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?
S50B32 PnP ECU - serial 13411 - FW 1.2.43
Pin 21 - P259/3 - Exhaust retard
Pin 22 - P259/2 - Exhaust retard
Pin 67 - P259/4 - Inlet advance
Pin 72 - P259/5 - Inlet retard
Bench test :
I?ve disabled the vanos and tested each output individually with boost alternative and they all work and also to locate which P259 channel is which output 88pin.
Exhaust vanos bench tests:
P259 2,3 in vemstune
On the exhaust vanos side (Sec trig, Intake cam in VEMStune) I?m seeing as expected PWM-ing within the range until the deadband where both outputs are on 12V (verified with a scope both outputs)
When intake target is 100? and sec trig angle is higher and outside the range Pin 22 is high and pin 21 is low, opposite when sec trig is lower and outside the range
When intake target is 100? and sec trig angle is higher and inside the range Pin 22 is high and Pin 21 is PWM-ing from low duty (high side drive) to high duty as the error gets less (from 145? down to 100? sec trig). Ending in both outputs high at 0 error. System attempting to retard the vanos
When intake target is 100? and sec trig is lower and inside the range it has low duty far away from the target until close to the target. System attempting to advance the vanos
Seems like settings should be P259 2,3 as they are in this test. Agreed?
Intake vanos bench test:
Exhaust cam setting P259 i4,i5
On the intake vanos side (third trig, Exhaust in VEMStune) I?m seeing a completely different behavior. Outside the pwm range one output is high and the other low (as expected), as soon as the error is withing the range both outputs go high. So there is no PWMing on the "exhaust cam". Also verified with a scope.
When exhaust target is 100? and third trig is higher and outside the pwm range Pin 72 is high, Pin 67 is low. System trying to retard the vanos
When exhaust target is 100? and third trig is lower and outside the pwm range pin 72 is low, pin 67 is high. System trying to advance the vanos
When exhaust target is 100? and third trigger is within the range there is no PWM on either output. System trying to keep the vanos still
Seems like settings should be P259 i4,i5 as in this test. Aside from the PWM-ing not working. Agreed?
Vehicle test : No vanos movement at all despite changing them between inlet and exhaust, inverting etc, solenoids where tested to be clicking with engine off, vanos disabled and each output tested via boost alternative 50% DC, 25Hz
Customer satisfied his OEM ECU has no issues.
Any hints as to what could be the problem given that I?ve verified the actual outputs now? I?d rather not have to send this ECU back to VEMS for further testing.
Base map was settings where
VEMSTune Intake side P259 i2, i3
VEMSTune Exhaust side P259 i4,i5
Hi Gunnar,
I have updated your report with fix.
Best regards, Dave
Hi Dave.
See test with new firmware patch
Inlet vanos (VEMSTune exhaust)
- Pin 67 - advance
- Pin 72 - retard
- P259 i4,i5
- 100? target - third trig below range (0-45?) - Pin 72 Retard High - Pin 67 Advance Low - Full retarding
- 100? target - third trig below inside range(45-95?) - far away high duty on Pin 67 lowering duty near 100? - Pin 72 low - system trying to retard
- 100? target - third trig inside deadband (95-105?)- both pins low
- 100? target - third trig below inside range (105-145?) - far away high duty on Pin 72 lowering duty nearing 100? - Pin 67 low - System trying to advance
- 100? target - third trig above range (145-360?)- Pin 67 Advance High - Pin 72 Retard Low - Full Advance
Exhaust vanos (VESMTune intake)
Pin 21 - Blue - Advance
Pin 22 - Red - Retard
- P259 2,3
- 100? target - sec trig below range - Pin 22 Retard High - Pin 21 Advance Low - Full retarding
- 100? target - sec trig below inside range - far away target high duty on pin 22 - Pin 21 Low - system trying to retard
- 100? target - sec trig inside deadband - both pins low
- 100? target - sec trig above inside range - far away from target high duty on pin 21 - Pin 22 Low - System trying to advance
- 100? target - sec trig above range - Pin 21 Advance high - Pin 22 Retard low - Full advance
Hello Gunnar,
Thanks for your measurements, I've updated your report.
Best regards, Dave
Problem with brand new ECU sr 20342
Pin 35 pulses at 10Hz with varying duty cycle, output is set as MISC1 which is supposed to be constant on all the time.
No other visible outputs set to 10Hz let alone pin 35
Varying duty is between
Min - 50%
Max - 100% - constantly low
The behavior is a wind-down from 100-50%, when it hits 50% duty cycle it resets and starts again.
The config comes out of an identical ECU which was running
the car fine(17388). This pulsing causes the main relay to come on and off constantly. This behavior is bench tested and not car install related.
Turning off MISC1 stops this behavior and the pin goes high.
When I enable IAC on this pin and set it to fixed 25% I can still see this behavior overlayed over the plain 25% DC at 10Hz. The duty cycle then goes from 0-25% winding up instead.
No matter what I do to the output by assigning it to something else and then back again this just keeps happening as soon as MISC1 is on Pin35 again.
I?ve also flashed firmwares back down to 1.2.10 and up again and that doesn?t solve it.
This must be something in software as the frequency is to stable to be something electrical internally I?d think.
I?ve done a vemstune report with files.
Hello Gunnar,
I have answered your report,
Best regards, Dave
New Round received
Doesn?t work right out of the box
Serial number r3.2_32779
Vemstune claims FW - v0.7.51 (no mention of this in the wiki anywhere), vemstune cannot show values and nothing can be done.
Always starts in boot mode, no fw upgrade possible.
Stay reason : Bad marker (0x34)
Please advise as I need this to work right away