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MembersPage/GunnarReynisson/Questions (2024-02-13 14:02:26)

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

- 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?

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.

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.

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

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).

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.

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.

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).

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)

Exhaust vanos (VESMTune intake)

Pin 21 - Blue - Advance

Pin 22 - Red - Retard

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

Please include the 510 Ohm resistors in the rescue pack that are needed to convert IGBT outputs to logic level on the v3.9 boards.

Out of everything that is in the rescue pack, this I?d need the most of all.

Are v3 SD Card options usable with the VEMS PNP ECUs?

TODO: separate page required for new / actual projects (to prevent any mix with other projects). Such reference (without any unrelated info) is required for handling

Problem with new ECU sn22151.

Order was for PFET and NFETs to be installed on the outside of it via flying lead, this was not done and 4 P259 outputs have been used up which is not what I wanted.

I?m unable to use this ECU as some of the outputs do not respond. It has not left my test bench and only a single solenoid has been used to test outputs on a pin by pin bases.

According to the spec sheet

EC10/pin6 and pin9 are always low even when the ECU is powered off.

  • These NFETs were tested OK earlier, but damaged (burnt; always pulls to GND) the only explanation is connected to +12V directly (or very low resistance)

Sent back to warranty repair.

  • replaced NFETs that got damaged
  • some EC10 pins double feature as protected analog input and p259 output (use either as p259 output or make sure p259 is disabled or unconfigured if using as input; because it will pull down if activated).

Please explain how to calibrate analog channel 3 and 4 in vemstune as they are not listed. These are usually EGT channels but I have a customer who has wired a pressure sensor to these channels and so they need to be calibrateable.

[v3 analog inputs]

This is not related to any one project but ALL VEMS projects, all VEMStune versions and all VEMS firmwares.

The calibrated value is definitely there and so is the raw value, but there is no way to calibrate analog 3 and 4 like you do the other ones in

AnalogInputCalibrationWizard or

Input - Analog Input Calibration

That is what is missing,

your customer has to wire them to other inputs :)) think before wiring :DD

valdas.

The channels are available in the extra connector, so it should be vems that provides the ability to configure these analogs ;)

yes, use them for dbw position, dbw pedal position or something like that.

ECU Serial 22185

Engine : S50B30 Euro

Customer wants to have traction control:

Secondary trigger used for camsync because vanos trigger is uniform pattern.

Third trigger used for vanos angle

Is there any way of getting 2nd wheelspeed into the ecu when third trigger is already being used?

M50 Non vanos PNP ecu trigger issue.

If the ECU has been setup as Vanos, would the crank trigger still work?

Customer is getting no trigger, scoped the input wire at the ecu and that all looks fine, but the ECU does not have a signal, is there a change that the ECU was mistakenly setup as M50 Vanos PNP which is causing this?

Before sending the ECU back what options can the customer take to verify the ECU is built right?