BMW´s.
Most likely two VR sensors
116 + 1 Trigger (divide by 29 and 4 tooth ? 4 cyl prolly)
129 + 1 Trigger (divide by 43 and 3 tooth: only 3 pulses / crankrot, only suitable for 6 cyl)
130 + 1 Trigger (divide by 5 and 26 tooth for 4 cyl ? 130=5*13*2 )
132 + 1 Trigger (divide by 3, 6 or 4? 44, 22 for 2 cyl, or 33 teeth for 6 cyl to configure respectively, matching the divider )
- 132 seems to be the most universal, and most widely used in Porsches (at least from memory; Many installed in Estonia)
- Gunni
In general, for auditrigger: the primary "trigger tooth" = crankpulses / divider
- and "trigger tooth" should be a multiple of cyl/2 (multiple of 3 for 6 cyl, multiple of 2 for 4 cyl) to avoid unnecessary configuration complications (eg. cylinder specific spark advance modifier and other hassles)
- Are you sure that those 1xx numbers are trigger teeth? -Used to think that those are starter gear teeth and the +1 is the only trigger (?)
- Gunni -
Yes, the starter teeth are trigger teeth for the ecu to know the speed, the one trigger is to located the TCD and then the ecu can know the exact location from the starter teeth.
individual power :
What is the measurement exactly?
- the difference of time spent between 2 pulses exactly 1 event apart (eg. 120 deg in 6cyl, 180 deg in 4 cyl) minus the last similar data
I was thinking that whatever it is now it might be improved upon by having it calculate the time it should take from 0-90° (or an adjustable value) only and then report the delta time as crank angles.
- inside the ECU firmware it is stored in 4 usec resolution. Of course in VT it can be displayed in crankangle (maybe it is already multiplied with RPM, or the ini can be tweaked easily).
- note that there is no "it should take" value, as RPM can change continuously. That's why - as the closest thing - it's displayed compared to last measured value (better than the average of last few).
This would eliminate variation in a complete cycle due to other cylinders and concentrate solely on the firing cylinder. Then cylinders can be compared and misfires extremely clear and potentially knock could be determinable.
- it seems the current implementation already gets as close as possible
TPS accel enrichment :
The scale in Vemstune is what appears to be millivolts against time, but there is no channel that represents this for measurement only an actual dTPS/dTime, it would be ideal to convert the scales to TPS/Time as if one where to replace the TPS with another the tuning wouldn´t have to be replaced as well as being closer on similar engines with different TPS´s.
Lambda heater duty cycle monitoring.
i have on a few occasions had a situation where lambda isn´t read for quite a long time even if engine has been run up to temperature , 10minutes for instance. Any reason to this? I want to be able to monitor the Heater DC% to determine if the heater is actually on or not. Lambda then usually comes in but takes way to long.
Any update on this??
LSU 4.9 support?
Q: Is there support as Vemstune now suggest that there is ?
A: Currently LSU 4.9 is only supported with hardware modifications to v3, we are developing firmware to allow both LSU 4.2 and LSU 4.9 to be used on the same hardware, without modifications. When making sensor choice for current project, use LSU 4.2 until recommended otherwise.
ECU serial 17347
I ordered a M52 PnP.
This ECU has a black connector and a single board inside.
Is this correct for new M52 PnP ECUs?
I ask because when powered on the bench it doesn´t connect via Vemstune. I was only going to do a quick look at it and upload a base map and now I can´t even connect to it.
I have 12v power to pin 49 which is switched input and to 26 which is constant 12V. Grounds are as per M52 wiring.
Anything else that needs 12v for this to turn on?
There is a wiring fuss inside this ECU from VEMS, I´ll have to send it back.
Pin 49 - Switched 12v and Pin 54 are wired together
- are you certain ? (the ECU turns on when fitted to harness ? Withou ignition on ?) Direct wire should not be the case
- Pin49 (anode, diode >| cathode) powers pin54 and pin65 (HALL sensor supply),
- so the ECU should not be powered back from pin54 . (but pin54 would get power if not getting from other source).
Serial communications are intermittent to less than 10% success rate. I´ll be sending it [to ..., check address in shop freshly].
Accel enrichment:
Q: Is the added PW done on a cycle by cycle bases or if the TPSdelta is higher than the required amount to trigger fuel enrichment the PW is updated for the next cylinder injecting?
A: Accel enrichment thresholds are monitored continuously (25msec timebase), the added fuel is indeed applied (first) on the next injection to start (and following) ones.
Fuel injection:
Q: Is the PW updated on a cycle by cycle bases or cylinder to cylinder bases when the ECU calculates updated parameters from inputs and then updates PW for the next cylinder?
A: Each trigger_tooth triggers a full pulsewidth recalculation before start of injection (including TPS acceleration enrichment and all other enrichments calculated from fresh input-data).
- application of TPS accel enrichment is as fast as possible; and fuel pulsewidth actuation is as precise as possible (note: outstandingly good, best on the ECU<4000 USD market )
Injector trim
The additive is added to the deadtime post all calculations?
The multiplier is against the pre deadtime value?
ECU required for comprehensive M54/E46 support
Please advise if spec is possible
Digital inputs (4 excluding Brake light and Clutch)
Digital - Crank
Digital - CAM I
Digital - CAM II
Digital - VSS
Digital - Brake light switch
Digital - Clutch switch
Analog inputs (Total 12, 14 including Brake light and Clutch)
Coolant temp - pulled up
Air temp - pulled up
Radiator out - pulled up
Oil temp - pulled up
PPS 1 - No pullup
PPS 2 - No pullup
TPS 1 - No pullup
TPS 2 - No pullup
Spare 1 - No pullup
Spare 2 - No pullup
Spare 3 - No pullup
Spare 4 - No pullup
Knock (Total 2)
Channel 1
Channel 2
NFETS/IGBTS/INJFETS ( Total 18 ON/OFF/PWM )
Inj 1-6 (6 total)
ICV (2 total)
DISA (1 total)
Fuel pump relay (1 total)
Main relay (1 total)
Vanos (2 total)
Exhaust flap (1 total)
FAN PWM (1 total)
Thermostat control (1 total) - 1Hz duty cycle ideally put into VEMS with hysteresis and target temp
AC Compressor out (1 total)
DBW - (1 V3 output total into bridgeoutputdriver)
CAN Output no input
Serial 2 to CAN STM32 - spec to follow if not known
Please advise so I can order ASAP.
Marcell could you please email me or make available schematic for V3.8b so I can I attempt to produce my PnP as a single box option with just about every I/O available? Better yet email me the same for the STM.
- This would be great to have please
Gunni
Problem with 2nd wheel speed via pin 11 on the aim2can
I´m sending into it a 100Hz 0-5v signal but get nothing in Vemstune
I have working the 6 analogs so I know the serial stream back to the V3 via 2nd serial is working.
- How do I resolve this?
Another question
The AIM2CAN is supposed to have 10 analogs (https://shop.vems.hu/catalog/stm32f103candash-p-213.html)
However the pinout (http://www.vems.hu/wiki/index.php?page=AimToCanBusPinout) shows only 9 analogs of which only 6 seem to be available for logging (multiplex analogs).
- How can I get all the channels from the AIM2CAN device into VEMS V3?
- Is this a firmware upgrade or vemstune settings thing?
- Will this ever be updated in V3?