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? - I meant the MAT/MAP ignition retard
Input for Coolant temp and air temp can be selected from non pullup analog inputs - How?
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.
camsync right at the missing tooth
sometimes before, sometimes after tooth0. (this is currently not allowed).
Especially important if cam angle is getting measured between 355-366 with a missing tooth wheel. Some BMW engines have the cam signal right in the missing tooth, this is a installation of the cam problem so some might trigger on one phase and some other ones on the other phase as well as some hopping between phases (which I have gotten, had to run dual out to solve).
Possible solution
- arbitrary internal camsyncpulse delay of X primarytrigger pulses
- i.e it sees the signal but waits to report it for 5 primary teeth or similar, VR sensor is used in this case and will be onwards
- yes, the proposed sheme makes sense. The other method would be similar to the "measure tooth" concept (used for the exhaust and intake camshaft-angle-control, but for the camsync it would be more complex internally and would require much care and intensive benchtesting of all trigger-setups at all conditions)
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?)
- Sometimes ignition idle requirement is nowhere near what is needed at the same manifold pressure and engine speed.
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.