EDC16 REMOVING MAF DIAG LIMIT AT 1275

[DiegoStud]

vwstuff I think I owe you an apology: If I read correctly it is possible to have full load lambda regulation enabled by FlMng_swtFullLdRglVal_C (1D7012) allowing feedback from LSU_rLmbdRec aka Lambda sensor:

As shown in Figure 354, a PI controller with the speed-dependent parameters FlMng_FullLdRglPKp_CUR and FlMng_FullLdRglIKi_CUR is used for control, since the transmission behavior of the line is also strongly speed-dependent.

The control deviation is calculated from the reciprocal of the λ setpoint FlMng_rLmbdLim_mp and the measured 1 / λ actual value LSU_rLmbdRec.
In order to avoid overshoot the controller e.g. when switching on, the control deviation FlMng_rLmbdRecDvt_mp is limited in both directions by the values ​​FlMng_rLmbdRecDvtMin_C and FlMng_rLmbdRecDvtMax_C. A correction quantity FlMng_qFullLdRgl_mp results, which is both positive and negative, as the controller manipulated variable Can assume values. The manipulated variable is based on the values ​​FlMng_qFullLdRglMin_C and FlMng_qFullLdRglMax_C limited and added to the smoke limitation amount FlMng_qLimSmkBas_mp.

When the controller is switched off, e.g. in the transition to partial load, no volume jumps may occur. Therefore, in this case the manipulated variable of the controller is slowly reduced using a ramp function with the gradients FlMng_dqSlpPos_C and FlMng_dqSlpNeg_C. The correction amount FlMng_qFullLdRgl_mp is now determined by the output of the ramp. When switched on, the integrator is initialized with the current ramp value.

FlMng_FullLdRglPKp_CUR (1D603A 7x1 Factor 0.012207)
FlMng_FullLdRglIKi_CUR (1D6018 7x1 0.023283)
​​FlMng_rLmbdRecDvtMin_C (1D6796 1x1 0.0001)
FlMng_rLmbdRecDvtMax_C (1D6794 1x1 0.0001)
FlMng_qFullLdRglMin_C (1D6038 1x1 0.0001)
FlMng_qFullLdRglMax_C (1D6036 1x1 0.0001)
FlMng_dqSlpPos_C (1D7000 1x1 32bit 0.000153)
FlMng_dqSlpNeg_C (1D7004 1x1 32bit 0.000153)

Give it a go if you like, would be interested in how you get on.

With regards to your other points:
Personally MAP based smoke limitation is easy and reliable. Make a map with a calculated AFR and then fine tune after logging lambda if you want. There should be a margin of space between torque limiter and smoke limitation to ensure consistent torque but it depends on what you prefer and how close to the limit you wish to run.

2750mbar at 2000rpm is not an acheivable or adviseable goal; you will hit compressor surge before that.

If you are only going to run up to 80IQ then there's no need to increase diagnostic limits and tune for more.

Those two maps are boost setpoints during DPF regeneration.

[vwstuff]

Hi Diego no need to apology your advices are very wise and useful .
I really appreciat to be in touch with you

!!!

Otherwise not time yet to work on my car ; I will try the LSU route asap !!!!!!

And to complet my previous question regarding boost I mean in the range of 4000 to 5000 rpm,
I notice pressure curve fail donw in this rpm area and I need 100 mbars + to lower egt by 30-40 °C ?!
I guess this is engine efficiency or I can increase N75 pass 50 % of duty ?

[DiegoStud]

Increase boost until it blows then dial one step back...
You need to approach this with a set strategy in mind and work methodically. This includes working through basics first.

For example, I will raise a question I've given you before: what is the limit of your duration maps? Therefore, are you are not injecting the fuel you think you are, and it isn't really possible to make lambda calculations accurately.
Another issue is actual boost not matching specified at the RPMs you speak of- at what RPM does your N75 map end? If specified N75 and actual N75 are not somewhere close to each other (they will always have some variance) then, has the boost control been tuned enough? It ends at 37% DC

If these issues are not corrected, adding a feedback loop from a Lambda sensor is only going to make it harder and harder to tune.
For example, lambda reads richer than expected -> reduces IQ -> makes no difference to duration-> lambda still reads rich -> reduces IQ -> N75 miscal drops boost-> lambda reads rich until limit of lambda regulation is acheived= useless.

