/'\_/`\ | | | (_) | | | | | (_) (_)
__ __ \ \ / / \ \ /\ / / \ V V / \_/\_/
### # # ## # ## ### # # #
___ ___ | \/ | | . . | | |\/| | | | | | \_| |_/
###### ## ## ## ## ##### ## ####
IMPORTANT: enter the case-INsensitive alphabetic (no numbers) code AND WRITE SOME SHORT summary of changes (below) if you are saving changes. (not required for previewing changes). Wiki-spamming is not tolerated, will be removed, so it does NOT even show up in history. Spammers go away now. Visit Preferences to set your user name Summary of change: '''MAT / TPS ignition retard should be MAP based, or configurable ( MAP or TPS )''' Agreed, working on it (more work in VemsTune than in firmware). TPS makes sense for engines that might not have MAP sensor at all. (ITB normally aspirated). MAP is usually better and easier to tune. So choosable is best. '''I´d like to check how this is going on?''' '''Input for Coolant temp and air temp can be selected from non pullup analog inputs''' This allows parallel installations to be done more easily. '''ECU is setup for Cam sync but still runs if camsync fails.''' * currently (~1.1.95 .. 1.1.96), with coil-type and extrapulse triggers, ignition continues even if camsync stops (just like the factory audi AAN) * but ignition stops if measured camsync pos is outside the configured ''sectrig min angle'' and ''sectrig max angle'', and ''event at bad trigger position=disable injection'' (which is not recommended unless one really knows what he is doing. The recommended default is "just show"). * with missing tooth (like 60-2) ignition stops if camsync fails ** should be improved to be user-definable behavior This is easily handled by allowing configuration of outputs (ignition) in the dual config if camsync fails. * no, not with the ign-outputs, but use sparkcut-revlimit ! ** ign-outputs must not be changed with table-switching (because ign-outputs could possibly stuck in active state). But disabling ign by sparkcut-revlimit=0 is allowed. Engine operations are not affected by the loss of camsync therefore. * currently (1.1.96) the extrapulse seems to be the most userfriendly (like 120, 120, 120, 40, 80, 120, 120 campattern or 30, 30, 10,20, 30, 30, 30, 30, 30, 30, 30, 30, 30 crankpattern), because (while also supporting camshaft-angle-control) loss-of-camsync can be configured to either run or stop. '''Idle fuel/ignition map.''' Something like a 6x6 map that only is activated during idle condition (below rpm, below tps) Y axis can be MAP or Idle control duty cycle, selectable between each no matter if main strategy is alpha-n or speed density There is a VE(MAP,RPM) table. Splitting out a corner would add complications and worse, transients. * However, using different axis in the different tables: VE(TPS, RPM) at the same time as multiplier(MAP, RPM) might makes sense (and it is possible already, right?) This is done to get an even steadier idle without fluctations as well as low engine speed low throttle conditions which may require different ignition and fuel. '''VE value resolution increase''' At least a half a point or more * 88-89 becomes 88.0 , 88.5 , 89.0 ** DONE: 176, 177, 178 ** just half reqfuel (you can tweak VT to display 88.5 instead of 177, but now much use). '''Mass fuel option fuel table.''' Ideally 0-Xms opening time curve that represents volume multiplied by a factor for fuel density. Allow addition of fuel temperature compensation from analog input. * '''anytrim''' already allows fuel pw compensation based on analog input Especially important for low resolution pulsewidth when flow is non linear to have the curve and massive injectors. Ecu then chooses the appropriate pulsewidth based on the curve from the mass wanted from the fuel table. Optional: Add document to category: Wiki formatting: * is Bullet list ** Bullet list subentry ... '''Bold''', ---- is horizontal ruler, <code> preformatted text... </code> See wiki editing HELP for tables and other formatting tips and tricks.