With this fine tuning you may find you don't need the extra boost you are asking about, and should you choose to try lambda regulation, it might work correctly. At least in all this your EGT limiter is saving you.
It's up to you, but I'm not keen on full torque running until hitting the limit of some variable like lambda, EGT, air temps, air pressure, what day of the week it is.....

[vwstuff]

I understand well the need of correct all of my mistake before fine tuning

what is the limit of your duration maps? : do you mean limit max of duration 0 ? This 34.6 °! In fact according to VCDS I inject 83.1 Mg/Str .. With axis set at 75...
Do you use extrapoled duration maps from PD 170 ? All my durations are wrong ?

Another issue is actual boost not matching specified : I spend a lot of time on boost actuator to set it properly ;right now, duty cycle on map is very very close to VCDS logs
Will have a much closer look at my boost logs .

[vwstuff]

I extrapoled ( one axis basic ) durations 00 to 03 up to 80 Mg/Str and wonder if this make sense ?
Durations 04 to 05 are stock PD105 for SOI below 9°
Please let me know if this more realistic / adequate durations for the rest of the process

I think monday ?!

[DiegoStud]

Simple answer is yes- your durations maps limit you. If they are only calibrated to 75mg then that is all you will get regardless of what VCDS says- you can look up the durations in your logs and compare.
My point about boost what you were asking about boost between 4000-5000rpm but N75 map ends at 4250rpm- change the axis if you need to.
Extrapolation is fine- I'm assuming the PD150 you are refering to would be using the same injectors otherwise you will have troubles. You can use the same process with the exisiting maps also.

[Meat-Head]

SPAMMITUDE:-

once you got to the bottom of this, got that cast iron bath of liquid nitrogen and intercooler
and another two intercooler baths on the roof, find another ecu for a spare
incase you get issues, twiddle then swap

[vwstuff]

I fitted PD 130 Injectors but unfortunately the durations I gathered on web are from PD150...
Therefore I'm looking for PD 130 durations .
Any ideas where I can source those maps are welcome !

Will add WI on the roof too ....well no need I live in Brittany

[DiegoStud]

The duration maps I've already given you are from a PD130- why not extrapolate from them?

With respect however, I really don't see how this will be of benefit to you. As I understand from your logs, you are running into EGT limits and complaining of AFR being too rich, neither of which will be solved by allowing more fuel to be injected. Would it not make more sense to get the fuel you are injecting now under control, even being willing to reduce IQ if necessary?

[Meat-Head]

SPAMMAGE & ADVERTISING

make sure your sat down not eating or drinking when you see the price

https://www.demon-tweeks.com/uk/spa-...-gauge-246433/

incase you melt sonething or blow a turbo

#300 beer tokens

[vwstuff]

Ah eh melted pistons and turbo are scheduled asap ; price is a killer !!!

At this level of $$ , I'm more fan of : Polar FIS / https://hajes-racing.com/en/skoda-octavia-ii-1z3-onboard-diagnostic-system-polar-fis

[Meat-Head]

Well deffo worth some kind of external gauges, otherwise you report back in 5 days with melted piston and turbo
people will accuse you of #post clocking

then should your passenger say “whats the boost pressure running out”
you can say “xyz psi” instead of “no idea, boost gague ran out of numbers at 50 psi”

[vwstuff]

For pistons, I plead not guilty, your honor

Otherwise in lambda smoke limitation, it's really hard to archive a stray afr ( 1.3 ) trought the rpm range by durations corrections.
Will try 3 more hiterations but I'm close to give up ....
Also thanks for the PD 130 durations....I'm slow

[vwstuff]

I stuck regarding smoke limitation MAP extrapolosation I need to reach 2800 Mbars.
If I remplace the 2600 mbars for the 2800 values... there is a big gap from 2000 to 2800 mbar !
I wonder if this is acceptable ?
Also i'm surprise stock PD 170 is very very right , i'm waiting more : 1.2-1.3 ??

[vwstuff]

I still working on LSU smoke limitation .....work in process.My EGT max is now at 788 °C
Otherwise i'm not able to increase N75 duty in the range of 4500-5000 rpm .
Both two 1936EO and 1EC564 limiter are set at 51 % and on log my max duty cycle and up at 44.6 %
I quess there is another limiter somewhere ?!